Date: 201909
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Corporate
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Training / Qualification; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Chart Or Publication; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: The home base is under the 3;600 ft. ceiling of Class B; so I chose to begin training to the southeast in a section that had a base of 6;000 ft. I planned to use 4;000 ft.; which gave 2;000 ft. of vertical clearance. We began training while heading southeast to remain outside the 30 mile veil. I remained at 4;000 ft.; while working with various configurations. In the course of that flying; we ended up a long distance from home base; so I had the student turn back toward the general area of the home base; a direction to the northwest. Due to the area typically having high general aviation traffic; I used the traffic avoidance screen of the Garmin 650. This has the advantage of removing ground clutter; and more readily identifying conflicting traffic. It has the disadvantage of removal of the airspace information. It was while we were travelling northwest; and doing maneuvers; that I saw our home base out my window and recognized that we had traveled into the 3;600 ft. section of the Class B. I immediately descended below 3;600 ft. and turned away from the airspace. As I reflected on the situation I see the following factors. I realize that my choice to use the traffic (ADS-B) screen was a factor. When we departed home; I specifically used the map screen to note the Class B boundaries and remain clear. It was after we cleared the Class B veil to the southeast that I switched to the traffic avoidance screen. Selected altitude. Normally; I use 3;000 ft. as my training altitude. Because we were doing stall work and abnormal configurations; I opted for more altitude margin. I deliberately chose to work outside the Class B for this reason.My airspace situational airspace was reduced. Since my flight altitude was beneath the 6;000 ft. ceiling of the particular section of the Class B; I was confident of my margin of airspace vertically; for our return. However; as we turned on one maneuver; I saw home base out my window and immediately realized that I had traveled; horizontally too far to the northwest; and had horizontally penetrated the 3;600 ft. section of Class B. I switched from the traffic screen; to the map screen; and verified my airspace incursion. I will most likely not use the traffic screen; going forward. I will remain on map screen. It may be a bit more difficult to see potential conflicting traffic; but it will keep airspace information on screen. With airspace always on screen; my airspace situational airspace will remain high; as will my margin.




Synopsis: Flight Instructor reported loss of situational awareness during training maneuvers; resulting in a Class B airspace incursion.