Narrative:

My new cirrus aircraft has advanced electronic instruments. With the new gear, I will not fly hard IFR until I get used to the new equipment. The logic behind this was proven by this incident. I took off the day before from okv (winchester, va) and tried to pick up my IFR clearance in the air, because the remote outlet was not working. An overstressed controller demanded I 'just wait until he could sequence me, for I should have picked the clearance up on the ground (with a void time, etc).' I couldn't for the remote outlet was not working. Finally, they assigned me a code and I flew without event to st mary's county in maryland. On oct/sun/03, I again filed an IFR request for the return flight. After I took off, I attempted to contact approach. Again, I was told to stand by, in what sounded like a somewhat impatient voice, but this time no one ever got back with me. I continued to fly, carefully monitoring my GPS to stay out of the circles defining the restr airspaces. Near manassas, I again called approach and asked for flight following, for I was worried about having to be so close to the restr area. At that time I was advised to call potomac approach by phone when I landed. When I called, the supervisor told me that I had violated the ADIZ, not the class B airspace, and he would have to report it. With the new avionics, there is a challenge in knowing what one is actually viewing, without having memorized the user manual. While the mfd may be instrumental in showing approachs, victor rtes, vors, approach courses and a multitude of other things, for some reason not all airspace restrs are shown, as I had thought. Therefore, dependence on these system seems a little foolish, in retrospect. Training at the factory was given, but mainly in the operation of the aircraft. Actual approachs were demonstrated, but the subtle nuance of having the GPS show one airspace and not another was never experienced. Indeed, having the ADIZ so close at my home base has always made me a little nervous when flying near it, and necessary trips near and through it have never provoked the request to call after landing. I have always depended on the lines of the screen, and they have proved accurate in the past.

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Original NASA ASRS Text

Title: CIRRUS SR-22 PLT FILED AN IFR FLT PLAN TO OPERATE IN AND AROUND THE DC ADIZ. WHEN HE ATTEMPTED TO ACTIVATE THE IFR FLT PLAN, THE PCT APCH CTLR SAID STAND BY, AND ADMONISHED THE PLT FOR NOT ACTIVATING THE IFR FLT PLAN BEFORE DEP. ON THE RETURN FLT, THE CTLR REFUSED TO WORK THE PLT. THE PLT WAS THEN ACCUSED OF VIOLATING DC ADIZ WITHOUT CLRNC.

Narrative: MY NEW CIRRUS ACFT HAS ADVANCED ELECTRONIC INSTS. WITH THE NEW GEAR, I WILL NOT FLY HARD IFR UNTIL I GET USED TO THE NEW EQUIP. THE LOGIC BEHIND THIS WAS PROVEN BY THIS INCIDENT. I TOOK OFF THE DAY BEFORE FROM OKV (WINCHESTER, VA) AND TRIED TO PICK UP MY IFR CLRNC IN THE AIR, BECAUSE THE REMOTE OUTLET WAS NOT WORKING. AN OVERSTRESSED CTLR DEMANDED I 'JUST WAIT UNTIL HE COULD SEQUENCE ME, FOR I SHOULD HAVE PICKED THE CLRNC UP ON THE GND (WITH A VOID TIME, ETC).' I COULDN'T FOR THE REMOTE OUTLET WAS NOT WORKING. FINALLY, THEY ASSIGNED ME A CODE AND I FLEW WITHOUT EVENT TO ST MARY'S COUNTY IN MARYLAND. ON OCT/SUN/03, I AGAIN FILED AN IFR REQUEST FOR THE RETURN FLT. AFTER I TOOK OFF, I ATTEMPTED TO CONTACT APCH. AGAIN, I WAS TOLD TO STAND BY, IN WHAT SOUNDED LIKE A SOMEWHAT IMPATIENT VOICE, BUT THIS TIME NO ONE EVER GOT BACK WITH ME. I CONTINUED TO FLY, CAREFULLY MONITORING MY GPS TO STAY OUT OF THE CIRCLES DEFINING THE RESTR AIRSPACES. NEAR MANASSAS, I AGAIN CALLED APCH AND ASKED FOR FLT FOLLOWING, FOR I WAS WORRIED ABOUT HAVING TO BE SO CLOSE TO THE RESTR AREA. AT THAT TIME I WAS ADVISED TO CALL POTOMAC APCH BY PHONE WHEN I LANDED. WHEN I CALLED, THE SUPVR TOLD ME THAT I HAD VIOLATED THE ADIZ, NOT THE CLASS B AIRSPACE, AND HE WOULD HAVE TO RPT IT. WITH THE NEW AVIONICS, THERE IS A CHALLENGE IN KNOWING WHAT ONE IS ACTUALLY VIEWING, WITHOUT HAVING MEMORIZED THE USER MANUAL. WHILE THE MFD MAY BE INSTRUMENTAL IN SHOWING APCHS, VICTOR RTES, VORS, APCH COURSES AND A MULTITUDE OF OTHER THINGS, FOR SOME REASON NOT ALL AIRSPACE RESTRS ARE SHOWN, AS I HAD THOUGHT. THEREFORE, DEPENDENCE ON THESE SYS SEEMS A LITTLE FOOLISH, IN RETROSPECT. TRAINING AT THE FACTORY WAS GIVEN, BUT MAINLY IN THE OP OF THE ACFT. ACTUAL APCHS WERE DEMONSTRATED, BUT THE SUBTLE NUANCE OF HAVING THE GPS SHOW ONE AIRSPACE AND NOT ANOTHER WAS NEVER EXPERIENCED. INDEED, HAVING THE ADIZ SO CLOSE AT MY HOME BASE HAS ALWAYS MADE ME A LITTLE NERVOUS WHEN FLYING NEAR IT, AND NECESSARY TRIPS NEAR AND THROUGH IT HAVE NEVER PROVOKED THE REQUEST TO CALL AFTER LNDG. I HAVE ALWAYS DEPENDED ON THE LINES OF THE SCREEN, AND THEY HAVE PROVED ACCURATE IN THE PAST.

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.