Date: 201705
Local time of day: 1801-2400
Location: IAD.Airport, DC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Confusion; Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; General Police / Security Involved
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I inadvertently violated the DC SFRA. This was on a VFR flight to Lancaster; PA (LNS). I used to live in the Lancaster area and I learned to fly at LNS; [but] I rarely went into the DC area airspace; although I was familiar with the Class B rules prior to 9/11. At that time; you could fly over the top (before the SFRA/FRZ); a key memory in my decision making that day.I normally fly IFR or VFR; but along the same route; V143 and around the west side of the Class B airspace; choosing to stay away or travel with ATC via flight following or IFR (even in clear weather). Although sometimes in clear weather; I would make the trip without radio contact during the enroute phase. I typically didn't file VFR flight plans as I am afraid that I'll forget to close them and cause a search. IFR is easier to remember from that point.The morning of the incident; I checked weather along my IFR route using DUATS. I typically file via DUATS. My last flight; I was IFR in clear weather to LNS. The lower section of the flight; the controllers always give me direct destination; which usually lasts until close to Potomac airspace. They then route me a longer route west around the [air]space; and usually into a headwind. On my last northerly flight to LNS; I decided to cancel and ask if I could file direct and go over the Class B. The controllers let me. Unfortunately; this reinforced in my mind that you could still fly over the Class B (which after thinking about it; really doesn't make sense in the current environment). I knew there was a security zone around DC; but for some reason; I kept thinking it was ended at the top of the Class B (10000 ft). But that day; I also checked the direct weather on route. I decided to go that way. I even tried to check all of the Notams. This was also an issue because there is a lot of Notams along the route. I was mostly concerned with TFR's that might pop up on the route or special airspace. But again; the text versions of the Notams (requiring a lot of time to read through somewhat arcane format and language) worn me down (meaning comprehension dropped the longer I read).I started the flight and considered calling up for flight following; but never did. Even as I approached the DC area; I kept thinking that I should do that; but didn't. About 5 minutes after passing almost directly over IAD on a 041 heading; I was intercepted by a military jet. The first circle; I just thought it was a close separation as he looked about 300 ft below me. After the second circle; I knew I had a problem. I tried to go onto 121.5 and call out if he was on the frequency. When I didn't get a response; I went onto a Potomac approach freq I know I used in the past for that area; and told him I had a military jet circling me. The jet went around for the third time and I rocked my wings. Potomac told me I violated the airspace; assigned a squawk and told me to continue to destination. I was given a phone number and told to call and stay with the plane after landing; which I did. I was met by the police and eventually the Secret Service; who interviewed me and later released me; with no further concerns. In addition to the factors listed below; I could have prevented the issue by following my regular procedure of flying V143 on an IFR or VFR flight plan.Human factors:-Not a lot of experience on VFR into the DC SFRA-Prior memory of pre-9/11 flying-Wanting to avoid the longer route to the west on a clear day-Not focused enough to read through all of the Notams in detail-Not initiating Flight following on a VFR flight




Synopsis: GA pilot reported being intercepted after violating the DC SFRA due to inadequate flight planning preparation.