Narrative:

We had just dropped passengers off at reagan national-dca and were on an IFR flight plan to reposition to dulles-iad. I was at the controls in the left seat and my co-captian was pilot not flying in the right seat. The filed flight plan was dca direct iad; as suggested by the washington hub flight service station agent that the pilot not flying spoke to directly in accordance with dassp procedures and our tsa authorization letter to operate in the washington dc flight restricted zone (frz). Our IFR clearance was radar vectors; climb to 4;000 ft; with a squawk code. There was no SID; no ATC assigned non-RNAV procedure; no 'after takeoff turn left???' instruction and no departure frequency given to us by clearance delivery. At the hold short for runway 1; we were given clearance onto the runway and cleared for takeoff. Again; we were not given an 'after takeoff turn' with our takeoff clearance and we were not given a departure frequency. The pilot not flying asked the tower controller several times for a departure frequency before we took off because we were concerned with the prohibited area directly ahead of us on takeoff and without having been assigned a SID or given any turn instructions after takeoff; we would need to contact potomac immediately after takeoff for a vector away from the prohibited area. The tower cleared another aircraft to line-up and wait behind us as we waited on the runway for a departure frequency. The tower insisted that we were cleared for takeoff and said that he was getting us a departure frequency when I asked for it again. We began our takeoff roll; were given the departure frequency during the takeoff and were switched to departure. The pilot not flying checked in passing 1;500 ft MSL and the departure controller replied 'radar contact' without giving us a radar vector away from the prohibited area. During the takeoff brief; I said that we would fly assigned radar vectors but turn on our own to stay over the water if there was any delay getting a vector from departure. The pilot not flying called for me to begin a left turn as he checked in with departure because he was uncomfortable with our proximity to the prohibited area while still on runway heading. After hearing 'radar contact' from departure and no assigned vector; the pilot not flying asked the controller if he wanted us turning left. He replied that we should be intercepting the 328 radial. At that time; we increased our turn to the now assigned radial and were; shortly thereafter; assigned a vector toward the approach to iad. An uneventful approach and landing was completed at iad. Ground control informed us on our taxi to parking that potomac wanted us to call them regarding a potential airspace violation. I called potomac and explained the situation as detailed above. They said they would look into it; review the tapes and call back. Within the hour potomac called back and informed us that no report would be filed and no further action would be taken. They also said that at some point the tower issued a turn that was not acknowledged (and neither of us heard) which kept the onus on the tower. I was not told when in the takeoff the call was made. This situation could have been very easily avoided by us or the controllers at dca at several points along the way. We should have asked clearance delivery for a turn clearance after takeoff when we had not been assigned a SID or the non-RNAV avoidance procedure and being aware of the prohibited area north of the airport. We should also have asked for a departure control frequency which is normally assigned by clearance if not published on the SID (in the us). Additionally; when our takeoff clearance didn't include a departure turn away from the prohibited area or ATC assignment of the northwest non-RNAV procedure; we should have asked instead of assuming that we would get the turn from potomac departure. These events put us in a position where we were on an IFR clearance (radar vectors) on runway heading pointed toward a prohibited area waiting for a vector. We were in the dilemma of either violating our IFR clearance by turning away from the prohibited area on our own; or remaining on runway heading waiting for a vector and violating the prohibited area. We ended up waiting as long as possible for the vector and turning left on our own anyway. It was not a comfortable situation. The response from departure that we should be turning left to intercept the 328 radial indicated to us that departure thought we were on a routinely assigned ATC clearance that we clearly had not been assigned. We have discussed this situation in the crew and reinforced the requirement that we have all the information needed for departure before beginning the takeoff roll. At most other airports; we would have. At dca; that day; we didn't. We assumed the controllers knew what they were doing and would 'take care of us'; and as professionals they usually do. That day at dca; we should have cleared the runway and straightened it all out before departing and not get pressured into taking off.

Related reports:

Google
 

Original NASA ASRS Text

Title: G-V flight crew reports inadvertent P56 entry departing DCA due to lack of ATC issued departure procedures and or knowledge of DCA P56 avoidance procedures.

Narrative: We had just dropped passengers off at Reagan National-DCA and were on an IFR flight plan to reposition to Dulles-IAD. I was at the controls in the left seat and my Co-Captian was pilot not flying in the right seat. The filed flight plan was DCA direct IAD; as suggested by the Washington Hub Flight Service Station agent that the pilot not flying spoke to directly in accordance with DASSP procedures and our TSA Authorization Letter to operate in the Washington DC Flight Restricted Zone (FRZ). Our IFR clearance was radar vectors; climb to 4;000 FT; with a squawk code. There was no SID; no ATC assigned non-RNAV procedure; no 'after takeoff turn left???' instruction and no Departure frequency given to us by clearance delivery. At the hold short for Runway 1; we were given clearance onto the runway and cleared for takeoff. Again; we were not given an 'after takeoff turn' with our takeoff clearance and we were not given a Departure frequency. The pilot not flying asked the Tower Controller several times for a Departure frequency before we took off because we were concerned with the prohibited area directly ahead of us on takeoff and without having been assigned a SID or given any turn instructions after takeoff; we would need to contact Potomac immediately after takeoff for a vector away from the prohibited area. The Tower cleared another aircraft to line-up and wait behind us as we waited on the runway for a Departure frequency. The Tower insisted that we were cleared for takeoff and said that he was getting us a Departure frequency when I asked for it again. We began our takeoff roll; were given the Departure frequency during the takeoff and were switched to Departure. The pilot not flying checked in passing 1;500 FT MSL and the Departure Controller replied 'radar contact' without giving us a radar vector away from the prohibited area. During the takeoff brief; I said that we would fly assigned radar vectors but turn on our own to stay over the water if there was any delay getting a vector from Departure. The pilot not flying called for me to begin a left turn as he checked in with Departure because he was uncomfortable with our proximity to the prohibited area while still on runway heading. After hearing 'radar contact' from Departure and no assigned vector; the pilot not flying asked the Controller if he wanted us turning left. He replied that we should be intercepting the 328 radial. At that time; we increased our turn to the now assigned radial and were; shortly thereafter; assigned a vector toward the approach to IAD. An uneventful approach and landing was completed at IAD. Ground Control informed us on our taxi to parking that Potomac wanted us to call them regarding a potential airspace violation. I called Potomac and explained the situation as detailed above. They said they would look into it; review the tapes and call back. Within the hour Potomac called back and informed us that no report would be filed and no further action would be taken. They also said that at some point the Tower issued a turn that was not acknowledged (and neither of us heard) which kept the onus on the Tower. I was not told when in the takeoff the call was made. This situation could have been very easily avoided by us or the controllers at DCA at several points along the way. We should have asked clearance delivery for a turn clearance after takeoff when we had not been assigned a SID or the non-RNAV avoidance procedure and being aware of the prohibited area north of the airport. We should also have asked for a Departure Control frequency which is normally assigned by clearance if not published on the SID (in the U.S.). Additionally; when our takeoff clearance didn't include a departure turn away from the prohibited area or ATC assignment of the northwest non-RNAV procedure; we should have asked instead of assuming that we would get the turn from Potomac Departure. These events put us in a position where we were on an IFR clearance (radar vectors) on runway heading pointed toward a prohibited area waiting for a vector. We were in the dilemma of either violating our IFR clearance by turning away from the prohibited area on our own; or remaining on runway heading waiting for a vector and violating the prohibited area. We ended up waiting as long as possible for the vector and turning left on our own anyway. It was not a comfortable situation. The response from Departure that we should be turning left to intercept the 328 radial indicated to us that Departure thought we were on a routinely assigned ATC clearance that we clearly had not been assigned. We have discussed this situation in the crew and reinforced the requirement that we have all the information needed for Departure before beginning the takeoff roll. At most other airports; we would have. At DCA; that day; we didn't. We assumed the controllers knew what they were doing and would 'take care of us'; and as professionals they usually do. That day at DCA; we should have cleared the runway and straightened it all out before departing and not get pressured into taking off.

Data retrieved from NASA's ASRS site as of July 2013 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.