Narrative:

Flight was on VFR flight plans from cef, westover arb, to roa, va. Filed 2 plans, cef to fdk then fdk to roa. I filed flight plans and received a briefing for both flts from burlington FSS on the evening of nov/fri/04 and updated the briefing 90 mins prior to takeoff. Both briefers reported the expansion of area P-40 and the existence of the capital ADIZ without elaboration. I received radar services for the entire route from cef to fdk. The flight plan for cef to fdk was opened on departure and closed on arrival. On departure from fdk for the flight to roa, I activated my flight plan and then contacted potomac approach for radar services. I was on a heading of 240 degrees, 2000 ft MSL and 13 mi from the class B ADIZ. If potomac approach was able to provide radar services, I would have continued on this course which would take me through the outer edge of the class B ADIZ. If no radar services were available, I would still have enough separation to divert more to the west around the class B ADIZ. On contact with potomac approach, I notified the controller of my position, altitude, flight plan, destination and request for radar services. The controller replied that he was 'a little busy with IFR traffic,' that he would get back to me and to 'remain below the class B airspace.' my route took me just northeast of the lucke intersection below the floor of the class B airspace. At approximately 15 mi southwest of fdk, just north of the lucke intersection and approximately 1 mi inside of the outer ring of the class B airspace, the controller asked for my position. After providing that information, the controller directed me to exit the area. I took a 270 degree heading and exited. He then gave me a telephone number to call upon arrival at my destination. Contributing factors in this incident include the following: burlington FSS was unfamiliar with operating procedures around the capital class B/ADIZ. The only information I received in that regard was that area P-40 had expanded and that the ADIZ existed. By contrast, when I received a briefing for the return trip from the FSS serving roa, leesburg, I received a comprehensive briefing on the necessary procedures for traversing the ADIZ. The briefer also stated that the FSS briefers 'up there' (burlington), were not familiar with those procedures. Notably, if I had received a more comprehensive briefing from burlington FSS I would have questioned the potomac approach controller's direction to 'remain under the class B airspace.' burlington FSS should have been familiar with the special procedures for the ADIZ and should have become aware when I gave them my routing. My departure point and routing should have acted as a prompt for the briefer. Given that pilots are directed to 'contact a local FSS for NOTAM information prior to flight in the washington, dc, metropolitan area' (washington sectional chart), a comprehensive briefing can be critical. Another issue is why the controller directed me to stay underneath the class B airspace. I have no explanation for that direction. Also notable is that during the return trip, nov/sun/04, I was directed by potomac approach to stay outside (west then north) of the class B airspace even though I had an ADIZ flight plan on file and activated.

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Original NASA ASRS Text

Title: TRANSIENT C182 PLT ENTERS DC ADIZ WITHOUT AUTH DESPITE ALL REASONABLE EFFORTS TO OBTAIN A COMPLETE FSS BRIEFING.

Narrative: FLT WAS ON VFR FLT PLANS FROM CEF, WESTOVER ARB, TO ROA, VA. FILED 2 PLANS, CEF TO FDK THEN FDK TO ROA. I FILED FLT PLANS AND RECEIVED A BRIEFING FOR BOTH FLTS FROM BURLINGTON FSS ON THE EVENING OF NOV/FRI/04 AND UPDATED THE BRIEFING 90 MINS PRIOR TO TKOF. BOTH BRIEFERS RPTED THE EXPANSION OF AREA P-40 AND THE EXISTENCE OF THE CAPITAL ADIZ WITHOUT ELABORATION. I RECEIVED RADAR SVCS FOR THE ENTIRE RTE FROM CEF TO FDK. THE FLT PLAN FOR CEF TO FDK WAS OPENED ON DEP AND CLOSED ON ARR. ON DEP FROM FDK FOR THE FLT TO ROA, I ACTIVATED MY FLT PLAN AND THEN CONTACTED POTOMAC APCH FOR RADAR SVCS. I WAS ON A HDG OF 240 DEGS, 2000 FT MSL AND 13 MI FROM THE CLASS B ADIZ. IF POTOMAC APCH WAS ABLE TO PROVIDE RADAR SVCS, I WOULD HAVE CONTINUED ON THIS COURSE WHICH WOULD TAKE ME THROUGH THE OUTER EDGE OF THE CLASS B ADIZ. IF NO RADAR SVCS WERE AVAILABLE, I WOULD STILL HAVE ENOUGH SEPARATION TO DIVERT MORE TO THE W AROUND THE CLASS B ADIZ. ON CONTACT WITH POTOMAC APCH, I NOTIFIED THE CTLR OF MY POS, ALT, FLT PLAN, DEST AND REQUEST FOR RADAR SVCS. THE CTLR REPLIED THAT HE WAS 'A LITTLE BUSY WITH IFR TFC,' THAT HE WOULD GET BACK TO ME AND TO 'REMAIN BELOW THE CLASS B AIRSPACE.' MY RTE TOOK ME JUST NE OF THE LUCKE INTXN BELOW THE FLOOR OF THE CLASS B AIRSPACE. AT APPROX 15 MI SW OF FDK, JUST N OF THE LUCKE INTXN AND APPROX 1 MI INSIDE OF THE OUTER RING OF THE CLASS B AIRSPACE, THE CTLR ASKED FOR MY POS. AFTER PROVIDING THAT INFO, THE CTLR DIRECTED ME TO EXIT THE AREA. I TOOK A 270 DEG HDG AND EXITED. HE THEN GAVE ME A TELEPHONE NUMBER TO CALL UPON ARR AT MY DEST. CONTRIBUTING FACTORS IN THIS INCIDENT INCLUDE THE FOLLOWING: BURLINGTON FSS WAS UNFAMILIAR WITH OPERATING PROCS AROUND THE CAPITAL CLASS B/ADIZ. THE ONLY INFO I RECEIVED IN THAT REGARD WAS THAT AREA P-40 HAD EXPANDED AND THAT THE ADIZ EXISTED. BY CONTRAST, WHEN I RECEIVED A BRIEFING FOR THE RETURN TRIP FROM THE FSS SERVING ROA, LEESBURG, I RECEIVED A COMPREHENSIVE BRIEFING ON THE NECESSARY PROCS FOR TRAVERSING THE ADIZ. THE BRIEFER ALSO STATED THAT THE FSS BRIEFERS 'UP THERE' (BURLINGTON), WERE NOT FAMILIAR WITH THOSE PROCS. NOTABLY, IF I HAD RECEIVED A MORE COMPREHENSIVE BRIEFING FROM BURLINGTON FSS I WOULD HAVE QUESTIONED THE POTOMAC APCH CTLR'S DIRECTION TO 'REMAIN UNDER THE CLASS B AIRSPACE.' BURLINGTON FSS SHOULD HAVE BEEN FAMILIAR WITH THE SPECIAL PROCS FOR THE ADIZ AND SHOULD HAVE BECOME AWARE WHEN I GAVE THEM MY ROUTING. MY DEP POINT AND ROUTING SHOULD HAVE ACTED AS A PROMPT FOR THE BRIEFER. GIVEN THAT PLTS ARE DIRECTED TO 'CONTACT A LCL FSS FOR NOTAM INFO PRIOR TO FLT IN THE WASHINGTON, DC, METROPOLITAN AREA' (WASHINGTON SECTIONAL CHART), A COMPREHENSIVE BRIEFING CAN BE CRITICAL. ANOTHER ISSUE IS WHY THE CTLR DIRECTED ME TO STAY UNDERNEATH THE CLASS B AIRSPACE. I HAVE NO EXPLANATION FOR THAT DIRECTION. ALSO NOTABLE IS THAT DURING THE RETURN TRIP, NOV/SUN/04, I WAS DIRECTED BY POTOMAC APCH TO STAY OUTSIDE (W THEN N) OF THE CLASS B AIRSPACE EVEN THOUGH I HAD AN ADIZ FLT PLAN ON FILE AND ACTIVATED.

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.