Narrative:

Departed XA30 from ugn (class D controled) in DA42 twinstar with student who is a certificated ATP/MEL; sel CFI and cfii. I was providing mei dual instruction and preparing student for mei P61 flight test. Student was qualified and current to act as PIC in DA42. I asked student prior to entering aircraft if he had current terminal area charts for chicago area and if he was familiar with class B airspace shelves since the ugn airport was located underneath the ord class B. Student had a current chart and was familiar with surrounding area and airspace. Furthermore; student indicated he was providing sel dual instruction daily from the ugn airport. During pre takeoff briefing; student indicated he was acting PIC and continued through traditional MEL pre takeoff briefing. Student held short of runway 23 and requested northeast departure; clearance was granted and we departed VFR from runway 23. Student began left turnout to general easterly direction. Shortly after; I was distraction with other duties including reaching behind seat to procure emergency checklists for multi-engine/single-engine training and failure; IFR charts and approach plates. DA42 is equipped with garmin G1000 and after referencing pfd; I noticed student was in an aggressive climb at vy. At that time I also noticed aircraft was in a southeast heading and passing through 4000 ft MSL. Since the student was flying a southeast heading instead of fully completing the left turn to the northeast as originally requested; we were now inadvertently inside the ord class B outer ring as depicted on the G1000 mfd. We were located approximately 9 DME from the obk VOR on the 050 degree radial. After referencing the chart and confirming the outer ring was from 3600-10000 ft MSL; I took control of aircraft; leveled at 4500 ft MSL; and initiated an immediate descending left turn to a heading of 360 degrees taking us directly out of the airspace. Approximately 3 mi later; the aircraft was clear of the class B airspace. During that time there was no traffic visually in the area or on the aircraft's tis. The aircraft's mode south transponder was actively squawking and set to 'altitude.' in reflection of the incident; it was clear the student may have been a highly certificated pilot and instructor that flew in that area daily. However; he was out of his element in a more complex multi-engine aircraft and was acting as a student instead of his traditional instructor role. I took into consideration his experience and neglected to closely monitor his activities as I would with a primary student. In the future; I will not make assumptions based on certification levels and experience; but closely monitor activities of any student. I could have also been better prepared prior to takeoff and had all of the necessary charts and checklists situated accordingly so I was not distraction during a critical phase of flight. To prevent this situation in the future; I intend to utilize more effective CRM and preflight planning practices. I also monitored guard 121.5 while operating inadvertently in the class B during these 2-3 mins and while outside the airspace for the remainder of the flight. In retrospect; it may have been more appropriate to contact ord approach and advise them of the inadvertent incursion and request a squawk code and clearance while exiting the airspace.

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Original NASA ASRS Text

Title: DA42 INADVERTENTLY PENETRATED CLASS B AIRSPACE DURING INSTRUCTIONAL FLT.

Narrative: DEPARTED XA30 FROM UGN (CLASS D CTLED) IN DA42 TWINSTAR WITH STUDENT WHO IS A CERTIFICATED ATP/MEL; SEL CFI AND CFII. I WAS PROVIDING MEI DUAL INSTRUCTION AND PREPARING STUDENT FOR MEI P61 FLT TEST. STUDENT WAS QUALIFIED AND CURRENT TO ACT AS PIC IN DA42. I ASKED STUDENT PRIOR TO ENTERING ACFT IF HE HAD CURRENT TERMINAL AREA CHARTS FOR CHICAGO AREA AND IF HE WAS FAMILIAR WITH CLASS B AIRSPACE SHELVES SINCE THE UGN ARPT WAS LOCATED UNDERNEATH THE ORD CLASS B. STUDENT HAD A CURRENT CHART AND WAS FAMILIAR WITH SURROUNDING AREA AND AIRSPACE. FURTHERMORE; STUDENT INDICATED HE WAS PROVIDING SEL DUAL INSTRUCTION DAILY FROM THE UGN ARPT. DURING PRE TKOF BRIEFING; STUDENT INDICATED HE WAS ACTING PIC AND CONTINUED THROUGH TRADITIONAL MEL PRE TKOF BRIEFING. STUDENT HELD SHORT OF RWY 23 AND REQUESTED NE DEP; CLRNC WAS GRANTED AND WE DEPARTED VFR FROM RWY 23. STUDENT BEGAN L TURNOUT TO GENERAL EASTERLY DIRECTION. SHORTLY AFTER; I WAS DISTR WITH OTHER DUTIES INCLUDING REACHING BEHIND SEAT TO PROCURE EMER CHKLISTS FOR MULTI-ENG/SINGLE-ENG TRAINING AND FAILURE; IFR CHARTS AND APCH PLATES. DA42 IS EQUIPPED WITH GARMIN G1000 AND AFTER REFING PFD; I NOTICED STUDENT WAS IN AN AGGRESSIVE CLB AT VY. AT THAT TIME I ALSO NOTICED ACFT WAS IN A SE HDG AND PASSING THROUGH 4000 FT MSL. SINCE THE STUDENT WAS FLYING A SE HDG INSTEAD OF FULLY COMPLETING THE L TURN TO THE NE AS ORIGINALLY REQUESTED; WE WERE NOW INADVERTENTLY INSIDE THE ORD CLASS B OUTER RING AS DEPICTED ON THE G1000 MFD. WE WERE LOCATED APPROX 9 DME FROM THE OBK VOR ON THE 050 DEG RADIAL. AFTER REFING THE CHART AND CONFIRMING THE OUTER RING WAS FROM 3600-10000 FT MSL; I TOOK CTL OF ACFT; LEVELED AT 4500 FT MSL; AND INITIATED AN IMMEDIATE DSNDING L TURN TO A HDG OF 360 DEGS TAKING US DIRECTLY OUT OF THE AIRSPACE. APPROX 3 MI LATER; THE ACFT WAS CLR OF THE CLASS B AIRSPACE. DURING THAT TIME THERE WAS NO TFC VISUALLY IN THE AREA OR ON THE ACFT'S TIS. THE ACFT'S MODE S XPONDER WAS ACTIVELY SQUAWKING AND SET TO 'ALT.' IN REFLECTION OF THE INCIDENT; IT WAS CLR THE STUDENT MAY HAVE BEEN A HIGHLY CERTIFICATED PLT AND INSTRUCTOR THAT FLEW IN THAT AREA DAILY. HOWEVER; HE WAS OUT OF HIS ELEMENT IN A MORE COMPLEX MULTI-ENG ACFT AND WAS ACTING AS A STUDENT INSTEAD OF HIS TRADITIONAL INSTRUCTOR ROLE. I TOOK INTO CONSIDERATION HIS EXPERIENCE AND NEGLECTED TO CLOSELY MONITOR HIS ACTIVITIES AS I WOULD WITH A PRIMARY STUDENT. IN THE FUTURE; I WILL NOT MAKE ASSUMPTIONS BASED ON CERTIFICATION LEVELS AND EXPERIENCE; BUT CLOSELY MONITOR ACTIVITIES OF ANY STUDENT. I COULD HAVE ALSO BEEN BETTER PREPARED PRIOR TO TAKEOFF AND HAD ALL OF THE NECESSARY CHARTS AND CHKLISTS SITUATED ACCORDINGLY SO I WAS NOT DISTR DURING A CRITICAL PHASE OF FLT. TO PREVENT THIS SIT IN THE FUTURE; I INTEND TO UTILIZE MORE EFFECTIVE CRM AND PREFLT PLANNING PRACTICES. I ALSO MONITORED GUARD 121.5 WHILE OPERATING INADVERTENTLY IN THE CLASS B DURING THESE 2-3 MINS AND WHILE OUTSIDE THE AIRSPACE FOR THE REMAINDER OF THE FLT. IN RETROSPECT; IT MAY HAVE BEEN MORE APPROPRIATE TO CONTACT ORD APCH AND ADVISE THEM OF THE INADVERTENT INCURSION AND REQUEST A SQUAWK CODE AND CLRNC WHILE EXITING THE AIRSPACE.

Data retrieved from NASA's ASRS site as of January 2009 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.