Narrative:

On 03/mon/03 I flew from teb to jyo airport. Our operations usually fly to jyo 3 times a week. I left from teb approximately XA00, in clear WX which was forecasted to remain throughout the day. I flew with radar service in jyo without any problems, I did not have flight plan on file. I was under radar service and received transponder code in flight. At around XH10, I was departure back to teb from jyo and did normal procedures and was planning to depart from jyo VFR and pick up a discrete code and clearance to class B airspace from pct approach while airborne. I knew the flight didn't require a flight plan, but it did require a discrete code. It was a clear day and getting the clearance in flight had been the usual method, due to low radio coverage on the ground. I departed around that time and immediately after airborne contacted pct approach 125.05 to establish two-way radio communication and obtain further clearance to climb to class B and on course to teb airport (nj). After talking with pct controller they instructed me to remain clear of bravo airspace for radar identify, normal procedure, press identify and he asked if we were around 3 miles north from jyo and around 1200 ft. I established communication and pct approach identify us, but did not give us the squawk code, so I remain under washington class B airspace, rather soon I was instructed to contact baltimore approach 128.7, I was once again instructed to stay clear of bravo, which I did. Around that time bravo starts at 3500 ft. Finally, I received a code after controller changed in bwi approach and was instructed to climb requested altitude 5500 ft and turn on course around 065 degrees. I was asked to contact approach by phone, I was provided the number to contact after landing. I was not aware at departure that two-way radio communication was not enough. WX was clear that time and visibility was unrestricted. I am very sorry about what happened, as a professional pilot this experience has made me extremely aware of how important it is to keep up with the constantly changing requirements of flight. This unintentional oversight has been a painful lesson.

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Original NASA ASRS Text

Title: BE58 PLT DEPARTED JYO INTO THE WASH DC ADIZ PRIOR TO OBTAINING A PROPER CLRNC OR A DISCRETE XPONDER CODE.

Narrative: ON 03/MON/03 I FLEW FROM TEB TO JYO ARPT. OUR OPERATIONS USUALLY FLY TO JYO 3 TIMES A WEEK. I LEFT FROM TEB APPROX XA00, IN CLR WX WHICH WAS FORECASTED TO REMAIN THROUGHOUT THE DAY. I FLEW WITH RADAR SERVICE IN JYO WITHOUT ANY PROBS, I DID NOT HAVE FLT PLAN ON FILE. I WAS UNDER RADAR SERVICE AND RECEIVED XPONDER CODE IN FLT. AT AROUND XH10, I WAS DEP BACK TO TEB FROM JYO AND DID NORMAL PROCS AND WAS PLANNING TO DEPART FROM JYO VFR AND PICK UP A DISCRETE CODE AND CLRNC TO CLASS B AIRSPACE FROM PCT APCH WHILE AIRBORNE. I KNEW THE FLT DIDN'T REQUIRE A FLT PLAN, BUT IT DID REQUIRE A DISCRETE CODE. IT WAS A CLR DAY AND GETTING THE CLRNC IN FLT HAD BEEN THE USUAL METHOD, DUE TO LOW RADIO COVERAGE ON THE GND. I DEPARTED AROUND THAT TIME AND IMMEDIATELY AFTER AIRBORNE CONTACTED PCT APCH 125.05 TO ESTABLISH TWO-WAY RADIO COM AND OBTAIN FURTHER CLRNC TO CLIMB TO CLASS B AND ON COURSE TO TEB ARPT (NJ). AFTER TALKING WITH PCT CTLR THEY INSTRUCTED ME TO REMAIN CLR OF BRAVO AIRSPACE FOR RADAR IDENT, NORMAL PROC, PRESS IDENT AND HE ASKED IF WE WERE AROUND 3 MILES N FROM JYO AND AROUND 1200 FT. I ESTABLISHED COM AND PCT APCH IDENT US, BUT DID NOT GIVE US THE SQUAWK CODE, SO I REMAIN UNDER WASHINGTON CLASS B AIRSPACE, RATHER SOON I WAS INSTRUCTED TO CONTACT BALTIMORE APCH 128.7, I WAS ONCE AGAIN INSTRUCTED TO STAY CLR OF BRAVO, WHICH I DID. AROUND THAT TIME BRAVO STARTS AT 3500 FT. FINALLY, I RECEIVED A CODE AFTER CTLR CHANGED IN BWI APCH AND WAS INSTRUCTED TO CLB REQUESTED ALT 5500 FT AND TURN ON COURSE AROUND 065 DEGS. I WAS ASKED TO CONTACT APCH BY PHONE, I WAS PROVIDED THE NUMBER TO CONTACT AFTER LNDG. I WAS NOT AWARE AT DEP THAT TWO-WAY RADIO COM WAS NOT ENOUGH. WX WAS CLR THAT TIME AND VISIBILITY WAS UNRESTRICTED. I AM VERY SORRY ABOUT WHAT HAPPENED, AS A PROFESSIONAL PLT THIS EXPERIENCE HAS MADE ME EXTREMELY AWARE OF HOW IMPORTANT IT IS TO KEEP UP WITH THE CONSTANTLY CHANGING REQUIREMENTS OF FLT. THIS UNINTENTIONAL OVERSIGHT HAS BEEN A PAINFUL LESSON.

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.