Narrative:

I departed frr on a VFR flight to W29. My route of flight was csn, brv, direct W29. I had contacted FSS the night before to ask questions about the proper procedure required to fly through the dc ADIZ. The morning of the flight, I filed a VFR flight plan from the brooke VOR to W29, and also filed the afternoon return trip from W29 direct brooke VOR at the same time. On the trip to W29, I contacted pct approach early in the flight for advisories, and was cleared into the ADIZ, and into class B airspace direct W29 from brooke. The trip to W29 was very efficient, with no complications. Before leaving W29, I called bwi approach by tele and received my transponder code and departure frequency. On climb out, I switched from the unicom frequency to bwi departure, and was told to fly 220 degrees below 3000 ft. He was too busy to hand me over to pct approach, and too busy to allow me to head direct brooke from W29, even though this is what I had filed. When I was south of his portion of the ADIZ, he apologized, but said he was unable to stay with me, or to hand me off. He advised me to stay clear of the ADIZ, but when asked, could not offer me a radial to brooke from my position, to keep me south of the ADIZ. He did give me a pct approach frequency, which I tuned in, but they were so busy, I could not get a call in. From here on, is where I take the responsibility for making some bad decisions that ultimately placed me in the ADIZ. I had looked at a copy of the ADIZ, but had failed to carry it with me in the plane. I thought that I remembered that it basically followed class B airspace, so I navigated with my terminal area chart and GPS to stay well clear of that. What I should have done was stayed with bwi, confessed that I did not know the exact position of the ADIZ, and orbited until bwi had the time to help me out. What I did, was fly a path inbound of the brv 090 that I believed would keep me south of the ADIZ, then about 2 miles north of dahlgren, called pct approach to get advisories for the rest of my trip home. I was of course informed that I was in the ADIZ, but interestingly, told to squawk abcd which was the code that had been assigned to me by bwi. So, even though I had not been cleared in, they certainly knew who I was based on the flight plan I had filed. I was told to call TRACON after landing, to report the incident, which I did. Although, I assume responsibility for my excursion into the ADIZ, I had tried very hard to plan and to execute the flight in a responsible way. No doubt, I should have had the ADIZ print out in my plane, but it never occurred to me that once filed, I would not be flying that specific route. I assume that was part of the point of filing it. It would have been helpful if the bwi controller had simply told me not to get within 30 NM of dca. That would have been a much more specific instruction. Finally, it would be helpful if an emergency edition of the terminal area chart showing the ADIZ, would be produced. My computer print-out of the ADIZ is not a high resolution document. What happened to me was an honest mistake. I hope it will be viewed that way.

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Original NASA ASRS Text

Title: PLT OF C172 ON FILED FLT PLAN FROM W29 TO FRR WAS VECTORED OUT OF DC ADIZ BY TRACON. INADVERTENTLY REENTERED ADIZ WHEN ABANDONED BY ATC FACILITIES.

Narrative: I DEPARTED FRR ON A VFR FLT TO W29. MY RTE OF FLT WAS CSN, BRV, DIRECT W29. I HAD CONTACTED FSS THE NIGHT BEFORE TO ASK QUESTIONS ABOUT THE PROPER PROCEDURE REQUIRED TO FLY THROUGH THE DC ADIZ. THE MORNING OF THE FLT, I FILED A VFR FLT PLAN FROM THE BROOKE VOR TO W29, AND ALSO FILED THE AFTERNOON RETURN TRIP FROM W29 DIRECT BROOKE VOR AT THE SAME TIME. ON THE TRIP TO W29, I CONTACTED PCT APCH EARLY IN THE FLT FOR ADVISORIES, AND WAS CLRED INTO THE ADIZ, AND INTO CLASS B AIRSPACE DIRECT W29 FROM BROOKE. THE TRIP TO W29 WAS VERY EFFICIENT, WITH NO COMPLICATIONS. BEFORE LEAVING W29, I CALLED BWI APCH BY TELE AND RECEIVED MY TRANSPONDER CODE AND DEP FREQUENCY. ON CLBOUT, I SWITCHED FROM THE UNICOM FREQUENCY TO BWI DEP, AND WAS TOLD TO FLY 220 DEGS BELOW 3000 FT. HE WAS TOO BUSY TO HAND ME OVER TO PCT APCH, AND TOO BUSY TO ALLOW ME TO HEAD DIRECT BROOKE FROM W29, EVEN THOUGH THIS IS WHAT I HAD FILED. WHEN I WAS S OF HIS PORTION OF THE ADIZ, HE APOLOGIZED, BUT SAID HE WAS UNABLE TO STAY WITH ME, OR TO HAND ME OFF. HE ADVISED ME TO STAY CLR OF THE ADIZ, BUT WHEN ASKED, COULD NOT OFFER ME A RADIAL TO BROOKE FROM MY POSITION, TO KEEP ME S OF THE ADIZ. HE DID GIVE ME A PCT APCH FREQUENCY, WHICH I TUNED IN, BUT THEY WERE SO BUSY, I COULD NOT GET A CALL IN. FROM HERE ON, IS WHERE I TAKE THE RESPONSIBILITY FOR MAKING SOME BAD DECISIONS THAT ULTIMATELY PLACED ME IN THE ADIZ. I HAD LOOKED AT A COPY OF THE ADIZ, BUT HAD FAILED TO CARRY IT WITH ME IN THE PLANE. I THOUGHT THAT I REMEMBERED THAT IT BASICALLY FOLLOWED CLASS B AIRSPACE, SO I NAVIGATED WITH MY TERMINAL AREA CHART AND GPS TO STAY WELL CLEAR OF THAT. WHAT I SHOULD HAVE DONE WAS STAYED WITH BWI, CONFESSED THAT I DID NOT KNOW THE EXACT POS OF THE ADIZ, AND ORBITED UNTIL BWI HAD THE TIME TO HELP ME OUT. WHAT I DID, WAS FLY A PATH INBOUND OF THE BRV 090 THAT I BELIEVED WOULD KEEP ME S OF THE ADIZ, THEN ABOUT 2 MILES N OF DAHLGREN, CALLED PCT APCH TO GET ADVISORIES FOR THE REST OF MY TRIP HOME. I WAS OF COURSE INFORMED THAT I WAS IN THE ADIZ, BUT INTERESTINGLY, TOLD TO SQUAWK ABCD WHICH WAS THE CODE THAT HAD BEEN ASSIGNED TO ME BY BWI. SO, EVEN THOUGH I HAD NOT BEEN CLRED IN, THEY CERTAINLY KNEW WHO I WAS BASED ON THE FLT PLAN I HAD FILED. I WAS TOLD TO CALL TRACON AFTER LNDG, TO RPT THE INCIDENT, WHICH I DID. ALTHOUGH, I ASSUME RESPONSIBILITY FOR MY EXCURSION INTO THE ADIZ, I HAD TRIED VERY HARD TO PLAN AND TO EXECUTE THE FLT IN A RESPONSIBLE WAY. NO DOUBT, I SHOULD HAVE HAD THE ADIZ PRINT OUT IN MY PLANE, BUT IT NEVER OCCURRED TO ME THAT ONCE FILED, I WOULD NOT BE FLYING THAT SPECIFIC RTE. I ASSUME THAT WAS PART OF THE POINT OF FILING IT. IT WOULD HAVE BEEN HELPFUL IF THE BWI CTLR HAD SIMPLY TOLD ME NOT TO GET WITHIN 30 NM OF DCA. THAT WOULD HAVE BEEN A MUCH MORE SPECIFIC INSTRUCTION. FINALLY, IT WOULD BE HELPFUL IF AN EMER EDITION OF THE TERMINAL AREA CHART SHOWING THE ADIZ, WOULD BE PRODUCED. MY COMPUTER PRINT-OUT OF THE ADIZ IS NOT A HIGH RESOLUTION DOCUMENT. WHAT HAPPENED TO ME WAS AN HONEST MISTAKE. I HOPE IT WILL BE VIEWED THAT WAY.

Data retrieved from NASA's ASRS site as of July 2007 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.