Narrative:

I was cruising VFR eastbound along the south shore of long island at 3500 MSL; and receiving VFR traffic advisories from new york approach with a discrete squawk code. After passing 87N I informed the controller I was descending to 2500 MSL in order to avoid scattered clouds. I subsequently informed the controller I would be reversing course to return westbound along the south shore; and did not note a change in altitude.I overlooked that my course and 2500 MSL altitude would have me crossing into the fok class D; which extends to 2600 MSL over the south shore. In hindsight; while in two way contact with approach for flight following I may have relaxed my airspace vigilance. Upon inadvertently entering the fok class D the controller instructed to climb at or above 2600 MSL and to remain clear of fok. I then climbed to 2600+ to exit the top of the kfok class D.it is unclear to me whether this qualifies as a pilot deviation into the fok class D. I was in two-way communication with the ATC controller responsible for fok approach; and this controller was made aware of my intended altitude and flight path. I did not however explicitly inform of intended transit through the fok class D and do not know if the approach controller coordinated with fok tower; who would be the ATC facility 'having jurisdiction'. It is unclear from the applicable regulations whether the approach/TRACON controller also qualifies as the ATC facility responsible for the class D; especially in a VFR advisory context (not IFR or other positive control). Because of this ambiguity; in the future I will plan to explicitly inform the approach controller in advance of my flight path transiting class D or C airspace; to either receive acknowledgment or instruction to remain clear.

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Original NASA ASRS Text

Title: Pilot reports of advising ATC while under flight following that he was descending to avoid clouds. While doing so he entered a Class D airspace.

Narrative: I was cruising VFR eastbound along the south shore of Long Island at 3500 MSL; and receiving VFR traffic advisories from New York Approach with a discrete squawk code. After passing 87N I informed the controller I was descending to 2500 MSL in order to avoid scattered clouds. I subsequently informed the controller I would be reversing course to return westbound along the south shore; and did not note a change in altitude.I overlooked that my course and 2500 MSL altitude would have me crossing into the FOK Class D; which extends to 2600 MSL over the south shore. In hindsight; while in two way contact with Approach for flight following I may have relaxed my airspace vigilance. Upon inadvertently entering the FOK Class D the controller instructed to climb at or above 2600 MSL and to remain clear of FOK. I then climbed to 2600+ to exit the top of the KFOK Class D.It is unclear to me whether this qualifies as a pilot deviation into the FOK Class D. I was in two-way communication with the ATC controller responsible for FOK approach; and this controller was made aware of my intended altitude and flight path. I did not however explicitly inform of intended transit through the FOK Class D and do not know if the approach controller coordinated with FOK tower; who would be the ATC facility 'having jurisdiction'. It is unclear from the applicable regulations whether the Approach/TRACON controller also qualifies as the ATC facility responsible for the Class D; especially in a VFR advisory context (not IFR or other positive control). Because of this ambiguity; in the future I will plan to explicitly inform the approach controller in advance of my flight path transiting Class D or C airspace; to either receive acknowledgment or instruction to remain clear.

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.