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Tower authorization, and possibly penetrated Class C
airspace without Approach Control authorization. Situation
was caused by poor situational awareness. Summary: The
helicopter was almost brand new, and the pilot had fl own
this particular aircraft for about 1 hour. The aircraft was
equipped with very sophisticated navigation equipment,
with which the PIC had very limited experience. Equipment
was...[an] EFIS and GPS. Pilot was unfamiliar with the
functionality of these two excellent systems, and the ability
to display relevant information (airspace boundaries, in
particular). The presence of this high performance avionics
equipment, coupled with nice VFR weather, produced a
complacent attitude with this pilot, regarding his ability to
track his exact position...Corrective actions: 1) Gained more
experience with GPS, will obtain simulator software. 2)
Gaining more experience with EFIS, hope to attend system
training course. 3) Stronger focus on precise navigation/
maintaining situational awareness.
Advanced Systems
Knowledge
Several GA pilots learned the hard way that programming
intricacies are best learned on the ground, not in the air. A
PA-28 pilot lost situational awareness while attempting to
understand the “message” function of an advanced GPS.
■ VFR fl ight plan...I was using GPS for fi rst time as PIC
(without instructor). I had an introductory fl ight with an
instructor one week prior and I felt I knew how to use the
direct function, which was the only GPS function I was
going to rely upon. It was a replacement for the RNAV
system I had been using on older Arrows...Shortly after
departure, I began receiving airspace messages. I was
having trouble fi guring out how the message function
worked, and how to make the messages go away without
losing my ‘direct to’ setting. I received repeated airspace
messages while fl ying at 2,600 feet, even though I was still
below and clear of Class B airspace. I became confused
about which keys...to use to make the messages go away...
I believe I became distracted by this and also started
discounting the airspace messages. Because I was using the
GPS, I was not following my track closely on my sectional
chart. After I passed SSW of the closed [airport], my position
was close to the bottom edge of the sectional and I fl ipped
it over to look at my anticipated course. At that point, I lost
situational awareness and mistakenly believed I was out
from under the Class B airspace and initiated a climb to
3,500 feet MSL. At around 3,300 feet MSL, the controller
asked me what I was doing, told me to ask for clearance
before climbing into the Class B airspace and then cleared
me into the Class B airspace at or below 3,500 feet MSL.
Another pilot drifted off course while attempting to
program an unfamiliar GPS.
■ Departed Runway 23 and became distracted while
trying to enter a waypoint into a GPS unit which I had
not previously used. I recognized I was off course and
immediately made a turn back towards my desired
heading. It is possible I entered the Class B airspace at its
most southern portion, where controlled airspace begins
at 2,200 feet MSL. My altitude was 2,500 feet MSL. In
hindsight, it would have been prudent to have spent some
additional time familiarizing myself with the GPS unit,
and entered the waypoint prior to departure.
A Monthly Safety Bulletin from
The Offi ce of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
December 2007 Report Intake
Air Carrier/Air Taxi Pilots 2933
General Aviation Pilots 728
Controllers 71
Cabin/Mechanics/Military/Other 140
TOTAL 3872
ASRS Alerts Issued in December 2007
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 15
Airport facility or procedure 3
ATC procedure or equipment 10
Chart, publication, or Nav Database 1
Company policy 1
Total 30
GA Advanced
Cockpit Incidents
Over-Reliance on
Advanced Cockpit Systems
A couple decided to go flying in their glass-cockpit
equipped C-182 on a nice evening. The forecast weather
looked good, so they pressed on to their destination,
leaving their charts in the flight case. All seemed to be
going well, until they received “heart-stopping news.”
■ We began normal broadcasts on UNICOM 10 miles west
of ZZZ...We thought it was odd that no one came back with
an airport advisory but continued with normal broadcasts,
looked at the windsock and entered a downwind for
　
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