Narrative:

Departed ipswich (private strip, ma 47) on pleasure flight to new bedford, mass, (ewb) in navion. WX cavu. Contacted bos approach on 124.4 after takeoff. Given discreet transponder code. Cleared to proceed at least 12 mi east of bos at 2500 ft to avoid control zone. Advised my only traffic a jumbo jet at, I think, 8 O'clock at 10,000 ft descending to land at bos. Was then told to switch to 120.6, which I did. Couldn't raise anyone so I went back to 124.4 with no luck. Then tried 119.1 and 121.9 on different radios all with the same result -- silence. Obviously the trouble was with me. I suspected a communication navigation master switch. By then the jet had passed well under me, left to right, so pertinent traffic was out of the way. Following what I believed to be the proper procedure, I continued on my flight plan by dead reckoning while trying all the switches on my communication/navigation console and checking fuses and circuit breakers, all the time in cavu conditions. I followed the coastline southeast at 2500 ft to plymouth, outside boston's control zone, climbed a bit, headed for new bedford, and, just in case, tried listening for their ATIS. As I spotted the airport ahead, and had about decided to land at nearby non-tower fall river, the ATIS came in loud and clear, as did the tower on 118.1. Ground control requested that I call a bos phone number, which, as I suspected, was FAA approach control. I was given a polite but firm lecture from a lady who said I had passed nearly 6 mi closer to bos than I was supposed to. I apologized, and described my apparently temporary radio failure. The flight home the next day was routine, except that I elected a 17 mi clearance to the east passing bos, just in case. Needless to say, I have a date tomorrow with my aircraft radio shop.

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Original NASA ASRS Text

Title: SMA PLT ENTERS CLASS B AIRSPACE WITHOUT CLRNC.

Narrative: DEPARTED IPSWICH (PVT STRIP, MA 47) ON PLEASURE FLT TO NEW BEDFORD, MASS, (EWB) IN NAVION. WX CAVU. CONTACTED BOS APCH ON 124.4 AFTER TKOF. GIVEN DISCREET XPONDER CODE. CLRED TO PROCEED AT LEAST 12 MI E OF BOS AT 2500 FT TO AVOID CTL ZONE. ADVISED MY ONLY TFC A JUMBO JET AT, I THINK, 8 O'CLOCK AT 10,000 FT DSNDING TO LAND AT BOS. WAS THEN TOLD TO SWITCH TO 120.6, WHICH I DID. COULDN'T RAISE ANYONE SO I WENT BACK TO 124.4 WITH NO LUCK. THEN TRIED 119.1 AND 121.9 ON DIFFERENT RADIOS ALL WITH THE SAME RESULT -- SILENCE. OBVIOUSLY THE TROUBLE WAS WITH ME. I SUSPECTED A COM NAV MASTER SWITCH. BY THEN THE JET HAD PASSED WELL UNDER ME, L TO R, SO PERTINENT TFC WAS OUT OF THE WAY. FOLLOWING WHAT I BELIEVED TO BE THE PROPER PROC, I CONTINUED ON MY FLT PLAN BY DEAD RECKONING WHILE TRYING ALL THE SWITCHES ON MY COM/NAV CONSOLE AND CHKING FUSES AND CIRCUIT BREAKERS, ALL THE TIME IN CAVU CONDITIONS. I FOLLOWED THE COASTLINE SE AT 2500 FT TO PLYMOUTH, OUTSIDE BOSTON'S CTL ZONE, CLBED A BIT, HEADED FOR NEW BEDFORD, AND, JUST IN CASE, TRIED LISTENING FOR THEIR ATIS. AS I SPOTTED THE ARPT AHEAD, AND HAD ABOUT DECIDED TO LAND AT NEARBY NON-TWR FALL RIVER, THE ATIS CAME IN LOUD AND CLR, AS DID THE TWR ON 118.1. GND CTL REQUESTED THAT I CALL A BOS PHONE NUMBER, WHICH, AS I SUSPECTED, WAS FAA APCH CTL. I WAS GIVEN A POLITE BUT FIRM LECTURE FROM A LADY WHO SAID I HAD PASSED NEARLY 6 MI CLOSER TO BOS THAN I WAS SUPPOSED TO. I APOLOGIZED, AND DESCRIBED MY APPARENTLY TEMPORARY RADIO FAILURE. THE FLT HOME THE NEXT DAY WAS ROUTINE, EXCEPT THAT I ELECTED A 17 MI CLRNC TO THE E PASSING BOS, JUST IN CASE. NEEDLESS TO SAY, I HAVE A DATE TOMORROW WITH MY ACFT RADIO SHOP.

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.