BE9L pilot entered restr tfr airspace while following ATC vectors while on an IFR flight plan. The a...

Attributes
ACN	581189
Time
Date	200305
Day	Thu
Local Time Of Day	1201 To 1800
Place
State Reference	OR
Altitude	msl bound lower : 7000 msl bound upper : 10000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : psc.tracon
Operator	general aviation : corporate
Make Model Name	King Air C90 E90
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	controller limited radar : 6 controller radar : 6 flight time last 90 days : 60 flight time total : 2700 flight time type : 100
ASRS Report	581189
Person 2
Affiliation	government : faa
Function	controller : approach
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure non adherence : far other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : exited penetrated airspace
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance Aircraft
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other

Narrative:

On may/wed/03, under my call sign xyz, I departed hri VFR under VMC conditions on a part 91 flight to rdm. After finishing with my before takeoff flows and checklist (which included checking my HSI against the runway heading), I departed runway 22. Aware of the restr area west of the airport, upon reaching 400 ft AGL, I turned to a left climbing turn while communicating with chinook departure on frequency 133.15. As I continued my climbing turn to the southeast, the controller asked me if I was aware of the existing tfr. My reply was 'affirmative,' and a transponder code was assigned to my aircraft. After proper indent by chinook departure, I was given a heading and an altitude to climb to. After radar contact with chinook, I followed their commands, which consisted of several heading changes. After a few mins, it became apparent to the controller that something was not quite right, as I was getting very close to the restr area even though he was trying to keep me away from it. At this point, I was still VMC, flying over a broken layer with an IFR clearance to rdm. At one point, I was able to see the military restr area through the clouds right under me. It was then that I told the controller I thought I was extremely close to the tfr, and asked him for another heading to keep me clear of it. It was at that point that both, the controller and myself, became aware that my HSI wasn't working properly and that even though I was complying with his commands, my broken equipment was heading me into the restr airspace. I never got any red flags indicating that my HSI was not working, and the broken layers of clouds under me restr my ability to recognize any landmarks to assist me in identing the tfr. Upon landing in rdm, I called my maintenance director to inform him about the malfunctioning equipment. During my last leg of the day, going from rdm to pdx, I did not experience any problems with my HSI. I then called my maintenance director again upon landing at pdx to inform him that during that leg the HSI worked fine. He informed me that this is typical of a gyro experiencing deterioration and that he would keep an eye on it.

Original NASA ASRS Text

Title: BE9L PLT ENTERED RESTR TFR AIRSPACE WHILE FOLLOWING ATC VECTORS WHILE ON AN IFR FLT PLAN. THE ACFT SLAVED COMPASS SYS WAS MALFUNCTIONING, PRODUCING INCORRECT HDGS.

Narrative: ON MAY/WED/03, UNDER MY CALL SIGN XYZ, I DEPARTED HRI VFR UNDER VMC CONDITIONS ON A PART 91 FLT TO RDM. AFTER FINISHING WITH MY BEFORE TKOF FLOWS AND CHKLIST (WHICH INCLUDED CHKING MY HSI AGAINST THE RWY HDG), I DEPARTED RWY 22. AWARE OF THE RESTR AREA W OF THE ARPT, UPON REACHING 400 FT AGL, I TURNED TO A L CLBING TURN WHILE COMMUNICATING WITH CHINOOK DEP ON FREQ 133.15. AS I CONTINUED MY CLBING TURN TO THE SE, THE CTLR ASKED ME IF I WAS AWARE OF THE EXISTING TFR. MY REPLY WAS 'AFFIRMATIVE,' AND A XPONDER CODE WAS ASSIGNED TO MY ACFT. AFTER PROPER INDENT BY CHINOOK DEP, I WAS GIVEN A HDG AND AN ALT TO CLB TO. AFTER RADAR CONTACT WITH CHINOOK, I FOLLOWED THEIR COMMANDS, WHICH CONSISTED OF SEVERAL HDG CHANGES. AFTER A FEW MINS, IT BECAME APPARENT TO THE CTLR THAT SOMETHING WAS NOT QUITE RIGHT, AS I WAS GETTING VERY CLOSE TO THE RESTR AREA EVEN THOUGH HE WAS TRYING TO KEEP ME AWAY FROM IT. AT THIS POINT, I WAS STILL VMC, FLYING OVER A BROKEN LAYER WITH AN IFR CLRNC TO RDM. AT ONE POINT, I WAS ABLE TO SEE THE MIL RESTR AREA THROUGH THE CLOUDS RIGHT UNDER ME. IT WAS THEN THAT I TOLD THE CTLR I THOUGHT I WAS EXTREMELY CLOSE TO THE TFR, AND ASKED HIM FOR ANOTHER HDG TO KEEP ME CLR OF IT. IT WAS AT THAT POINT THAT BOTH, THE CTLR AND MYSELF, BECAME AWARE THAT MY HSI WASN'T WORKING PROPERLY AND THAT EVEN THOUGH I WAS COMPLYING WITH HIS COMMANDS, MY BROKEN EQUIP WAS HEADING ME INTO THE RESTR AIRSPACE. I NEVER GOT ANY RED FLAGS INDICATING THAT MY HSI WAS NOT WORKING, AND THE BROKEN LAYERS OF CLOUDS UNDER ME RESTR MY ABILITY TO RECOGNIZE ANY LANDMARKS TO ASSIST ME IN IDENTING THE TFR. UPON LNDG IN RDM, I CALLED MY MAINT DIRECTOR TO INFORM HIM ABOUT THE MALFUNCTIONING EQUIP. DURING MY LAST LEG OF THE DAY, GOING FROM RDM TO PDX, I DID NOT EXPERIENCE ANY PROBS WITH MY HSI. I THEN CALLED MY MAINT DIRECTOR AGAIN UPON LNDG AT PDX TO INFORM HIM THAT DURING THAT LEG THE HSI WORKED FINE. HE INFORMED ME THAT THIS IS TYPICAL OF A GYRO EXPERIENCING DETERIORATION AND THAT HE WOULD KEEP AN EYE ON IT.

Data retrieved from NASA's ASRS site as of July 2007 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.

BE9L pilot entered restr tfr airspace while following ATC vectors while on an IFR flight plan. The aircraft slaved compass system was malfunctioning, producing incorrect headings.