Narrative:

I started out on a flight plan from bwi. I was flying with 1 passenger. The purpose of the flight was to check out the aircraft. The plane had just come out of annual. While we were out, I decided that I would like to do some practice approachs. My flight plan took me to the EMI VOR (outside of bwi airspace). At EMI, I canceled my flight plan and began the ILS runway 23 approach into fdk. As I got close to the runway centerline, I noticed that the localizer was not active. Because there was other traffic in the vicinity of fdk, I decided to fly through the runway centerline and circle the airport to the north. Because there were a number of aircraft within 500 ft (vertical distance) of me, I turned to the traffic display on my GPS (I have a mode south transponder, GPS with traffic) to ensure I was well clear. At that point, I realized that I should check my proximity to P-40. I flipped back to the map. Based on visual reference, I did not feel that I was in violation of the airspace, but began a gradual turn away from P-40 to continue my circle around fdk. I circled completely around fdk and headed to westminster to hopefully get some VOR approachs in. Once I got to westminster, there were other aircraft in close proximity to the EMI VOR. At that point, I decided to give up on the approachs. At that time, it was about XA30. I had filed back into bwi at XB30 so, I decided to stop at westminster to rest and ensure there were no oil leaks caused by the annual. Upon arrival, we were notified that we needed to call a number (not sure who the authority/authorized was). The gentleman I talked to informed me that I came within 9 mi of camp david (inside the 10 mi temperature restr zone), as per united states customs. I was also asked to contact the secret service. After about 1 hour, a gentleman from the secret service met me at westminster airport and debriefed me. After that, I was allowed to fly back to bwi. I believe the cause was that I was not intimately familiar with the airspace between fdk and P-40. I do not usually go north of fdk unless I am well north of P-40. Even making the ring around P-40 (on the sectional) and trying to use that for navigation is error prone and inaccurate. In the future, I will stay south of fdk or well to the north of P-40. (20 mi to allow for visual error.) what would really help is if the 10 mi ring around P-40 was marked on GPS maps and sectionals. While the ring is temporary, it could be noted as having varying times and the notation 'check with controling authority/authorized' could be used to indicate that the pilot needs to check to see when the ring is active. Quite frankly, if the ring were there (on the GPS) I would never violate it, even if I was told that it was not active.

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Original NASA ASRS Text

Title: M20F PLT ADVISED ON LNDG AT DMW OF P-40 EXPANDED TFR VIOLATION.

Narrative: I STARTED OUT ON A FLT PLAN FROM BWI. I WAS FLYING WITH 1 PAX. THE PURPOSE OF THE FLT WAS TO CHK OUT THE ACFT. THE PLANE HAD JUST COME OUT OF ANNUAL. WHILE WE WERE OUT, I DECIDED THAT I WOULD LIKE TO DO SOME PRACTICE APCHS. MY FLT PLAN TOOK ME TO THE EMI VOR (OUTSIDE OF BWI AIRSPACE). AT EMI, I CANCELED MY FLT PLAN AND BEGAN THE ILS RWY 23 APCH INTO FDK. AS I GOT CLOSE TO THE RWY CTRLINE, I NOTICED THAT THE LOC WAS NOT ACTIVE. BECAUSE THERE WAS OTHER TFC IN THE VICINITY OF FDK, I DECIDED TO FLY THROUGH THE RWY CTRLINE AND CIRCLE THE ARPT TO THE N. BECAUSE THERE WERE A NUMBER OF ACFT WITHIN 500 FT (VERT DISTANCE) OF ME, I TURNED TO THE TFC DISPLAY ON MY GPS (I HAVE A MODE S XPONDER, GPS WITH TFC) TO ENSURE I WAS WELL CLR. AT THAT POINT, I REALIZED THAT I SHOULD CHK MY PROX TO P-40. I FLIPPED BACK TO THE MAP. BASED ON VISUAL REF, I DID NOT FEEL THAT I WAS IN VIOLATION OF THE AIRSPACE, BUT BEGAN A GRADUAL TURN AWAY FROM P-40 TO CONTINUE MY CIRCLE AROUND FDK. I CIRCLED COMPLETELY AROUND FDK AND HEADED TO WESTMINSTER TO HOPEFULLY GET SOME VOR APCHS IN. ONCE I GOT TO WESTMINSTER, THERE WERE OTHER ACFT IN CLOSE PROX TO THE EMI VOR. AT THAT POINT, I DECIDED TO GIVE UP ON THE APCHS. AT THAT TIME, IT WAS ABOUT XA30. I HAD FILED BACK INTO BWI AT XB30 SO, I DECIDED TO STOP AT WESTMINSTER TO REST AND ENSURE THERE WERE NO OIL LEAKS CAUSED BY THE ANNUAL. UPON ARR, WE WERE NOTIFIED THAT WE NEEDED TO CALL A NUMBER (NOT SURE WHO THE AUTH WAS). THE GENTLEMAN I TALKED TO INFORMED ME THAT I CAME WITHIN 9 MI OF CAMP DAVID (INSIDE THE 10 MI TEMP RESTR ZONE), AS PER UNITED STATES CUSTOMS. I WAS ALSO ASKED TO CONTACT THE SECRET SVC. AFTER ABOUT 1 HR, A GENTLEMAN FROM THE SECRET SVC MET ME AT WESTMINSTER ARPT AND DEBRIEFED ME. AFTER THAT, I WAS ALLOWED TO FLY BACK TO BWI. I BELIEVE THE CAUSE WAS THAT I WAS NOT INTIMATELY FAMILIAR WITH THE AIRSPACE BTWN FDK AND P-40. I DO NOT USUALLY GO N OF FDK UNLESS I AM WELL N OF P-40. EVEN MAKING THE RING AROUND P-40 (ON THE SECTIONAL) AND TRYING TO USE THAT FOR NAV IS ERROR PRONE AND INACCURATE. IN THE FUTURE, I WILL STAY S OF FDK OR WELL TO THE N OF P-40. (20 MI TO ALLOW FOR VISUAL ERROR.) WHAT WOULD REALLY HELP IS IF THE 10 MI RING AROUND P-40 WAS MARKED ON GPS MAPS AND SECTIONALS. WHILE THE RING IS TEMPORARY, IT COULD BE NOTED AS HAVING VARYING TIMES AND THE NOTATION 'CHK WITH CTLING AUTH' COULD BE USED TO INDICATE THAT THE PLT NEEDS TO CHK TO SEE WHEN THE RING IS ACTIVE. QUITE FRANKLY, IF THE RING WERE THERE (ON THE GPS) I WOULD NEVER VIOLATE IT, EVEN IF I WAS TOLD THAT IT WAS NOT ACTIVE.

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.