Narrative:

Immediately after startup, the flight began to go sour. I advanced power to start the taxi and the airplane didn't move. The nosewheel had been chocked and I'd left them in. After shutdown and another startup was completed about 2 mins were lost. This began to contribute to a rushed atmosphere, despite there being no real time constraints on the mission. The tower issued a takeoff clearance to the effect of 'cleared for takeoff, right turn on course approved.' given the intensive flight training activity in progress at the airport, I took this to mean turn right at earliest -- as soon as possible, to allow for additional departing traffic. Therefore, soon after takeoff I began the turn. The tower later approved a frequency change (without a handoff) and commented that I hadn't followed the noise abatement procedures (climb straight out to 1000 ft) that were in effect. At this point I was considering what had led to this error, while trying to decide on the best cruise altitude, given the continuous light to moderate turbulence. While absorbed in these considerations and trying to keep the airplane on a relatively even keel, I noticed the manchester airport not very far off the left wing. I tore out the sectional while trying to remember the standard dimensions of class C airspace. A glance at the chart showed that, sure enough, we were 1-2 mi inside the wedding cake at approximately 3000 ft. At this realization I began a turn to exit the airspace as soon as possible. Being based at a class C airport has its conveniences, such as guaranteed handoffs and seamless transition between tower and departure control. They won't hardly let you depart VFR without flight following. This can breed complacency, and when operating into very different airports such as this one (a class D tower adjoining a class C surface area) pitfalls abound. In addition, I usually fly any cross country trips IFR, another situation in which one need not give as much consideration to airspace. Being accustomed to not having to worry about airspace boundaries set me up for this incident.

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Original NASA ASRS Text

Title: C182 PLT HAD AIRSPACE INCURSION INTO MHT CLASS C AIRSPACE.

Narrative: IMMEDIATELY AFTER STARTUP, THE FLT BEGAN TO GO SOUR. I ADVANCED PWR TO START THE TAXI AND THE AIRPLANE DIDN'T MOVE. THE NOSEWHEEL HAD BEEN CHOCKED AND I'D LEFT THEM IN. AFTER SHUTDOWN AND ANOTHER STARTUP WAS COMPLETED ABOUT 2 MINS WERE LOST. THIS BEGAN TO CONTRIBUTE TO A RUSHED ATMOSPHERE, DESPITE THERE BEING NO REAL TIME CONSTRAINTS ON THE MISSION. THE TWR ISSUED A TKOF CLRNC TO THE EFFECT OF 'CLRED FOR TKOF, R TURN ON COURSE APPROVED.' GIVEN THE INTENSIVE FLT TRAINING ACTIVITY IN PROGRESS AT THE ARPT, I TOOK THIS TO MEAN TURN R AT EARLIEST -- ASAP, TO ALLOW FOR ADDITIONAL DEPARTING TFC. THEREFORE, SOON AFTER TKOF I BEGAN THE TURN. THE TWR LATER APPROVED A FREQ CHANGE (WITHOUT A HDOF) AND COMMENTED THAT I HADN'T FOLLOWED THE NOISE ABATEMENT PROCS (CLB STRAIGHT OUT TO 1000 FT) THAT WERE IN EFFECT. AT THIS POINT I WAS CONSIDERING WHAT HAD LED TO THIS ERROR, WHILE TRYING TO DECIDE ON THE BEST CRUISE ALT, GIVEN THE CONTINUOUS LIGHT TO MODERATE TURB. WHILE ABSORBED IN THESE CONSIDERATIONS AND TRYING TO KEEP THE AIRPLANE ON A RELATIVELY EVEN KEEL, I NOTICED THE MANCHESTER ARPT NOT VERY FAR OFF THE L WING. I TORE OUT THE SECTIONAL WHILE TRYING TO REMEMBER THE STANDARD DIMENSIONS OF CLASS C AIRSPACE. A GLANCE AT THE CHART SHOWED THAT, SURE ENOUGH, WE WERE 1-2 MI INSIDE THE WEDDING CAKE AT APPROX 3000 FT. AT THIS REALIZATION I BEGAN A TURN TO EXIT THE AIRSPACE ASAP. BEING BASED AT A CLASS C ARPT HAS ITS CONVENIENCES, SUCH AS GUARANTEED HDOFS AND SEAMLESS TRANSITION BTWN TWR AND DEP CTL. THEY WON'T HARDLY LET YOU DEPART VFR WITHOUT FLT FOLLOWING. THIS CAN BREED COMPLACENCY, AND WHEN OPERATING INTO VERY DIFFERENT ARPTS SUCH AS THIS ONE (A CLASS D TWR ADJOINING A CLASS C SURFACE AREA) PITFALLS ABOUND. IN ADDITION, I USUALLY FLY ANY XCOUNTRY TRIPS IFR, ANOTHER SIT IN WHICH ONE NEED NOT GIVE AS MUCH CONSIDERATION TO AIRSPACE. BEING ACCUSTOMED TO NOT HAVING TO WORRY ABOUT AIRSPACE BOUNDARIES SET ME UP FOR THIS INCIDENT.

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.