Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Flight Crew Last 90 Days 57; Flight Crew Total 13521; Flight Crew Type 84
Communication Breakdown; Distraction; Situational Awareness; Workload
Airspace Violation All Types; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Human Factors; Airspace Structure; Weather
After departure from Runway 34 (U42) turned right to stay under Class B airspace east bound to highway 15 then south bound. Immediately after takeoff and in the right tum I contacted Salt Lake Departure Control (SLC ATC) and was told to standby. I wanted a clearance through Class 'B' airspace and radar following. The weather conditions at this time was approximately 340; 14 knots; gusting to 20 knots.When I was close to approximately 5;800 feet MSL moderate to severe turbulence and updrafts caused the aircraft to ascend. I reduced power and started to descend setting up a power setting in the gusty up drafts and then down drafts again in moderate to near severe turbulence with added choppy conditions. Soon afterwards ATC gave me a clearance through Class 'B' airspace and proceeded to climb to 10;500 MSL. My preflight planning was to tum left to down wind and climb to 5;800 feet contacting ATC in my left turn. A pilot on the ground prior to my engine start suggested a right tum eastbound to highway 15 then south bound staying away from Restricted (R-6412 airspace). Evidently; the weather conditions; the aircraft switching panel and call to ATC to standby; and the restricted area was enough distraction inside and outside the cockpit to cause this conflict.After takeoff I was looking for the aircraft that took off before my takeoff. Also; there was an aircraft on final three miles as reported on final to Runway 34. There were two jets on final and north to SLC.Any incursion into class 'B' airspace was inadvertent due mainly to adverse weather that knows no boundaries. When I saw the high rate of climb I immediately made corrective action to stay out of Class 'B' airspace until approved by ATC. The weather conditions with moderate to severe turbulence and updrafts; gusty conditions gusting to 20 knots plus in hilly and mountain terrain with mostly updrafts; radio switching panel with call to ATC; airspace limited to 1;394 feet AGL; dividing my attention inside and outside the cockpit with distractions. Altimeter and airspeed instruments bouncing in all flight conditions is another distraction and awareness too ensure control of the aircraft. I was very concerned to stay out of Class 'B' airspace and the restricted area south of my intended course. At uncontrolled airports; prior to takeoff ask controllers on assigned sector frequency for a beacon code assignment. After takeoff obtain ATC contact and clearance. This way when the aircraft departs the airport the controller has radar contact; but may not have granted a clearance yet. This helps to clear distractions. My intent is to always fly safe and perform (aviate) following Federal Aviation Regulations.
A pilot reported that he penetrated Class B airspace when he encountered moderate to severe turbulence and updrafts at approximately 200 feet below the bottom of class B. He had contacted ATC attempting to get Class B clearance; but had been told to standby.