Narrative:

I have been operating fixed- and rotary-wing aircraft in a law enforcement capacity in the a metropolitan area for approximately four years. Recently; I was operating a cessna 206H on a law enforcement mission utilizing my official call sign and IFF code. I had on board one other law enforcement pilot who was acting solely as a systems operator and maintained no direct operation of the aircraft. Before the flight; I made phone contact with TRACON and advised them of my mission location. They suggested 3;500 ft MSL and I concurred. Upon departure from my home airport; I checked in with approach and received permission to climb into the class B (which overlaps a class C) and was assigned 3;500 ft MSL. Upon reaching my mission location (which was changing rapidly due to a mobile ground target); I rolled into my orbit profile. I slowed; turned; dropped flaps; maneuvered to maintained cloud clearances; and began to identify the ground target location. In addition; I was troubleshooting an inoperable yoke-mounted monitor and listening to approach; multiple ground units; and my spotter. In the midst of these actions; I inadvertently descended. I knew I was orbiting above traffic departing the class C at 3;000 ft MSL and I immediately began to correct my altitude by pulling back on the yoke and adding power. The temperature outside was 90 degrees F and I had full fuel; a passenger; and significant external equipment drag on the aircraft. As a result; the aircraft did not recover as quickly as I preferred; so I added full power; retracted the flaps; and pulled back further on the yoke. The controller emphasized that he needed me on altitude because he had a departing aircraft in close proximity at 3;000 ft MSL. He asked me my altitude and I responded that I was at 3;400 ft MSL. I recovered to 3;500 ft MSL as quickly as possible and continued my mission on assigned altitude. Operating law enforcement aircraft in this area means a lot of time spent on the edge of the separation requirements between VFR and IFR aircraft in class B airspace. I knew it was hot and I was heavy and the aircraft would descend as I rolled into my orbit profile. I had not flown a fixed-wing aircraft in approximately one month and I allowed myself to become distracted by multiple radios and troubleshooting that could have been addressed once I stabilized. I failed to add power at the appropriate time in the turn and then underestimated the corrective action required on my high-drag aircraft. As a result; I lost altitude separation with another aircraft. In the future; I will place greater emphasis on separation requirements in this TRACON's busy airspace and will pay closer attention to my aviation fundamentals and mission priorities. Our air traffic controllers have always been extremely supportive of law enforcement agencies in our city. I shall pay a higher degree of respect to their efforts and the safety of other aircraft from which we operate at minimum separation.

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Original NASA ASRS Text

Title: A Law Enforcement C206 was on station in Class B airspace and because of distractions; high air temperatures and maneuvering turns descended out of his cleared altitude disrupting departing traffic.

Narrative: I have been operating fixed- and rotary-wing aircraft in a law enforcement capacity in the a metropolitan area for approximately four years. Recently; I was operating a Cessna 206H on a law enforcement mission utilizing my official call sign and IFF code. I had on board one other law enforcement pilot who was acting solely as a systems operator and maintained no direct operation of the aircraft. Before the flight; I made phone contact with TRACON and advised them of my mission location. They suggested 3;500 FT MSL and I concurred. Upon departure from my home airport; I checked in with Approach and received permission to climb into the Class B (which overlaps a Class C) and was assigned 3;500 FT MSL. Upon reaching my mission location (which was changing rapidly due to a mobile ground target); I rolled into my orbit profile. I slowed; turned; dropped flaps; maneuvered to maintained cloud clearances; and began to identify the ground target location. In addition; I was troubleshooting an inoperable yoke-mounted monitor and listening to Approach; multiple ground units; and my spotter. In the midst of these actions; I inadvertently descended. I knew I was orbiting above traffic departing the Class C at 3;000 FT MSL and I immediately began to correct my altitude by pulling back on the yoke and adding power. The temperature outside was 90 degrees F and I had full fuel; a passenger; and significant external equipment drag on the aircraft. As a result; the aircraft did not recover as quickly as I preferred; so I added full power; retracted the flaps; and pulled back further on the yoke. The Controller emphasized that he needed me on altitude because he had a departing aircraft in close proximity at 3;000 FT MSL. He asked me my altitude and I responded that I was at 3;400 FT MSL. I recovered to 3;500 FT MSL as quickly as possible and continued my mission on assigned altitude. Operating law enforcement aircraft in this area means a lot of time spent on the edge of the separation requirements between VFR and IFR aircraft in Class B airspace. I knew it was hot and I was heavy and the aircraft would descend as I rolled into my orbit profile. I had not flown a fixed-wing aircraft in approximately one month and I allowed myself to become distracted by multiple radios and troubleshooting that could have been addressed once I stabilized. I failed to add power at the appropriate time in the turn and then underestimated the corrective action required on my high-drag aircraft. As a result; I lost altitude separation with another aircraft. In the future; I will place greater emphasis on separation requirements in this TRACON's busy airspace and will pay closer attention to my aviation fundamentals and mission priorities. Our air traffic controllers have always been extremely supportive of law enforcement agencies in our city. I shall pay a higher degree of respect to their efforts and the safety of other aircraft from which we operate at minimum separation.

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.