You did not call them as soon as you were on the ground?
They may not require anything of you and just want to inform you that you busted
their class B and so on. I have known people were told to call LAS for the same
reason, nothing came of it, no paper work done.
SEATAC may be more strict, but I would have called them upon landing to see
what they had to say.


steve mew wrote:

Does anyone have any advice on how I should handle an airspace violation ?
Whats t he procedure and what are the penalties. It was a first time
offense. Here is what I wrote in the NASA Aviation Safety Reporting Form :

A VFR flight was planned in depth with 4 waypoints from KBFI to KPDX. There
were 3 on board (2 Passengers, and Pilot - who filed this report). The
detail of the flight plan included accurate compass vectors, waypoint ETA's
with VOR radials as backup. 1-800 WX BRIEF was called for a weather briefing
and a flight plan was filed approx 10 mintes before the flight. The Aircraft
was equiped for IR flight and had a moving map GPS unit. Takeoff was at 0847
PST from Runway 13L.
Just after take off the pilot opened the flight plan and then experienced
high load conditions due to night lighting and moderate turbulence and wind
shear. A Class B incursion occured, due to load and fixation from several
distractive factors :

1. Turbulence and Wind Shear : Trying to keep the aircraft straight and
level due to turbulent conditions caused loss of awareness of the flight
path.
2. A rear seat passenger was distracting the pilot with a headset
malfunction.
3. The pilot was inexperienced - 115 Hrs Total Time and limited hours at
night although was night current.
4. Deviation from the flight plan. It was intended to originally take the
Vashon Westbound departure but decided on take off to take the Southbound
Departure that was unfamiliar.

2 minutes into the flight the pilot lost spacial awareness and became
disoriented. Concerned that the Aircraft was getting close to the SEATAC
airspace or Renton Airport airspace the pilot took evaisive action and
dumped height to get below 1100 instinctively feeling this was a safe level
in the area. The intention at this point was to return to a path that was
familiar (The Vashon Departure) It was at this point that the Pilot realized
that the aircraft infact was much further south that previously thought. A
visual scan externally confirmed this as an aircraft on finals for SEATAC
was off the starboard side at 3 o'clock approximately 1nm. Further evasive
action was taken by steering at high bank northbound to avoid crossing the
SEATAC centerline in order to avoid the ILS cooridoor.
--------------------------------------------------------------
Shortly afterward the pilot changed to a westerly course to attempt to
intercept the vashon westbound departure that was familiar to him in an
effort to regain spacial awareness. After changing to a westerly path KBFI
tower made contact and requested that in future to notify them of any
departure deviation. The aircraft continued over the shoreline into the
Puget Sound where the turbulence stopped and smooth flight conditions
returned.

At this point a decision was made to terminate the flight and return to
KBFI. A landing was made on the long runway 13R. After landing the Tower
notified the pilot that a telephone call was needed to SEATAC on 206 768
2852.

Chain of Events :

1. In planning the flight in the afternoon it was known that the daytime
weather was IFR. The forecast for take off was VFR but close to minimums and
turbulent.
2. A deviation from the intended westbound departure was made.
3. An unfamiliar departure was flown.
4. Distraction from the rear passenger due to their faulty headset.
5. Evasive actions were taken.
6. Recognizing that A) Incursion occured and B) the conditions were above
skill level the pilot elected to abort the flight and return to KBFI.

Human Performance Considerations :

1. Although licensed to fly in the weather condtitions the pilot was not
experienced to do so effectively.
2. Limited night experience.
3. Bad cockpit management of resources. A GPS unit with moving map
displaying the Class B boundaries was available but the zoom function was
set to a scope of limited use. A misinterpretation of the class B boundaries
was made.