Narrative:

I just received my vacuum directional gyro and autoplt which had been overhauled and reinstalled in my aircraft. On aug/fri/03, I filed an IFR flight plan with the leesburg FSS for a flight to mrb from cjr to test the equipment. After departure from cjr, which was VFR, I decided that I could not take the time to fly to mrb and return. I elected to cancel the IFR flight plan with potomac TRACON on 124.65 and I advised ATC of my intentions. At no time did ATC indicate they had radar contact. I planned to test the equipment under VFR conditions on the published VOR/DME RNAV runway 22 instrument approach to cjr. My transponder was set on 1200. I remained at 2000 ft and proceeded to the calpe waypoint which is 5 NM northeast of cjr 34 degrees from the runway and remaining on unicom 123.075. At calpe, I entered the holding pattern and proceeded outbnd on the 34 degree radial. After 3 or 4 apches, I returned to the traffic pattern and landed. I was informed by one of the airport people that the potomac TRACON supervisor wanted me to call him. I did so and he informed me that I had entered the ADIZ by 3 miles. I had no idea this occurred and I answered his questions relative to my telephone, address and certificate number. If I did enter the ADIZ and I am not sure I did, it was inadvertent due to my monitoring my newly overhauled directional gyro and autoplt. I realize now that I should have paid more attention to the VFR chart. In this regard, I would recommend that the instrument approach charts indicate restricted areas that may be in close proximity to approach procedures. This is done on many charts. For example: cos ILS runway 35L, and mtn RNAV GPS runway 15. Had the ADIZ been so documented on the cjr approach charts, I would have without question excercised more caution.

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Original NASA ASRS Text

Title: SMA GA PLT INADVERTENTLY PENETRATES DC ADIZ WHEN CONDUCTING MULTIPLE APCHS TO CJR WHILE SQUAWKING CODE 1200.

Narrative: I JUST RECEIVED MY VACUUM DIRECTIONAL GYRO AND AUTOPLT WHICH HAD BEEN OVERHAULED AND REINSTALLED IN MY ACFT. ON AUG/FRI/03, I FILED AN IFR FLT PLAN WITH THE LEESBURG FSS FOR A FLT TO MRB FROM CJR TO TEST THE EQUIP. AFTER DEP FROM CJR, WHICH WAS VFR, I DECIDED THAT I COULD NOT TAKE THE TIME TO FLY TO MRB AND RETURN. I ELECTED TO CANCEL THE IFR FLT PLAN WITH POTOMAC TRACON ON 124.65 AND I ADVISED ATC OF MY INTENTIONS. AT NO TIME DID ATC INDICATE THEY HAD RADAR CONTACT. I PLANNED TO TEST THE EQUIP UNDER VFR CONDITIONS ON THE PUBLISHED VOR/DME RNAV RWY 22 INSTRUMENT APCH TO CJR. MY TRANSPONDER WAS SET ON 1200. I REMAINED AT 2000 FT AND PROCEEDED TO THE CALPE WAYPOINT WHICH IS 5 NM NE OF CJR 34 DEGS FROM THE RWY AND REMAINING ON UNICOM 123.075. AT CALPE, I ENTERED THE HOLDING PATTERN AND PROCEEDED OUTBND ON THE 34 DEG RADIAL. AFTER 3 OR 4 APCHES, I RETURNED TO THE TFC PATTERN AND LANDED. I WAS INFORMED BY ONE OF THE ARPT PEOPLE THAT THE POTOMAC TRACON SUPVR WANTED ME TO CALL HIM. I DID SO AND HE INFORMED ME THAT I HAD ENTERED THE ADIZ BY 3 MILES. I HAD NO IDEA THIS OCCURRED AND I ANSWERED HIS QUESTIONS RELATIVE TO MY TELEPHONE, ADDRESS AND CERTIFICATE NUMBER. IF I DID ENTER THE ADIZ AND I AM NOT SURE I DID, IT WAS INADVERTENT DUE TO MY MONITORING MY NEWLY OVERHAULED DIRECTIONAL GYRO AND AUTOPLT. I REALIZE NOW THAT I SHOULD HAVE PAID MORE ATTENTION TO THE VFR CHART. IN THIS REGARD, I WOULD RECOMMEND THAT THE INSTRUMENT APCH CHARTS INDICATE RESTRICTED AREAS THAT MAY BE IN CLOSE PROXIMITY TO APCH PROCS. THIS IS DONE ON MANY CHARTS. FOR EXAMPLE: COS ILS RWY 35L, AND MTN RNAV GPS RWY 15. HAD THE ADIZ BEEN SO DOCUMENTED ON THE CJR APCH CHARTS, I WOULD HAVE WITHOUT QUESTION EXCERCISED MORE CAUTION.

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.