Narrative:

I had not flown my PA28 for over a month. I was at the service center with my company's g-iv and g-v. Upon my return to the washington, dc area, opportunity was presented to fly my cherokee. I departure kezf approximately XA10 with the intention of flying a local VFR flight. I headed southwest approximately 15 miles and conducted various training maneuvers. I then returned to kezf over flying the airport at an altitude of 2000 ft. Customarily, I will conduct a GPS approach runway 24, for the intention of maintaining proficiency with instrument approach procedures and operation of the garmin 430 GPS receiver. I was aware of the 30 mile washington ADIZ, but thought that the ADIZ did not extend far enough south that it would conflict with the GPS runway 24 approach. Additionally, I mistakenly assumed that the ADIZ would conform to the 30 mile class B outer ring of dulles/washington. Furthermore, I never contacted flight service, which is normally my practice, in order to discuss the area NOTAMS. The basis for not contacting flight service was that my primary mission intention was to fly within the immediate airport area, get the oil temperature up on the engine and boil off the moisture and land. However, as the flight progressed, I decided to do a little training. I attempted to contact potomac and quantico approach without success on both my #1 and #2 receiver. In my experience this is not unusual. Generally it is more effective to fly to the ric area and attempt to get into the system. I then tuned to my #1 receiver to 122.8 (shannon CTAF) and my #2 receiver to 121.5. I flew direct from shannon airport to the shannon GPS durwo IAF, remaining at 2000 ft. Upon crossing durwo, I executed a course reversal to the south and re-intercepted durwo. At all times, I was in VFR conditions, at an altitude of 2000 ft and always over the river. I continued on the inbound course to shannon runway 24 remaining at 2000 ft. Upon reaching runway 24 missed approach point, I executed a missed approach to the left, returning to durwo. I then executed another course reversal to the south and re-intercepted durwo. After crossing durwo, I descended out of 2000 ft for 1700 ft, inbound to the kutpy GPS runway 24 fix. Approximately 3 miles from kutpy, I was intercepted by a customs helicopter and ordered to land. After landing, I was informed that I had violated, by a mile or more the washington ADIZ. It could probably be argued wheather or not I actually penetrated the ADIZ. It doesn't matter, I was too close. Pilots don't like to make mistakes. I've been flying for forty-five years, all over the world, and never had an incident or violation. I got complacent, I assumed, when you should assume nothing in this business.

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Original NASA ASRS Text

Title: CONDUCTING EZF GPS RWY 24 APCHS, PA28 IS INTERCEPTED BY CUSTOMS AND ORDERED TO LAND DUE TO DC ADIZ VIOLATION.

Narrative: I HAD NOT FLOWN MY PA28 FOR OVER A MONTH. I WAS AT THE SERVICE CTR WITH MY COMPANY'S G-IV AND G-V. UPON MY RETURN TO THE WASHINGTON, DC AREA, OPPORTUNITY WAS PRESENTED TO FLY MY CHEROKEE. I DEP KEZF APPROX XA10 WITH THE INTENTION OF FLYING A LOCAL VFR FLT. I HEADED SW APPROX 15 MILES AND CONDUCTED VARIOUS TRAINING MANEUVERS. I THEN RETURNED TO KEZF OVER FLYING THE ARPT AT AN ALT OF 2000 FT. CUSTOMARILY, I WILL CONDUCT A GPS APCH RWY 24, FOR THE INTENTION OF MAINTAINING PROFICIENCY WITH INSTRUMENT APCH PROCS AND OP OF THE GARMIN 430 GPS RECEIVER. I WAS AWARE OF THE 30 MILE WASHINGTON ADIZ, BUT THOUGHT THAT THE ADIZ DID NOT EXTEND FAR ENOUGH S THAT IT WOULD CONFLICT WITH THE GPS RWY 24 APCH. ADDITIONALLY, I MISTAKENLY ASSUMED THAT THE ADIZ WOULD CONFORM TO THE 30 MILE CLASS B OUTER RING OF DULLES/WASHINGTON. FURTHERMORE, I NEVER CONTACTED FLT SERVICE, WHICH IS NORMALLY MY PRACTICE, IN ORDER TO DISCUSS THE AREA NOTAMS. THE BASIS FOR NOT CONTACTING FLT SERVICE WAS THAT MY PRIMARY MISSION INTENTION WAS TO FLY WITHIN THE IMMEDIATE ARPT AREA, GET THE OIL TEMP UP ON THE ENGINE AND BOIL OFF THE MOISTURE AND LAND. HOWEVER, AS THE FLT PROGRESSED, I DECIDED TO DO A LITTLE TRAINING. I ATTEMPTED TO CONTACT POTOMAC AND QUANTICO APCH WITHOUT SUCCESS ON BOTH MY #1 AND #2 RECEIVER. IN MY EXPERIENCE THIS IS NOT UNUSUAL. GENERALLY IT IS MORE EFFECTIVE TO FLY TO THE RIC AREA AND ATTEMPT TO GET INTO THE SYSTEM. I THEN TUNED TO MY #1 RECEIVER TO 122.8 (SHANNON CTAF) AND MY #2 RECEIVER TO 121.5. I FLEW DIRECT FROM SHANNON ARPT TO THE SHANNON GPS DURWO IAF, REMAINING AT 2000 FT. UPON CROSSING DURWO, I EXECUTED A COURSE REVERSAL TO THE S AND RE-INTERCEPTED DURWO. AT ALL TIMES, I WAS IN VFR CONDITIONS, AT AN ALT OF 2000 FT AND ALWAYS OVER THE RIVER. I CONTINUED ON THE INBOUND COURSE TO SHANNON RWY 24 REMAINING AT 2000 FT. UPON REACHING RWY 24 MISSED APCH POINT, I EXECUTED A MISSED APCH TO THE L, RETURNING TO DURWO. I THEN EXECUTED ANOTHER COURSE REVERSAL TO THE S AND RE-INTERCEPTED DURWO. AFTER CROSSING DURWO, I DESCENDED OUT OF 2000 FT FOR 1700 FT, INBOUND TO THE KUTPY GPS RWY 24 FIX. APPROX 3 MILES FROM KUTPY, I WAS INTERCEPTED BY A CUSTOMS HELI AND ORDERED TO LAND. AFTER LNDG, I WAS INFORMED THAT I HAD VIOLATED, BY A MILE OR MORE THE WASHINGTON ADIZ. IT COULD PROBABLY BE ARGUED WHEATHER OR NOT I ACTUALLY PENETRATED THE ADIZ. IT DOESN'T MATTER, I WAS TOO CLOSE. PLTS DON'T LIKE TO MAKE MISTAKES. I'VE BEEN FLYING FOR FORTY-FIVE YEARS, ALL OVER THE WORLD, AND NEVER HAD AN INCIDENT OR VIOLATION. I GOT COMPLACENT, I ASSUMED, WHEN YOU SHOULD ASSUME NOTHING IN THIS BUSINESS.

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.