Date: 201911
Local time of day: 1201-1800
Location: I90.TRACON, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B HOU
ATC / advisory: TRACON I90
Aircraft component: Tablet
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Airspace Structure; Procedure; Aircraft
Primary problem: Procedure

Narrative: The mission was an empty part 91 flight from ZZZ to AUS to pick up a company passenger in AUS and return to ZZZ. The weather was VFR at both locations. ZZZ ATIS reported a 4;000 ft. broken layer with what I observed to be about 50% thin layer cloud coverage as I walked out to the airplane for my takeoff. The President of the United States was speaking in Austin and I was in a rush to pick up my passenger before the customary TFR went in effect. I deemed it safe to fly VFR with ATC flight following pickup after airborne.The airplane was equipped with a new Garman 750 system and recent ADS-B installation. I had spent several hours with an experienced pilot in this aircraft on the ZZZ ramp learning the basic operational system and setup for navigation and communication. I had since flown several flights in this aircraft and felt comfortable flying with the Garmin 750 system.On my initial navigation cockpit setup at ZZZ; I placed the Captain's Garman 750 in the Map Navigation mode to Austin. I placed the CoPilot 750 in the TCAS mode to observe traffic. Even though the Houston HUB VOR was notamed OTS; I set it on the Captain's side in case it might be operational and give me DME and radial guidance and I placed the CoPilot's VOR on IAH. This seemed to me to be a prudent and safe set up for the flight. After takeoff from ZZZ I turned westbound and remained under the Class B airspace which requires about 4 miles of flying before you are clear for a direct flight to AUS. When clear of the ZZZ airspace I asked for a frequency change from ZZZ Tower and went to Departure on 123.8. About this time I observed about a 5 mile clear area in the reported broken cloud coverage. I then checked my radial and DME display for my HUB and IAH VORs which neither were giving me a readout. I then looked at my Captain's Garmin 750 display and thought I was westbound clear of the last outer ring of the HOU Class B airspace. I next looked at the CoPilot's Garman 750 display and observed no traffic that would cause a conflict. I then powered up and performed a high rate climb through 10;000 ft. I then proceeded direct to AUS. Being that I was out of HOU Departure airspace; I skipped going to their 126.67 frequency and went to Houston Center on 132.15.I next picked up the AUS ATIS and contacted AUS Approach. They told me that the Presidential TFR had now gone in effect and that airplanes could divert to GTU or ZZZ1. I chose ZZZ1. On the way to ZZZ1; AUS Approach advised me that HOU Approach had called them and wanted me to give them a call about a probable Class B violation.After landing at ZZZ1; I called HOU Approach and talked to [ the Supervisor]. He said that he had just come on duty and was advised about the incident. I told him that I thought I had avoided the Class B airspace but if he said I had violated the airspace I was not going to argue with him. I told him I realized how important Class B airspace was for Air Traffic Control and I take the violation very seriously and would do a self investigation as to where and how 'I screwed up'.After completing my crew duties at ZZZ; I asked the linemen there to please put a power cart on the airplane and I was going to be back shortly to sit in the cockpit. I then went inside to get on a computer to pull up my flight profile on the FlightAware site. Unfortunately the owner of the airplane has that airplane blocked from that capability. I then went back to the airplane; powered up the avionics to the settings I had put in on my original ZZZ to AUS flight.After much pontification and sitting in the aircraft for over an hour and not having the flight profile; I deduced that I may have misread the final Class B ring or had climbed too rapidly and inadvertently violated the Class B airspace. I can not investigate any further until I get a copy of the flight profile. Once again I know the seriousness of Class B airspace violations.I would now like to comment on what I think isa mistake in the FAA shutting down and/or not maintaining the VOR's in the Operational Volume navigation system and the consequential safety concerns which goes to the crux of this report. After my USAF service; I came back home and have flown out of the Houston area for the last [XX] years. When I first flew out of Hobby they had the VOR on the field which made it compatible to fly approaches to the major runways and do VOR checks at various locations on the airport. Some FAA facilities manager then decided to move the VOR to the top of the parking garage at the main Hobby passenger terminal. The HUB VOR was then turned off during the building of the International gate facilities and has not been turned back on since. I have asked HUB Tower and others and have not been given a reasonable answer why it is still shut down.About 2 years ago a private pilot in an older model single engine aircraft got disoriented and could not find the airport and somehow crashed and died trying to land at HUB. It is my belief that if the HUB VOR was operational this would have greatly helped her situational awareness and this accident probably would not have happened.The epicenters of the HOU Class B airspace is based on the radials and DME of the HUB and IAH VORs. I instinctively know that as a guide if I am over 25 DME from HUB and 30 DME from IAH then I am clear of HOU Class B airspace.In the interest of aviation safety can we get the HUB VOR turned back on and both it and the IAH VOR be properly maintained? They are the benchmarks for determining the Class B airspace in HOU.




Synopsis: Pilot reported violating Class B airspace due to unfamiliarity with new navigations systems installed on aircraft.