Narrative:

Departed runway 14 at W66 with a standard crosswind departure to the nne. After clearing the air traffic area (approximately 2 mi northeast of the airport), I turned northwest towards warrenton. Operating under VMC and pilotage navigation, I proceeded towards the visual landmarks 7 mi to the northwest. Intermittent cloud shadows obscured my navigation reference point periodically, so I began to tune to the csn VOR to get a more accurate bearing so that I would remain clear of the ADIZ. Before I was able to pinpoint my position with VOR navigation, I realized I had drifted into the ADIZ by approximately 2 mi. I immediately turned southwest to exit the ADIZ. The apparent lack of ground reference points to define the ADIZ, my low altitude and a very strong southwest wind probably caused my track to drift more quickly into the ADIZ. Since I am based in the local area, I am very aware of the ADIZ and was concerned enough to plan my route of flight to remain clear of the airspace. I had flown this path numerous times before. Since I have only flown to the northwest using pilotage only 2 or 3 times since the establishment of the ADIZ, I can see now that it's only safe to either get established on a VOR radial after clearing the air traffic area or to proceed away from the ADIZ to a known visual chkpoint until proper wind drift and course can be established. I am also going to try to pursue a procedural change at the airport to establish a nonstandard r-hand traffic pattern for runway 14 at W66. Right now, a l-hand downwind is only 2 NM from the ADIZ and a crosswind departure puts you even closer.

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Original NASA ASRS Text

Title: AFTER DEPARTING W66 NBOUND, C170 FAILS TO ACCOUNT FOR WIND AND ENTERS DC ADIZ ATTEMPTING TO VALIDATE POS WITH CSN VORTAC.

Narrative: DEPARTED RWY 14 AT W66 WITH A STANDARD XWIND DEP TO THE NNE. AFTER CLRING THE ATA (APPROX 2 MI NE OF THE ARPT), I TURNED NW TOWARDS WARRENTON. OPERATING UNDER VMC AND PILOTAGE NAV, I PROCEEDED TOWARDS THE VISUAL LANDMARKS 7 MI TO THE NW. INTERMITTENT CLOUD SHADOWS OBSCURED MY NAV REF POINT PERIODICALLY, SO I BEGAN TO TUNE TO THE CSN VOR TO GET A MORE ACCURATE BEARING SO THAT I WOULD REMAIN CLR OF THE ADIZ. BEFORE I WAS ABLE TO PINPOINT MY POS WITH VOR NAV, I REALIZED I HAD DRIFTED INTO THE ADIZ BY APPROX 2 MI. I IMMEDIATELY TURNED SW TO EXIT THE ADIZ. THE APPARENT LACK OF GND REF POINTS TO DEFINE THE ADIZ, MY LOW ALT AND A VERY STRONG SW WIND PROBABLY CAUSED MY TRACK TO DRIFT MORE QUICKLY INTO THE ADIZ. SINCE I AM BASED IN THE LCL AREA, I AM VERY AWARE OF THE ADIZ AND WAS CONCERNED ENOUGH TO PLAN MY RTE OF FLT TO REMAIN CLR OF THE AIRSPACE. I HAD FLOWN THIS PATH NUMEROUS TIMES BEFORE. SINCE I HAVE ONLY FLOWN TO THE NW USING PILOTAGE ONLY 2 OR 3 TIMES SINCE THE ESTABLISHMENT OF THE ADIZ, I CAN SEE NOW THAT IT'S ONLY SAFE TO EITHER GET ESTABLISHED ON A VOR RADIAL AFTER CLRING THE ATA OR TO PROCEED AWAY FROM THE ADIZ TO A KNOWN VISUAL CHKPOINT UNTIL PROPER WIND DRIFT AND COURSE CAN BE ESTABLISHED. I AM ALSO GOING TO TRY TO PURSUE A PROCEDURAL CHANGE AT THE ARPT TO ESTABLISH A NONSTANDARD R-HAND TFC PATTERN FOR RWY 14 AT W66. RIGHT NOW, A L-HAND DOWNWIND IS ONLY 2 NM FROM THE ADIZ AND A XWIND DEP PUTS YOU EVEN CLOSER.

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.