Narrative:

Flying VFR from 00V (meadowlake airport) to ftg (front range airport) for instrument practice approachs with my instructor. I contacted denver approach about 45 mi south of mile high VOR, gave them my destination and intentions of doing an ILS approach. I was given a squawk and clearance to ftg. A few mi south of ftg approach asked if I had the airport in sight and I did. Approach then told me I was cleared to maintain 7000 ft or below and to squawk 1200, resume own navigation and frequency change approved. I proceeded to fly several practice ILS approachs to runway 17 at ftg not realizing that denver's class B airspace was just 1 mi north of runway 17. I was not in contact with denver approach at this time and flew into their airspace several times as I did the full ILS approach with procedure turn. After the second approach unicom contacted me on CTAF and asked me to contact denver TRACON. I did this and was told of my incursions into class B airspace. I promptly followed instructions to fly east out of their airspace with a request to call them after landing. I called denver TRACON after landing back at 00V, was told of my airspace incursions and I apologized. We also talked a little about charts and I did have current charts with me including a denver terminal area chart. I assumed when I was released on initial approach to ftg that I was free to shoot approachs staying under 7000 ft MSL. Since I was looking at an approach chart I didn't realize I was in and out of class B airspace. The cause of this was my not realizing my relative position to the class B airspace and the approach controller releasing me to my own navigation. After talking to the controller on the phone, I should have asked for them to at least monitor me or to keep me with an approach controller. I don't see a corrective action. What we have is an uncontrolled airport extremely close to a very large airport with approachs crossing each other within 1 mi. Callback conversation with reporter revealed the following information: reporter states he has heard nothing further regarding the incident to this date. He was flying a piper aztec and was the first instrument student of the cfii on board. The instructor apparently was not very sharp on the airspace involvement on this approach. The controller did not indicate that he was taking any further action. Reporter says the class B airspace ought to be shown on the approach plate itself and one should not have to be using another chart to determine how to avoid that airspace.

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Original NASA ASRS Text

Title: PLT DOING PRACTICE INST APCHS ENTERS CLASS B AIRSPACE WITHOUT CLRNC DUE TO PROX OF ARPTS AND APCH PROCS.

Narrative: FLYING VFR FROM 00V (MEADOWLAKE ARPT) TO FTG (FRONT RANGE ARPT) FOR INST PRACTICE APCHS WITH MY INSTRUCTOR. I CONTACTED DENVER APCH ABOUT 45 MI S OF MILE HIGH VOR, GAVE THEM MY DEST AND INTENTIONS OF DOING AN ILS APCH. I WAS GIVEN A SQUAWK AND CLRNC TO FTG. A FEW MI S OF FTG APCH ASKED IF I HAD THE ARPT IN SIGHT AND I DID. APCH THEN TOLD ME I WAS CLRED TO MAINTAIN 7000 FT OR BELOW AND TO SQUAWK 1200, RESUME OWN NAV AND FREQ CHANGE APPROVED. I PROCEEDED TO FLY SEVERAL PRACTICE ILS APCHS TO RWY 17 AT FTG NOT REALIZING THAT DENVER'S CLASS B AIRSPACE WAS JUST 1 MI N OF RWY 17. I WAS NOT IN CONTACT WITH DENVER APCH AT THIS TIME AND FLEW INTO THEIR AIRSPACE SEVERAL TIMES AS I DID THE FULL ILS APCH WITH PROC TURN. AFTER THE SECOND APCH UNICOM CONTACTED ME ON CTAF AND ASKED ME TO CONTACT DENVER TRACON. I DID THIS AND WAS TOLD OF MY INCURSIONS INTO CLASS B AIRSPACE. I PROMPTLY FOLLOWED INSTRUCTIONS TO FLY E OUT OF THEIR AIRSPACE WITH A REQUEST TO CALL THEM AFTER LNDG. I CALLED DENVER TRACON AFTER LNDG BACK AT 00V, WAS TOLD OF MY AIRSPACE INCURSIONS AND I APOLOGIZED. WE ALSO TALKED A LITTLE ABOUT CHARTS AND I DID HAVE CURRENT CHARTS WITH ME INCLUDING A DENVER TERMINAL AREA CHART. I ASSUMED WHEN I WAS RELEASED ON INITIAL APCH TO FTG THAT I WAS FREE TO SHOOT APCHS STAYING UNDER 7000 FT MSL. SINCE I WAS LOOKING AT AN APCH CHART I DIDN'T REALIZE I WAS IN AND OUT OF CLASS B AIRSPACE. THE CAUSE OF THIS WAS MY NOT REALIZING MY RELATIVE POS TO THE CLASS B AIRSPACE AND THE APCH CTLR RELEASING ME TO MY OWN NAV. AFTER TALKING TO THE CTLR ON THE PHONE, I SHOULD HAVE ASKED FOR THEM TO AT LEAST MONITOR ME OR TO KEEP ME WITH AN APCH CTLR. I DON'T SEE A CORRECTIVE ACTION. WHAT WE HAVE IS AN UNCTLED ARPT EXTREMELY CLOSE TO A VERY LARGE ARPT WITH APCHS XING EACH OTHER WITHIN 1 MI. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES HE HAS HEARD NOTHING FURTHER REGARDING THE INCIDENT TO THIS DATE. HE WAS FLYING A PIPER AZTEC AND WAS THE FIRST INST STUDENT OF THE CFII ON BOARD. THE INSTRUCTOR APPARENTLY WAS NOT VERY SHARP ON THE AIRSPACE INVOLVEMENT ON THIS APCH. THE CTLR DID NOT INDICATE THAT HE WAS TAKING ANY FURTHER ACTION. RPTR SAYS THE CLASS B AIRSPACE OUGHT TO BE SHOWN ON THE APCH PLATE ITSELF AND ONE SHOULD NOT HAVE TO BE USING ANOTHER CHART TO DETERMINE HOW TO AVOID THAT AIRSPACE.

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.