Narrative:

I was flying a far part 91 VFR flight in a cessna 340A at 14;500 feet MSL. My means of navigation was a panel mount moving map GPS and VFR WAC chart. The flight was to north las vegas; nevada (vgt). I was relying on my GPS for special use airspace situational awareness with my current VFR WAC chart as backup. While flying over nevada; I leaned on a water bottle causing the bottle to break and spray water over my circuit panel and a 12 volt plug for my ipad. Within a few minutes; multiple electrical breakers were popping. I attempted to reset the breakers for my avionics; but left the rest of the circuit breakers popped. I then started to experience the faint smell of electrical smoke in the cabin. I immediately disengaged the breakers I had initially reset. This; in turn; disabled my communication radios and my color moving map GPS among a few other electrical systems. At this point the meteorological conditions were: clear visibility except for a cloud layer far below which completely covered the ground and all ground reference aids. The tops of this cloud layer were significantly below me by an estimated 10;000 feet. As a result; I began to navigate using deduced reckoning by means of my VFR WAC chart. After some time; the electrical smoke smell dissipated. I plugged in my ipad which contains the navigation program 'foreflight'. My ipad had a low battery and was unable to immediately power on. Within a few minutes; I again detected the odor of electrical smoke. I observed it was a result of plugging my ipad's power cord into the outlet mounted in the aircraft's panel. I unplugged it only to discover the plug and cord had heated up significantly. I was aware I had been approaching restricted use airspace (R-6404 a; R-6404 B&D and R-6406 a). I began to make a turn away from the airspace based on my last known position and my relative position to the airspace. I did not have any means of radio communications to verify my position with ATC or query them to determine if the restricted areas for military operations were active. My ipad had charged enough to power on at this point. Once its map had determined my location; I discovered that my position was on the outer edge of the restricted airspace and that I had not turned away from it soon enough. I carry a hand held communications radio which I was able to retrieve from my flight bag in the rear of the airplane. I used this to contact the nearest ATC center; I believe nellis control. They informed me of a possible pilot deviation and I was directed to call [them]. I [called] and explained my situation. He took notes and informed me he would discuss it with management and someone would get back to me if it was necessary to do so. As of today; I have not heard from anyone in ATC. After I safely landed at north las vegas; I opened up the circuit panel and found a small amount of water caught in a portion of the electrical panel against a bank of circuit breakers. I removed the standing water in the panel and allowed the rest of the moisture to air dry in las vegas for the next 3 days. I physically inspected and operationally checked the circuit breakers again on the third day and found no more moisture present and all circuits and electrical systems to be working properly.

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Original NASA ASRS Text

Title: C340A pilot reported a restricted airspace incursion following loss of primary navigational systems.

Narrative: I was flying a FAR Part 91 VFR flight in a Cessna 340A at 14;500 feet MSL. My means of navigation was a panel mount moving map GPS and VFR WAC chart. The flight was to North Las Vegas; Nevada (VGT). I was relying on my GPS for special use airspace situational awareness with my current VFR WAC chart as backup. While flying over Nevada; I leaned on a water bottle causing the bottle to break and spray water over my circuit panel and a 12 volt plug for my iPad. Within a few minutes; multiple electrical breakers were popping. I attempted to reset the breakers for my avionics; but left the rest of the circuit breakers popped. I then started to experience the faint smell of electrical smoke in the cabin. I immediately disengaged the breakers I had initially reset. This; in turn; disabled my communication radios and my color moving map GPS among a few other electrical systems. At this point the meteorological conditions were: clear visibility except for a cloud layer far below which completely covered the ground and all ground reference aids. The tops of this cloud layer were significantly below me by an estimated 10;000 feet. As a result; I began to navigate using deduced reckoning by means of my VFR WAC chart. After some time; the electrical smoke smell dissipated. I plugged in my iPad which contains the navigation program 'ForeFlight'. My iPad had a low battery and was unable to immediately power on. Within a few minutes; I again detected the odor of electrical smoke. I observed it was a result of plugging my iPad's power cord into the outlet mounted in the aircraft's panel. I unplugged it only to discover the plug and cord had heated up significantly. I was aware I had been approaching Restricted Use airspace (R-6404 A; R-6404 B&D and R-6406 A). I began to make a turn away from the airspace based on my last known position and my relative position to the airspace. I did not have any means of radio communications to verify my position with ATC or query them to determine if the Restricted areas for military operations were active. My iPad had charged enough to power on at this point. Once its map had determined my location; I discovered that my position was on the outer edge of the Restricted airspace and that I had not turned away from it soon enough. I carry a hand held communications radio which I was able to retrieve from my flight bag in the rear of the airplane. I used this to contact the nearest ATC center; I believe Nellis Control. They informed me of a possible pilot deviation and I was directed to call [them]. I [called] and explained my situation. He took notes and informed me he would discuss it with management and someone would get back to me if it was necessary to do so. As of today; I have not heard from anyone in ATC. After I safely landed at North Las Vegas; I opened up the circuit panel and found a small amount of water caught in a portion of the electrical panel against a bank of circuit breakers. I removed the standing water in the panel and allowed the rest of the moisture to air dry in Las Vegas for the next 3 days. I physically inspected and operationally checked the circuit breakers again on the third day and found no more moisture present and all circuits and electrical systems to be working properly.

Data retrieved from NASA's ASRS site 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.