SMA GA PLT INADVERTENTLY PENETRATES DC ADIZ WHEN CONDUCTING MULTIPLE APCHS TO CJR WHILE SQUAWKING CODE 1200.

Narrative

I JUST RECEIVED MY VACUUM DIRECTIONAL GYRO AND AUTOPLT WHICH HAD BEEN OVERHAULED AND REINSTALLED IN MY ACFT. ON AUG/FRI/03; I FILED AN IFR FLT PLAN WITH THE LEESBURG FSS FOR A FLT TO MRB FROM CJR TO TEST THE EQUIP. AFTER DEP FROM CJR; WHICH WAS VFR; I DECIDED THAT I COULD NOT TAKE THE TIME TO FLY TO MRB AND RETURN. I ELECTED TO CANCEL THE IFR FLT PLAN WITH POTOMAC TRACON ON 124.65 AND I ADVISED ATC OF MY INTENTIONS. AT NO TIME DID ATC INDICATE THEY HAD RADAR CONTACT. I PLANNED TO TEST THE EQUIP UNDER VFR CONDITIONS ON THE PUBLISHED VOR/DME RNAV RWY 22 INSTRUMENT APCH TO CJR. MY TRANSPONDER WAS SET ON 1200. I REMAINED AT 2000 FT AND PROCEEDED TO THE CALPE WAYPOINT WHICH IS 5 NM NE OF CJR 34 DEGS FROM THE RWY AND REMAINING ON UNICOM 123.075. AT CALPE; I ENTERED THE HOLDING PATTERN AND PROCEEDED OUTBND ON THE 34 DEG RADIAL. AFTER 3 OR 4 APCHES; I RETURNED TO THE TFC PATTERN AND LANDED. I WAS INFORMED BY ONE OF THE ARPT PEOPLE THAT THE POTOMAC TRACON SUPVR WANTED ME TO CALL HIM. I DID SO AND HE INFORMED ME THAT I HAD ENTERED THE ADIZ BY 3 MILES. I HAD NO IDEA THIS OCCURRED AND I ANSWERED HIS QUESTIONS RELATIVE TO MY TELEPHONE; ADDRESS AND CERTIFICATE NUMBER. IF I DID ENTER THE ADIZ AND I AM NOT SURE I DID; IT WAS INADVERTENT DUE TO MY MONITORING MY NEWLY OVERHAULED DIRECTIONAL GYRO AND AUTOPLT. I REALIZE NOW THAT I SHOULD HAVE PAID MORE ATTENTION TO THE VFR CHART. IN THIS REGARD; I WOULD RECOMMEND THAT THE INSTRUMENT APCH CHARTS INDICATE RESTRICTED AREAS THAT MAY BE IN CLOSE PROXIMITY TO APCH PROCS. THIS IS DONE ON MANY CHARTS. FOR EXAMPLE: COS ILS RWY 35L; AND MTN RNAV GPS RWY 15. HAD THE ADIZ BEEN SO DOCUMENTED ON THE CJR APCH CHARTS; I WOULD HAVE WITHOUT QUESTION EXCERCISED MORE CAUTION.