Narrative:

Chain of events:prior to leaving home I went online to check the area weather (www.aviationweather.gov and www.duats.com). This was the first time I used the duats site; in lieu of duat (www.duat.com). I was aware that runway 07-25 at sfq was closed by NOTAM and AWOS announcement in the preceding days. I was scheduled with a new student; who was just starting CFI training. After reviewing the student's logbook and endorsements; we briefly discussed what would transpire during the lesson. We were advised that the aircraft would need to be fueled; and discussed whether or not there was sufficient fuel to fly to sfq and fuel or whether it was necessary to fuel the aircraft prior to departure. I determined that there was sufficient fuel to fly to sfq. Since sfq is an airport which I use regularly with students; I was aware that a local air show event was scheduled; having participated [myself] during 2013.once airborne we listened to the weather at sfq via AWOS; and a voice message that runway 07-25 was closed. Using the GPS for distance information; we made radio calls at 6.3 NM northeast that we were inbound for landing; and at 3.6 NM that we were entering on the 45 for a right downwind to runway 4 on the CTAF. We did not receive any acknowledgment or notification to stay clear. We joined the pattern and made radio calls announcing our location on downwind; base; and final. On downwind; I sighted an aircraft turning final. On short final; I sighted what I believe was an L-39 waiting to taxi onto runway (4). Once on the ground we announced that we were clear of runway 4 and taxiing to the fuel station; attempted to make contact on 127.15; the frequency posted on the tower adjacent to the closed runway which serves as a taxiway. We were unable to contact anyone on that frequency. We taxied to the fuel station and shut down the aircraft. Before we could deplane; we were asked if we were the aircraft which just landed and responded; yes. We were being ramp checked by [an FAA inspector who] identified himself and [asked] to see my pilot's license and medical. Once deplaned; I presented those documents as requested. He asked if I was aware that the airport was closed? I responded no; but I was aware that runways 07-25 were closed. He [also] asked my student for the same credentials which were presented for his inspection. [He then] recorded my address; telephone number; pilot's license number and asked to see the 'documents' in the plane. I responded in the affirmative and he [reviewed] the airworthiness and registration documents. He asked if he could turn on the master switch and avionics. Again I responded affirmative. The comm #1 radio was tuned to 122.7 and the comm #2 radio was tuned to 127.1 (we were trying to make radio contact on the frequency which was posted on the tower adjacent to the runway for aircraft to obtain movement instructions. [The inspector then advised] we should leave the plane at the fueling station until the air show was over.how the problem arose: I neglected to get an oral briefing from leesburg FSS; instead using on-line information as documented above and landed 15 minutes after the tfr for the air show was activated.contributing factors: I routinely use the airport with my students and to obtain fuel because of the price differential; it is less expensive. There was no indication on the AWOS or CTAF frequencies to indicate that the tfr had been activated and no aircraft in the air at the time of our landing. How it was discovered: we were approached by the FAA aviation safety inspector before we deplaned at the fuel station on the airport and told that we had violated the tfr. Human performance considerations: reliance on electronic sources of information; in lieu of an oral briefing; which may/does not present the FAA; required information in a concise and prioritized fashion. Familiarity with the airports; operating characteristics; flight parameters; and devoting attention to the student.perceptions; judgments; decisions: I perceived the use of runway 4-22 to be permissible; facilitating refueling the aircraft. When I saw the L-39 holding short for takeoff during the approach; I should have realized that I should not be landing and broke off the approach. I should have contacted the FSS for notams.factors affecting the quality of human performance: the flight was conducted in accordance with the fars with the exception of the unintentional tfr violation. I changed my normal pre-flight briefing procedure to use a previously unused on-line asset; www.duats.com; in lieu of www.duat.com. The lack of familiarity with the website prevented me from getting as complete a preflight briefing as I am accustomed. Failure to contact the FSS for an abbreviated briefing to check for tfrs also contributed.what I learned from the incident: always contact the FSS; if only for a listing of notams and tfrs. Not to be overconfident. Even though I was aware of a runway closure due to announcements on the AWOS; any flight is subject to change. Setting a good example for my student's goes beyond the in-flight portion of a lesson; FSS briefers can err also; e.g.; when asked for an abbreviated briefing for our departure from sfq prior to the end of the tfr period; I was briefed about another tfr over 20 miles away off a VOR radial (orf) which would not affect my flight and yet only advised that the runway on which I did not land was closed; not the airport itself.

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Original NASA ASRS Text

Title: Although they consulted an on-line weather briefing service; a flight instructor and his student failed to determine their destination airport was closed for an air show at the time of their arrival. Upon landing they were met by an FAA Inspector who advised of the violation; gathered appropriate documentation and restricted them from departing until after the TFR expired.

Narrative: Chain of events:Prior to leaving home I went online to check the area weather (www.aviationweather.gov and www.duats.com). This was the first time I used the DUATS site; in lieu of DUAT (www.duat.com). I was aware that Runway 07-25 at SFQ was closed by NOTAM and AWOS announcement in the preceding days. I was scheduled with a new student; who was just starting CFI training. After reviewing the student's logbook and endorsements; we briefly discussed what would transpire during the lesson. We were advised that the aircraft would need to be fueled; and discussed whether or not there was sufficient fuel to fly to SFQ and fuel or whether it was necessary to fuel the aircraft prior to departure. I determined that there was sufficient fuel to fly to SFQ. Since SFQ is an airport which I use regularly with students; I was aware that a local air show event was scheduled; having participated [myself] during 2013.Once airborne we listened to the weather at SFQ via AWOS; and a voice message that Runway 07-25 was closed. Using the GPS for distance information; we made radio calls at 6.3 NM northeast that we were inbound for landing; and at 3.6 NM that we were entering on the 45 for a right downwind to Runway 4 on the CTAF. We did not receive any acknowledgment or notification to stay clear. We joined the pattern and made radio calls announcing our location on downwind; base; and final. On downwind; I sighted an aircraft turning final. On short final; I sighted what I believe was an L-39 waiting to taxi onto Runway (4). Once on the ground we announced that we were clear of Runway 4 and taxiing to the fuel station; attempted to make contact on 127.15; the frequency posted on the Tower adjacent to the closed runway which serves as a taxiway. We were unable to contact anyone on that frequency. We taxied to the fuel station and shut down the aircraft. Before we could deplane; we were asked if we were the aircraft which just landed and responded; yes. We were being ramp checked by [an FAA Inspector who] identified himself and [asked] to see my pilot's license and medical. Once deplaned; I presented those documents as requested. He asked if I was aware that the airport was closed? I responded no; but I was aware that Runways 07-25 were closed. He [also] asked my student for the same credentials which were presented for his inspection. [He then] recorded my address; telephone number; pilot's license number and asked to see the 'documents' in the plane. I responded in the affirmative and he [reviewed] the airworthiness and registration documents. He asked if he could turn on the master switch and avionics. Again I responded affirmative. The COMM #1 radio was tuned to 122.7 and the COMM #2 radio was tuned to 127.1 (we were trying to make radio contact on the frequency which was posted on the Tower adjacent to the runway for aircraft to obtain movement instructions. [The inspector then advised] we should leave the plane at the fueling station until the air show was over.How the problem arose: I neglected to get an oral briefing from Leesburg FSS; instead using on-line information as documented above and landed 15 minutes after the TFR for the air show was activated.Contributing factors: I routinely use the airport with my students and to obtain fuel because of the price differential; it is less expensive. There was no indication on the AWOS or CTAF frequencies to indicate that the TFR had been activated and no aircraft in the air at the time of our landing. How it was discovered: We were approached by the FAA Aviation Safety Inspector before we deplaned at the fuel station on the airport and told that we had violated the TFR. Human Performance Considerations: Reliance on electronic sources of information; in lieu of an oral briefing; which may/does not present the FAA; required information in a concise and prioritized fashion. Familiarity with the airports; operating characteristics; flight parameters; and devoting attention to the student.Perceptions; judgments; decisions: I perceived the use of Runway 4-22 to be permissible; facilitating refueling the aircraft. When I saw the L-39 holding short for takeoff during the approach; I should have realized that I should not be landing and broke off the approach. I should have contacted the FSS for NOTAMs.Factors affecting the quality of human performance: The flight was conducted in accordance with the FARs with the exception of the unintentional TFR violation. I changed my normal pre-flight briefing procedure to use a previously unused on-line asset; www.duats.com; in lieu of www.duat.com. The lack of familiarity with the website prevented me from getting as complete a preflight briefing as I am accustomed. Failure to contact the FSS for an abbreviated briefing to check for TFRs also contributed.What I learned from the incident: Always contact the FSS; if only for a listing of NOTAMs and TFRs. Not to be overconfident. Even though I was aware of a runway closure due to announcements on the AWOS; any flight is subject to change. Setting a good example for my student's goes beyond the in-flight portion of a lesson; FSS briefers can err also; e.g.; when asked for an abbreviated briefing for our departure from SFQ prior to the end of the TFR period; I was briefed about another TFR over 20 miles away off a VOR radial (ORF) which would not affect my flight and yet only advised that the runway on which I did not land was closed; not the airport itself.

Data retrieved from NASA's ASRS site 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.