Cessna 210 Centurion / Turbo Centurion 210C; 210D
Flight Crew Private; Flight Crew Instrument
Flight Crew Last 90 Days 28; Flight Crew Total 1176; Flight Crew Type 297
Distraction; Situational Awareness
Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented
Human Factors
I hoped to depart Wittman field in Oshkosh Wisconsin with the goal of making it all the way back to our home base [on the same day]. To do that; I wanted to add fuel; and put in an order with the FBO at Wittman. After waiting several hours without being fueled; I changed plans; and decided to depart Wittman and fly west or southwest to an airport with more accessible fuel. My first takeaway from this experience is to not leave my fuel order to the last day of my stay at Airventure; I could have taken care of this issue two or three days ahead of time and then left when I wanted to.I departed Wittman Field with my wife and three children in the plane. Due to the unusual tower communication procedures in effect during Airventure; I did not speak to ground or tower while taxiing for takeoff or when I was given my takeoff clearance. This left me without an opportunity to do what I usually do; which is request VFR flight following from tower before I depart. My second takeaway from this experience is to get the local approach or center frequency loaded up in my radio before I depart Oshkosh; and call them up as soon as I'm out of the pattern.After takeoff; I set my heading for an airport in Nebraska with inexpensive avgas and lunch. After flying for 10 minutes or so; I noticed clouds up ahead; and I checked my satellite weather system. It showed a significant thunderstorm that stretched for 200 miles; from my northwest to my southwest. We had enough gas to fly for 3 or more hours; so the weather didn't present an issue; other than the need to divert around it. My third takeaway from this experience is; during all that time I was waiting on the ground to takeoff; I should have checked the inflight weather system once it loaded up the NEXRAD images; if I had; I would have known earlier that I would not be going straight to my intended airport; and I might have been able to make a better diversion decision.Not interested in penetrating any part of the indicated weather system; I picked a southerly heading that kept me out of reported precipitation; and began to search for suitable airports along my route westward that had fuel; and would not be engulfed in the storm while I was on the ground there. At this time; I was flying on a southwesterly heading at the VFR altitude of 4;500 feet. Looking up alternate airports consumed most of my attention after paying attention primarily to the safe operations of the aircraft and secondarily storm avoidance. Before I realized it; I was inside the Madison Class C. I pulled up the dimensions of the Class C on my PDF; and saw that it went up to 4;900 feet. Since I was at 4;500 feet; I was inside the Class C; but had not been in two-way communications with TRACON; as I wasn't thinking much about communicating; fixating as I was on aviating and navigating. I immediately initiated a climb to 5;000; and then called up Madison to get into communications with them. The rest of the flight was uneventful. I kept the storm on my right; and refueled; and continued southwest around it.
Cessna P210 pilot reported an airspace incursion when he was preoccupied with a weather deviation.