Narrative:

Prior to this flight; I was designated as the pilot in command (PIC) and I would be 'under the hood' flying in simulated instrument conditions. We departed from ZZZ1 airport under visual flight rules (VFR) and proceeded towards fws where we planned to perform the necessary practice approaches. The winds were calm and fws reported a north flow on their ATIS; landing runway 35L. I contacted spinks tower and requested the practice ILS runway 35L approach and was cleared as requested and told to 'maintain VFR and report the outer marker inbound.' when I reported the outer marker inbound spinks tower asked how the approach would terminate; I requested a touch-and-go followed by a turn out to the south to set up for the practice RNAV (GPS) runway 35L approach; which was cleared as requested and I was instructed to 'report the final approach fix (FAF) inbound.'after self-vectoring myself towards the initial approach fix (IAF); I turned left to intercept the approach course and proceeded inbound towards the intermediate fix (if) and then turned inbound on the final approach course. After reporting the final approach fix (FAF) inbound to spinks tower I was again asked how the approach would terminate. I informed the tower that I would like to execute the published missed approach procedure (map) and was subsequently 'cleared for the option runway 35L' and told 'left turn out approved.' the approach was flown to minimums and with no 'runway in sight' call-out from my safety pilot; I promptly executed a go-around and proceeded to follow the published missed approach procedure (map). The missed approach holding fix for this particular approach is located 22 NM west of the airport and after executing a climbing left turn towards the holding fix; and upon leaving fws airspace; I was told 'frequency change approved' by the tower. Upon completion of the hold; my safety pilot; and I decided to request another practice approach at fws; except this time we intended to fly the RNAV (GPS) runway 17R; which would be opposite the direction of traffic; so that I could perform a circling approach. After leaving the holding fix I contacted spinks tower again and made my request for the practice RNAV (GPS) runway 17R approach and stated my intentions to perform a circling approach. The tower acknowledged my request and subsequently cleared me for the practice RNAV (GPS) runway 17R approach; while still 22 NM southwest of the airport; and I was told to 'maintain VFR' and to 'report the final approach fix (FAF) inbound.' at this point I should have reviewed the VFR sectional chart on my ipad and briefed any airspace conflicts or obstructions along the route since I was unfamiliar with the 17R approach course but I was quickly becoming task saturated with setting up for the approach and teaching the circling maneuver; all while flying the airplane. After being cleared for the practice RNAV (GPS) runway 17R approach I proceeded direct to the initial approach fix (IAF) which is 15 NM northwest of the airport and located in nfw's class D airspace when flown at the altitude depicted on the FAA approach plate (al-6917). Between briefing and setting up for the approach; maintaining precise heading and altitude control; and simultaneously teaching the approach to my safety pilot while being 'under the hood;' I was unknowingly proceeding directly towards nwf's class D airspace. This atypical loss of situational awareness led me to unintentionally enter into class D airspace without establishing two-way radio communication as I proceeded to intercept the initial approach fix (IAF) on the practice approach. This unintentional entry into class D airspace went unnoticed by both myself and my safety pilot; until we were 4 NM inside the airspace. Once I was made aware of my mistake; I immediately discontinued the practice approach and executed a right; 180 degree turn to exit the airspace. I informed spinks tower that I was changing direction because I was inside ofnfw's class D airspace and spinks tower replied and said that I was told to 'maintain VFR' but due to task saturation I lost situational awareness and failed to comply with this instruction. I requested a frequency change from spinks tower so that I could establish two-way radio communication with nfw tower to avoid any traffic conflicts or loss of separation. I then contacted nfw tower and stated my position and intentions. At this point; I was almost outside of nfw's class D airspace when nfw tower approved me for a transition with no further instructions. After regaining my situational awareness; I informed nfw tower that I would like to cancel my transition and instead depart their airspace entirely. Nfw tower acknowledged my intentions and responded with 'frequency change approved.' no further communications were received from nfw tower indicating a traffic conflict or loss of separation but this atypical loss of situational awareness is inexcusable. In light of this event; it has come to my attention that the approach plate published by jeppesen for this same instrument approach procedure (IAP); fws RNAV (GPS) runway 17R; depicts nfw's class D airspace along the initial approach segment whereas the FAA approach plate (al-6917) does not. In my opinion; if the FAA approach plate for this instrument approach procedure (IAP) were to depict nfw's class D airspace along the initial approach segment; as it does on the jeppesen version; then similar mistakes could be avoided and situational awareness would be greatly improved in this busy terminal area. Contributing factors in this event were my failure as the pilot in command to maintain situational awareness while conducting a practice instrument approach procedure (IAP) under visual flight rules (VFR) conditions as well as a breakdown in communication between myself and my safety pilot; [who] made no mention of our impending situation; demonstrating a lack of crew resource management (CRM).

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Original NASA ASRS Text

Title: Pilot reported flying approaches into FWS airport entered NFW Class D airspace without clearance and cited FAA charting issues as a contributing factor.

Narrative: Prior to this flight; I was designated as the pilot in command (PIC) and I would be 'under the hood' flying in simulated instrument conditions. We departed from ZZZ1 airport under Visual Flight Rules (VFR) and proceeded towards FWS where we planned to perform the necessary practice approaches. The winds were calm and FWS reported a north flow on their ATIS; landing Runway 35L. I contacted Spinks Tower and requested the practice ILS Runway 35L approach and was cleared as requested and told to 'Maintain VFR and report the outer marker inbound.' When I reported the outer marker inbound Spinks Tower asked how the approach would terminate; I requested a touch-and-go followed by a turn out to the south to set up for the practice RNAV (GPS) Runway 35L approach; which was cleared as requested and I was instructed to 'Report the Final Approach Fix (FAF) inbound.'After self-vectoring myself towards the Initial Approach Fix (IAF); I turned left to intercept the approach course and proceeded inbound towards the Intermediate Fix (IF) and then turned inbound on the final approach course. After reporting the Final Approach Fix (FAF) inbound to Spinks Tower I was again asked how the approach would terminate. I informed the Tower that I would like to execute the published Missed Approach Procedure (MAP) and was subsequently 'Cleared for the option Runway 35L' and told 'Left turn out approved.' The approach was flown to minimums and with no 'runway in sight' call-out from my safety pilot; I promptly executed a go-around and proceeded to follow the published Missed Approach Procedure (MAP). The missed approach holding fix for this particular approach is located 22 NM west of the airport and after executing a climbing left turn towards the holding fix; and upon leaving FWS airspace; I was told 'Frequency change approved' by the Tower. Upon completion of the hold; my safety pilot; and I decided to request another practice approach at FWS; except this time we intended to fly the RNAV (GPS) Runway 17R; which would be opposite the direction of traffic; so that I could perform a circling approach. After leaving the holding fix I contacted Spinks Tower again and made my request for the practice RNAV (GPS) Runway 17R approach and stated my intentions to perform a circling approach. The Tower acknowledged my request and subsequently cleared me for the practice RNAV (GPS) Runway 17R approach; while still 22 NM southwest of the airport; and I was told to 'maintain VFR' and to 'report the Final Approach Fix (FAF) inbound.' At this point I should have reviewed the VFR sectional chart on my iPad and briefed any airspace conflicts or obstructions along the route since I was unfamiliar with the 17R approach course but I was quickly becoming task saturated with setting up for the approach and teaching the circling maneuver; all while flying the airplane. After being cleared for the practice RNAV (GPS) Runway 17R approach I proceeded direct to the Initial Approach Fix (IAF) which is 15 NM northwest of the airport and located in NFW's Class D airspace when flown at the altitude depicted on the FAA approach plate (AL-6917). Between briefing and setting up for the approach; maintaining precise heading and altitude control; and simultaneously teaching the approach to my safety pilot while being 'under the hood;' I was unknowingly proceeding directly towards NWF's Class D airspace. This atypical loss of situational awareness led me to unintentionally enter into Class D airspace without establishing two-way radio communication as I proceeded to intercept the Initial Approach Fix (IAF) on the practice approach. This unintentional entry into Class D airspace went unnoticed by both myself and my safety pilot; until we were 4 NM inside the airspace. Once I was made aware of my mistake; I immediately discontinued the practice approach and executed a right; 180 degree turn to exit the airspace. I informed Spinks Tower that I was changing direction because I was inside ofNFW's Class D airspace and Spinks Tower replied and said that I was told to 'Maintain VFR' but due to task saturation I lost situational awareness and failed to comply with this instruction. I requested a frequency change from Spinks Tower so that I could establish two-way radio communication with NFW Tower to avoid any traffic conflicts or loss of separation. I then contacted NFW Tower and stated my position and intentions. At this point; I was almost outside of NFW's Class D airspace when NFW Tower approved me for a transition with no further instructions. After regaining my situational awareness; I informed NFW Tower that I would like to cancel my transition and instead depart their airspace entirely. NFW Tower acknowledged my intentions and responded with 'frequency change approved.' No further communications were received from NFW Tower indicating a traffic conflict or loss of separation but this atypical loss of situational awareness is inexcusable. In light of this event; it has come to my attention that the approach plate published by Jeppesen for this same Instrument Approach Procedure (IAP); FWS RNAV (GPS) Runway 17R; depicts NFW's Class D airspace along the initial approach segment whereas the FAA approach plate (AL-6917) does not. In my opinion; if the FAA approach plate for this Instrument Approach Procedure (IAP) were to depict NFW's Class D airspace along the initial approach segment; as it does on the Jeppesen version; then similar mistakes could be avoided and situational awareness would be greatly improved in this busy terminal area. Contributing factors in this event were my failure as the pilot in command to maintain situational awareness while conducting a practice Instrument Approach Procedure (IAP) under Visual Flight Rules (VFR) conditions as well as a breakdown in communication between myself and my safety pilot; [who] made no mention of our impending situation; demonstrating a lack of Crew Resource Management (CRM).

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.