Small Aircraft; High Wing; 1 Eng; Fixed Gear
Flight Crew Private
Flight Crew Last 90 Days 31.9; Flight Crew Total 197.1; Flight Crew Type 197.1
Confusion; Distraction; Workload; Training / Qualification
Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace; Flight Crew Requested ATC Assistance / Clarification; General Police / Security Involved
Human Factors
I departed from my home base mid day on a round trip flight to ZZZ using VOR navigation and pilotage. In addition to my flight plan I had brought along a newly purchased iPad with the software Foreflight installed. Prior to departure I entered my flight plan into Foreflight. I selected both the 'Brief' and 'File' options. This transaction was emailed to me and can be provided if needed. The flight path/headings varied slightly. I was using the information from Foreflight only as a reference and chose to use my own flight plan; as I [was] taught during flight instruction; using a current Atlanta Sectional (expiring August 2013) and a plotter. I called WX-Brief and got a Standard Weather Briefing before departing. The winds aloft were Light and Variable; Clear below 12;000 feet; 10 miles visibility; Altimeter 30.32. At the time of my departure the surface winds were calm. The flight to ZZZ was uneventful. Upon landing I went into the FBO to speak with the attendant and purchased a bottle of water. While at the FBO counter I reviewed my flight back to my home airport.  When I returned to my plane I questioned myself on 'Filing' a flight plan with Foreflight. Did this mean the same thing as filing a flight with WX-Brief or did I inadvertently activate my flight plan? I quickly called WX-Brief and spoke with a briefer who assured me I was fine and that Search and Rescue was not out looking for me. He confirmed that the Foreflight software had indeed filed for me and that my flight plan had not been activated. He said he appreciated me taking the extra step to confirm when in doubt. I checked the destination airport AWOS and was ready to return home. I dialed in my heading of 288 on my VOR Receiver and marked it on my Heading Indicator. My iPad battery was low (5%). I realized I would not be able to reference Foreflight on my return flight; forgetting that I always carry a portable backup battery source for my electronics in my flight bag.  After visually crossing over the ZZZ VOR and watching the VOR Receiver go through the transitional phase of 'TO' to 'FROM' I dialed in a heading of '4/FROM' on my VOR Receiver and marked it on my Heading Indicator. I was now en route to CTJ.  I questioned my flight plan altitude of 4;500 feet MSL because it was hazy but decided not to deviate from my original flight plan. The battery in my iPad died. This did not alarm me because I was not proficient in using it or Foreflight and had not intended on relying on it for this flight. The visual references were not easily recognizable. I referred to my DME: 15 NM from the ZZZ VOR. I pulled out my plotter and measured along the line I had previously drawn between the ZZZ VOR and CTJ. I saw the intersecting roads coming up on my left (that I now know were on the 40 degree radial.) I assumed that my distance calculation was slightly off and that this intersection was the one indicated along the 04 degrees radial at about 12NM north of the VOR. I further rationalized that the water (Lake Harding) and the power line to my right validated my path was correct; although my gut-feeling told me I was in the wrong place. I announced to ZZZ traffic that I was about 15 NM south of the field and would be flying over midfield at 4;500 feet. Another pilot indicated they had just departed ZZZ and were headed south; currently at 2;700 feet; and would look out for me. I decided to climb to 5;500 feet to go over midfield and avoid the traffic. Although CTJ was not in sight my DME indicated I should be close. I was about 30 NM from the ZZZ VOR. I tried to locate CTJ using the Carrollton NDB but my ADF needle just kept spinning and I could not here a Morse code being transmitted. I decided the safe and responsible thing to do was to announce that I would be flying over midfield at 5;500 feet. The other pilot responded that I would be well clear of him. It was at this time that I saw an MD88 at about my same altitude in the distance. I quickly descended; checkedmy heading and then resumed to 5;500 feet MSL. I saw more large aircraft in the vicinity and knew I was in the wrong place regardless of my efforts to hold a correct heading. I had to be in the Atlanta Class B airspace. I immediately checked my fuel gauges and turned back to the ZZZ VOR.  I turned my NAV 1 to the frequency 116.9; Atlanta's VORTAC; to see if I truly was in Class B Airspace and if so how close I was to ATL. The DME did not give me anything other than dashed lines. I am not certain of this; but believe that I did not give the DME time to register the ATL's frequency.  I quickly turned the NAV 1 back to ZZZ's VOR and dialed my VOR Receiver to whatever radial gave me a direct 'TO' indication back to the station. I headed there as quickly as I could. I remained calm; determined to stay in the present not dwelling on what I had done; and doing 'the next right thing' as my Instructor had taught me. When my DME indicated I was about 20 NM from the ZZZ VOR (clear of Class B Airspace) I used my plotter and turned on a direct heading to CTJ. I completed my flight with no further complications.  From my previous flight training instructions I knew that that upon completion of my flight; if I had indeed entered the Class B airspace without permission; that I needed to promptly deal with the situation. I also knew that it was quite possible that authorities could be waiting for me when I landed.  After landing I taxied over to the fuel pumps; turned off my plane and called WX-Brief to get advice. The Briefer gave me Atlanta Approach's phone number to call. I then called my Flight Instructor. In addition to the information given to me by the Briefer he told me to fill out a NASA Form explaining the situation in detail. After making the call to my Instructor I sat in the cockpit starring at the instrument panel. What had I done wrong? I trusted my instruments; I stayed on course; I validated my flight with visual references; the winds and weather were exceptional; I checked and rechecked my flight plan before both departures... I HAD DIALED IN 40 DEGREES instead of 04 DEGREES into my VOR Receiver after passing over the ZZZ VOR and repeated the error by marking my Heading Indicator at '4'.  After coming to this revelation I proceed to fuel my plane. Shortly thereafter a Deputy from the local sheriff's department arrived. I asked him if he was there to see me and he concurred. He gave me the same phone number that the Briefer gave me.  I promptly called the number and spoke with a Controller at Atlanta Approach and answered all of his questions and explained what I had done. During our conversation a second deputy arrived and looked through my plane. After I hung up ATC; I called back WX-Brief. The Briefer said he was the same briefer I had just spoken with. I told him I wanted to be able to reference him later if needed. I am unsure if he is the same briefer I spoke to prior to my flight and/or the briefer I spoke to while at ZZZ concerning filing with Foreflight.  There is no doubt that my inexperience as a new pilot contributed to this error. I passed my Check Ride for a Private Pilot's License less than a month prior. I am terribly sorry for unintentionally entering Class B Airspace without permission and fully recognize the potentially adverse consequences of my error. I am grateful no incident requiring diversion of aircraft occurred.  In hindsight I should have called ATL for help. When I looked up their information on the Sectional I was not sure which of the 5 frequencies to dial in. From previous experience I knew the frequency was clearly identified on the ATL Terminal Area Chart (TAC) chart yet forgot that I had an expired TAC chart in my flight bag. I was also intimidated about making that radio call. I was unsure about being off course and didn't want to over-react. If I did call I was unsure about what to say and would not be able to tell them my exact location.  It was wrong of me to speculate ATC's reaction and response. I just kept hearing my Instructor telling me 'first things first: Fly the plane.' We had practiced lost procedures before by finding nearby VOR's on the Sectional and flying directly to them. My Instructor also told me that if I ever thought I was lost to 'Climb; Call and Confess.' I now realize that ATC knew exactly where I was the whole time and by calling them they could of helped me help them; ensuring everyone's safety and best interest.  It is my goal to be a safe pilot. I want to be trusted. I want to become a competent and experienced pilot. I have had excellent instruction; being taught by one of the most thorough and proficient CFIs in the area. I own a safe and reliable plane; of which I have thorough knowledge of and confidence in and have flown in it for years.  Prior to taking my Check Ride I listened regularly to the free podcasts on www.PilotsInnerCircle.com and have since become a member for the purpose of earning WINGS CEU credit. I also joined the club after a local pilot told me that I could learn from the experience of others and get answers to my many questions. I will continue to attend local Safety Seminars as I have in the past and will become proficient with using Foreflight. I recently attended a seminar on the ADS-B. Both my Instructor and Examiner impressed on me that now that I have a Private Pilot's License I have a license to learn. I will do just that and apply what I learn with my sights set on becoming an IFR-rated pilot in the near future.
A recently certified Private Pilot entered ATL Class B airspace at 5;500 feet on a solo cross country using paper charts and after realizing his error exited to his home airport. His iPad battery was exhausted and therefore not available.