Cessna 310/T310C
Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Flight Engineer; Flight Crew Instrument
Flight Crew Last 90 Days 6; Flight Crew Total 1383; Flight Crew Type 484
Training / Qualification; Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Flight Crew Exited Penetrated Airspace
Aircraft; Human Factors
I was operating a C310 with an avionics technician aboard to troubleshoot and calibrate a Century III autopilot and to verify its interaction with a connected Garmin G500 PFD/ MFD (Primary Flight and Multifunction Displays) and a Garmin GNS430W navigational unit. The aircraft is also equipped with a Garmin GTX345 transponder meeting all ADS-B requirements. The plan was to make a series of maneuvers including 90 degree turns north and west of the departing airport outside of Class B airspace and west of the local military airfield. All maneuvers were to occur from 6500-7500 ft. MSL east of restricted airspace located further to our west. We departed ZZZ outside the Class B airspace and proceeded to the preplanned maneuvering area. The only radio communication was over the traffic advisory frequency. The transponder was operating correctly squawking 1200 in altitude reporting mode. Weather conditions were CAVU (Ceilings and Visibility Unlimited) with light southerly winds increasing demonstrably. After maneuvering around for some 30-40 minutes; focusing on the primary flight display for the maneuvering; we turned south to try navigational tracking. After several minutes; I realized the multifunction display was still showing an old relative position and was not moving. The GNS430W had a TCAS overlay covering the display map. As I was unable to unfreeze the MFD screen; I tried visually to get our bearings. I realized we were no longer over the lake and we were significantly further west than I thought now heading south. Once clearing the TCAS overlay on the GNS430W; I realized the aircraft was in the middle of a restricted area. The southern edge of the zone seemed closest; so we continued south and southeast until exiting the restricted area. During a telephone debriefing that afternoon with Control (the military ATC authority over that airspace); I was informed they were having a live fire exercise underneath us. I explained our situation and thanked them for keeping us safe during our incursion. I agreed to participate in an upcoming Mid Air Collision Avoidance (MACA) Safety Briefing to relate the experience to other pilots attending. There are some steps I should have taken to prevent or otherwise mitigate this situation: Do not become preoccupied with just flying the aircraft. Remember to navigate and always know where you are. Having state of the art equipment doesn't do any good if it's not used properly. Communicate with the appropriate ATC authority. During the debriefing with Control; they informed me that had I contacted them when I was in the original maneuvering area; they would have been able to warn me when they saw I was getting too close to the restricted area. Secondly; I should have immediately contacted Control once I realized where I was. They would have provided vectors for the safest and most efficient exit from the restricted area.
C310 pilot reported while testing new avionics; pilot entered restricted airspace.