Narrative:

On saturday; departed martin state airport (mtn) from within the dc ADIZ. Destination was hse with a stopover for fuel at mqi; dare county; approximately 250 mi to the south. Given the haze factor; I opted to fly north until outside the ADIZ; climb to 10500 ft; activate the ADIZ flight plan and fly south above the class B airspace. Actual route of flight being mtn W42 anp colin mi. Given the performance characteristic of this plane; the process worked without incident. After departing the ADIZ to the south; I then requested and got flight following to the dare (mqi). On sunday; I initiated the return trip. Again hse to mqi for refueling and then from mqi to mtn. I opted to follow the same route used in coming down. Haze was forecast for baltimore; so I opted to fly over the ADIZ; go slightly north then descend; come back under and land. Given he performance characteristic of the plane; this route and the rapid descent looked to be no problem. A VFR ADIZ flight plan was filed with mqi as the departure point and mtn as the destination. While I mentioned that I would be flying north to W42 just past the northern edge of the ADIZ; the briefer noted that all they needed was the ADIZ entry point and destination. (I filed for whino as the entry.) I departed mqi and after departure contacted ZDC for flight following and climbed to 10500 ft. I was handed to various tracons and center sectors as needed. Approximately 10 mi south of colin; I asked center if they would be able to arrange a handoff to potomac TRACON as I had an ADIZ flight plan on file. I heard back that potomac said that I could not fly my intended course. I was told to fly direct to some intxns; but I did not know where they were located. It was then suggested I fly direct patuxent and then direct mtn. I was somewhat surprised as I was not aware that approach had control on airspace above 10000 ft (tp of the class B); but I followed their direction. I was told to begin my descent; but hesitated as that would have had me entering class B airspace. Before I could ask; I was told to switch to potomac approach and a different controller came on and informed me that I was not clear to enter class B airspace and if I had wanted to I had to have requested a clearance for class B when I filed my flight plan. I said I had no desire to enter class B; I was going to fly over and drop down and come under the edge. It was then made abundantly clear to me that a VFR ADIZ flight overlying the class B airspace was not allowed. A new controller then came on and gave me a suggested heading to skirt the edge of the class B airspace and descend to come below the ADIZ on the east side; fly across the bay and land at martin. I followed the vectors as well as I could and landed at martin without incident. 1) while I followed all vectors and believe based on the GPS map I was clear of the class B airspace; with the changes in routing and being dependent on routing given by control; it is possible I clipped a boundary. I am also concerned that according to the one controller; I was not supposed to overfly the class B airspace. 2) on landing; the altimeter showed a 200 ft discrepancy. There is no way to adjust the altimeter in-flight if flying solo. The instrument panel is ahead of the front seat and unreachable by the pilot. A comment is that the operating procedures for VFR aircraft overflying the class B airspace but within the ADIZ do not seem well defined. What was acceptable on saturday became unacceptable on sunday. A second comment is that the controllers assumed I had access to IFR routings and information; but I was VFR. Admittedly; having a plane that can easily ascend to 10500 ft and descend down quickly may be a case that has fallen in the cracks with the procedures; but if they do not want VFR traffic over the class B airspace within the ADIZ; they should say so.

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Original NASA ASRS Text

Title: A CHRISTEN EAGLE PLT ON A VFR FLT PLAN FROM HSE TO MTN WITHIN THE DC ADIZ POSSIBLY PENETRATED CLASS B AIRSPACE WHILE ON VECTORS.

Narrative: ON SATURDAY; DEPARTED MARTIN STATE ARPT (MTN) FROM WITHIN THE DC ADIZ. DEST WAS HSE WITH A STOPOVER FOR FUEL AT MQI; DARE COUNTY; APPROX 250 MI TO THE S. GIVEN THE HAZE FACTOR; I OPTED TO FLY N UNTIL OUTSIDE THE ADIZ; CLB TO 10500 FT; ACTIVATE THE ADIZ FLT PLAN AND FLY S ABOVE THE CLASS B AIRSPACE. ACTUAL RTE OF FLT BEING MTN W42 ANP COLIN MI. GIVEN THE PERFORMANCE CHARACTERISTIC OF THIS PLANE; THE PROCESS WORKED WITHOUT INCIDENT. AFTER DEPARTING THE ADIZ TO THE S; I THEN REQUESTED AND GOT FLT FOLLOWING TO THE DARE (MQI). ON SUNDAY; I INITIATED THE RETURN TRIP. AGAIN HSE TO MQI FOR REFUELING AND THEN FROM MQI TO MTN. I OPTED TO FOLLOW THE SAME RTE USED IN COMING DOWN. HAZE WAS FORECAST FOR BALTIMORE; SO I OPTED TO FLY OVER THE ADIZ; GO SLIGHTLY N THEN DSND; COME BACK UNDER AND LAND. GIVEN HE PERFORMANCE CHARACTERISTIC OF THE PLANE; THIS RTE AND THE RAPID DSCNT LOOKED TO BE NO PROB. A VFR ADIZ FLT PLAN WAS FILED WITH MQI AS THE DEP POINT AND MTN AS THE DEST. WHILE I MENTIONED THAT I WOULD BE FLYING N TO W42 JUST PAST THE NORTHERN EDGE OF THE ADIZ; THE BRIEFER NOTED THAT ALL THEY NEEDED WAS THE ADIZ ENTRY POINT AND DEST. (I FILED FOR WHINO AS THE ENTRY.) I DEPARTED MQI AND AFTER DEP CONTACTED ZDC FOR FLT FOLLOWING AND CLBED TO 10500 FT. I WAS HANDED TO VARIOUS TRACONS AND CTR SECTORS AS NEEDED. APPROX 10 MI S OF COLIN; I ASKED CTR IF THEY WOULD BE ABLE TO ARRANGE A HDOF TO POTOMAC TRACON AS I HAD AN ADIZ FLT PLAN ON FILE. I HEARD BACK THAT POTOMAC SAID THAT I COULD NOT FLY MY INTENDED COURSE. I WAS TOLD TO FLY DIRECT TO SOME INTXNS; BUT I DID NOT KNOW WHERE THEY WERE LOCATED. IT WAS THEN SUGGESTED I FLY DIRECT PATUXENT AND THEN DIRECT MTN. I WAS SOMEWHAT SURPRISED AS I WAS NOT AWARE THAT APCH HAD CTL ON AIRSPACE ABOVE 10000 FT (TP OF THE CLASS B); BUT I FOLLOWED THEIR DIRECTION. I WAS TOLD TO BEGIN MY DSCNT; BUT HESITATED AS THAT WOULD HAVE HAD ME ENTERING CLASS B AIRSPACE. BEFORE I COULD ASK; I WAS TOLD TO SWITCH TO POTOMAC APCH AND A DIFFERENT CTLR CAME ON AND INFORMED ME THAT I WAS NOT CLR TO ENTER CLASS B AIRSPACE AND IF I HAD WANTED TO I HAD TO HAVE REQUESTED A CLRNC FOR CLASS B WHEN I FILED MY FLT PLAN. I SAID I HAD NO DESIRE TO ENTER CLASS B; I WAS GOING TO FLY OVER AND DROP DOWN AND COME UNDER THE EDGE. IT WAS THEN MADE ABUNDANTLY CLR TO ME THAT A VFR ADIZ FLT OVERLYING THE CLASS B AIRSPACE WAS NOT ALLOWED. A NEW CTLR THEN CAME ON AND GAVE ME A SUGGESTED HDG TO SKIRT THE EDGE OF THE CLASS B AIRSPACE AND DSND TO COME BELOW THE ADIZ ON THE E SIDE; FLY ACROSS THE BAY AND LAND AT MARTIN. I FOLLOWED THE VECTORS AS WELL AS I COULD AND LANDED AT MARTIN WITHOUT INCIDENT. 1) WHILE I FOLLOWED ALL VECTORS AND BELIEVE BASED ON THE GPS MAP I WAS CLR OF THE CLASS B AIRSPACE; WITH THE CHANGES IN ROUTING AND BEING DEPENDENT ON ROUTING GIVEN BY CTL; IT IS POSSIBLE I CLIPPED A BOUNDARY. I AM ALSO CONCERNED THAT ACCORDING TO THE ONE CTLR; I WAS NOT SUPPOSED TO OVERFLY THE CLASS B AIRSPACE. 2) ON LNDG; THE ALTIMETER SHOWED A 200 FT DISCREPANCY. THERE IS NO WAY TO ADJUST THE ALTIMETER INFLT IF FLYING SOLO. THE INST PANEL IS AHEAD OF THE FRONT SEAT AND UNREACHABLE BY THE PLT. A COMMENT IS THAT THE OPERATING PROCS FOR VFR ACFT OVERFLYING THE CLASS B AIRSPACE BUT WITHIN THE ADIZ DO NOT SEEM WELL DEFINED. WHAT WAS ACCEPTABLE ON SATURDAY BECAME UNACCEPTABLE ON SUNDAY. A SECOND COMMENT IS THAT THE CTLRS ASSUMED I HAD ACCESS TO IFR ROUTINGS AND INFO; BUT I WAS VFR. ADMITTEDLY; HAVING A PLANE THAT CAN EASILY ASCEND TO 10500 FT AND DSND DOWN QUICKLY MAY BE A CASE THAT HAS FALLEN IN THE CRACKS WITH THE PROCS; BUT IF THEY DO NOT WANT VFR TFC OVER THE CLASS B AIRSPACE WITHIN THE ADIZ; THEY SHOULD SAY SO.

Data retrieved from NASA's ASRS site as of January 2009 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.