BE58 pilot reports being distracted while attempting to locate a tfr which was not in the pre-flight...

Narrative:

En route to luk; I was under a broken cloud layer and 30 miles north of dayton; VFR/1200 not talking to anyone. I took that opportunity to pull up lunken's ATIS and got concerned about a notice on the ATIS of a tfr over the 'great america stadium'. I had not seen any such tfr on my pre-flight briefing; and I wasn't showing anything on foreflight; or on my xm weather display on the G600. Nevertheless; I took the ATIS message seriously and tried to find great america stadium on my charts. I wasn't able to conclusively locate it; so I decided to call radio for some guidance. I made contact with dayton radio and he was also not showing any notams for the cincinnati area; but he offered to check a few other sites for me. Eventually; he read me the standard 3;000-and-3 tfr; but said 'that is usually for division 1 college or nfl games; usually not for mlb games' and that 'coordination with ATC is always sufficient to get around or through those tfrs'. By the time all of this was sorted out; I had entered dayton's class C airspace at 4;500 ft. I saw dayton internationals runways ahead and initiated a quick climb above the top of the class C airspace. I have onboard active tis and there were no targets nearby; but I did clip the edge of the airspace. What could I have done to prevent a recurrence:1. Maintain better situational awareness.2. Prioritize (lower) the sorting out of an airspace concern 75 miles ahead; in favor of the one that's 20 miles ahead.3. Use VFR advisories. I normally use flight following (which would be enough to avoid this; as it's inherently 2-way comms); but in the marginal weather and with my unfamiliarity with cincinnati and lunken; I thought it might be easier to not deal with the approach and center controllers; having more flexibility to spend time on ATIS and AWOS stations along the route. What could the overall system have done to help:1. The most obvious is to kill the pointless 'open-air gathering' tfrs. It's pure security theater.2. If unwilling/unable to do that; at least publish them as tfrs in the flight data feed that duats; foreflight and xm process and transmit. That would have pinpointed the tfr; told me that it wasn't a factor; and if it was; I'd have handy information on how to coordinate or avoid.

Original NASA ASRS Text

Title: BE58 pilot reports being distracted while attempting to locate a TFR which was not in the pre-flight briefing and wasn't showing up on Foreflight; nor on the XM weather display on his G600. The result is inadvertent entry into DAY Class C airspace.

Narrative: En route to LUK; I was under a broken cloud layer and 30 miles north of Dayton; VFR/1200 not talking to anyone. I took that opportunity to pull up Lunken's ATIS and got concerned about a notice on the ATIS of a TFR over the 'Great America Stadium'. I had not seen any such TFR on my pre-flight briefing; and I wasn't showing anything on Foreflight; or on my XM weather display on the G600. Nevertheless; I took the ATIS message seriously and tried to find Great America Stadium on my charts. I wasn't able to conclusively locate it; so I decided to call Radio for some guidance. I made contact with Dayton Radio and he was also not showing any NOTAMs for the Cincinnati area; but he offered to check a few other sites for me. Eventually; he read me the standard 3;000-and-3 TFR; but said 'that is usually for Division 1 college or NFL games; usually not for MLB games' and that 'coordination with ATC is always sufficient to get around or through those TFRs'. By the time all of this was sorted out; I had entered Dayton's Class C airspace at 4;500 FT. I saw Dayton Internationals runways ahead and initiated a quick climb above the top of the Class C airspace. I have onboard active TIS and there were no targets nearby; but I did clip the edge of the airspace. What could I have done to prevent a recurrence:1. Maintain better situational awareness.2. Prioritize (lower) the sorting out of an airspace concern 75 miles ahead; in favor of the one that's 20 miles ahead.3. Use VFR advisories. I normally use flight following (which would be enough to avoid this; as it's inherently 2-way comms); but in the marginal weather and with my unfamiliarity with Cincinnati and Lunken; I thought it might be easier to not deal with the Approach and Center Controllers; having more flexibility to spend time on ATIS and AWOS stations along the route. What could the overall system have done to help:1. The most obvious is to kill the pointless 'open-air gathering' TFRs. It's pure security theater.2. If unwilling/unable to do that; at least publish them as TFRs in the flight data feed that DUATS; Foreflight and XM process and transmit. That would have pinpointed the TFR; told me that it wasn't a factor; and if it was; I'd have handy information on how to coordinate or avoid.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1043129
Time
Date	201210
Local Time Of Day	1201-1800
Place
Locale Reference	DAY.Airport
State Reference	OH
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Make Model Name	Baron 58/58TC
Operating Under FAR Part	Part 91
Flight Phase	Cruise
Route In Use	Direct
Flight Plan	None
Component
Aircraft Component	Tablet
Person 1
Function	Single Pilot Pilot Flying
Qualification	Flight Crew Multiengine Flight Crew Private
Experience	Flight Crew Last 90 Days 40 Flight Crew Total 1100 Flight Crew Type 25
Events
Anomaly	ATC Issue All Types Airspace Violation All Types

BE58 pilot reports being distracted while attempting to locate a tfr which was not in the pre-flight briefing and wasn't showing up on foreflight; nor on the xm weather display on his G600. The result is inadvertent entry into day class C airspace.