Narrative:

Departed from an uncontrolled airport located approximately 5-6 mi south of the controled airport in question. Both airports have northwest/southeast aligned runways. That day prevailing winds favored departures and arrs to the northwest. Our pattern was busy with light aircraft and one in particular departed ahead of us. Our aircraft (na-B25) is significantly more complex and faster than the rest of the traffic in our pattern. I elected to depart straight ahead for about a mi and then turn right departing on course instead of turning left after takeoff for a downwind departure. This decision was made because I did not want to mix with other, much slower traffic. Also, a wide downwind departure a little wide to avoid other downwind traffic would have possibly penetrated the minneapolis international class B airspace boundary. While performing after takeoff and climb procedures, I had the copilot immediately call st paul tower to inform them of our position and our intention to penetrate their class D airspace. Initial radio communication was garbled as well as tower controllers talking with other traffic in their pattern. By the time we established clear communication we were on the ese side of the airport. The local controller was upset that we took so long to establish contact and that we flew across his final approachs. There was no traffic conflict at any time. We explained the situation with the radios. I dispute his complaint about flying across his finals because from west to east we were still well south of the confines of a normal pattern. Only traffic on a long straight-in 5 mi final might have interfered. 3 things I might have done differently: 1) change departure path. 2) check radio clarity. 3) call st paul tower sooner.

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Original NASA ASRS Text

Title: UNCOORD UNAUTH PENETRATION OF CLASS D AIRSPACE. PROX OF MULTIPLE ARPTS.

Narrative: DEPARTED FROM AN UNCTLED ARPT LOCATED APPROX 5-6 MI S OF THE CTLED ARPT IN QUESTION. BOTH ARPTS HAVE NW/SE ALIGNED RWYS. THAT DAY PREVAILING WINDS FAVORED DEPS AND ARRS TO THE NW. OUR PATTERN WAS BUSY WITH LIGHT ACFT AND ONE IN PARTICULAR DEPARTED AHEAD OF US. OUR ACFT (NA-B25) IS SIGNIFICANTLY MORE COMPLEX AND FASTER THAN THE REST OF THE TFC IN OUR PATTERN. I ELECTED TO DEPART STRAIGHT AHEAD FOR ABOUT A MI AND THEN TURN R DEPARTING ON COURSE INSTEAD OF TURNING L AFTER TKOF FOR A DOWNWIND DEP. THIS DECISION WAS MADE BECAUSE I DID NOT WANT TO MIX WITH OTHER, MUCH SLOWER TFC. ALSO, A WIDE DOWNWIND DEP A LITTLE WIDE TO AVOID OTHER DOWNWIND TFC WOULD HAVE POSSIBLY PENETRATED THE MINNEAPOLIS INTL CLASS B AIRSPACE BOUNDARY. WHILE PERFORMING AFTER TKOF AND CLB PROCS, I HAD THE COPLT IMMEDIATELY CALL ST PAUL TWR TO INFORM THEM OF OUR POS AND OUR INTENTION TO PENETRATE THEIR CLASS D AIRSPACE. INITIAL RADIO COM WAS GARBLED AS WELL AS TWR CTLRS TALKING WITH OTHER TFC IN THEIR PATTERN. BY THE TIME WE ESTABLISHED CLR COM WE WERE ON THE ESE SIDE OF THE ARPT. THE LCL CTLR WAS UPSET THAT WE TOOK SO LONG TO ESTABLISH CONTACT AND THAT WE FLEW ACROSS HIS FINAL APCHS. THERE WAS NO TFC CONFLICT AT ANY TIME. WE EXPLAINED THE SIT WITH THE RADIOS. I DISPUTE HIS COMPLAINT ABOUT FLYING ACROSS HIS FINALS BECAUSE FROM W TO E WE WERE STILL WELL S OF THE CONFINES OF A NORMAL PATTERN. ONLY TFC ON A LONG STRAIGHT-IN 5 MI FINAL MIGHT HAVE INTERFERED. 3 THINGS I MIGHT HAVE DONE DIFFERENTLY: 1) CHANGE DEP PATH. 2) CHK RADIO CLARITY. 3) CALL ST PAUL TWR SOONER.

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.