should have called them already... might only have been a polite "arse
chewing".. but if you've delayed this long.. you may be getting a visit from
the local FSDO..

BT

"Peter Gottlieb" wrote in message
news
Maybe this isn't the right thing to do but I would call them, listen to
what
they have to say, then be very apologetic and explain what happened and
that
you are taking steps to assure that it will not occur again.

If you haven't called them yet, call AOPA and ask advice (I have their
legal
services plan and that may be required, I don't know).

Peter


"steve mew" wrote in message
...
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.