Narrative:

After initially being cleared 'direct to mqi' by ZTL, we were cruising at 7000 ft above a widespread overcast layer north of the kinston VOR when ZDC asked our heading and gave us a more northerly steer to keep us west of R-5314. At that time I asked, 'do you want us to maintain this heading until we intercept V-189?' he said, 'affirmative, intercept v- 189 and then direct mqi.' another handoff and another northerly steer and no additional clearance instructions. 5 or 10 mins later we intercepted V-189 (verified by VOR and GPS) and turned east. A couple mins later the controller asked our heading and said we had entered R-5314 and instructed us to turn north again. I said 'our clearance was to intercept v- 189.' he replied, 'that was from the previous controller.' at this time the other pilot and I were wondering 'who's in charge here?' we were following our last instructions, knew we were close to R-5314 and did not turn until our course was verified. If we were on the airway, as our equipment indicated, how could we have intruded in R-5314? Has it been moved? The rest of the flight was uneventful to the extent that when we arrived over our destination, we saw a large hole in the overcast and proceeded to the destination VFR. The 'hole' was about 25 mi by 10! I have flown the route several times previously and find that navigation in this area is difficult without LORAN, GPS, or VFR conditions because an integral part of the airway (V-189) is 'out of service indefinitely.' the rbx VOR needs to be repaired! Another thing that could help is to establish a 'fix' on the airway near the 'changeover point' to make clrncs and clearance limits more accurate and less confusing to pilots and controllers.

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Original NASA ASRS Text

Title: CONFUSION REF CLRNC LEADS TO POSSIBLE PENETRATION OF RESTR AREA.

Narrative: AFTER INITIALLY BEING CLRED 'DIRECT TO MQI' BY ZTL, WE WERE CRUISING AT 7000 FT ABOVE A WIDESPREAD OVCST LAYER N OF THE KINSTON VOR WHEN ZDC ASKED OUR HDG AND GAVE US A MORE NORTHERLY STEER TO KEEP US W OF R-5314. AT THAT TIME I ASKED, 'DO YOU WANT US TO MAINTAIN THIS HDG UNTIL WE INTERCEPT V-189?' HE SAID, 'AFFIRMATIVE, INTERCEPT V- 189 AND THEN DIRECT MQI.' ANOTHER HDOF AND ANOTHER NORTHERLY STEER AND NO ADDITIONAL CLRNC INSTRUCTIONS. 5 OR 10 MINS LATER WE INTERCEPTED V-189 (VERIFIED BY VOR AND GPS) AND TURNED E. A COUPLE MINS LATER THE CTLR ASKED OUR HDG AND SAID WE HAD ENTERED R-5314 AND INSTRUCTED US TO TURN N AGAIN. I SAID 'OUR CLRNC WAS TO INTERCEPT V- 189.' HE REPLIED, 'THAT WAS FROM THE PREVIOUS CTLR.' AT THIS TIME THE OTHER PLT AND I WERE WONDERING 'WHO'S IN CHARGE HERE?' WE WERE FOLLOWING OUR LAST INSTRUCTIONS, KNEW WE WERE CLOSE TO R-5314 AND DID NOT TURN UNTIL OUR COURSE WAS VERIFIED. IF WE WERE ON THE AIRWAY, AS OUR EQUIP INDICATED, HOW COULD WE HAVE INTRUDED IN R-5314? HAS IT BEEN MOVED? THE REST OF THE FLT WAS UNEVENTFUL TO THE EXTENT THAT WHEN WE ARRIVED OVER OUR DEST, WE SAW A LARGE HOLE IN THE OVCST AND PROCEEDED TO THE DEST VFR. THE 'HOLE' WAS ABOUT 25 MI BY 10! I HAVE FLOWN THE RTE SEVERAL TIMES PREVIOUSLY AND FIND THAT NAV IN THIS AREA IS DIFFICULT WITHOUT LORAN, GPS, OR VFR CONDITIONS BECAUSE AN INTEGRAL PART OF THE AIRWAY (V-189) IS 'OUT OF SVC INDEFINITELY.' THE RBX VOR NEEDS TO BE REPAIRED! ANOTHER THING THAT COULD HELP IS TO ESTABLISH A 'FIX' ON THE AIRWAY NEAR THE 'CHANGEOVER POINT' TO MAKE CLRNCS AND CLRNC LIMITS MORE ACCURATE AND LESS CONFUSING TO PLTS AND CTLRS.

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