Narrative:

On oct/wed/02 at about XF00, I checked NOTAMS on line at duats for flts along the east coast of florida. I normally fly these rtes on a regular basis visiting the various flight schools and FBO's in the area. The NOTAMS had a tfr effective XC30 for a 3 NM range on either side of the omn VOR 159.007.9 and also with a description of the longitude and latitude of the location. I was very careful to fly to the east side of daytona beach class C airspace which placed me at least 5 mi from the radial. I checked the ATIS at dab and monitored approach and 121.50 during my transition. At 6 mi out, I called to evb unicom and requested an airport advisory. I was given the information that evb was using runway 29. Even though the NOTAM stated that the airspace was not restr until XC30, I wanted to make sure I stayed out of the intended tfr. Based on the radial information, the tfr was effective from mid field at evb to the west. I crossed the field to enter a mid field left downwind to runway 29. According to my watch it was XC20 at this time. Upon turning my left base, I was contacted by what I believe to be the airport manager. He asked if the plane approaching evb was on the frequency. I responded with an affirmative and gave my tail number. I also had been announcing my intentions from 4 mi out and reported each leg of my approach. Upon short final, I was again contacted on unicom and asked if I was on frequency and responded with an affirmative, again, I got no further communication. Upon landing, a woman's voice contacted me on unicom and asked my tail number and told me to wait for the airport manager on the taxiway. I waited until the manager drove up behind me and I followed his instructions to taxi to the ramp. Upon arriving at the ramp, I waited at the airplane for the manager. He informed me that the airport was closed due to the arrival of a government official. I told him I was unaware that it was within the time frame that I arrived. It was just then XA30. He informed me that I could not take off until XA45. I stated that was no problem -- I would wait. The manager came back about 10 mins later and informed me to call dab approach immediately. I called daytona and was told they had to file a report with the FSDO. I became very concerned at this point as I have always felt that I was a very cautious pilot and I understand greatly the heightened concerns about airspace and GA. I went to the FBO and checked all the fdc NOTAMS again. I did not want to risk violating the tfr. I learned that according to the NOTAM, the information I was given that the NOTAM was in effect until XA45 was incorrect. The NOTAM changed again at XA45 5O 1.5 mi from the 1500020.3 omn radial which put evb within the tfr. I called daytona beach approach and asked them directly when the tfr was to be canceled. I was informed it would be XC50. I waited on the ground until XC55, at which time I again called daytona beach approach and asked if it was safe to depart evb to orl. I was informed it was clear for any type of flight. In my 23 yrs of flying, I have never been so frightened as I was by this event. Most of my flying time has been in florida. I am very accustomed to staying clear of shuttle launches, MOA's, warning, alert areas and ADIZ. These items are all clearly marked. In fact, on oct/fri/02, even though the NOTAM was still difficult to interpretation, the one thing that made it easy is that the MOA's, warning areas and alert areas were clearly defined and it listed which airports would be closed during the respective times. With the time frames that government official's arrival was scheduled, I would suggest that the airports be listed that will be closed and a radius around it. I respect that we have concerns over security, but I never realized how easy it was to inadvertently fly into the wrong area. Most pilots are private pilots, not instrument rated. The main concern is to check the WX. We go through extensive briefings or looking at WX charts and reading all the sigmets, airmets and NOTAMS. Most of us fly the same areas day after day and may have for the last 10-20 yrs. Simple is always the best way to get the word out. Had this NOTAM been placedinto effect 1 hour before the proposed time of arrival with a description of 'from a 5 mi radius of dab covering a 6 mi wide corridor to evb including evb,' this would be much easier to understand rather than the cryptic messages we have to interpretation as pilots every day. Put out a notice on the ATIS or AWOS or in the NOTAMS that during the day of the tfr, for that 12 or 24 yr period, only flts with a VFR or IFR flight plan will be allowed into the area. This would require the pilot to call to file and then would be informed by the briefer if the flight could be completed at the time requested. Using a radius off of a victor airway would be much easier to interpretation. Even if it was 10 NM on either side, at least you can easily locate it and stay clear. The time changes are the biggest concerns. I normally do my flight planning the night before and check NOTAMS then. Until now, I have never had a problem with this method. I would think with today's technology and the concern of homeland security we could initiate a tfr frequency that would list airport closures and airspace closures for a specific area. Even in our cars we can tune in a station specific for an area to give us traffic information and visitor information. If all pilots had a frequency we could monitor that would list airport closures and airspace restrs, it would alleviate much of the tfr encroachments we are seeing. An easier to understand format would have to be initiated. Our company puts on at least 20 shows per yr promoting GA and learning to fly. After the fear that was struck in me by this event, I am willing to put on safety seminars discussing the severity of the events and how important it is to contact center, approach, FSS, and most of all, thoroughly read all NOTAMS just prior to takeoff, and if you do not fully understand them then call FSS for an interpretation. Tell them where you are going and see if it effects the area. I would like to help other pilots avoid this situation. I know now that I will always file IFR when flying, then I will have no doubts about the areas I am flying into. I also suggest some type of responsibility be placed on anyone answering a unicom for an airport advisory. They should be held to some accountability. Had the person that answered when I called told me the tfr was in effect and evb was closed, I could have diverted and continued south completely avoiding the area.

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Original NASA ASRS Text

Title: C172 PLT UNKNOWINGLY FLEW INTO A TFR AIRSPACE DUE TO A LATER CHANGE TO THE AIRSPACE COVERAGE CAUSING THE ARPT TO WHICH HE HAD JUST LANDED TO BE WITHIN THE RESTR AIRSPACE.

Narrative: ON OCT/WED/02 AT ABOUT XF00, I CHKED NOTAMS ON LINE AT DUATS FOR FLTS ALONG THE E COAST OF FLORIDA. I NORMALLY FLY THESE RTES ON A REGULAR BASIS VISITING THE VARIOUS FLT SCHOOLS AND FBO'S IN THE AREA. THE NOTAMS HAD A TFR EFFECTIVE XC30 FOR A 3 NM RANGE ON EITHER SIDE OF THE OMN VOR 159.007.9 AND ALSO WITH A DESCRIPTION OF THE LONGITUDE AND LATITUDE OF THE LOCATION. I WAS VERY CAREFUL TO FLY TO THE E SIDE OF DAYTONA BEACH CLASS C AIRSPACE WHICH PLACED ME AT LEAST 5 MI FROM THE RADIAL. I CHKED THE ATIS AT DAB AND MONITORED APCH AND 121.50 DURING MY TRANSITION. AT 6 MI OUT, I CALLED TO EVB UNICOM AND REQUESTED AN ARPT ADVISORY. I WAS GIVEN THE INFO THAT EVB WAS USING RWY 29. EVEN THOUGH THE NOTAM STATED THAT THE AIRSPACE WAS NOT RESTR UNTIL XC30, I WANTED TO MAKE SURE I STAYED OUT OF THE INTENDED TFR. BASED ON THE RADIAL INFO, THE TFR WAS EFFECTIVE FROM MID FIELD AT EVB TO THE W. I CROSSED THE FIELD TO ENTER A MID FIELD L DOWNWIND TO RWY 29. ACCORDING TO MY WATCH IT WAS XC20 AT THIS TIME. UPON TURNING MY L BASE, I WAS CONTACTED BY WHAT I BELIEVE TO BE THE ARPT MGR. HE ASKED IF THE PLANE APCHING EVB WAS ON THE FREQ. I RESPONDED WITH AN AFFIRMATIVE AND GAVE MY TAIL NUMBER. I ALSO HAD BEEN ANNOUNCING MY INTENTIONS FROM 4 MI OUT AND RPTED EACH LEG OF MY APCH. UPON SHORT FINAL, I WAS AGAIN CONTACTED ON UNICOM AND ASKED IF I WAS ON FREQ AND RESPONDED WITH AN AFFIRMATIVE, AGAIN, I GOT NO FURTHER COM. UPON LNDG, A WOMAN'S VOICE CONTACTED ME ON UNICOM AND ASKED MY TAIL NUMBER AND TOLD ME TO WAIT FOR THE ARPT MGR ON THE TXWY. I WAITED UNTIL THE MGR DROVE UP BEHIND ME AND I FOLLOWED HIS INSTRUCTIONS TO TAXI TO THE RAMP. UPON ARRIVING AT THE RAMP, I WAITED AT THE AIRPLANE FOR THE MGR. HE INFORMED ME THAT THE ARPT WAS CLOSED DUE TO THE ARR OF A GOV OFFICIAL. I TOLD HIM I WAS UNAWARE THAT IT WAS WITHIN THE TIME FRAME THAT I ARRIVED. IT WAS JUST THEN XA30. HE INFORMED ME THAT I COULD NOT TAKE OFF UNTIL XA45. I STATED THAT WAS NO PROB -- I WOULD WAIT. THE MGR CAME BACK ABOUT 10 MINS LATER AND INFORMED ME TO CALL DAB APCH IMMEDIATELY. I CALLED DAYTONA AND WAS TOLD THEY HAD TO FILE A RPT WITH THE FSDO. I BECAME VERY CONCERNED AT THIS POINT AS I HAVE ALWAYS FELT THAT I WAS A VERY CAUTIOUS PLT AND I UNDERSTAND GREATLY THE HEIGHTENED CONCERNS ABOUT AIRSPACE AND GA. I WENT TO THE FBO AND CHKED ALL THE FDC NOTAMS AGAIN. I DID NOT WANT TO RISK VIOLATING THE TFR. I LEARNED THAT ACCORDING TO THE NOTAM, THE INFO I WAS GIVEN THAT THE NOTAM WAS IN EFFECT UNTIL XA45 WAS INCORRECT. THE NOTAM CHANGED AGAIN AT XA45 5O 1.5 MI FROM THE 1500020.3 OMN RADIAL WHICH PUT EVB WITHIN THE TFR. I CALLED DAYTONA BEACH APCH AND ASKED THEM DIRECTLY WHEN THE TFR WAS TO BE CANCELED. I WAS INFORMED IT WOULD BE XC50. I WAITED ON THE GND UNTIL XC55, AT WHICH TIME I AGAIN CALLED DAYTONA BEACH APCH AND ASKED IF IT WAS SAFE TO DEPART EVB TO ORL. I WAS INFORMED IT WAS CLR FOR ANY TYPE OF FLT. IN MY 23 YRS OF FLYING, I HAVE NEVER BEEN SO FRIGHTENED AS I WAS BY THIS EVENT. MOST OF MY FLYING TIME HAS BEEN IN FLORIDA. I AM VERY ACCUSTOMED TO STAYING CLR OF SHUTTLE LAUNCHES, MOA'S, WARNING, ALERT AREAS AND ADIZ. THESE ITEMS ARE ALL CLRLY MARKED. IN FACT, ON OCT/FRI/02, EVEN THOUGH THE NOTAM WAS STILL DIFFICULT TO INTERP, THE ONE THING THAT MADE IT EASY IS THAT THE MOA'S, WARNING AREAS AND ALERT AREAS WERE CLRLY DEFINED AND IT LISTED WHICH ARPTS WOULD BE CLOSED DURING THE RESPECTIVE TIMES. WITH THE TIME FRAMES THAT GOV OFFICIAL'S ARR WAS SCHEDULED, I WOULD SUGGEST THAT THE ARPTS BE LISTED THAT WILL BE CLOSED AND A RADIUS AROUND IT. I RESPECT THAT WE HAVE CONCERNS OVER SECURITY, BUT I NEVER REALIZED HOW EASY IT WAS TO INADVERTENTLY FLY INTO THE WRONG AREA. MOST PLTS ARE PVT PLTS, NOT INST RATED. THE MAIN CONCERN IS TO CHK THE WX. WE GO THROUGH EXTENSIVE BRIEFINGS OR LOOKING AT WX CHARTS AND READING ALL THE SIGMETS, AIRMETS AND NOTAMS. MOST OF US FLY THE SAME AREAS DAY AFTER DAY AND MAY HAVE FOR THE LAST 10-20 YRS. SIMPLE IS ALWAYS THE BEST WAY TO GET THE WORD OUT. HAD THIS NOTAM BEEN PLACEDINTO EFFECT 1 HR BEFORE THE PROPOSED TIME OF ARR WITH A DESCRIPTION OF 'FROM A 5 MI RADIUS OF DAB COVERING A 6 MI WIDE CORRIDOR TO EVB INCLUDING EVB,' THIS WOULD BE MUCH EASIER TO UNDERSTAND RATHER THAN THE CRYPTIC MESSAGES WE HAVE TO INTERP AS PLTS EVERY DAY. PUT OUT A NOTICE ON THE ATIS OR AWOS OR IN THE NOTAMS THAT DURING THE DAY OF THE TFR, FOR THAT 12 OR 24 YR PERIOD, ONLY FLTS WITH A VFR OR IFR FLT PLAN WILL BE ALLOWED INTO THE AREA. THIS WOULD REQUIRE THE PLT TO CALL TO FILE AND THEN WOULD BE INFORMED BY THE BRIEFER IF THE FLT COULD BE COMPLETED AT THE TIME REQUESTED. USING A RADIUS OFF OF A VICTOR AIRWAY WOULD BE MUCH EASIER TO INTERP. EVEN IF IT WAS 10 NM ON EITHER SIDE, AT LEAST YOU CAN EASILY LOCATE IT AND STAY CLR. THE TIME CHANGES ARE THE BIGGEST CONCERNS. I NORMALLY DO MY FLT PLANNING THE NIGHT BEFORE AND CHK NOTAMS THEN. UNTIL NOW, I HAVE NEVER HAD A PROB WITH THIS METHOD. I WOULD THINK WITH TODAY'S TECHNOLOGY AND THE CONCERN OF HOMELAND SECURITY WE COULD INITIATE A TFR FREQ THAT WOULD LIST ARPT CLOSURES AND AIRSPACE CLOSURES FOR A SPECIFIC AREA. EVEN IN OUR CARS WE CAN TUNE IN A STATION SPECIFIC FOR AN AREA TO GIVE US TFC INFO AND VISITOR INFO. IF ALL PLTS HAD A FREQ WE COULD MONITOR THAT WOULD LIST ARPT CLOSURES AND AIRSPACE RESTRS, IT WOULD ALLEVIATE MUCH OF THE TFR ENCROACHMENTS WE ARE SEEING. AN EASIER TO UNDERSTAND FORMAT WOULD HAVE TO BE INITIATED. OUR COMPANY PUTS ON AT LEAST 20 SHOWS PER YR PROMOTING GA AND LEARNING TO FLY. AFTER THE FEAR THAT WAS STRUCK IN ME BY THIS EVENT, I AM WILLING TO PUT ON SAFETY SEMINARS DISCUSSING THE SEVERITY OF THE EVENTS AND HOW IMPORTANT IT IS TO CONTACT CTR, APCH, FSS, AND MOST OF ALL, THOROUGHLY READ ALL NOTAMS JUST PRIOR TO TKOF, AND IF YOU DO NOT FULLY UNDERSTAND THEM THEN CALL FSS FOR AN INTERP. TELL THEM WHERE YOU ARE GOING AND SEE IF IT EFFECTS THE AREA. I WOULD LIKE TO HELP OTHER PLTS AVOID THIS SIT. I KNOW NOW THAT I WILL ALWAYS FILE IFR WHEN FLYING, THEN I WILL HAVE NO DOUBTS ABOUT THE AREAS I AM FLYING INTO. I ALSO SUGGEST SOME TYPE OF RESPONSIBILITY BE PLACED ON ANYONE ANSWERING A UNICOM FOR AN ARPT ADVISORY. THEY SHOULD BE HELD TO SOME ACCOUNTABILITY. HAD THE PERSON THAT ANSWERED WHEN I CALLED TOLD ME THE TFR WAS IN EFFECT AND EVB WAS CLOSED, I COULD HAVE DIVERTED AND CONTINUED S COMPLETELY AVOIDING THE AREA.

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.