Narrative:

I filed for an IFR flight to bnl thru duats. At this time I asked for and received an online complete weather and NOTAM briefing. In this briefing I saw no mention of the proposed restrictions on R-3005 or the other MOA's in the area; which I had seen in my map briefing. As a result of some mechanical problems I did not leave until nearly [4 hours after being briefed]. All mechanical problems were resolved before the flight. However; I did have a problem with my stratus box (the power plug on the box broke off) which; when connected via wi-fi; provides ads-B to foreflight on my ipad. This; if functioning; may have alerted me to the non-standard time special use airspace status at R-3005. Due to the late departure and clearing weather I decided to go VFR instead of IFR. (I checked the weather online (with NOAA) via a cell phone connection to the internet prior to takeoff.) I was a bit over an hour and a half into my flight when I crossed R-3005. Later I was told by the gentleman that called me at bnl that apparently this area went 'hot' [15 minutes prior to my crossing]; although the area I was in was not 'hot'; but it was customary to close all the parts of R-3005 when any one part was hot. Prior to entry into the special use airspace I contacted flight watch on 122.0 and they said they had no information on this. In retrospect I am not sure whether they were saying they had no information regarding the 'hot' status of the restricted area; or that they did not have access to whether the area was hot or not. They advised me to call flight service on 122.2 for further information; which I attempted but was unable to reach. Later map analysis showed that the 122.2 I was directed to; was probably the brunswick VOR which was probably out of range; or not functioning. I should have then attempted to call flight service via waycross VOR on 122.1 (and listened on 110.2). I landed at barnswell and was summoned to the phone by the manager at the FBO where I talked to a representative of the FAA who asked for my information. He said I had caused no disruption of training; as I was in an area that not being used but the entire area of R-3005 was placed on hot status if any of the areas were being used. A few minutes later another individual (army) called me and asked essentially the same information. This incident could have been prevented if I took the following steps in my preflight and during the flight:1. I should have gotten a verbal briefing prior to my leaving; which may have alerted me to the 'hot' status of the area R-3005. However; this may not be enough; as the area did not go 'hot' until after I took off. I am not sure in this case whether the announcement of 'hot' status is available to the briefers prior to the area going hot. In any case I should have gotten an additional verbal briefing just prior to takeoff.2. I should; in the future; treat all sua as hot unless I have specific information to the contrary.3. I also should have checked for non-normal times for sua by checking airspace NOTAM's where exceptions to normal hours are listed by center; rather than by sua (I was not aware of that).4. As part of my preflight planning I should not only review the route of flight for any special use airspace (I did this) but also check the status of the airspace by going to http://sua.faa.gov/sua. This is a new website for me. I am not sure if these notices are published prior to the time of going hot so this may not be helpful if the airspace goes 'hot' after the flight starts; although it appears it requires 24 hour notice. I need to spend more time researching the timing of these announcements so I do not get in a similar situation in the future.5. I should also check http://faa.gov; regulations and policies and check NOTAMS for ARTCC notices; tfrs and special notices. 6. When flying in the vicinity of any special use airspace I should be either IFR; or if VFR; arrange for flight following (although this will provide necessary information only if controllers have the time).7. I have researched foreflight and found it does list normal hours for sua's (which are normally listed on the bottom of the sectional maps). 8. My stratus ads-B box should provide to foreflight the non-normal special airspace restrictions and times. I plan to test if updates to this are available in real time in the near future (when my broken box is returned). 9. In the vicinity of restricted airspace I should be in contact on 121.5 (or the appropriate frequency) with the local authorities. When I talked with the people at ft. Stewart; they were using 121.5 to try and reach me. Since my experimental plane only has one radio I will need to ask permission to leave the IFR or flight following frequency to contact the local authority on 121.5 in order to ensure nothing has changed after my briefings.

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Original NASA ASRS Text

Title: General aviation pilot reports departing later than anticipated on a flight to BNL and passes through R-3005 when it is active.

Narrative: I filed for an IFR flight to BNL thru DUATS. At this time I asked for and received an online complete weather and NOTAM briefing. In this briefing I saw no mention of the proposed restrictions on R-3005 or the other MOA's in the area; which I had seen in my map briefing. As a result of some mechanical problems I did not leave until nearly [4 hours after being briefed]. All mechanical problems were resolved before the flight. However; I did have a problem with my Stratus box (the power plug on the box broke off) which; when connected via Wi-Fi; provides ADS-B to Foreflight on my iPad. This; if functioning; may have alerted me to the non-standard time Special Use Airspace status at R-3005. Due to the late departure and clearing weather I decided to go VFR instead of IFR. (I checked the weather online (with NOAA) via a cell phone connection to the Internet prior to takeoff.) I was a bit over an hour and a half into my flight when I crossed R-3005. Later I was told by the gentleman that called me at BNL that apparently this area went 'hot' [15 minutes prior to my crossing]; although the area I was in was not 'hot'; but it was customary to close all the parts of R-3005 when any one part was hot. Prior to entry into the special use airspace I contacted Flight Watch on 122.0 and they said they had no information on this. In retrospect I am not sure whether they were saying they had no information regarding the 'hot' status of the restricted area; or that they did not have access to whether the area was hot or not. They advised me to call Flight Service on 122.2 for further information; which I attempted but was unable to reach. Later map analysis showed that the 122.2 I was directed to; was probably the Brunswick VOR which was probably out of range; or not functioning. I should have then attempted to call Flight Service via Waycross VOR on 122.1 (and listened on 110.2). I landed at Barnswell and was summoned to the phone by the manager at the FBO where I talked to a representative of the FAA who asked for my information. He said I had caused no disruption of training; as I was in an area that not being used but the entire area of R-3005 was placed on hot status if any of the areas were being used. A few minutes later another individual (Army) called me and asked essentially the same information. This incident could have been prevented if I took the following steps in my preflight and during the flight:1. I should have gotten a verbal briefing prior to my leaving; which may have alerted me to the 'hot' status of the area R-3005. However; this may not be enough; as the area did not go 'hot' until after I took off. I am not sure in this case whether the announcement of 'hot' status is available to the Briefers prior to the area going hot. In any case I should have gotten an additional verbal briefing just prior to takeoff.2. I should; in the future; treat all SUA as hot unless I have specific information to the contrary.3. I also should have checked for non-normal times for SUA by checking airspace NOTAM's where exceptions to normal hours are listed by center; rather than by SUA (I was not aware of that).4. As part of my preflight planning I should not only review the route of flight for any Special Use Airspace (I did this) but also check the status of the airspace by going to http://sua.faa.gov/sua. This is a new website for me. I am not sure if these notices are published prior to the time of going hot so this may not be helpful if the airspace goes 'hot' after the flight starts; although it appears it requires 24 hour notice. I need to spend more time researching the timing of these announcements so I do not get in a similar situation in the future.5. I should also check http://faa.gov; Regulations and Policies and check NOTAMS for ARTCC Notices; TFRs and Special Notices. 6. When flying in the vicinity of any special use airspace I should be either IFR; or if VFR; arrange for Flight Following (although this will provide necessary information only if controllers have the time).7. I have researched Foreflight and found it does list normal hours for SUA's (which are normally listed on the bottom of the sectional maps). 8. My Stratus ADS-B box should provide to Foreflight the non-normal Special Airspace restrictions and times. I plan to test if updates to this are available in real time in the near future (when my broken box is returned). 9. In the vicinity of Restricted Airspace I should be in contact on 121.5 (or the appropriate frequency) with the local authorities. When I talked with the people at Ft. Stewart; they were using 121.5 to try and reach me. Since my experimental plane only has one radio I will need to ask permission to leave the IFR or Flight Following frequency to contact the local authority on 121.5 in order to ensure nothing has changed after my briefings.

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.