Narrative:

Aircraft departed phf on a VFR/IFR flight to atw, wi. Stops were planned for ofp and 2w6 to pick up passenger. Fdy was the planned stop for refueling. The legs to ofp and 2w6 were conducted as VFR flts with flight following. The flight from 2w6 to fdy was a planned IFR flight via mgw, GPS direct. A flight plan had been filed with duats the night before. On the leg from ofp to 2w6, potomac approach handed the flight off to patuxent approach. A request was then made for the IFR outbound clearance approximately 20 mi out the controller advised he did not have a flight plan on file. The controller was then requested to take a flight plan, but was unable to accommodate the request. Once 2w6 was reported in sight, the controller terminated radar services. Flight landed, picked up 1 passenger and departed VFR on a heading direct mgw. During the planned climb to 16000 ft, several attempts were made to contact leesburg radio on 122.30 with no success. Flight watch was then contacted and advised listening on the brv VOR and transmitting on 121.10. Contact was then made with leesburg FSS. An IFR flight plan to fdy was filed. The specialist advised potomac should have the flight plan and to contact potomac approach. Potomac approach was then contacted on 134.90 and IFR clearance was requested. The controller verified the tail number and then stated he had 2 flight plans for us from 2w6 to fdy. He then issued a transponder code while he 'sorted out' the flight plans. At this time, the GPS track indicated the flight would transition the washington class B airspace north approximately 9 mi. A southerly turn to 290 degrees was made to avoid the class B airspace. In a few moments, the controller came back and advised frequency change and that the next controller would issue the IFR clearance. At no time did the controller advise the flight it had entered the washington ADIZ. After contacting the next controller, an aircraft position report was requested and reported as 10 mi ssw of laplatta. The controller radar idented us and reported that we had violated the ADIZ by 8 mi. He said he had to check with the air defense section to determine their desires in the matter. He advised me to call upon landing in findley. A heading of 360 degrees was assigned and a climb to 14000 ft was assigned. The flight to fdy was completed without incident.

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Original NASA ASRS Text

Title: BE90 PLT ENTERED DC ADIZ WITHOUT AN ATC CLRNC. 2 FLT PLANS APPEARED, CAUSING CONFUSION IN PICKING UP THE IFR CLRNC. THE PLT HAD A XPONDER CODE AND WAS TALKING TO PCT WHEN THE INCURSION OCCURRED.

Narrative: ACFT DEPARTED PHF ON A VFR/IFR FLT TO ATW, WI. STOPS WERE PLANNED FOR OFP AND 2W6 TO PICK UP PAX. FDY WAS THE PLANNED STOP FOR REFUELING. THE LEGS TO OFP AND 2W6 WERE CONDUCTED AS VFR FLTS WITH FLT FOLLOWING. THE FLT FROM 2W6 TO FDY WAS A PLANNED IFR FLT VIA MGW, GPS DIRECT. A FLT PLAN HAD BEEN FILED WITH DUATS THE NIGHT BEFORE. ON THE LEG FROM OFP TO 2W6, POTOMAC APCH HANDED THE FLT OFF TO PATUXENT APCH. A REQUEST WAS THEN MADE FOR THE IFR OUTBOUND CLRNC APPROX 20 MI OUT THE CTLR ADVISED HE DID NOT HAVE A FLT PLAN ON FILE. THE CTLR WAS THEN REQUESTED TO TAKE A FLT PLAN, BUT WAS UNABLE TO ACCOMMODATE THE REQUEST. ONCE 2W6 WAS RPTED IN SIGHT, THE CTLR TERMINATED RADAR SVCS. FLT LANDED, PICKED UP 1 PAX AND DEPARTED VFR ON A HDG DIRECT MGW. DURING THE PLANNED CLB TO 16000 FT, SEVERAL ATTEMPTS WERE MADE TO CONTACT LEESBURG RADIO ON 122.30 WITH NO SUCCESS. FLT WATCH WAS THEN CONTACTED AND ADVISED LISTENING ON THE BRV VOR AND XMITTING ON 121.10. CONTACT WAS THEN MADE WITH LEESBURG FSS. AN IFR FLT PLAN TO FDY WAS FILED. THE SPECIALIST ADVISED POTOMAC SHOULD HAVE THE FLT PLAN AND TO CONTACT POTOMAC APCH. POTOMAC APCH WAS THEN CONTACTED ON 134.90 AND IFR CLRNC WAS REQUESTED. THE CTLR VERIFIED THE TAIL NUMBER AND THEN STATED HE HAD 2 FLT PLANS FOR US FROM 2W6 TO FDY. HE THEN ISSUED A XPONDER CODE WHILE HE 'SORTED OUT' THE FLT PLANS. AT THIS TIME, THE GPS TRACK INDICATED THE FLT WOULD TRANSITION THE WASHINGTON CLASS B AIRSPACE N APPROX 9 MI. A SOUTHERLY TURN TO 290 DEGS WAS MADE TO AVOID THE CLASS B AIRSPACE. IN A FEW MOMENTS, THE CTLR CAME BACK AND ADVISED FREQ CHANGE AND THAT THE NEXT CTLR WOULD ISSUE THE IFR CLRNC. AT NO TIME DID THE CTLR ADVISE THE FLT IT HAD ENTERED THE WASHINGTON ADIZ. AFTER CONTACTING THE NEXT CTLR, AN ACFT POS RPT WAS REQUESTED AND RPTED AS 10 MI SSW OF LAPLATTA. THE CTLR RADAR IDENTED US AND RPTED THAT WE HAD VIOLATED THE ADIZ BY 8 MI. HE SAID HE HAD TO CHK WITH THE AIR DEFENSE SECTION TO DETERMINE THEIR DESIRES IN THE MATTER. HE ADVISED ME TO CALL UPON LNDG IN FINDLEY. A HDG OF 360 DEGS WAS ASSIGNED AND A CLB TO 14000 FT WAS ASSIGNED. THE FLT TO FDY WAS COMPLETED WITHOUT INCIDENT.

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.