Narrative:

Event: after being cleared to depart runway 17 at norwood, I climbed to over 1000 ft MSL as instructed (for noise abatement) and then turned west to track to the putnam VOR. I intended to remain below boston's class B airspace until beyond it and then to continue climbing to 4500 ft. I remained in contact with norwood tower (which had me on radar) until beyond the airspace, and reported on a layer of haze between 3500-4000 ft before leaving them to attempt contact with providence approach. (I attempted at this point to contact providence because on the way into norwood earlier the boston approach controller had instructed me to do so, and since I was heading in the direction of providence's space, and was, so I thought, clear of boston's, I made no attempt to contact boston this time.) after landing at windham, I got a better look at the chart and realized that where I thought I had been flying under class B airspace (floor 4000 ft) (as I was when inbound to norwood earlier) I had actually been in the adjoining section of airspace (floor 3000 ft), meaning that for approximately 3 mi I was violating the boston class B airspace. Contributing factors and human performance considerations: 1) as I learned on my previous trip to norwood, although it is under the boston B airspace, one may depart it without a clearance from clearance delivery -- just contact boston approach when airborne. On my previous trip I was directed to do this, failed to get acknowledged by boston approach, and continued on my way well below the airspace, without flight following. This time I was not directed to contact boston approach, and believing I was out of their airspace, and not planning to enter it, I chose to contact providence instead. Perhaps I failed to state my intention to climb to 4500 ft when making my request to depart from norwood. The controller, who was quite helpful, would probably have warned me of the error I was about to make if I had stated my intentions more clearly and communicated more. Unlike the boston approach controller he was not too busy, and I failed to take full advantage of his help. 2) when inbound I had traversed under the class B space floor 4000 ft. By departure time, the runway in use had changed, which put me further, to the south rather than flying the reverse of my inbound course as I intended. I was concerned about observing the noise abatement course for runway 17, and failed to observe the other modification I would have to make to my flight plan, a lower floor to the airspace. I should have checked the chart upon receiving the new runway assignment instead of assuming I would merely reverse my inbound course and fly the VOR. I allowed myself to give in to 'hurry.' I'm very sorry, and am determined to be a more careful pilot in the future.

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Original NASA ASRS Text

Title: A C152 PLT ENTERED BOS CLASS B WITHOUT CLRNC.

Narrative: EVENT: AFTER BEING CLRED TO DEPART RWY 17 AT NORWOOD, I CLBED TO OVER 1000 FT MSL AS INSTRUCTED (FOR NOISE ABATEMENT) AND THEN TURNED W TO TRACK TO THE PUTNAM VOR. I INTENDED TO REMAIN BELOW BOSTON'S CLASS B AIRSPACE UNTIL BEYOND IT AND THEN TO CONTINUE CLBING TO 4500 FT. I REMAINED IN CONTACT WITH NORWOOD TWR (WHICH HAD ME ON RADAR) UNTIL BEYOND THE AIRSPACE, AND RPTED ON A LAYER OF HAZE BETWEEN 3500-4000 FT BEFORE LEAVING THEM TO ATTEMPT CONTACT WITH PROVIDENCE APCH. (I ATTEMPTED AT THIS POINT TO CONTACT PROVIDENCE BECAUSE ON THE WAY INTO NORWOOD EARLIER THE BOSTON APCH CTLR HAD INSTRUCTED ME TO DO SO, AND SINCE I WAS HEADING IN THE DIRECTION OF PROVIDENCE'S SPACE, AND WAS, SO I THOUGHT, CLR OF BOSTON'S, I MADE NO ATTEMPT TO CONTACT BOSTON THIS TIME.) AFTER LNDG AT WINDHAM, I GOT A BETTER LOOK AT THE CHART AND REALIZED THAT WHERE I THOUGHT I HAD BEEN FLYING UNDER CLASS B AIRSPACE (FLOOR 4000 FT) (AS I WAS WHEN INBOUND TO NORWOOD EARLIER) I HAD ACTUALLY BEEN IN THE ADJOINING SECTION OF AIRSPACE (FLOOR 3000 FT), MEANING THAT FOR APPROX 3 MI I WAS VIOLATING THE BOSTON CLASS B AIRSPACE. CONTRIBUTING FACTORS AND HUMAN PERFORMANCE CONSIDERATIONS: 1) AS I LEARNED ON MY PREVIOUS TRIP TO NORWOOD, ALTHOUGH IT IS UNDER THE BOSTON B AIRSPACE, ONE MAY DEPART IT WITHOUT A CLRNC FROM CLRNC DELIVERY -- JUST CONTACT BOSTON APCH WHEN AIRBORNE. ON MY PREVIOUS TRIP I WAS DIRECTED TO DO THIS, FAILED TO GET ACKNOWLEDGED BY BOSTON APCH, AND CONTINUED ON MY WAY WELL BELOW THE AIRSPACE, WITHOUT FLT FOLLOWING. THIS TIME I WAS NOT DIRECTED TO CONTACT BOSTON APCH, AND BELIEVING I WAS OUT OF THEIR AIRSPACE, AND NOT PLANNING TO ENTER IT, I CHOSE TO CONTACT PROVIDENCE INSTEAD. PERHAPS I FAILED TO STATE MY INTENTION TO CLB TO 4500 FT WHEN MAKING MY REQUEST TO DEPART FROM NORWOOD. THE CTLR, WHO WAS QUITE HELPFUL, WOULD PROBABLY HAVE WARNED ME OF THE ERROR I WAS ABOUT TO MAKE IF I HAD STATED MY INTENTIONS MORE CLRLY AND COMMUNICATED MORE. UNLIKE THE BOSTON APCH CTLR HE WAS NOT TOO BUSY, AND I FAILED TO TAKE FULL ADVANTAGE OF HIS HELP. 2) WHEN INBOUND I HAD TRAVERSED UNDER THE CLASS B SPACE FLOOR 4000 FT. BY DEP TIME, THE RWY IN USE HAD CHANGED, WHICH PUT ME FURTHER, TO THE S RATHER THAN FLYING THE REVERSE OF MY INBOUND COURSE AS I INTENDED. I WAS CONCERNED ABOUT OBSERVING THE NOISE ABATEMENT COURSE FOR RWY 17, AND FAILED TO OBSERVE THE OTHER MODIFICATION I WOULD HAVE TO MAKE TO MY FLT PLAN, A LOWER FLOOR TO THE AIRSPACE. I SHOULD HAVE CHKED THE CHART UPON RECEIVING THE NEW RWY ASSIGNMENT INSTEAD OF ASSUMING I WOULD MERELY REVERSE MY INBOUND COURSE AND FLY THE VOR. I ALLOWED MYSELF TO GIVE IN TO 'HURRY.' I'M VERY SORRY, AND AM DETERMINED TO BE A MORE CAREFUL PLT IN THE FUTURE.

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.