Narrative:

The cross country was planned and filed with the local FSS. Our trip took us to the north of cincinnati and underneath the class B airspace. Prior to leaving greenwood, I received a phone call from a student asking if we could fly that day. Based on my estimate of making the round trip back to greenwood, in, by XA30, I told the student that XC00 was the earliest I would be able to make it back from my trip. This insured extra time for any unforeseen problems. The trip to georgetown was uneventful. The piper seneca had been repainted and was being flown back to greenwood, in. I had 2 VFR sectionals with me. One was current and the other was considerably old. Before departure, I grabbed the old sectional by mistake, leaving the rest of my charts in another aircraft. As I planned the cross country, I failed to notice any aberration. Upon takeoff, a burning smell was noticed immediately after gear retraction. We returned for a precautionary landing. After an inspection, everything was deemed safe and again we took off. After takeoff, we began circling about 40 mi east of the cincinnati airport to gain enough altitude for safe passage over the class B airspace. The sectional in my possession indicated the top of the class B airspace as 8000 ft. The current sectional indicates the top as being 10000 ft. After leveling at 8500 ft MSL, I proceeded towards cincinnati on V128. I noticed the egt gauges were no longer working. The aircraft had a moderate rolling tendency to the left. Since the aircraft is not equipped with aileron trim, I had to counteract this with constant pressure on the yoke. Then I experienced an alternator failure, which was contained through the use of the emergency checklist. Upon arrival at greenwood, in, I was contacted by the greenwood unicom. They informed me that I needed to call the indianapolis approach control. Indianapolis ATC informed me that cincinnati had asked them to track my aircraft and gave me the cincinnati approach control phone number. I then called cincinnati immediately and answered all of their questions regarding this issue. I believe this issue occurred as a result of 2 human factor issues: 1) I was in a hurry to return to the home airport to meet with a student. 2) my workload in the aircraft became very high immediately after takeoff. I believe future avoidance can be accomplished by clearly marking all outdated sectionals as void. I also believe this could have been avoided through simple VFR flight advisories. I did not obtain this service because of the high amount of stress I was experiencing.

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Original NASA ASRS Text

Title: PA34 CFI PLT VIOLATED CVG CLASS B AFTER BEING DISTR BY MULTIPLE ACFT PROBS.

Narrative: THE XCOUNTRY WAS PLANNED AND FILED WITH THE LCL FSS. OUR TRIP TOOK US TO THE N OF CINCINNATI AND UNDERNEATH THE CLASS B AIRSPACE. PRIOR TO LEAVING GREENWOOD, I RECEIVED A PHONE CALL FROM A STUDENT ASKING IF WE COULD FLY THAT DAY. BASED ON MY ESTIMATE OF MAKING THE ROUND TRIP BACK TO GREENWOOD, IN, BY XA30, I TOLD THE STUDENT THAT XC00 WAS THE EARLIEST I WOULD BE ABLE TO MAKE IT BACK FROM MY TRIP. THIS INSURED EXTRA TIME FOR ANY UNFORESEEN PROBS. THE TRIP TO GEORGETOWN WAS UNEVENTFUL. THE PIPER SENECA HAD BEEN REPAINTED AND WAS BEING FLOWN BACK TO GREENWOOD, IN. I HAD 2 VFR SECTIONALS WITH ME. ONE WAS CURRENT AND THE OTHER WAS CONSIDERABLY OLD. BEFORE DEP, I GRABBED THE OLD SECTIONAL BY MISTAKE, LEAVING THE REST OF MY CHARTS IN ANOTHER ACFT. AS I PLANNED THE XCOUNTRY, I FAILED TO NOTICE ANY ABERRATION. UPON TKOF, A BURNING SMELL WAS NOTICED IMMEDIATELY AFTER GEAR RETRACTION. WE RETURNED FOR A PRECAUTIONARY LNDG. AFTER AN INSPECTION, EVERYTHING WAS DEEMED SAFE AND AGAIN WE TOOK OFF. AFTER TKOF, WE BEGAN CIRCLING ABOUT 40 MI E OF THE CINCINNATI ARPT TO GAIN ENOUGH ALT FOR SAFE PASSAGE OVER THE CLASS B AIRSPACE. THE SECTIONAL IN MY POSSESSION INDICATED THE TOP OF THE CLASS B AIRSPACE AS 8000 FT. THE CURRENT SECTIONAL INDICATES THE TOP AS BEING 10000 FT. AFTER LEVELING AT 8500 FT MSL, I PROCEEDED TOWARDS CINCINNATI ON V128. I NOTICED THE EGT GAUGES WERE NO LONGER WORKING. THE ACFT HAD A MODERATE ROLLING TENDENCY TO THE L. SINCE THE ACFT IS NOT EQUIPPED WITH AILERON TRIM, I HAD TO COUNTERACT THIS WITH CONSTANT PRESSURE ON THE YOKE. THEN I EXPERIENCED AN ALTERNATOR FAILURE, WHICH WAS CONTAINED THROUGH THE USE OF THE EMER CHKLIST. UPON ARR AT GREENWOOD, IN, I WAS CONTACTED BY THE GREENWOOD UNICOM. THEY INFORMED ME THAT I NEEDED TO CALL THE INDIANAPOLIS APCH CTL. INDIANAPOLIS ATC INFORMED ME THAT CINCINNATI HAD ASKED THEM TO TRACK MY ACFT AND GAVE ME THE CINCINNATI APCH CTL PHONE NUMBER. I THEN CALLED CINCINNATI IMMEDIATELY AND ANSWERED ALL OF THEIR QUESTIONS REGARDING THIS ISSUE. I BELIEVE THIS ISSUE OCCURRED AS A RESULT OF 2 HUMAN FACTOR ISSUES: 1) I WAS IN A HURRY TO RETURN TO THE HOME ARPT TO MEET WITH A STUDENT. 2) MY WORKLOAD IN THE ACFT BECAME VERY HIGH IMMEDIATELY AFTER TKOF. I BELIEVE FUTURE AVOIDANCE CAN BE ACCOMPLISHED BY CLRLY MARKING ALL OUTDATED SECTIONALS AS VOID. I ALSO BELIEVE THIS COULD HAVE BEEN AVOIDED THROUGH SIMPLE VFR FLT ADVISORIES. I DID NOT OBTAIN THIS SVC BECAUSE OF THE HIGH AMOUNT OF STRESS I WAS EXPERIENCING.

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.