Narrative:

This was my first flight with my ipad using digital charting from icharts. After settling into autopilot controlled cruise at 2;500 feet MSL; I began to study the functions and data available on the ipad to learn to use it for both VFR and IFR flight. I became so focused on the information available; I lost situational awareness and penetrated the class D military airspace on the east side. Controlled airspace tops out at 3300 MSL. I discovered the incursion from my panel mount and not from the ipad which was displaying the IFR chart; as I was exiting the airspace.the take away is that the portable hand held ipad can become a distraction in the cockpit; and result in a 'heads down' attitude while trying to absorb all of the information that is available and presented to the pilot. I was concentrating on learning the functions of the software program; and thinking how I might use it to change flight plans; divert to alternates; obtain frequencies; and how it might coordinate with my panel mount GNS units and ehsi. Instead of initiating a planned climb to clear the class D airspace; I flew through the eastern edge of it while occupied with the ipad.this incident has reminded me of the importance of first; aviating; then navigating; and only then communicating whether with ATC or with a handheld navigator or efb. Had I spent more time heads up outside the cockpit; and checking on my enroute progress; I would have made my planned climb and avoided the class D airspace altogether. Pilots should be reminded that the handhelds can be a tool or a crutch; and it's the pilot's determination to maintain situational awareness that makes the difference. I became 'lost' in the ipad and the wealth of data presented and available; and thus penetrated the class D. I'm sure my experience has been repeated by others in some way. My example can be used to illustrate the distraction that this type of device can become if allowed by the pilot.

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Original NASA ASRS Text

Title: A C182RG Pilot learned; on his first flight with one; that hand held tablet digital navigation units can be a dangerous distraction. He flew into a Class D airspace while practicing with his.

Narrative: This was my first flight with my Ipad using digital charting from ICharts. After settling into autopilot controlled cruise at 2;500 feet MSL; I began to study the functions and data available on the Ipad to learn to use it for both VFR and IFR flight. I became so focused on the information available; I lost situational awareness and penetrated the Class D military airspace on the east side. Controlled airspace tops out at 3300 MSL. I discovered the incursion from my panel mount and not from the Ipad which was displaying the IFR chart; as I was exiting the airspace.The take away is that the portable hand held Ipad can become a distraction in the cockpit; and result in a 'heads down' attitude while trying to absorb all of the information that is available and presented to the pilot. I was concentrating on learning the functions of the software program; and thinking how I might use it to change flight plans; divert to alternates; obtain frequencies; and how it might coordinate with my panel mount GNS units and EHSI. Instead of initiating a planned climb to clear the Class D airspace; I flew through the eastern edge of it while occupied with the Ipad.This incident has reminded me of the importance of first; aviating; then navigating; and only then communicating whether with ATC or with a handheld navigator or EFB. Had I spent more time heads up outside the cockpit; and checking on my enroute progress; I would have made my planned climb and avoided the Class D airspace altogether. Pilots should be reminded that the handhelds can be a tool or a crutch; and it's the pilot's determination to maintain situational awareness that makes the difference. I became 'lost' in the Ipad and the wealth of data presented and available; and thus penetrated the Class D. I'm sure my experience has been repeated by others in some way. My example can be used to illustrate the distraction that this type of device can become if allowed by the pilot.

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.