Narrative:

Approximately XA00 pm, I took off from the forestall airport in princeton, nj, VFR, bound for manassas, va (west 10), where my airplane, an small aircraft, is based. I was using mode C continually. The sky was clear, but hazy. I had flown to princeton earlier in the day IFR (although the day was VFR) in order to obtain clrncs through controled airspace. I had received indirect routing, and although I had assumed I would return IFR to west 10, I decided to return VFR to shorten flight time. Using my low altitude IFR chart, I would fly southwest toward modena VOR, but presumably north of philadelphia TCA. Upon reaching 6500' and stabilizing for cruise, I retrieved my VFR chart and discovered that I was close to the philadelphia TCA. I immediately climbed to 8500' (the phl TCA rises to 7000) and turned due west and north of modena. I then proceeded toward dulles, again descending to 6500. I called dulles approach for clearance through the arsa (which was granted), but was told to contact phl approach on landing, which I did. Although told I had entered the phl TCA, I indicated that I had doubts, since I was north and above 7000. I may have stated I thought I was close. The following day I called the phl FSDO and requested location information and was told that a complaint had come in, but that it was possible no further action would occur. The incident remained in doubt until jan/90 when, after 2 foia requests, an foia appeal and reconsideration, the FAA produced a chart showing the radar track. I made 2 errors: I should have used my VFR chart because it was more precise for VFR flying and designating controled airspace, and I should have called phl approach from the air to verify my position. The event was inadvertent.

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Original NASA ASRS Text

Title: SMA PLT ATTEMPTING TO AVOID TCA USING IFR CHARTS. PENETRATED AREA.

Narrative: APPROX XA00 PM, I TOOK OFF FROM THE FORESTALL ARPT IN PRINCETON, NJ, VFR, BOUND FOR MANASSAS, VA (W 10), WHERE MY AIRPLANE, AN SMA, IS BASED. I WAS USING MODE C CONTINUALLY. THE SKY WAS CLEAR, BUT HAZY. I HAD FLOWN TO PRINCETON EARLIER IN THE DAY IFR (ALTHOUGH THE DAY WAS VFR) IN ORDER TO OBTAIN CLRNCS THROUGH CTLED AIRSPACE. I HAD RECEIVED INDIRECT ROUTING, AND ALTHOUGH I HAD ASSUMED I WOULD RETURN IFR TO W 10, I DECIDED TO RETURN VFR TO SHORTEN FLT TIME. USING MY LOW ALT IFR CHART, I WOULD FLY SW TOWARD MODENA VOR, BUT PRESUMABLY N OF PHILADELPHIA TCA. UPON REACHING 6500' AND STABILIZING FOR CRUISE, I RETRIEVED MY VFR CHART AND DISCOVERED THAT I WAS CLOSE TO THE PHILADELPHIA TCA. I IMMEDIATELY CLIMBED TO 8500' (THE PHL TCA RISES TO 7000) AND TURNED DUE W AND N OF MODENA. I THEN PROCEEDED TOWARD DULLES, AGAIN DESCENDING TO 6500. I CALLED DULLES APCH FOR CLRNC THROUGH THE ARSA (WHICH WAS GRANTED), BUT WAS TOLD TO CONTACT PHL APCH ON LNDG, WHICH I DID. ALTHOUGH TOLD I HAD ENTERED THE PHL TCA, I INDICATED THAT I HAD DOUBTS, SINCE I WAS N AND ABOVE 7000. I MAY HAVE STATED I THOUGHT I WAS CLOSE. THE FOLLOWING DAY I CALLED THE PHL FSDO AND REQUESTED LOCATION INFO AND WAS TOLD THAT A COMPLAINT HAD COME IN, BUT THAT IT WAS POSSIBLE NO FURTHER ACTION WOULD OCCUR. THE INCIDENT REMAINED IN DOUBT UNTIL JAN/90 WHEN, AFTER 2 FOIA REQUESTS, AN FOIA APPEAL AND RECONSIDERATION, THE FAA PRODUCED A CHART SHOWING THE RADAR TRACK. I MADE 2 ERRORS: I SHOULD HAVE USED MY VFR CHART BECAUSE IT WAS MORE PRECISE FOR VFR FLYING AND DESIGNATING CTLED AIRSPACE, AND I SHOULD HAVE CALLED PHL APCH FROM THE AIR TO VERIFY MY POSITION. THE EVENT WAS INADVERTENT.

Data retrieved from NASA's ASRS site as of August 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.