Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight Crew Private
Flight Crew Last 90 Days 30; Flight Crew Total 330; Flight Crew Type 15
Confusion; Distraction; Situational Awareness; Troubleshooting
Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Flight Crew Exited Penetrated Airspace; Flight Crew Became Reoriented
Aircraft; Airspace Structure; Human Factors
This was my first solo flight in my recently acquired aircraft. I had previously been checked out in it by my CFI and have approximately 28 hours dual in it over the past seven months prior to this flight. The aircraft has an Aspen Evolution 1000 PFD as well as steam gauge backups. All of my prior experience has been in Cessna 172 models with only steam gauge instruments as primary instruments. Prior to departure; I listened to the local AWOS at VKX and entered the altimeter/barometric pressure setting into the Aspen unit. Immediately after departure; I checked into Potomac Approach to establish radio contact for my FRZ flight plan. The controller gave me an updated altimeter setting; which I confirmed was entered into the Aspen unit.During the departure phase; I became distracted because the front passenger door was not properly latched; so there was loud wind noise and cold air blowing into the cockpit (the door was closed; but not completely latched). As I was trying to figure out the door issue; Potomac Approach called and reminded me to stay clear of Class Bravo and gave me the altimeter setting again. At that moment; I looked at my Aspen unit and realized that I was ascending into Class Bravo airspace at 1500 MSL. I was momentarily confused; however; because the Aspen was displaying a much higher altitude reading than my steam gauge altimeter; which was indicating a lower altitude. Once I realized the pressure setting in my backup altimeter was incorrect; I immediately descended to a lower altitude. After settling down; it occurred to me that although I rely on the Aspen for airspeed and attitude information; my instrument scan uses the backup altimeter as my primary instrument for altitude. So even though I was vigilant about updating the altimeter setting in the Aspen unit; my failure to ensure the correct setting was entered in the backup altimeter caused me to have an altitude deviation. I had not consciously realized that my scan was split between the Aspen unit and my backup gauges. There were a number of contributing factors that distracted me during this time: (1) this was my first solo flight in the high performance airplane; so I was naturally a bit nervous about the flight; (2) I was flying in a very tight notch carved out of the class bravo airspace in the DC flight restricted zone; so I had little lateral and vertical clearance in which to makeover the aircraft and I was not 100% familiar with local landmarks; (3) the front passenger door in the aircraft was not properly latched; so there was loud wind noise in the cockpit that was distracting me. After landing; I thought about my instrument scan and made a note of how my scan is split between the Aspen unit and steam gauge backups; so I could become aware of exactly what I rely on for each instrument indication. Additionally; the pre-takeoff 'doors and windows locked' checklist item took on new meaning for me (something I previously didn't give much thought to). Going forward; I will ensure both altimeter settings are entered at the same time and that both altimeters are indicating the same altitude prior to takeoff.
GA pilot reported being distracted by an unlatched cabin door and climbed into Class B airspace. This situation was exacerbated by an incorrect altimeter setting.