Narrative:

I departed leesburg airport (jyo) intending to practice an ILS 27 approach at hagerstown (hgr). This is a new aircraft and is equipped with an electronic representation of the approach plate. I wanted to gain some experience with the chart view in VMC conditions before using it in IMC. When I was 20 miles south of the airport; I contacted the tower requesting the practice approach. They granted the request and asked me to report haigs intersection (an IAF west of the airport). I activated the approach on the G1000; began flying direct to haigs and turned on the chart view which appeared on the mfd in place of the normal navigation map page. I became somewhat fixated on flying the ILS with the chart view and was not aware of my proximity to camp david (P40) which extends from the surface to 5;000 MSL. I penetrated the airspace at 3;800 while in radio contact and radar contact with the tower at hgr. This incident was an example of how a pilot with advanced avionics which are designed to increased situational awareness can ironically have less. Turning on the chart turned off the normal navigation map on the mfd which normally clearly depicts P40. Since I didn't see P40 on the flight chart; I presumed that it was not a factor. In addition; I was lulled into a false sense of security by being in radar and voice contact with the tower; even though I knew that I was VFR and should not have relied on them to keep me out of the prohibited airspace. My strong advice to other pilots using electronic approach plates on their mfd's is to toggle back and forth between the chart and the normal navigation map to prevent a loss of awareness of the surrounding airspace and terrain that is not depicted on the electronic chart.

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Original NASA ASRS Text

Title: A light plane pilot reported encroaching on P40 restricted airspace unknowingly; even thought the aircraft was equipped with advanced electronics. The Reporter cited the advanced electronics as a hindrance to situational awareness rather than a help.

Narrative: I departed Leesburg airport (JYO) intending to practice an ILS 27 approach at Hagerstown (HGR). This is a new aircraft and is equipped with an electronic representation of the approach plate. I wanted to gain some experience with the Chart View in VMC conditions before using it in IMC. When I was 20 miles South of the airport; I contacted the Tower requesting the practice approach. They granted the request and asked me to report HAIGS intersection (an IAF west of the airport). I activated the approach on the G1000; began flying direct to HAIGS and turned on the CHART VIEW which appeared on the MFD in place of the normal navigation map page. I became somewhat fixated on flying the ILS with the CHART VIEW and was not aware of my proximity to Camp David (P40) which extends from the surface to 5;000 MSL. I penetrated the airspace at 3;800 while in radio contact and radar contact with the Tower at HGR. This incident was an example of how a pilot with advanced avionics which are designed to increased situational awareness can ironically have less. Turning on the chart turned off the normal navigation map on the MFD which normally clearly depicts P40. Since I didn't see P40 on the flight chart; I presumed that it was not a factor. In addition; I was lulled into a false sense of security by being in radar and voice contact with the Tower; even though I knew that I was VFR and should not have relied on them to keep me out of the prohibited airspace. My strong advice to other pilots using electronic approach plates on their MFD's is to toggle back and forth between the chart and the normal navigation map to prevent a loss of awareness of the surrounding airspace and terrain that is not depicted on the electronic chart.

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.