Narrative:

VFR flight; cruise 15;500 feet MSL. Weather clear with airmet tango for strong north winds. Began descent with ATIS oscar from 15;500 feet west of pmd VOR with la center and was handed off to socal within two minutes. The socal controller advised upon contact a VFR descent which I replied 'continuing VFR descent'. I was handed off within minutes to a second socal controller which stated upon contact that ATIS papa was current at kral. I replied I would copy the ATIS and report back as traffic seemed light and no traffic advisories had been given. A frequency change was not performed nor needed as I monitored both frequencies and 'copied the numbers'. I reported back that I had information papa. During this time; the descent had continued and no heading changes were made. Approximately 30 seconds after reporting papa; the controller requested an 'expedited descent to 6;000' and a heading of 090'. I was at 8;000 and descending at approximately 700-800 FPM with a ground speed of approximately 190 knots and proceeded to steepen the descent and turn to the heading. It was soon after that a contrasting voice to the prior controller asked if I had a class B clearance. I replied I was just following the vectors. In reflection; I think the incursion had been made which necessitated the receipt of the vector. A safety alert was not given to any aircraft in this instance. Root cause was that the distraction of getting the revised ATIS instead of navigational duties; when requesting a class B clearance should have been the priority. The 30 knots of north wind increased the ground speed and required wind correction to remain north of the class B airspace and shortened reaction time while providing turbulence. Further; omitting any request for a class B clearance was marred by trusting that the controller was 'watching out for me'. This false sense of a protective envelope and the ATIS distraction provided just the time needed to overlook the request for a clearance. It seems upon reflection that the controller instead of 'watching out' just watched it happen. Corrective actions include: do not anticipate or depend on ATC to vector or advise of airspace restrictions or nearby potential incursion of any such airspace. Knowing that providing any airspace advisory 'is not their duty but sometimes provided'; separation of IFR traffic and participating VFR traffic is their priority. Ensuring participating VFR aircraft do not enter class B without a clearance is a function of this separation and the reason the class B exists. The responsibility lies with the pilot in command but should be an overlapping task with ATC for separation redundancy. Do not think that when you are a participating VFR aircraft; that doing what you are doing is correct and acceptable to the controller; safety; or the fars. Thinking that you must be doing the right thing because the frequency is silent; is dangerous. I think that as student pilots; we learn that when that ATC voice in our head speaks; we obey. It's just sometimes; we wait for a command that does not come or arrives after-the-fact. Some controllers provide the class B clearance without being asked or explicitly state to stay clear if need be. Other controllers require that each pilot request the clearance seemingly just as a matter of principle. Every pilot is doing their best to try to comply and want to please; but to low-time pilots and those of us who may not fly into busy terminals often; a partnering is often required. The phrase 'stay clear of class B (or any as applicable) airspace' stated by the controller every so often would prevent many incursions by keeping it in the discussion. Joshua approach controllers are very diligent and explicit upon contact to advise pilots as to the status of any adjacent airspace and your vicinity thereof. I wish that I would have been prompted as to my status and vicinity of the class B airspace rather than the currentatis at kral. For my part in this matter; I will be reminded that as a participating aircraft; ATC provides separation of aircraft; not airspace. As I am scheduled for an IFR 10-day course next month; I hope that future incursions are thwarted by joint cooperation of pilots and ATC as it may be me on the other side of the blue line next time.

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Original NASA ASRS Text

Title: Pilot reports entering Los Angeles class bravo airspace without clearance; while under flight following.

Narrative: VFR Flight; cruise 15;500 feet MSL. Weather clear with AIRMET Tango for strong north winds. Began descent with ATIS Oscar from 15;500 feet west of PMD VOR with LA Center and was handed off to SoCal within two minutes. The SoCal controller advised upon contact a VFR descent which I replied 'Continuing VFR Descent'. I was handed off within minutes to a second SoCal controller which stated upon contact that ATIS Papa was current at KRAL. I replied I would copy the ATIS and report back as traffic seemed light and no traffic advisories had been given. A frequency change was not performed nor needed as I monitored both frequencies and 'copied the numbers'. I reported back that I had information Papa. During this time; the descent had continued and no heading changes were made. Approximately 30 seconds after reporting Papa; the controller requested an 'Expedited descent to 6;000' and a heading of 090'. I was at 8;000 and descending at approximately 700-800 FPM with a ground speed of approximately 190 knots and proceeded to steepen the descent and turn to the heading. It was soon after that a contrasting voice to the prior controller asked if I had a Class B clearance. I replied I was just following the vectors. In reflection; I think the incursion had been made which necessitated the receipt of the vector. A Safety Alert was not given to any aircraft in this instance. Root cause was that the distraction of getting the revised ATIS instead of navigational duties; when requesting a Class B clearance should have been the priority. The 30 knots of north wind increased the ground speed and required wind correction to remain north of the Class B airspace and shortened reaction time while providing turbulence. Further; omitting any request for a Class B clearance was marred by trusting that the controller was 'watching out for me'. This false sense of a protective envelope and the ATIS distraction provided just the time needed to overlook the request for a clearance. It seems upon reflection that the controller instead of 'watching out' just watched it happen. Corrective actions include: Do not anticipate or depend on ATC to vector or advise of airspace restrictions or nearby potential incursion of any such airspace. Knowing that providing any airspace advisory 'is not their duty but sometimes provided'; separation of IFR traffic and participating VFR traffic is their priority. Ensuring participating VFR Aircraft do not enter Class B without a clearance is a function of this separation and the reason the Class B exists. The responsibility lies with the pilot in command but should be an overlapping task with ATC for separation redundancy. Do not think that when you are a participating VFR Aircraft; that doing what you are doing is correct and acceptable to the controller; safety; or the FARs. Thinking that you must be doing the right thing because the frequency is silent; is dangerous. I think that as student pilots; we learn that when that ATC voice in our head speaks; we obey. It's just sometimes; we wait for a command that does not come or arrives after-the-fact. Some controllers provide the Class B clearance without being asked or explicitly state to stay clear if need be. Other controllers require that each pilot request the clearance seemingly just as a matter of principle. Every pilot is doing their best to try to comply and want to please; but to low-time pilots and those of us who may not fly into busy terminals often; a partnering is often required. The phrase 'Stay clear of Class B (or any as applicable) Airspace' stated by the controller every so often would prevent many incursions by keeping it in the discussion. Joshua Approach Controllers are very diligent and explicit upon contact to advise pilots as to the status of any adjacent airspace and your vicinity thereof. I wish that I would have been prompted as to my status and vicinity of the Class B airspace rather than the currentATIS at KRAL. For my part in this matter; I will be reminded that as a participating aircraft; ATC provides separation of aircraft; not airspace. As I am scheduled for an IFR 10-Day course next month; I hope that future incursions are thwarted by joint cooperation of pilots and ATC as it may be me on the other side of the blue line next time.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.