C172 deping hef is advised by pct approach of dc ADIZ noncompliance requirements prior to departure.

Attributes
ACN	575817
Time
Date	200303
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : hef.airport
State Reference	VA
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : pct.tracon tower : hef.tower
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	climbout : takeoff
Flight Plan	None
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : private
Experience	flight time last 90 days : 5 flight time total : 81 flight time type : 81
ASRS Report	575817
Person 2
Affiliation	government : faa
Function	controller : local
Events
Anomaly	airspace violation : entry non adherence : far non adherence : published procedure
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact
Consequence	faa : reviewed incident with flight crew faa : investigated
Supplementary
Problem Areas	Airspace Structure Flight Crew Human Performance ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation Inter Facility Coordination Failure

Narrative:

This flight was my second flight after qualifying for my pp-asel license, also my first flight since the announcement of the dc ADIZ. The briefing included NOTAMS, including the NOTAM regarding the dc ADIZ. I read the NOTAM and thought I understood it. I thought I had read that a plane taking off from within the dc ADIZ was able to contact potomac approach after taking off. In hindsight, it is obvious that I did not understand the procedures correctly. The recent change in the apparent operating rules for the ADIZ added to my confusion. I listened to ATIS for the WX and called manassas ground to taxi. They directed me to runway 16R and advised me that the potomac approach frequency was 124.65. As I taxied to the runup area, I heard several pilots talking to manassas ground. It appeared to me that they also were confused about the procedure for obtaining a squawk code from inside the dc ADIZ. The bits of conversation I could pay attention to seemed to confirm my understanding of my options regarding contacting potomac approach. I received clearance to takeoff. Tower did not ask if I had a code. Tower did not provide a code. The fact that tower cleared me to takeoff without providing a squawk code confirmed in my mind that I would be getting the code after takeoff. I took off, squawking. After getting to traffic pattern altitude, I turned southwest and contacted potomac approach. I was advised I should have gotten the code prior to taking off, potomac approach then provided me with a unique code. The controller then had me copy a phone number and directed me to make contact after I had landed. Just prior to giving me that number, potomac approach gave that phone number to another pilot. As I exited the class B airspace, potomac approach gave me permission to change frequencies, and reminded me to contact them prior to re-entering the ADIZ. When I prepared to return to hef and listened to ATIS broadcast, the notice advised all pilots to obtain a unique squawk code prior to taking off. This warning was repeated two or three times each broadcast. After landing and securing the plane, I called leesburg FSS and related a version of the story.

Original NASA ASRS Text

Title: C172 DEPING HEF IS ADVISED BY PCT APCH OF DC ADIZ NONCOMPLIANCE REQUIREMENTS PRIOR TO DEP.

Narrative: THIS FLT WAS MY SECOND FLT AFTER QUALIFYING FOR MY PP-ASEL LICENSE, ALSO MY FIRST FLT SINCE THE ANNOUNCEMENT OF THE DC ADIZ. THE BRIEFING INCLUDED NOTAMS, INCLUDING THE NOTAM REGARDING THE DC ADIZ. I READ THE NOTAM AND THOUGHT I UNDERSTOOD IT. I THOUGHT I HAD READ THAT A PLANE TAKING OFF FROM WITHIN THE DC ADIZ WAS ABLE TO CONTACT POTOMAC APCH AFTER TAKING OFF. IN HINDSIGHT, IT IS OBVIOUS THAT I DID NOT UNDERSTAND THE PROCS CORRECTLY. THE RECENT CHANGE IN THE APPARENT OPERATING RULES FOR THE ADIZ ADDED TO MY CONFUSION. I LISTENED TO ATIS FOR THE WX AND CALLED MANASSAS GND TO TAXI. THEY DIRECTED ME TO RWY 16R AND ADVISED ME THAT THE POTOMAC APCH FREQ WAS 124.65. AS I TAXIED TO THE RUNUP AREA, I HEARD SEVERAL PLTS TALKING TO MANASSAS GND. IT APPEARED TO ME THAT THEY ALSO WERE CONFUSED ABOUT THE PROC FOR OBTAINING A SQUAWK CODE FROM INSIDE THE DC ADIZ. THE BITS OF CONVERSATION I COULD PAY ATTENTION TO SEEMED TO CONFIRM MY UNDERSTANDING OF MY OPTIONS REGARDING CONTACTING POTOMAC APCH. I RECEIVED CLRNC TO TKOF. TWR DID NOT ASK IF I HAD A CODE. TWR DID NOT PROVIDE A CODE. THE FACT THAT TWR CLRED ME TO TKOF WITHOUT PROVIDING A SQUAWK CODE CONFIRMED IN MY MIND THAT I WOULD BE GETTING THE CODE AFTER TKOF. I TOOK OFF, SQUAWKING. AFTER GETTING TO TFC PATTERN ALT, I TURNED SW AND CONTACTED POTOMAC APCH. I WAS ADVISED I SHOULD HAVE GOTTEN THE CODE PRIOR TO TAKING OFF, POTOMAC APCH THEN PROVIDED ME WITH A UNIQUE CODE. THE CTLR THEN HAD ME COPY A PHONE NUMBER AND DIRECTED ME TO MAKE CONTACT AFTER I HAD LANDED. JUST PRIOR TO GIVING ME THAT NUMBER, POTOMAC APCH GAVE THAT PHONE NUMBER TO ANOTHER PLT. AS I EXITED THE CLASS B AIRSPACE, POTOMAC APCH GAVE ME PERMISSION TO CHANGE FREQUENCIES, AND REMINDED ME TO CONTACT THEM PRIOR TO RE-ENTERING THE ADIZ. WHEN I PREPARED TO RETURN TO HEF AND LISTENED TO ATIS BROADCAST, THE NOTICE ADVISED ALL PLTS TO OBTAIN A UNIQUE SQUAWK CODE PRIOR TO TAKING OFF. THIS WARNING WAS REPEATED TWO OR THREE TIMES EACH BROADCAST. AFTER LNDG AND SECURING THE PLANE, I CALLED LEESBURG FSS AND RELATED A VERSION OF THE STORY.

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.