Narrative:

Going into washington national airport (dca) in a light transport, we were informed that we were #1 for the approach into dca and were told to keep our speed up for spacing. We were cleared and started the river visual approach to runway 18. At 3.0 DME, we had not sighted the airport due to the haze and rain and then we were told to expect runway 15 instead of 18 as previously cleared. At about 2.5 DME we picked up the airport and advised tower we needed 18. We were then cleared to land 18, but I noticed that there were was an airliner holding in position on 18 for departure. We advised tower we needed to make a left 270 to reenter final for 18 for spacing to get the airliner off the runway. We were given a heading of 090 degree and climb to 2000 MSL. During some point in the final 3 DME phase of the approach, we were later informed we entered prohibited area P-56. In marginal conditions, the river visual does not allow enough protected airspace between the final approach course and prohibited airspace as long as the lda 15. It should be used instead of following a winding river. In a high work environment within 3 mi of the airport, the tower shouldn't change runways because we have to work up landing #south for the new runway, especially when it is wet and the winds are changing to a tailwind. I also believe that the tower radar should be watching these river apches so they can warn pilots if they are nearing a prohibited area.

Related reports:

Google
 

Original NASA ASRS Text

Title: VISUAL APCH TO 18 DCA, PENETRATED P56.

Narrative: GOING INTO WASHINGTON NATIONAL ARPT (DCA) IN A LTT, WE WERE INFORMED THAT WE WERE #1 FOR THE APCH INTO DCA AND WERE TOLD TO KEEP OUR SPD UP FOR SPACING. WE WERE CLRED AND STARTED THE RIVER VISUAL APCH TO RWY 18. AT 3.0 DME, WE HAD NOT SIGHTED THE ARPT DUE TO THE HAZE AND RAIN AND THEN WE WERE TOLD TO EXPECT RWY 15 INSTEAD OF 18 AS PREVIOUSLY CLRED. AT ABOUT 2.5 DME WE PICKED UP THE ARPT AND ADVISED TWR WE NEEDED 18. WE WERE THEN CLRED TO LAND 18, BUT I NOTICED THAT THERE WERE WAS AN AIRLINER HOLDING IN POS ON 18 FOR DEP. WE ADVISED TWR WE NEEDED TO MAKE A LEFT 270 TO REENTER FINAL FOR 18 FOR SPACING TO GET THE AIRLINER OFF THE RWY. WE WERE GIVEN A HDG OF 090 DEG AND CLB TO 2000 MSL. DURING SOME POINT IN THE FINAL 3 DME PHASE OF THE APCH, WE WERE LATER INFORMED WE ENTERED PROHIBITED AREA P-56. IN MARGINAL CONDITIONS, THE RIVER VISUAL DOES NOT ALLOW ENOUGH PROTECTED AIRSPACE BTWN THE FINAL APCH COURSE AND PROHIBITED AIRSPACE AS LONG AS THE LDA 15. IT SHOULD BE USED INSTEAD OF FOLLOWING A WINDING RIVER. IN A HIGH WORK ENVIRONMENT WITHIN 3 MI OF THE ARPT, THE TWR SHOULDN'T CHANGE RWYS BECAUSE WE HAVE TO WORK UP LNDG #S FOR THE NEW RWY, ESPECIALLY WHEN IT IS WET AND THE WINDS ARE CHANGING TO A TAILWIND. I ALSO BELIEVE THAT THE TWR RADAR SHOULD BE WATCHING THESE RIVER APCHES SO THEY CAN WARN PLTS IF THEY ARE NEARING A PROHIBITED AREA.

Data retrieved from NASA's ASRS site as of August 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.