Narrative:

On nov/xa/06; I over-flew restr area P-49 while on a VFR cross country. I caused this overflt; as PIC. It was pilot error. There was no intent or desire to violate. I was well aware of the restr area; was attempting to fly around; and at all times believed I was clear. My failure was getting into a situation over my head; focusing on correcting the problem using solutions beyond my abilities; and overlooking the simplest basic answers. I am a low time private pilot. This was my first solo cross country flight in 20 yrs. I read and reviewed the latest FAA regulations; tfr's; and current procedures. There have been changes in the last 20 yrs; new and different names for airspace; ATC; flight requirements; procedures. I sometimes found myself wondering am I remembering the old or the new. I was using my new electronic flight computer and hand held radio for the first time. I read the instructions on operating my computer; and radio; but remembering the correct buttons in the right order takes more practice and experience than I had. I reviewed using the 2 sectional charts required; identing important information; moving data from one to the other; and working the aircraft radio to talk and comply with ATC. I had done all of these while sitting on the ground; where I could stop; ask questions; focused on one issue; and take as much time as needed to find the correct answers. But I had never tried doing it all at once while controling an aircraft alone in flight. I allowed the excitement of a first solo cross country to control my judgement. My first mistake was changing my flight plan. I had a detailed VFR route laid out; well to the west of P-49; with time distance; landmarks; radio frequencys idented. Then when I took off from denton I contacted flight watch with the intent of opening and flying my flight plan. The radio was busy; and not wanting to add to ATC problems; I accepted their vector of 190 degrees direct to killeen. Dallas is a busy area and I was not comfortable using the radio for several course corrections. I wanted to keep radio use brief. Accepting this direct route made my flight plan useless. I focused all my attention on following ATC through the dallas area; so when I was handed off to waco approach I did not have the most basic flying requirements. My second mistake was I could not identify exactly where I was by ground reference. I did not have needed radio frequencys available. I did not have landmarks idented. During the next several mins I turned this simple problem into a major issue. Waco advised me I was south of cleburne; but I failed to ask for an exact distance and location. Waco gave me a vector of 150 degrees to steer me clear of P-49; and at the time I felt I would soon locate myself. Shortly after; for unknown reasons; I found I could not contact or hear waco. I was flying a heading to take me toward waco against winds and gusts from around 180 degrees. The aircraft kept trying to turn into the wind. I had been advised of gusty winds; but this was my first experience on how much they would bounce and turn my aircraft requiring me to correct back on course. I found I had to wedge myself in the seat; and maintain a heavy constant left rudder; and firm control on the wheel. A few times I was bounced hard against the seat belt; which startled me. The unexpected rough ride in a light aircraft was new; very disturbing and a few times scary. I recall feeling very tense with my left leg and arm becoming tired and stiff. My third mistake was spending countless mins trying to reestablish radio contact with waco. Checking equipment; adjusting volume and squelch; looking for the problem; attempting to connect and use my hand held with my earphones. During those mins all I heard on the waco frequency was silence or a dash-DOT and tone sound; which I could not identify. Mistake four was at the same time I'm opening and working with 2 sectionals (dallas and san antonio) with my right hand to try to locate myself. I believed I misidented the distance and direction of one important bridge landmark; leading me to assume I was more to the east and north than my actual location. When landmarks I expected did not appear;I became totally lost. I tried using my electronic flight computer for time distance and headings. I was getting answers that could not be right; or worse; no answer at all. Looking in the instruction manuals for answers at the time was a big mistake. I became focused on controling the aircraft direction; and keeping it on a course toward waco; trying to remember the ATC rules; thinking I must follow their last direction on what to do; attempting to get the radio working; compute my position using an electronic flight computer I'm not used to; locate myself on the sectional with few landmarks; and feeling totally at a loss when nothing was working. I found myself confused; with false assumptions; unsure what to do. And I will admit; scared. Where was I? Which way to fly? Do I have enough fuel? Where are emergency airports? Should I reset identify to 7600? After what felt like hours; but I know was only mins; I saw a built up area with a city to the east. I took this to be waco. By this time any enjoyment of the flight was gone. All I wanted to do was get to killeen and end this flight. Believing this city to be waco I turned south assuming I would soon identify landmarks and get home. Then; south of waco; without doing anything on my part I know of; I could hear and talk with waco. I did not then; nor do I now know what the problem was. I failed to stop; take a breath and think out the simple answer. I knew I was somewhere west of interstate 35. When the problems started; if I had turned to 090 degrees; and flew east I would find I-35. There I would have located myself clearly; been able to contact someone; calm down and regain control; but most important I would have stayed away from restr area. It's all so simple after the fact! I have no idea when I violated P-49. I have no idea what it looks like. I wasn't looking for it. In my mind I wasn't near it. I understand the need for the restr area; and with my military background can guess the tension and turmoil I caused within ATC; FAA and other government agencies. For this I offer my sincere apology. It doesn't make up for it; but it's sincere. I am very; very sorry I made this flight! I am taking a step back. My ground school 30 yrs ago was a 6 month college credit course; part of a college aviation degree program under far 141. I am enrolling and will complete a similar structured detailed ground school course. I need to learn; understand and become knowledgeable with flying today's airspace. Reinforce what I know; and teach me what I need. I have discussed what happened with my club's chief flight instructor and scheduling more dual instructor time to practice; organize and perfect my cockpit management; electronics; and navigation. I am and must think of myself as a student pilot. I want to be a good pilot. A safe pilot! My biggest mistake and failure was over-confidence in myself. That I could accept; adjust; adapt and overcome the changes. That; in my mind; I was in control and had all the answers. When the unplanned and unexpected occurred; I was not ready and able. Whatever anyone else thinks; decides or believes; I never want to be in a situation like that and feel that way again.

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Original NASA ASRS Text

Title: A C150 PVT PLT USING BRAND NEW STATE OF THE ART NAV SYS AND PORTABLE COM RADIO; INCURS INTO THE PROHIBITED P-49 AREA.

Narrative: ON NOV/XA/06; I OVER-FLEW RESTR AREA P-49 WHILE ON A VFR XCOUNTRY. I CAUSED THIS OVERFLT; AS PIC. IT WAS PLT ERROR. THERE WAS NO INTENT OR DESIRE TO VIOLATE. I WAS WELL AWARE OF THE RESTR AREA; WAS ATTEMPTING TO FLY AROUND; AND AT ALL TIMES BELIEVED I WAS CLR. MY FAILURE WAS GETTING INTO A SITUATION OVER MY HEAD; FOCUSING ON CORRECTING THE PROB USING SOLUTIONS BEYOND MY ABILITIES; AND OVERLOOKING THE SIMPLEST BASIC ANSWERS. I AM A LOW TIME PVT PLT. THIS WAS MY FIRST SOLO XCOUNTRY FLT IN 20 YRS. I READ AND REVIEWED THE LATEST FAA REGS; TFR'S; AND CURRENT PROCS. THERE HAVE BEEN CHANGES IN THE LAST 20 YRS; NEW AND DIFFERENT NAMES FOR AIRSPACE; ATC; FLT REQUIREMENTS; PROCS. I SOMETIMES FOUND MYSELF WONDERING AM I REMEMBERING THE OLD OR THE NEW. I WAS USING MY NEW ELECTRONIC FLT COMPUTER AND HAND HELD RADIO FOR THE FIRST TIME. I READ THE INSTRUCTIONS ON OPERATING MY COMPUTER; AND RADIO; BUT REMEMBERING THE CORRECT BUTTONS IN THE RIGHT ORDER TAKES MORE PRACTICE AND EXPERIENCE THAN I HAD. I REVIEWED USING THE 2 SECTIONAL CHARTS REQUIRED; IDENTING IMPORTANT INFO; MOVING DATA FROM ONE TO THE OTHER; AND WORKING THE ACFT RADIO TO TALK AND COMPLY WITH ATC. I HAD DONE ALL OF THESE WHILE SITTING ON THE GND; WHERE I COULD STOP; ASK QUESTIONS; FOCUSED ON ONE ISSUE; AND TAKE AS MUCH TIME AS NEEDED TO FIND THE CORRECT ANSWERS. BUT I HAD NEVER TRIED DOING IT ALL AT ONCE WHILE CTLING AN ACFT ALONE IN FLT. I ALLOWED THE EXCITEMENT OF A FIRST SOLO XCOUNTRY TO CTL MY JUDGEMENT. MY FIRST MISTAKE WAS CHANGING MY FLT PLAN. I HAD A DETAILED VFR RTE LAID OUT; WELL TO THE W OF P-49; WITH TIME DISTANCE; LANDMARKS; RADIO FREQS IDENTED. THEN WHEN I TOOK OFF FROM DENTON I CONTACTED FLT WATCH WITH THE INTENT OF OPENING AND FLYING MY FLT PLAN. THE RADIO WAS BUSY; AND NOT WANTING TO ADD TO ATC PROBS; I ACCEPTED THEIR VECTOR OF 190 DEGS DIRECT TO KILLEEN. DALLAS IS A BUSY AREA AND I WAS NOT COMFORTABLE USING THE RADIO FOR SEVERAL COURSE CORRECTIONS. I WANTED TO KEEP RADIO USE BRIEF. ACCEPTING THIS DIRECT RTE MADE MY FLT PLAN USELESS. I FOCUSED ALL MY ATTN ON FOLLOWING ATC THROUGH THE DALLAS AREA; SO WHEN I WAS HANDED OFF TO WACO APCH I DID NOT HAVE THE MOST BASIC FLYING REQUIREMENTS. MY SECOND MISTAKE WAS I COULD NOT IDENT EXACTLY WHERE I WAS BY GND REF. I DID NOT HAVE NEEDED RADIO FREQS AVAILABLE. I DID NOT HAVE LANDMARKS IDENTED. DURING THE NEXT SEVERAL MINS I TURNED THIS SIMPLE PROB INTO A MAJOR ISSUE. WACO ADVISED ME I WAS S OF CLEBURNE; BUT I FAILED TO ASK FOR AN EXACT DISTANCE AND LOCATION. WACO GAVE ME A VECTOR OF 150 DEGS TO STEER ME CLR OF P-49; AND AT THE TIME I FELT I WOULD SOON LOCATE MYSELF. SHORTLY AFTER; FOR UNKNOWN REASONS; I FOUND I COULD NOT CONTACT OR HEAR WACO. I WAS FLYING A HDG TO TAKE ME TOWARD WACO AGAINST WINDS AND GUSTS FROM AROUND 180 DEGS. THE ACFT KEPT TRYING TO TURN INTO THE WIND. I HAD BEEN ADVISED OF GUSTY WINDS; BUT THIS WAS MY FIRST EXPERIENCE ON HOW MUCH THEY WOULD BOUNCE AND TURN MY ACFT REQUIRING ME TO CORRECT BACK ON COURSE. I FOUND I HAD TO WEDGE MYSELF IN THE SEAT; AND MAINTAIN A HVY CONSTANT L RUDDER; AND FIRM CTL ON THE WHEEL. A FEW TIMES I WAS BOUNCED HARD AGAINST THE SEAT BELT; WHICH STARTLED ME. THE UNEXPECTED ROUGH RIDE IN A LIGHT ACFT WAS NEW; VERY DISTURBING AND A FEW TIMES SCARY. I RECALL FEELING VERY TENSE WITH MY L LEG AND ARM BECOMING TIRED AND STIFF. MY THIRD MISTAKE WAS SPENDING COUNTLESS MINS TRYING TO REESTABLISH RADIO CONTACT WITH WACO. CHKING EQUIP; ADJUSTING VOLUME AND SQUELCH; LOOKING FOR THE PROB; ATTEMPTING TO CONNECT AND USE MY HAND HELD WITH MY EARPHONES. DURING THOSE MINS ALL I HEARD ON THE WACO FREQ WAS SILENCE OR A DASH-DOT AND TONE SOUND; WHICH I COULD NOT IDENT. MISTAKE FOUR WAS AT THE SAME TIME I'M OPENING AND WORKING WITH 2 SECTIONALS (DALLAS AND SAN ANTONIO) WITH MY R HAND TO TRY TO LOCATE MYSELF. I BELIEVED I MISIDENTED THE DISTANCE AND DIRECTION OF ONE IMPORTANT BRIDGE LANDMARK; LEADING ME TO ASSUME I WAS MORE TO THE E AND N THAN MY ACTUAL LOCATION. WHEN LANDMARKS I EXPECTED DID NOT APPEAR;I BECAME TOTALLY LOST. I TRIED USING MY ELECTRONIC FLT COMPUTER FOR TIME DISTANCE AND HDGS. I WAS GETTING ANSWERS THAT COULD NOT BE RIGHT; OR WORSE; NO ANSWER AT ALL. LOOKING IN THE INSTRUCTION MANUALS FOR ANSWERS AT THE TIME WAS A BIG MISTAKE. I BECAME FOCUSED ON CTLING THE ACFT DIRECTION; AND KEEPING IT ON A COURSE TOWARD WACO; TRYING TO REMEMBER THE ATC RULES; THINKING I MUST FOLLOW THEIR LAST DIRECTION ON WHAT TO DO; ATTEMPTING TO GET THE RADIO WORKING; COMPUTE MY POS USING AN ELECTRONIC FLT COMPUTER I'M NOT USED TO; LOCATE MYSELF ON THE SECTIONAL WITH FEW LANDMARKS; AND FEELING TOTALLY AT A LOSS WHEN NOTHING WAS WORKING. I FOUND MYSELF CONFUSED; WITH FALSE ASSUMPTIONS; UNSURE WHAT TO DO. AND I WILL ADMIT; SCARED. WHERE WAS I? WHICH WAY TO FLY? DO I HAVE ENOUGH FUEL? WHERE ARE EMER ARPTS? SHOULD I RESET IDENT TO 7600? AFTER WHAT FELT LIKE HRS; BUT I KNOW WAS ONLY MINS; I SAW A BUILT UP AREA WITH A CITY TO THE E. I TOOK THIS TO BE WACO. BY THIS TIME ANY ENJOYMENT OF THE FLT WAS GONE. ALL I WANTED TO DO WAS GET TO KILLEEN AND END THIS FLT. BELIEVING THIS CITY TO BE WACO I TURNED S ASSUMING I WOULD SOON IDENT LANDMARKS AND GET HOME. THEN; S OF WACO; WITHOUT DOING ANYTHING ON MY PART I KNOW OF; I COULD HEAR AND TALK WITH WACO. I DID NOT THEN; NOR DO I NOW KNOW WHAT THE PROB WAS. I FAILED TO STOP; TAKE A BREATH AND THINK OUT THE SIMPLE ANSWER. I KNEW I WAS SOMEWHERE W OF INTERSTATE 35. WHEN THE PROBS STARTED; IF I HAD TURNED TO 090 DEGS; AND FLEW E I WOULD FIND I-35. THERE I WOULD HAVE LOCATED MYSELF CLRLY; BEEN ABLE TO CONTACT SOMEONE; CALM DOWN AND REGAIN CTL; BUT MOST IMPORTANT I WOULD HAVE STAYED AWAY FROM RESTR AREA. IT'S ALL SO SIMPLE AFTER THE FACT! I HAVE NO IDEA WHEN I VIOLATED P-49. I HAVE NO IDEA WHAT IT LOOKS LIKE. I WASN'T LOOKING FOR IT. IN MY MIND I WASN'T NEAR IT. I UNDERSTAND THE NEED FOR THE RESTR AREA; AND WITH MY MIL BACKGROUND CAN GUESS THE TENSION AND TURMOIL I CAUSED WITHIN ATC; FAA AND OTHER GOV AGENCIES. FOR THIS I OFFER MY SINCERE APOLOGY. IT DOESN'T MAKE UP FOR IT; BUT IT'S SINCERE. I AM VERY; VERY SORRY I MADE THIS FLT! I AM TAKING A STEP BACK. MY GND SCHOOL 30 YRS AGO WAS A 6 MONTH COLLEGE CREDIT COURSE; PART OF A COLLEGE AVIATION DEGREE PROGRAM UNDER FAR 141. I AM ENROLLING AND WILL COMPLETE A SIMILAR STRUCTURED DETAILED GND SCHOOL COURSE. I NEED TO LEARN; UNDERSTAND AND BECOME KNOWLEDGEABLE WITH FLYING TODAY'S AIRSPACE. REINFORCE WHAT I KNOW; AND TEACH ME WHAT I NEED. I HAVE DISCUSSED WHAT HAPPENED WITH MY CLUB'S CHIEF FLT INSTRUCTOR AND SCHEDULING MORE DUAL INSTRUCTOR TIME TO PRACTICE; ORGANIZE AND PERFECT MY COCKPIT MGMNT; ELECTRONICS; AND NAV. I AM AND MUST THINK OF MYSELF AS A STUDENT PLT. I WANT TO BE A GOOD PLT. A SAFE PLT! MY BIGGEST MISTAKE AND FAILURE WAS OVER-CONFIDENCE IN MYSELF. THAT I COULD ACCEPT; ADJUST; ADAPT AND OVERCOME THE CHANGES. THAT; IN MY MIND; I WAS IN CTL AND HAD ALL THE ANSWERS. WHEN THE UNPLANNED AND UNEXPECTED OCCURRED; I WAS NOT READY AND ABLE. WHATEVER ANYONE ELSE THINKS; DECIDES OR BELIEVES; I NEVER WANT TO BE IN A SITUATION LIKE THAT AND FEEL THAT WAY AGAIN.

Data retrieved from NASA's ASRS site as of January 2009 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.