Narrative:

The problem arose during the approach and landing phase of my flight from aeronautical county airport, mckinney, tx, to shreveport downtown airport, shreveport, la. I was originally scheduled to arrive at barksdale AFB, la, at XC00 on apr/fri/01. The WX at my point of departure and along part of my route of flight delayed my departure from aeronautical county airport. At XA30 on apr/fri/01, I called 1-800-WX-brief and received a briefing indicating improved WX conditions by XC00. The briefer indicated that there were no NOTAMS in effect during my planned flight time of XC00 to XE00. I telephoned ahead that my arrival at barksdale AFB would be delayed from XC00 until approximately XD30-XE00. I was told to land at shreveport downtown airport if I arrived during that time period and to telephone him upon my arrival in order to schedule a later arrival into barksdale. I departed aeronautical county airport at XC10 and continued VFR along my route until I arrived at shreveport downtown airport at XD40. The VFR sectional chart by which I naved indicated that controled airspace commenced at 1600 ft MSL. Accordingly, I approached shreveport downtown airport at an altitude of 1300 ft MSL in order to stay clear of the controled airspace. The VFR chart indicated a CTAF frequency of 123.0. Accordingly, I flew a normal l-hand traffic pattern, making all TA calls on 123.0 and landing on runway 15 at shreveport downtown. After taxiing to the ramp and shutting down my aircraft, I was approached and informed that I was required to call regional approach control as a temporary flight restr was in effect from XD30 until XE00 for an area within a 10 NM radius of barksdale AFB. Additionally, I was informed that shreveport downtown airport now had a control tower in place and was no longer operating under CTAF rules for an uncontrolled airport. I have learned the following from this incident: 1) do not rely solely on a telephone briefing for information regarding existing NOTAMS, 2) do not rely solely on information printed on current VFR charts for frequency information or indication of an existing control tower and controled airspace. This incident could have been avoided had I contacted regional approach rather than simply staying clear of published controled airspace and conducting an uncontrolled VFR approach and landing.

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Original NASA ASRS Text

Title: THE PLT OF AN EXPERIMENTAL ACFT ENTERED CLASS D AIRSPACE WITHOUT A CLRNC THEN LWOC.

Narrative: THE PROB AROSE DURING THE APCH AND LNDG PHASE OF MY FLT FROM AERO COUNTY ARPT, MCKINNEY, TX, TO SHREVEPORT DOWNTOWN ARPT, SHREVEPORT, LA. I WAS ORIGINALLY SCHEDULED TO ARRIVE AT BARKSDALE AFB, LA, AT XC00 ON APR/FRI/01. THE WX AT MY POINT OF DEP AND ALONG PART OF MY RTE OF FLT DELAYED MY DEP FROM AERO COUNTY ARPT. AT XA30 ON APR/FRI/01, I CALLED 1-800-WX-BRIEF AND RECEIVED A BRIEFING INDICATING IMPROVED WX CONDITIONS BY XC00. THE BRIEFER INDICATED THAT THERE WERE NO NOTAMS IN EFFECT DURING MY PLANNED FLT TIME OF XC00 TO XE00. I TELEPHONED AHEAD THAT MY ARR AT BARKSDALE AFB WOULD BE DELAYED FROM XC00 UNTIL APPROX XD30-XE00. I WAS TOLD TO LAND AT SHREVEPORT DOWNTOWN ARPT IF I ARRIVED DURING THAT TIME PERIOD AND TO TELEPHONE HIM UPON MY ARR IN ORDER TO SCHEDULE A LATER ARR INTO BARKSDALE. I DEPARTED AERO COUNTY ARPT AT XC10 AND CONTINUED VFR ALONG MY RTE UNTIL I ARRIVED AT SHREVEPORT DOWNTOWN ARPT AT XD40. THE VFR SECTIONAL CHART BY WHICH I NAVED INDICATED THAT CTLED AIRSPACE COMMENCED AT 1600 FT MSL. ACCORDINGLY, I APCHED SHREVEPORT DOWNTOWN ARPT AT AN ALT OF 1300 FT MSL IN ORDER TO STAY CLR OF THE CTLED AIRSPACE. THE VFR CHART INDICATED A CTAF FREQ OF 123.0. ACCORDINGLY, I FLEW A NORMAL L-HAND TFC PATTERN, MAKING ALL TA CALLS ON 123.0 AND LNDG ON RWY 15 AT SHREVEPORT DOWNTOWN. AFTER TAXIING TO THE RAMP AND SHUTTING DOWN MY ACFT, I WAS APCHED AND INFORMED THAT I WAS REQUIRED TO CALL REGIONAL APCH CTL AS A TEMPORARY FLT RESTR WAS IN EFFECT FROM XD30 UNTIL XE00 FOR AN AREA WITHIN A 10 NM RADIUS OF BARKSDALE AFB. ADDITIONALLY, I WAS INFORMED THAT SHREVEPORT DOWNTOWN ARPT NOW HAD A CTL TWR IN PLACE AND WAS NO LONGER OPERATING UNDER CTAF RULES FOR AN UNCTLED ARPT. I HAVE LEARNED THE FOLLOWING FROM THIS INCIDENT: 1) DO NOT RELY SOLELY ON A TELEPHONE BRIEFING FOR INFO REGARDING EXISTING NOTAMS, 2) DO NOT RELY SOLELY ON INFO PRINTED ON CURRENT VFR CHARTS FOR FREQ INFO OR INDICATION OF AN EXISTING CTL TWR AND CTLED AIRSPACE. THIS INCIDENT COULD HAVE BEEN AVOIDED HAD I CONTACTED REGIONAL APCH RATHER THAN SIMPLY STAYING CLR OF PUBLISHED CTLED AIRSPACE AND CONDUCTING AN UNCTLED VFR APCH AND LNDG.

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.