Narrative:

I began a VFR flight from pvd to bos at or about XA30. WX was 1700 broken and 6 fob. Cold front was fast approaching boston area from northwest so it was critical that the flight leave immediately. (Flight had to be made VFR because of part 135.) ocean approach provided radar service and handed me off to boston center. Visibility was poor and low clouds prevented a climb. I called bos and told them I would fly 210 radial to miss norwood air traffic area. When boston finally told me to identify and began vectoring me to boston, I believe I was inside the navy weymouth air traffic area. Causes: 1) preflight planning was rushed to 'beat' the incoming WX. 2) mod to severe turbulence and passenger feeling poorly distracted me. 3) ATC, although they had me radar identified, failed to assign headings. 4) flight would have been safer on an IFR flight plan at a higher altitude. 5) unclear rules and opinions by both pilots and ATC on who has the responsibility on air traffic area entrance when in ATC control with a squawk code. Corrective actions: 1) wait for better WX. 2) legalize single engine part 135 IFR. 3) more cooperation from ATC in vectoring. 4) better preflight planning. IFR flying is safer than MVFR 'scud running' yet a 135 pilot has no other choice if he or she wishes to complete the flight and thee is usually great pressure to do so.

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Original NASA ASRS Text

Title: PLT DISORIENTATION RESULTS IN UNAUTH PENETRATION OF ATA.

Narrative: I BEGAN A VFR FLT FROM PVD TO BOS AT OR ABOUT XA30. WX WAS 1700 BROKEN AND 6 FOB. COLD FRONT WAS FAST APCHING BOSTON AREA FROM NW SO IT WAS CRITICAL THAT THE FLT LEAVE IMMEDIATELY. (FLT HAD TO BE MADE VFR BECAUSE OF PART 135.) OCEAN APCH PROVIDED RADAR SERVICE AND HANDED ME OFF TO BOSTON CENTER. VISIBILITY WAS POOR AND LOW CLOUDS PREVENTED A CLIMB. I CALLED BOS AND TOLD THEM I WOULD FLY 210 RADIAL TO MISS NORWOOD ATA. WHEN BOSTON FINALLY TOLD ME TO IDENT AND BEGAN VECTORING ME TO BOSTON, I BELIEVE I WAS INSIDE THE NAVY WEYMOUTH ATA. CAUSES: 1) PREFLT PLANNING WAS RUSHED TO 'BEAT' THE INCOMING WX. 2) MOD TO SEVERE TURBULENCE AND PAX FEELING POORLY DISTRACTED ME. 3) ATC, ALTHOUGH THEY HAD ME RADAR IDENTIFIED, FAILED TO ASSIGN HDGS. 4) FLT WOULD HAVE BEEN SAFER ON AN IFR FLT PLAN AT A HIGHER ALT. 5) UNCLEAR RULES AND OPINIONS BY BOTH PLTS AND ATC ON WHO HAS THE RESPONSIBILITY ON ATA ENTRANCE WHEN IN ATC CONTROL WITH A SQUAWK CODE. CORRECTIVE ACTIONS: 1) WAIT FOR BETTER WX. 2) LEGALIZE SINGLE ENGINE PART 135 IFR. 3) MORE COOPERATION FROM ATC IN VECTORING. 4) BETTER PREFLT PLANNING. IFR FLYING IS SAFER THAN MVFR 'SCUD RUNNING' YET A 135 PLT HAS NO OTHER CHOICE IF HE OR SHE WISHES TO COMPLETE THE FLT AND THEE IS USUALLY GREAT PRESSURE TO DO SO.

Data retrieved from NASA's ASRS site as of August 2007 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.