Narrative:

I had a flight to W29 for dinner. I was familiar with the airport and knew about their arrival and departure procedures from a flight that took place about 2 yrs ago and prior to sep/tue/01. I decided to depart without filing a VFR flight plan thru the smyrna VOR (eno) with the intentions of contacting dover approach for advisories. By maintaining 2000 ft en route, I knew I would remain well below bwi's 3500 ft airspace. At approximately 25 miles from eno I contacted dover approach and asked for flight following thru eno then direct to W29. Dover gave me a discrete transponder code. While under their service, we were given advisories with an ample amount of advance notice. We then were advised, radar services terminated and squawk 1200. Dover did not give me a courtesy heads up that a landing clearance was necessary in advance of going into an area designated as dc ADIZ. My washington sectional, which was current, did not make note of this change. I continued on to W29 GPS direct. I also continued tracking my position using the woodstown VOR (ood) en route. I also changed the communication frequency to W29. I could see the water tower on the shoreline, which is the entry point to the downwind leg. Another aircraft reported his position at that point for an entry. At the water tower I reported our position and that the other aircraft was in sight. While on the downwind leg the FBO reported a helicopter was approaching and we should hold for their landing. We extended our downwind leg and continued following the aircraft ahead of us and advised had the helicopter in sight for runway 29. We landed and taxied to the ramp. It wasn't until we returned to the airport that the FBO addressed our aircraft and said customs was looking for us and gave me a phone number. When asked the reason he advised that we needed a clearance to land there and to file a flight plan before leaving. I called and discussed my surprise notification by the FBO. He took my personal information, then advised me to contact pct TRACON. I also called them and cooperated with all their questions. I also advised I will file a clearance before departing. I was advised they had a lot of similar pilots who entered without a clearance. I then filed a flight plan and received a departure clearance. I went back to the FBO and asked how many notices did he give out that day. He advised about 10 other pilots were notified that day and that he wished it would be lifted. Our return again was the same with contacting dover approach for advisories. I am a good citizen and proud of our country's position in dealing with homeland security particularly when it comes to doing my part. There was no hand off advice given to a bwi approach control frequency. If I had made contact with bwi approach, I could have been advised a clearance is required. The FBO could have occasionally made an announcement over unicom so pilots who are listening could have considered other options rather than be surprised after landing.

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Original NASA ASRS Text

Title: SMA PLT ADVISED AFTER LNDG AT W29 BY FBO TO CALL CUSTOMS AND PCT FOR DC ADIZ VIOLATION NOTIFICATION.

Narrative: I HAD A FLT TO W29 FOR DINNER. I WAS FAMILIAR WITH THE ARPT AND KNEW ABOUT THEIR ARR AND DEP PROCS FROM A FLT THAT TOOK PLACE ABOUT 2 YRS AGO AND PRIOR TO SEP/TUE/01. I DECIDED TO DEPART WITHOUT FILING A VFR FLT PLAN THRU THE SMYRNA VOR (ENO) WITH THE INTENTIONS OF CONTACTING DOVER APCH FOR ADVISORIES. BY MAINTAINING 2000 FT ENRTE, I KNEW I WOULD REMAIN WELL BELOW BWI'S 3500 FT AIRSPACE. AT APPROX 25 MILES FROM ENO I CONTACTED DOVER APCH AND ASKED FOR FLT FOLLOWING THRU ENO THEN DIRECT TO W29. DOVER GAVE ME A DISCRETE XPONDER CODE. WHILE UNDER THEIR SERVICE, WE WERE GIVEN ADVISORIES WITH AN AMPLE AMOUNT OF ADVANCE NOTICE. WE THEN WERE ADVISED, RADAR SVCS TERMINATED AND SQUAWK 1200. DOVER DID NOT GIVE ME A COURTESY HEADS UP THAT A LNDG CLRNC WAS NECESSARY IN ADVANCE OF GOING INTO AN AREA DESIGNATED AS DC ADIZ. MY WASHINGTON SECTIONAL, WHICH WAS CURRENT, DID NOT MAKE NOTE OF THIS CHANGE. I CONTINUED ON TO W29 GPS DIRECT. I ALSO CONTINUED TRACKING MY POSITION USING THE WOODSTOWN VOR (OOD) ENRTE. I ALSO CHANGED THE COM FREQUENCY TO W29. I COULD SEE THE WATER TWR ON THE SHORELINE, WHICH IS THE ENTRY POINT TO THE DOWNWIND LEG. ANOTHER ACFT RPTED HIS POSITION AT THAT POINT FOR AN ENTRY. AT THE WATER TWR I RPTED OUR POSITION AND THAT THE OTHER ACFT WAS IN SIGHT. WHILE ON THE DOWNWIND LEG THE FBO RPTED A HELI WAS APCHING AND WE SHOULD HOLD FOR THEIR LNDG. WE EXTENDED OUR DOWNWIND LEG AND CONTINUED FOLLOWING THE ACFT AHEAD OF US AND ADVISED HAD THE HELI IN SIGHT FOR RWY 29. WE LANDED AND TAXIED TO THE RAMP. IT WASN'T UNTIL WE RETURNED TO THE ARPT THAT THE FBO ADDRESSED OUR ACFT AND SAID CUSTOMS WAS LOOKING FOR US AND GAVE ME A PHONE NUMBER. WHEN ASKED THE REASON HE ADVISED THAT WE NEEDED A CLRNC TO LAND THERE AND TO FILE A FLT PLAN BEFORE LEAVING. I CALLED AND DISCUSSED MY SURPRISE NOTIFICATION BY THE FBO. HE TOOK MY PERSONAL INFO, THEN ADVISED ME TO CONTACT PCT TRACON. I ALSO CALLED THEM AND COOPERATED WITH ALL THEIR QUESTIONS. I ALSO ADVISED I WILL FILE A CLRNC BEFORE DEPARTING. I WAS ADVISED THEY HAD A LOT OF SIMILAR PLTS WHO ENTERED WITHOUT A CLRNC. I THEN FILED A FLT PLAN AND RECEIVED A DEP CLRNC. I WENT BACK TO THE FBO AND ASKED HOW MANY NOTICES DID HE GIVE OUT THAT DAY. HE ADVISED ABOUT 10 OTHER PLTS WERE NOTIFIED THAT DAY AND THAT HE WISHED IT WOULD BE LIFTED. OUR RETURN AGAIN WAS THE SAME WITH CONTACTING DOVER APCH FOR ADVISORIES. I AM A GOOD CITIZEN AND PROUD OF OUR COUNTRY'S POSITION IN DEALING WITH HOMELAND SECURITY PARTICULARLY WHEN IT COMES TO DOING MY PART. THERE WAS NO HAND OFF ADVICE GIVEN TO A BWI APCH CTL FREQUENCY. IF I HAD MADE CONTACT WITH BWI APCH, I COULD HAVE BEEN ADVISED A CLRNC IS REQUIRED. THE FBO COULD HAVE OCCASIONALLY MADE AN ANNOUNCEMENT OVER UNICOM SO PLTS WHO ARE LISTENING COULD HAVE CONSIDERED OTHER OPTIONS RATHER THAN BE SURPRISED AFTER LNDG.

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.