Narrative:

During my type rating chkride with pilot examiner who was being observed by his FAA poi, we departed fort worth alliance airport at approximately XA10L after an initial aborted takeoff at XA00L. We were on an IFR flight plan to greenville texas for the purpose of conducting a type rating chkride for an HS125 aircraft. Our initial clearance was to climb on runway heading to 2000 ft. We checked in with ft worth departure while beginning to level at 2000 ft. (At 1800 ft a new altitude of 4000 ft was issued.) during the initial climb to 2000 ft and subsequent climb to 4000 ft we continued on a 160 degree heading sbound toward the dfw class B airspace expecting a turn to the northeast at any moment to proceed to greenville. After the clearance to 4000 ft was received I applied power and continued to accelerate the aircraft to 245 KTS. (At the initial level off of 2000 ft we were at 190-200 KTS.) at 3300 ft the FAA representative expressed concern for my airspeed to the pilot examiner who made a comment to the effect that a high deck angle would result if we were to climb at a slower speed. This discussion was carried out by the FAA representative showing the pilot examiner a note on a piece of paper and the pilot examiner replying verbally. At no time was I aware of the fact that we had not entered the dfw class B airspace. I am from seattle, wa, and other than one previous flight to abilene the day before I have not operated from any of the dfw satellite airports. I was largely depending on my copilot/pe to bring it to my attention if I was doing anything improper, which he still contends we did not. Our track put us very close to the 3000 ft floor of the class B airspace. While operating on an IFR clearance my concern was to clear the terminal area, so after clearing the class D airspace I began the acceleration. I have enclosed an estimated traffic on a class B airspace depiction. I was not the PIC the pilot examiner was, I was the pilot at the controls. I am filing this report to protect myself in the event of any action that may be initiated by the FAA representative on board. During this entire evolution the pilot examiner still says I did nothing wrong. After the chkride and a 2 hour discussion between the pilot examiner and the FAA representative I received a final slip for the chkride. The pilot examiner did not feel this was warranted. A couple of comments are in order: 1) if I was about to violate an far unknowingly, why did the FAA representative situation back and allow me to do it? 2) the pilot examiner still contends I flew a superb chkride, yet I got a pink slip anyway. 3) far 91.117(C) the far I potentially violated states: no person may operate an aircraft in the airspace underlying a class B airspace area designated for an airport or in a VFR corridor designated through such a class B airspace area, at an indicated airspeed of more than 200 KTS (230 mph) 4) I was not operating in a VFR corridor through the class B airspace nor was I operating in an area 'designated for an airport' so I contend the speed limit was governed by 91.117(a) approximately 250 KTS below 10000 ft. This rule is ambiguous at best and needs clarification.

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Original NASA ASRS Text

Title: THE RPTR EXCEEDED 200 KTS BELOW THE FLOOR OF THE TCA.

Narrative: DURING MY TYPE RATING CHKRIDE WITH PLT EXAMINER WHO WAS BEING OBSERVED BY HIS FAA POI, WE DEPARTED FORT WORTH ALLIANCE ARPT AT APPROX XA10L AFTER AN INITIAL ABORTED TKOF AT XA00L. WE WERE ON AN IFR FLT PLAN TO GREENVILLE TEXAS FOR THE PURPOSE OF CONDUCTING A TYPE RATING CHKRIDE FOR AN HS125 ACFT. OUR INITIAL CLRNC WAS TO CLB ON RWY HDG TO 2000 FT. WE CHKED IN WITH FT WORTH DEP WHILE BEGINNING TO LEVEL AT 2000 FT. (AT 1800 FT A NEW ALT OF 4000 FT WAS ISSUED.) DURING THE INITIAL CLB TO 2000 FT AND SUBSEQUENT CLB TO 4000 FT WE CONTINUED ON A 160 DEG HDG SBOUND TOWARD THE DFW CLASS B AIRSPACE EXPECTING A TURN TO THE NE AT ANY MOMENT TO PROCEED TO GREENVILLE. AFTER THE CLRNC TO 4000 FT WAS RECEIVED I APPLIED PWR AND CONTINUED TO ACCELERATE THE ACFT TO 245 KTS. (AT THE INITIAL LEVEL OFF OF 2000 FT WE WERE AT 190-200 KTS.) AT 3300 FT THE FAA REPRESENTATIVE EXPRESSED CONCERN FOR MY AIRSPD TO THE PLT EXAMINER WHO MADE A COMMENT TO THE EFFECT THAT A HIGH DECK ANGLE WOULD RESULT IF WE WERE TO CLB AT A SLOWER SPD. THIS DISCUSSION WAS CARRIED OUT BY THE FAA REPRESENTATIVE SHOWING THE PLT EXAMINER A NOTE ON A PIECE OF PAPER AND THE PLT EXAMINER REPLYING VERBALLY. AT NO TIME WAS I AWARE OF THE FACT THAT WE HAD NOT ENTERED THE DFW CLASS B AIRSPACE. I AM FROM SEATTLE, WA, AND OTHER THAN ONE PREVIOUS FLT TO ABILENE THE DAY BEFORE I HAVE NOT OPERATED FROM ANY OF THE DFW SATELLITE ARPTS. I WAS LARGELY DEPENDING ON MY COPLT/PE TO BRING IT TO MY ATTN IF I WAS DOING ANYTHING IMPROPER, WHICH HE STILL CONTENDS WE DID NOT. OUR TRACK PUT US VERY CLOSE TO THE 3000 FT FLOOR OF THE CLASS B AIRSPACE. WHILE OPERATING ON AN IFR CLRNC MY CONCERN WAS TO CLR THE TERMINAL AREA, SO AFTER CLRING THE CLASS D AIRSPACE I BEGAN THE ACCELERATION. I HAVE ENCLOSED AN ESTIMATED TFC ON A CLASS B AIRSPACE DEPICTION. I WAS NOT THE PIC THE PLT EXAMINER WAS, I WAS THE PLT AT THE CTLS. I AM FILING THIS RPT TO PROTECT MYSELF IN THE EVENT OF ANY ACTION THAT MAY BE INITIATED BY THE FAA REPRESENTATIVE ON BOARD. DURING THIS ENTIRE EVOLUTION THE PLT EXAMINER STILL SAYS I DID NOTHING WRONG. AFTER THE CHKRIDE AND A 2 HR DISCUSSION BTWN THE PLT EXAMINER AND THE FAA REPRESENTATIVE I RECEIVED A FINAL SLIP FOR THE CHKRIDE. THE PLT EXAMINER DID NOT FEEL THIS WAS WARRANTED. A COUPLE OF COMMENTS ARE IN ORDER: 1) IF I WAS ABOUT TO VIOLATE AN FAR UNKNOWINGLY, WHY DID THE FAA REPRESENTATIVE SIT BACK AND ALLOW ME TO DO IT? 2) THE PLT EXAMINER STILL CONTENDS I FLEW A SUPERB CHKRIDE, YET I GOT A PINK SLIP ANYWAY. 3) FAR 91.117(C) THE FAR I POTENTIALLY VIOLATED STATES: NO PERSON MAY OPERATE AN ACFT IN THE AIRSPACE UNDERLYING A CLASS B AIRSPACE AREA DESIGNATED FOR AN ARPT OR IN A VFR CORRIDOR DESIGNATED THROUGH SUCH A CLASS B AIRSPACE AREA, AT AN INDICATED AIRSPD OF MORE THAN 200 KTS (230 MPH) 4) I WAS NOT OPERATING IN A VFR CORRIDOR THROUGH THE CLASS B AIRSPACE NOR WAS I OPERATING IN AN AREA 'DESIGNATED FOR AN ARPT' SO I CONTEND THE SPD LIMIT WAS GOVERNED BY 91.117(A) APPROX 250 KTS BELOW 10000 FT. THIS RULE IS AMBIGUOUS AT BEST AND NEEDS CLARIFICATION.

Data retrieved from NASA's ASRS site as of July 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.