Narrative:

I was flying the transition for the mrb ILS runway 26 approach. The controller told me that he could not clear me for the approach until the transponder issue was resolved. I was somewhat confused, because I had already been cleared for the approach, but I began a right turn back to the VOR. A few mins later, after I had completed my turn, the controller called back and asked what I was doing. I replied that I was returning to the VOR, with the intention of entering the holding pattern. The controller then gave us a new transponder code, and after a few seconds, advised us that they were receiving our signal, and that I was cleared for the mrb ILS runway 26 approach. After crossing the VOR, I turned left to intercept the 49 degree radial for the mrb transition and started the approach. I flew a teardrop entry into the hold at burgy, intercepted the localizer, and proceeded to fly the approach. I misread the altimeter and began the missed approach at 1000 ft above the decision ht. I was then cleared for a visual approach to gai, via direct fdk, direct. I advised the controller that I wished to do pattern work at gai. He replied that I would have to cancel IFR, but I could then keep the same transponder code and complete my pattern work. I cancelled in the air, and proceeded to do 3 full-stop lndgs and 2 circuits at gai. I finally shut down. While driving home from the airport, I realized that I didn't know if I was required to advise ATC that I had finished my pattern work. NOTAM 3/2126 requires VFR pilots flying within the washington ADIZ to close their flight plan after landing. I had been on an IFR flight, but since I had cancelled IFR and proceeded to do pattern work with the same transponder code, I reasoned that I might then be considered to be on a VFR ADIZ flight plan. After returning home, I finally called flight service. The specialist advised me that my cancellation wasn't necessary, but she didn't seem entirely certain. When things go wrong, albeit at night, with a safety pilot, it is very easy to be distraction or flustered and make mistakes. I still don't know the cause of the misunderstanding between me and the controller regarding the clearance for the mrb ILS runway 26 approach. Some of the procedures required by NOTAM 3/2126 are not unambiguously described, and confusion can result.

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Original NASA ASRS Text

Title: AFTER CLOSING HIS IFR FLT PLAN WITH PCT CTLR, A PA28 PVT PLT STAYS IN A CLOSED PATTERN FOR 3 LNDGS, BUT LATER FORGOT TO ADVISE ATC THAT HIS PATTERN WORK WAS COMPLETED AT GAI, MD.

Narrative: I WAS FLYING THE TRANSITION FOR THE MRB ILS RWY 26 APCH. THE CTLR TOLD ME THAT HE COULD NOT CLR ME FOR THE APCH UNTIL THE XPONDER ISSUE WAS RESOLVED. I WAS SOMEWHAT CONFUSED, BECAUSE I HAD ALREADY BEEN CLRED FOR THE APCH, BUT I BEGAN A R TURN BACK TO THE VOR. A FEW MINS LATER, AFTER I HAD COMPLETED MY TURN, THE CTLR CALLED BACK AND ASKED WHAT I WAS DOING. I REPLIED THAT I WAS RETURNING TO THE VOR, WITH THE INTENTION OF ENTERING THE HOLDING PATTERN. THE CTLR THEN GAVE US A NEW XPONDER CODE, AND AFTER A FEW SECONDS, ADVISED US THAT THEY WERE RECEIVING OUR SIGNAL, AND THAT I WAS CLRED FOR THE MRB ILS RWY 26 APCH. AFTER XING THE VOR, I TURNED L TO INTERCEPT THE 49 DEG RADIAL FOR THE MRB TRANSITION AND STARTED THE APCH. I FLEW A TEARDROP ENTRY INTO THE HOLD AT BURGY, INTERCEPTED THE LOC, AND PROCEEDED TO FLY THE APCH. I MISREAD THE ALTIMETER AND BEGAN THE MISSED APCH AT 1000 FT ABOVE THE DECISION HT. I WAS THEN CLRED FOR A VISUAL APCH TO GAI, VIA DIRECT FDK, DIRECT. I ADVISED THE CTLR THAT I WISHED TO DO PATTERN WORK AT GAI. HE REPLIED THAT I WOULD HAVE TO CANCEL IFR, BUT I COULD THEN KEEP THE SAME XPONDER CODE AND COMPLETE MY PATTERN WORK. I CANCELLED IN THE AIR, AND PROCEEDED TO DO 3 FULL-STOP LNDGS AND 2 CIRCUITS AT GAI. I FINALLY SHUT DOWN. WHILE DRIVING HOME FROM THE ARPT, I REALIZED THAT I DIDN'T KNOW IF I WAS REQUIRED TO ADVISE ATC THAT I HAD FINISHED MY PATTERN WORK. NOTAM 3/2126 REQUIRES VFR PLTS FLYING WITHIN THE WASHINGTON ADIZ TO CLOSE THEIR FLT PLAN AFTER LNDG. I HAD BEEN ON AN IFR FLT, BUT SINCE I HAD CANCELLED IFR AND PROCEEDED TO DO PATTERN WORK WITH THE SAME XPONDER CODE, I REASONED THAT I MIGHT THEN BE CONSIDERED TO BE ON A VFR ADIZ FLT PLAN. AFTER RETURNING HOME, I FINALLY CALLED FLT SVC. THE SPECIALIST ADVISED ME THAT MY CANCELLATION WASN'T NECESSARY, BUT SHE DIDN'T SEEM ENTIRELY CERTAIN. WHEN THINGS GO WRONG, ALBEIT AT NIGHT, WITH A SAFETY PLT, IT IS VERY EASY TO BE DISTR OR FLUSTERED AND MAKE MISTAKES. I STILL DON'T KNOW THE CAUSE OF THE MISUNDERSTANDING BTWN ME AND THE CTLR REGARDING THE CLRNC FOR THE MRB ILS RWY 26 APCH. SOME OF THE PROCS REQUIRED BY NOTAM 3/2126 ARE NOT UNAMBIGUOUSLY DESCRIBED, AND CONFUSION CAN RESULT.

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.