Narrative:

In early february/2009; we suffered a cylinder failure on the left engine which required shutting down the engine and feathering. We diverted to ZZZ. Shortly thereafter; we noticed oil coming out of the right engine. An emergency was declared; we proceeded on to ZZZ and landed safely. In 1 day; it was my worst day of flying; but also my best day; as my decision making and single engine flying skills in an actual emergency proved adequate. Repairs were made to both engines. A test flight was conducted with the a&P on board for observation. Oil was noticed coming out of the cowling during the test flight. Cleaning and re-examination of the engine and cowling confirmed the oil was left over from the original event. After leaving ZZZ; I engaged the autopilot to reduce my workload and better enable me to monitor the engines for the first extended inflight engine running time. I was paying a lot of attention to the engine instruments; monitoring the oil pressures and the various temps. I was looking outside at the sky for traffic; but was also accessing the tis service from ZZZ. Eventually; I looked at the radio display and noticed that I was almost completely through what I perceived to be R6302A. R6302A airspace is from surface to 30K ft. I was at 6;500 ft. When I left ZZZ; the last contact I had with them was a clearance to take off. As I was focused on the engines and how they were operating; I did not ask for flight following; nor was it offered. In retrospect; I should have asked for it as it would most likely preclude my transiting the restricted airspace. If it had been offered as a reminder to me; I would have accepted it. Do not read that it was the fault of a controller. It was my mistake; but one that was caused by focusing too much on the engines and how they were running; therefore neglecting the observation of the airspace I was about to transmit. I will admit that I was very concerned with the operation of both engines after the event of early february. This was my first flight after that event. Sort of like getting back on the horse after being thrown off. Outside of entering airspace; I should not have been in the flight was handled appropriately and safely.

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Original NASA ASRS Text

Title: BE58 pilot reports engine failure and diversion to nearest suitable airport. After repairs are completed and aircraft is test flown; reporter becomes preoccupied on return flight with engine instruments and enters restricted airspace.

Narrative: In early February/2009; we suffered a cylinder failure on the left engine which required shutting down the engine and feathering. We diverted to ZZZ. Shortly thereafter; we noticed oil coming out of the right engine. An emergency was declared; we proceeded on to ZZZ and landed safely. In 1 day; it was my worst day of flying; but also my best day; as my decision making and single engine flying skills in an actual emergency proved adequate. Repairs were made to both engines. A test flight was conducted with the A&P on board for observation. Oil was noticed coming out of the cowling during the test flight. Cleaning and re-examination of the engine and cowling confirmed the oil was left over from the original event. After leaving ZZZ; I engaged the autopilot to reduce my workload and better enable me to monitor the engines for the first extended inflight engine running time. I was paying a lot of attention to the engine instruments; monitoring the oil pressures and the various temps. I was looking outside at the sky for traffic; but was also accessing the TIS service from ZZZ. Eventually; I looked at the radio display and noticed that I was almost completely through what I perceived to be R6302A. R6302A airspace is from surface to 30K FT. I was at 6;500 FT. When I left ZZZ; the last contact I had with them was a clearance to take off. As I was focused on the engines and how they were operating; I did not ask for flight following; nor was it offered. In retrospect; I should have asked for it as it would most likely preclude my transiting the restricted airspace. If it had been offered as a reminder to me; I would have accepted it. Do not read that it was the fault of a controller. It was my mistake; but one that was caused by focusing too much on the engines and how they were running; therefore neglecting the observation of the airspace I was about to transmit. I will admit that I was very concerned with the operation of both engines after the event of early February. This was my first flight after that event. Sort of like getting back on the horse after being thrown off. Outside of entering airspace; I should not have been in the flight was handled appropriately and safely.

Data retrieved from NASA's ASRS site as of April 2012 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.