Air taxi BE02 enters class B airspace without a clearance and crosses in path of approaching DC8.

Attributes
ACN	331669
Time
Date	199603
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : bfi
State Reference	WA
Altitude	agl bound lower : 800 agl bound upper : 1500
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	tracon : sea tower : bfi
Operator	common carrier : air taxi
Make Model Name	Beech 1900
Operating Under FAR Part	Part 135
Flight Phase	descent : approach descent other
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	DC-8 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent other
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 90 flight time total : 3400 flight time type : 30
ASRS Report	331669
Person 2
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	conflict : airborne less severe non adherence : far other anomaly other
Independent Detector	other controllera
Resolutory Action	flight crew : became reoriented
Consequence	Other
Miss Distance	horizontal : 2500 vertical : 250
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Inbound to bfi on an IFR maintaining VFR on top during descent. Myself unfamiliar with this area. At 3000 ft MSL sea approach asked me to 'advise cancellation of IFR.' my intent was to accept a visual so I advised 'airport in sight.' controller told me to 'squawk VFR, change to tower,' then 'disregard.' a new voice came on and explained that from my position (10 mi east of bfi) I could cancel and go direct to the airport or accept a visual which would take me over sea- tac out over the bay (west of the airport) for a turn to runway 13R. I thanked him for the information, canceled IFR, advised him I was planning a left downwind for runway 13R. Told my first officer (PF) to initiate descent to pattern altitude (1500 ft AGL). Approach told me to 'contact tower on 126.3.' I switched and checked in with tower. The controller advised me I should be on the west side of the airport or contact 118.3. I was not clear on why I was switched to the west controller, but thought maybe they wanted me west for sequence. I discussed this quickly with my first officer because a west pattern would mean crossing the departure corridor for bfi and the approach for sea-tac. My first officer said he thought the pattern for right traffic was 800 ft AGL. I told my first officer to descend to 1000 ft (below class B) as I called tower and advised we would be right downwind for runway 13R. At that time we were crossing the departure end of runway 13R and I am unsure of our altitude. Tower advises me to 'descend to pattern altitude 800 ft, you are in class bravo airspace and cutting across the path of a DC8.' I acknowledged and we continued the approach to landing. My solutions to the chain of events: 1) I needed to be more aware of the airspace (I did not have a terminal area chart), 2) I need not have canceled IFR in an unfamiliar area, 3) approach control should not be suggesting cancellation of IFR and they should be switching me to the proper frequency (118.3 for east side), and 4) bfi should not have large turbine aircraft in on 800 ft close pattern or 1000 ft pattern (east) for that matter.

Original NASA ASRS Text

Title: AIR TAXI BE02 ENTERS CLASS B AIRSPACE WITHOUT A CLRNC AND CROSSES IN PATH OF APCHING DC8.

Narrative: INBOUND TO BFI ON AN IFR MAINTAINING VFR ON TOP DURING DSCNT. MYSELF UNFAMILIAR WITH THIS AREA. AT 3000 FT MSL SEA APCH ASKED ME TO 'ADVISE CANCELLATION OF IFR.' MY INTENT WAS TO ACCEPT A VISUAL SO I ADVISED 'ARPT IN SIGHT.' CTLR TOLD ME TO 'SQUAWK VFR, CHANGE TO TWR,' THEN 'DISREGARD.' A NEW VOICE CAME ON AND EXPLAINED THAT FROM MY POS (10 MI E OF BFI) I COULD CANCEL AND GO DIRECT TO THE ARPT OR ACCEPT A VISUAL WHICH WOULD TAKE ME OVER SEA- TAC OUT OVER THE BAY (W OF THE ARPT) FOR A TURN TO RWY 13R. I THANKED HIM FOR THE INFO, CANCELED IFR, ADVISED HIM I WAS PLANNING A L DOWNWIND FOR RWY 13R. TOLD MY FO (PF) TO INITIATE DSCNT TO PATTERN ALT (1500 FT AGL). APCH TOLD ME TO 'CONTACT TWR ON 126.3.' I SWITCHED AND CHKED IN WITH TWR. THE CTLR ADVISED ME I SHOULD BE ON THE W SIDE OF THE ARPT OR CONTACT 118.3. I WAS NOT CLR ON WHY I WAS SWITCHED TO THE W CTLR, BUT THOUGHT MAYBE THEY WANTED ME W FOR SEQUENCE. I DISCUSSED THIS QUICKLY WITH MY FO BECAUSE A W PATTERN WOULD MEAN XING THE DEP CORRIDOR FOR BFI AND THE APCH FOR SEA-TAC. MY FO SAID HE THOUGHT THE PATTERN FOR R TFC WAS 800 FT AGL. I TOLD MY FO TO DSND TO 1000 FT (BELOW CLASS B) AS I CALLED TWR AND ADVISED WE WOULD BE R DOWNWIND FOR RWY 13R. AT THAT TIME WE WERE XING THE DEP END OF RWY 13R AND I AM UNSURE OF OUR ALT. TWR ADVISES ME TO 'DSND TO PATTERN ALT 800 FT, YOU ARE IN CLASS BRAVO AIRSPACE AND CUTTING ACROSS THE PATH OF A DC8.' I ACKNOWLEDGED AND WE CONTINUED THE APCH TO LNDG. MY SOLUTIONS TO THE CHAIN OF EVENTS: 1) I NEEDED TO BE MORE AWARE OF THE AIRSPACE (I DID NOT HAVE A TERMINAL AREA CHART), 2) I NEED NOT HAVE CANCELED IFR IN AN UNFAMILIAR AREA, 3) APCH CTL SHOULD NOT BE SUGGESTING CANCELLATION OF IFR AND THEY SHOULD BE SWITCHING ME TO THE PROPER FREQ (118.3 FOR E SIDE), AND 4) BFI SHOULD NOT HAVE LARGE TURBINE ACFT IN ON 800 FT CLOSE PATTERN OR 1000 FT PATTERN (E) FOR THAT MATTER.

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.