Narrative:

We flew into caldwell, nj on a 135 passenger flight. Our next leg was to be a part 91 repositioning flight to laguardia. During the approach to caldwell, the captain went on another radio to facilitate our trip to laguardia, ostensibly to obtain a squawk code. I continued talking to the tower. After landing, we dropped the passenger off at caldwell, and didn't shut 1 engine down. We taxied for takeoff on runway 22 at caldwell, after switching seats. (I was in the left seat, or PF) PNF had a new york area chart, and had obtained a frequency for new york approach from the tower. He also requested and obtained a left turnout from caldwell, to the east. I took a look at the moving map, saw the floor of the class B (under cdw) was 3000 ft MSL, and took off. PNF went over to the approach frequency, but couldn't raise anybody. Shortly after, while climbing through 2000 ft MSL, I looked at the moving map, which showed the floor of new york's class B to be 1800 ft MSL!!! I descended to 1700 ft MSL, and when PNF managed to get a correct frequency, we were told to make an immediate 180 degree turn. We were then cleared into the class B, and vectored to laguardia without incident. The problem arose from a lack of communication, our haste to get to laguardia, and a lack of a thorough briefing before takeoff. I assumed that the PNF knew what we were heading for, and would obtain the proper clearance. I also should have had a backup plan, if such a clearance was not obtained. He assumed I would keep us clear of the airspace ahead. We rushed through the pretkof briefing, during which we should have had a route and backup plan agreed upon, a right turn after takeoff would have given us more time to assure proper communications and clrncs. The bad frequency didn't help, either. In the future, a thorough briefing before departure will prevent this from happening again.

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Original NASA ASRS Text

Title: UNAUTH PENETRATION OF CLASS B AIRSPACE.

Narrative: WE FLEW INTO CALDWELL, NJ ON A 135 PAX FLT. OUR NEXT LEG WAS TO BE A PART 91 REPOSITIONING FLT TO LAGUARDIA. DURING THE APCH TO CALDWELL, THE CAPT WENT ON ANOTHER RADIO TO FACILITATE OUR TRIP TO LAGUARDIA, OSTENSIBLY TO OBTAIN A SQUAWK CODE. I CONTINUED TALKING TO THE TWR. AFTER LNDG, WE DROPPED THE PAX OFF AT CALDWELL, AND DIDN'T SHUT 1 ENG DOWN. WE TAXIED FOR TKOF ON RWY 22 AT CALDWELL, AFTER SWITCHING SEATS. (I WAS IN THE L SEAT, OR PF) PNF HAD A NEW YORK AREA CHART, AND HAD OBTAINED A FREQ FOR NEW YORK APCH FROM THE TWR. HE ALSO REQUESTED AND OBTAINED A L TURNOUT FROM CALDWELL, TO THE E. I TOOK A LOOK AT THE MOVING MAP, SAW THE FLOOR OF THE CLASS B (UNDER CDW) WAS 3000 FT MSL, AND TOOK OFF. PNF WENT OVER TO THE APCH FREQ, BUT COULDN'T RAISE ANYBODY. SHORTLY AFTER, WHILE CLBING THROUGH 2000 FT MSL, I LOOKED AT THE MOVING MAP, WHICH SHOWED THE FLOOR OF NEW YORK'S CLASS B TO BE 1800 FT MSL!!! I DSNDED TO 1700 FT MSL, AND WHEN PNF MANAGED TO GET A CORRECT FREQ, WE WERE TOLD TO MAKE AN IMMEDIATE 180 DEG TURN. WE WERE THEN CLRED INTO THE CLASS B, AND VECTORED TO LAGUARDIA WITHOUT INCIDENT. THE PROB AROSE FROM A LACK OF COM, OUR HASTE TO GET TO LAGUARDIA, AND A LACK OF A THOROUGH BRIEFING BEFORE TKOF. I ASSUMED THAT THE PNF KNEW WHAT WE WERE HDG FOR, AND WOULD OBTAIN THE PROPER CLRNC. I ALSO SHOULD HAVE HAD A BACKUP PLAN, IF SUCH A CLRNC WAS NOT OBTAINED. HE ASSUMED I WOULD KEEP US CLR OF THE AIRSPACE AHEAD. WE RUSHED THROUGH THE PRETKOF BRIEFING, DURING WHICH WE SHOULD HAVE HAD A RTE AND BACKUP PLAN AGREED UPON, A R TURN AFTER TKOF WOULD HAVE GIVEN US MORE TIME TO ASSURE PROPER COMS AND CLRNCS. THE BAD FREQ DIDN'T HELP, EITHER. IN THE FUTURE, A THOROUGH BRIEFING BEFORE DEP WILL PREVENT THIS FROM HAPPENING AGAIN.

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.