Narrative:

The clearance deviation/possible airspace conflict happened just north to northwest of the palmdale VORTAC. A WX briefing from FSS was obtained approximately XA15Z that morning. The part 91 IFR flight started out in ZZZ about XC00Z bound for ZZZ2. During the initial programming of flight plan into the GNS-xls FMS the ZZZ2 identifier was not recognized by the FMS and prompted to manually enter latitude and longitude coords. This is not common; however does happen from time to time with small VFR airports. I asked my copilot to look up the coords and he read them out to me as I typed them into the FMS. The GNS-xls FMS took the coords and the waypoint was named xyz. After all checks and taxi was completed we took off and called center to pick up our IFR flight plan. We were cleared as expected to cnx VORTAC and then direct to ZZZ2. Later our clearance was revised to direct hector (hec) VORTAC direct palmdale (pmd) VORTAC direct. I recall it to be mostly a VMC day. Our routing took us just south of edwards AFB and then turned us northwest towards ZZZ2. VMC prevailed because we were looking out the right side of the aircraft down at edwards AFB; it was obvious we were cleared direct to palmdale because of edwards AFB airspace. A few mi before palmdale the GNS-xls FMS automatically sequenced the turn from pmd to ZZZ2 waypoint. At this point the FMS showed only 68 mi from destination; due to this information I asked ZLA for lower. Center at this point asked me where my destination was; in which I replied ZZZ2. He then acknowledged that ZZZ2 was more on a heading of 280 degrees than our current. He then immediately came back and requested that we fly a heading of 280 degrees and direct ZZZ2 when able. After which he then came back and requested a turn to 260 degrees to avoid restr airspace. I immediately replied and turned to 260 degrees. After a short time we were then cleared back direct to ZZZ2 which I just asked for a heading. I believe he gave us 275 degrees direct when able. The GNS-xls FMS was still giving us conflicting information so I asked for my copilot to confirm the coords on ZZZ2. At this time he replied that the coords were wrong and that the FMS had the latitude and longitude of ZZZ3; the airport listed directly above ZZZ2. At that point I realized my copilot had read me the wrong coords to type into the FMS. ZZZ3 is on the 330 degree radial off palmdale (pms). I thought the GNS-xls FMS was automatically sequencing us to fly to ZZZ2 however since the wrong coords were typed in; it turned the aircraft towards ZZZ3. The GNS-xls does lead the turn so that you do not overfly the new course. It is this reason that we come very close to edwards AFB airspace and ZLA is investigating if we did or did not enter the restr R2515 airspace. There are 2 possible ways to prevent this occurrence or operational error. First is that both captain and copilot should read the coords and double-check the entry. Never assume that the other guy cannot make mistakes. The second is to upgrade avionics to better equipment that has enough memory to store all airport identifiers and display important airspace on the mfd. I hope that this can serve as a valuable lesson to pilots in the future when operating in a crew environment. Sometime the smallest of clerical mistakes can make huge differences.

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Original NASA ASRS Text

Title: A CE560 CREW DESCRIBES A TRACK DEV AND NEAR WARNING AREA INCURSION AFTER ENTERING INCORRECT DEST LAT/LONG COORDINATES DURING PREFLT.

Narrative: THE CLRNC DEV/POSSIBLE AIRSPACE CONFLICT HAPPENED JUST N TO NW OF THE PALMDALE VORTAC. A WX BRIEFING FROM FSS WAS OBTAINED APPROX XA15Z THAT MORNING. THE PART 91 IFR FLT STARTED OUT IN ZZZ ABOUT XC00Z BOUND FOR ZZZ2. DURING THE INITIAL PROGRAMMING OF FLT PLAN INTO THE GNS-XLS FMS THE ZZZ2 IDENTIFIER WAS NOT RECOGNIZED BY THE FMS AND PROMPTED TO MANUALLY ENTER LATITUDE AND LONGITUDE COORDS. THIS IS NOT COMMON; HOWEVER DOES HAPPEN FROM TIME TO TIME WITH SMALL VFR ARPTS. I ASKED MY COPLT TO LOOK UP THE COORDS AND HE READ THEM OUT TO ME AS I TYPED THEM INTO THE FMS. THE GNS-XLS FMS TOOK THE COORDS AND THE WAYPOINT WAS NAMED XYZ. AFTER ALL CHKS AND TAXI WAS COMPLETED WE TOOK OFF AND CALLED CTR TO PICK UP OUR IFR FLT PLAN. WE WERE CLRED AS EXPECTED TO CNX VORTAC AND THEN DIRECT TO ZZZ2. LATER OUR CLRNC WAS REVISED TO DIRECT HECTOR (HEC) VORTAC DIRECT PALMDALE (PMD) VORTAC DIRECT. I RECALL IT TO BE MOSTLY A VMC DAY. OUR ROUTING TOOK US JUST S OF EDWARDS AFB AND THEN TURNED US NW TOWARDS ZZZ2. VMC PREVAILED BECAUSE WE WERE LOOKING OUT THE R SIDE OF THE ACFT DOWN AT EDWARDS AFB; IT WAS OBVIOUS WE WERE CLRED DIRECT TO PALMDALE BECAUSE OF EDWARDS AFB AIRSPACE. A FEW MI BEFORE PALMDALE THE GNS-XLS FMS AUTOMATICALLY SEQUENCED THE TURN FROM PMD TO ZZZ2 WAYPOINT. AT THIS POINT THE FMS SHOWED ONLY 68 MI FROM DEST; DUE TO THIS INFO I ASKED ZLA FOR LOWER. CTR AT THIS POINT ASKED ME WHERE MY DEST WAS; IN WHICH I REPLIED ZZZ2. HE THEN ACKNOWLEDGED THAT ZZZ2 WAS MORE ON A HDG OF 280 DEGS THAN OUR CURRENT. HE THEN IMMEDIATELY CAME BACK AND REQUESTED THAT WE FLY A HDG OF 280 DEGS AND DIRECT ZZZ2 WHEN ABLE. AFTER WHICH HE THEN CAME BACK AND REQUESTED A TURN TO 260 DEGS TO AVOID RESTR AIRSPACE. I IMMEDIATELY REPLIED AND TURNED TO 260 DEGS. AFTER A SHORT TIME WE WERE THEN CLRED BACK DIRECT TO ZZZ2 WHICH I JUST ASKED FOR A HDG. I BELIEVE HE GAVE US 275 DEGS DIRECT WHEN ABLE. THE GNS-XLS FMS WAS STILL GIVING US CONFLICTING INFO SO I ASKED FOR MY COPLT TO CONFIRM THE COORDS ON ZZZ2. AT THIS TIME HE REPLIED THAT THE COORDS WERE WRONG AND THAT THE FMS HAD THE LATITUDE AND LONGITUDE OF ZZZ3; THE ARPT LISTED DIRECTLY ABOVE ZZZ2. AT THAT POINT I REALIZED MY COPLT HAD READ ME THE WRONG COORDS TO TYPE INTO THE FMS. ZZZ3 IS ON THE 330 DEG RADIAL OFF PALMDALE (PMS). I THOUGHT THE GNS-XLS FMS WAS AUTOMATICALLY SEQUENCING US TO FLY TO ZZZ2 HOWEVER SINCE THE WRONG COORDS WERE TYPED IN; IT TURNED THE ACFT TOWARDS ZZZ3. THE GNS-XLS DOES LEAD THE TURN SO THAT YOU DO NOT OVERFLY THE NEW COURSE. IT IS THIS REASON THAT WE COME VERY CLOSE TO EDWARDS AFB AIRSPACE AND ZLA IS INVESTIGATING IF WE DID OR DID NOT ENTER THE RESTR R2515 AIRSPACE. THERE ARE 2 POSSIBLE WAYS TO PREVENT THIS OCCURRENCE OR OPERROR. FIRST IS THAT BOTH CAPT AND COPLT SHOULD READ THE COORDS AND DOUBLE-CHK THE ENTRY. NEVER ASSUME THAT THE OTHER GUY CANNOT MAKE MISTAKES. THE SECOND IS TO UPGRADE AVIONICS TO BETTER EQUIP THAT HAS ENOUGH MEMORY TO STORE ALL ARPT IDENTIFIERS AND DISPLAY IMPORTANT AIRSPACE ON THE MFD. I HOPE THAT THIS CAN SERVE AS A VALUABLE LESSON TO PLTS IN THE FUTURE WHEN OPERATING IN A CREW ENVIRONMENT. SOMETIME THE SMALLEST OF CLERICAL MISTAKES CAN MAKE HUGE DIFFERENCES.

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.