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Single pilot of a T6 reenters dc ADIZ after departing and having ADIZ flight plan canceled by pct.
| Attributes | |
| ACN | 610534 |
| Time | |
| Date | 200403 |
| Day | Sun |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | navaid : aml.vortac |
| State Reference | VA |
| Altitude | msl single value : 3000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : pct.tracon |
| Operator | general aviation : personal |
| Make Model Name | Texan T6 Harvard |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | other vortac |
| Flight Phase | cruise : level |
| Route In Use | approach : instrument precision |
| Flight Plan | None |
| Person 1 | |
| Affiliation | other |
| Function | flight crew : single pilot |
| Qualification | pilot : private |
| Experience | flight time last 90 days : 30 flight time total : 850 flight time type : 100 |
| ASRS Report | 610534 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : approach |
| Events | |
| Anomaly | airspace violation : entry non adherence : far non adherence : published procedure |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | FAA Flight Crew Human Performance Environmental Factor ATC Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Situations | |
| Airspace Structure | special use : dcadiz.othersua |
Narrative:
I departed from W66 to fly to cjr to take on fuel in my north american T-6G. W66 is located about 3 mi outside the washington, dc ADIZ on about the armel VORTAC 210 degree radial at 23 NM. I departed at XA15 local to fly to jyo for the purpose of giving a ride in the T-6 to an 11 yr old boy who is interested in being a pilot. I had previously filed 4 separate ADIZ flight plans with altoona FSS. I picked up my first flight plan squawk code just south of csn VORTAC and was cleared on course to jyo but to remain clear of class B airspace. I proceeded to fly jyo taking pains to remain below class B and taking a somewhat circular route as the floor of class B over jyo is only 1500 ft. So, I remained in the next outer ring at 2500 ft or below as I did not want to fly below 1500 ft due to terrain clearance, lack of options in the event of an emergency, and noise abatement over populated areas. I departed jyo in the usual manner with yet another squawk code at about XC13 to return to W66. I flew northwest out of leesburg about 16 NM. ATC canceled my ADIZ code as I left the ADIZ. I proceeded to fly over harper's ferry wva then turned southwest and flew 14 NM to a point about 10 NM east of winchester, va (okv). From this point I programmed my GPS for a direct course to W66 and proceeded to fly southeast direct W66 being careful to adjust my altitude to remain below the outer ring class B altitude of 4500 ft. I entered the ADIZ at a point defined by the arm 280 degree radial at 20 NM. I exited the ADIZ at a point defined by the arm 200 degree radial at 20 NM. The maximum lateral penetration of the ADIZ was about 2 NM. I realized that I had violated the ADIZ when I was about to exit it and land. I proceeded to land and received a notice to call potomac approach. I did so and after a series of phone calls gave my pilot information to a representative of potomac approach. Factors leading to this violation in my mind are the confusion that relates to the different size and shape of the class B and ADIZ along with different regulations. One can be cleared into the ADIZ yet not the class B, etc. I had made scrupulous efforts to comply with the regulations with which I was familiar as shown by my filing and complying with 4 separate flight plans for what should have been a simple operation. Another contributing factor is ATC's desire to cancel ADIZ flight plans as soon as one leaves the ADIZ. When ATC called the FBO to ask me to contact them they had my name and tail number as they had talked to me earlier in the flight. I would have been happy to remain on the frequency and remain with the squawk code during my short excursion outside the ADIZ before reentering. Once I left and decided to reenter I got confused and was thinking I would be ok as long as I remained below the class B floor in the outer ring. It is frustrating and annoying to try to comply with the many conflicting regulations in the airspace surrounding iad.
Original NASA ASRS Text
Title: SINGLE PLT OF A T6 REENTERS DC ADIZ AFTER DEPARTING AND HAVING ADIZ FLT PLAN CANCELED BY PCT.
Narrative: I DEPARTED FROM W66 TO FLY TO CJR TO TAKE ON FUEL IN MY NORTH AMERICAN T-6G. W66 IS LOCATED ABOUT 3 MI OUTSIDE THE WASHINGTON, DC ADIZ ON ABOUT THE ARMEL VORTAC 210 DEG RADIAL AT 23 NM. I DEPARTED AT XA15 LCL TO FLY TO JYO FOR THE PURPOSE OF GIVING A RIDE IN THE T-6 TO AN 11 YR OLD BOY WHO IS INTERESTED IN BEING A PLT. I HAD PREVIOUSLY FILED 4 SEPARATE ADIZ FLT PLANS WITH ALTOONA FSS. I PICKED UP MY FIRST FLT PLAN SQUAWK CODE JUST S OF CSN VORTAC AND WAS CLRED ON COURSE TO JYO BUT TO REMAIN CLR OF CLASS B AIRSPACE. I PROCEEDED TO FLY JYO TAKING PAINS TO REMAIN BELOW CLASS B AND TAKING A SOMEWHAT CIRCULAR RTE AS THE FLOOR OF CLASS B OVER JYO IS ONLY 1500 FT. SO, I REMAINED IN THE NEXT OUTER RING AT 2500 FT OR BELOW AS I DID NOT WANT TO FLY BELOW 1500 FT DUE TO TERRAIN CLRNC, LACK OF OPTIONS IN THE EVENT OF AN EMER, AND NOISE ABATEMENT OVER POPULATED AREAS. I DEPARTED JYO IN THE USUAL MANNER WITH YET ANOTHER SQUAWK CODE AT ABOUT XC13 TO RETURN TO W66. I FLEW NW OUT OF LEESBURG ABOUT 16 NM. ATC CANCELED MY ADIZ CODE AS I LEFT THE ADIZ. I PROCEEDED TO FLY OVER HARPER'S FERRY WVA THEN TURNED SW AND FLEW 14 NM TO A POINT ABOUT 10 NM E OF WINCHESTER, VA (OKV). FROM THIS POINT I PROGRAMMED MY GPS FOR A DIRECT COURSE TO W66 AND PROCEEDED TO FLY SE DIRECT W66 BEING CAREFUL TO ADJUST MY ALT TO REMAIN BELOW THE OUTER RING CLASS B ALT OF 4500 FT. I ENTERED THE ADIZ AT A POINT DEFINED BY THE ARM 280 DEG RADIAL AT 20 NM. I EXITED THE ADIZ AT A POINT DEFINED BY THE ARM 200 DEG RADIAL AT 20 NM. THE MAX LATERAL PENETRATION OF THE ADIZ WAS ABOUT 2 NM. I REALIZED THAT I HAD VIOLATED THE ADIZ WHEN I WAS ABOUT TO EXIT IT AND LAND. I PROCEEDED TO LAND AND RECEIVED A NOTICE TO CALL POTOMAC APCH. I DID SO AND AFTER A SERIES OF PHONE CALLS GAVE MY PLT INFO TO A REPRESENTATIVE OF POTOMAC APCH. FACTORS LEADING TO THIS VIOLATION IN MY MIND ARE THE CONFUSION THAT RELATES TO THE DIFFERENT SIZE AND SHAPE OF THE CLASS B AND ADIZ ALONG WITH DIFFERENT REGS. ONE CAN BE CLRED INTO THE ADIZ YET NOT THE CLASS B, ETC. I HAD MADE SCRUPULOUS EFFORTS TO COMPLY WITH THE REGS WITH WHICH I WAS FAMILIAR AS SHOWN BY MY FILING AND COMPLYING WITH 4 SEPARATE FLT PLANS FOR WHAT SHOULD HAVE BEEN A SIMPLE OP. ANOTHER CONTRIBUTING FACTOR IS ATC'S DESIRE TO CANCEL ADIZ FLT PLANS AS SOON AS ONE LEAVES THE ADIZ. WHEN ATC CALLED THE FBO TO ASK ME TO CONTACT THEM THEY HAD MY NAME AND TAIL NUMBER AS THEY HAD TALKED TO ME EARLIER IN THE FLT. I WOULD HAVE BEEN HAPPY TO REMAIN ON THE FREQ AND REMAIN WITH THE SQUAWK CODE DURING MY SHORT EXCURSION OUTSIDE THE ADIZ BEFORE REENTERING. ONCE I LEFT AND DECIDED TO REENTER I GOT CONFUSED AND WAS THINKING I WOULD BE OK AS LONG AS I REMAINED BELOW THE CLASS B FLOOR IN THE OUTER RING. IT IS FRUSTRATING AND ANNOYING TO TRY TO COMPLY WITH THE MANY CONFLICTING REGS IN THE AIRSPACE SURROUNDING IAD.
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.