Trinidad TB-20 pilot reported a CFTT/CFIT incident while testing new avionics. The pilot states being in violation of FAR 91.119-b; being less than 1;000 ft. above and 2;000 ft. from an obstacle in a congested area.

Narrative

The aircraft had just completed maintenance to correct an engine instrument panel light dimming situation created during a previous avionics upgrade. I planned to depart ZZZ2 and fly VFR to ZZZ (27 NM north) via ZZZ1 and perform an inflight verification of the GPS and Autopilot. I intended to cruise at 2;800 ft. MSL (the MEF for the enroute sector is 1;700 MSL). I intended to command a climb to a preset altitude using the automation. Altitude hold and manual adjustment were to be confirmed. Also; during the flight automation was to be exercised using the NAV and heading modes. I departed the ZZZ pattern at midfield to the north at approximately 2;500 MSL. I was watching for traffic and monitoring ZZZ3 Approach. Altitude hold and manual adjustment was confirmed operational. I failed to command a climb to the planned 2;800 ft. MSL. Use of heading mode was confirmed but also introduced an unexpected situation. Slewing the course to the east caused my route of flight to pass within an estimated 2;100 ft. horizontal of a man-made obstacle charted at 1;568 ft. MSL with a vertical clearance of approximately 900 ft. An altitude of 1;000 ft. above the highest obstacle within a 2000 ft. horizontal radius of the aircraft is required per FAR 91.119-b. NAV mode was used to fly direct ZZZ1; followed by a hand flown visual approach and landing to Runway XX at ZZZ. After taking on fuel at ZZZ; I filed; activated; and flew an IFR flight plan to ZZZ4 (aircraft home base).After conducting a post-flight evaluation; I discovered the obstacle clearance in a Congested Area situation and learned several things from this experience:1. I should have had a written automation verification plan in a 'checklist' format. 2. Commanding the climb to 2;800 ft. MSL should have been the first item on the checklist. At this altitude; there would have been greater than 1;000 ft. vertical clearance of the man-made obstacle.3. Additional consideration should have been given to impact of the use of heading mode on the resulting route of flight. 4. Having a second crew member could have been highly valuable for crew resource management.In terms of available flight products:1. The VFR flyway specifies at or Below Altitudes only (4;500 in this case) and was not helpful in this situation.2. Perhaps the VFR Sectional could highlight the highest obstacle or terrain in a given sector more prominently.