Narrative:

While northeast of vydda intersection and level at 6000 MSL; socal TRACON cleared us for a visual approach to runway 27 at san. The PF selected 'direct reebo'.from previous experience flying into san from the north; I recalled always receiving clearances restricting descent to 5000 MSL until south of the mzb 084 radial to remain in the class B airspace. Although we were approaching from the northeast; I recalled this restriction and I verified we were south of that radial before the PF set 4000 as his intended minimum altitude until passing abeam vydda. Shortly after descending below 5800 MSL; ATC advised us that we were exiting the class B airspace and would re-enter crossing the julian VOR 186 radial. Once aware of our descent below the class B we immediately reduced our airspeed as we had been maintaining 250K. With the airspeed issue resolved; the visual approach was concluded uneventfully. All information to prevent this occurrence is carried in the aircraft. Unfortunately; it is spread over many different pieces of paper and navigation equipment displays. More detailed study of the san diego class B airspace would have revealed the higher floors east of vydda. There are two paper charts in the jeppesen shipset displaying this airspace; but the side window clipboard holds the airport diagram for use immediately after landing while the yoke clipboard holds the approach chart backing up the visual procedures. There is simply no 'extra' space available to put more paper charts.technology exists to superimpose airspace boundaries on the navigation display. For some reason; this technology is available for retrofit in a 40-year old single engine piston airplane; yet our high tech airline refuses to make this information available to its air crews.perhaps most important is the casualness with which this class B violation occurred. The company; despite published directives; informally subscribes to a policy of 'keeping the speed up' even though it is clearly a violation of the regulations. This implied approval diminishes the fact that the act is a violation whether filed as a pilot deviation or not. Once it becomes the norm to break minor rules; it is easy to break a few of the larger ones because 'no one cares' anyway.

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Original NASA ASRS Text

Title: Cleared for a visual approach to Runway 27 at SAN; the Flight Crew of a B737-700 descended below the Class B while maintaining 240-250K. Approach advised them of their situation; they slowed and completed the approach successfully. The Captain addressed his concerns about limited timely access to Class B information and company culture of '...keeping the speed up...' as contributing factors.

Narrative: While northeast of VYDDA intersection and level at 6000 MSL; SoCal TRACON cleared us for a visual approach to Runway 27 at SAN. The PF selected 'direct REEBO'.From previous experience flying into SAN from the north; I recalled always receiving clearances restricting descent to 5000 MSL until south of the MZB 084 radial to remain in the Class B airspace. Although we were approaching from the northeast; I recalled this restriction and I verified we were south of that radial before the PF set 4000 as his intended minimum altitude until passing abeam VYDDA. Shortly after descending below 5800 MSL; ATC advised us that we were exiting the Class B airspace and would re-enter crossing the JULIAN VOR 186 radial. Once aware of our descent below the Class B we immediately reduced our airspeed as we had been maintaining 250K. With the airspeed issue resolved; the visual approach was concluded uneventfully. All information to prevent this occurrence is carried in the aircraft. Unfortunately; it is spread over many different pieces of paper and navigation equipment displays. More detailed study of the San Diego Class B airspace would have revealed the higher floors east of VYDDA. There are two paper charts in the Jeppesen shipset displaying this airspace; but the side window clipboard holds the airport diagram for use immediately after landing while the yoke clipboard holds the approach chart backing up the visual procedures. There is simply no 'extra' space available to put more paper charts.Technology exists to superimpose airspace boundaries on the NAV display. For some reason; this technology is available for retrofit in a 40-year old single engine piston airplane; yet our high tech airline refuses to make this information available to its air crews.Perhaps most important is the casualness with which this Class B violation occurred. The Company; despite published directives; informally subscribes to a policy of 'keeping the speed up' even though it is clearly a violation of the regulations. This implied approval diminishes the fact that the act is a violation whether filed as a Pilot deviation or not. Once it becomes the norm to break minor rules; it is easy to break a few of the larger ones because 'no one cares' anyway.

Data retrieved from NASA's ASRS site as of April 2012 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.