Narrative:

I am a private pilot that has returned in 2009 to active flying after a long period of inactivity. The dc sfra is new to me and as part of my return to currency (biennial and ipc) I studied extensively all information relative to the dc sfra. In addition to studying the dc sfra final rule and all related notams; I reviewed all available information and airspace training; completed the FAA dc sfra training; and completed specific training on dc sfra operations with my flight instructor. I carry with me all 6 of the FAA kneeboard reference guides for dc sfra operations; reviewing the appropriate guides in addition to the NOTAMS in planning each flight. During march 2009 I completed 6 training flights that included dc sfra operations; including pattern work at leesburg airport (jyo); and both IFR and VFR ingress and egress from jyo. Since march I have completed an additional 10 flights that included ingress and/or egress to/from jyo. Despite all of this studying; training; and practical application; I still managed to misinterpret and misapply the FAA's procedures for leesburg egress. Specifically I filed a dc sfra egress flight plan from jyo direct EMI to exit via the wooly gate. This flight path takes you out the east side of the leesburg maneuvering area. I did not understand that I could not exit on this direct path on a transponder code of 12xx. My confusion was specifically a result of the FAA wording used in the rules; NOTAMS; and training as well as the reference guides for ingress/egress at jyo. The dc sfra training all stresses exiting via the most direct route which I interpreted to mean the most direct path away from the center of the sfra (i.e. No 'sightseeing' along on the way) not necessarily the shortest path between the airport and the outside sfra boundary. I interpreted the intent of the maneuvering area as supporting non-direct route of flight operations for approach or departure maneuvering in the traffic pattern at jyo. Furthering my confusion; the reference guide for jyo ingress/egress filing instructions has a diagram of the entire dc sfra below the flight plan form showing all of the sfra exit gates and the instructions for block 9 indicate to enter the 'gate' appropriate to sfra exit point. Because all of the gates are included; it supported my misinterpretation that I could file and exit via the wooly gate on a direct path which is what I planned; filed; and executed leading to a potential airspace violation.my recommendations for improving communication and education related to the FAA's intended procedures for the dc sfra include the following:1) clarify the language in fdc NOTAM 9/4402. Specifically the language pilots shall exit the dc sfra via the most direct lateral route through the leesburg maneuvering area? Is ambiguous in that in that it isn't clear what a direct lateral route actually is and that you can only exit via the outer sfra boundary of the maneuvering area. While the intent may be obvious to some; or even most; the intent was not clear to me. One way to remove any potential confusion is to add a fix at the intersections of the maneuvering area and the sfra boundary. The NOTAM could then indicate that ingress and egress to jyo must enter or exit the sfra between those two fixes. If the intent is really the shortest route between the airport and the sfra boundary then it should say that specifically as that would also remove ambiguity; again perhaps with a specific fix as the entry/exit point.2) improve the FAA reference guides for the leesburg maneuvering area; in particular the jyo ingress/egress filing instructions. The reference guide should not have a graphic of the full sfra on it unless it shows the entire area outside the leesburg maneuvering area as a no-fly zone? More appropriately rather than the full sfra this reference guide should have an enlarged graphic of the leesburg maneuvering area showing the ingress and egress procedures. In addition the filing instructionsfor blocks 5 and 9 should clearly indicate that you can only ingress/egress via jasen or lucke gates or more specifically between the suggested fixes above.3) there should be some feedback loop on incorrect sfra flight plans filed. As indicated I filed an sfra flight plan which clearly indicated a planned route of flight from jyo direct EMI with egress via the wooly gate. There should be some mechanism to reject or notify the pilot of such an incorrect flight plan. Alternatively; someone monitoring the opening of the flight plan via the CTAF might have noted the incorrect flight plan and notified the pilot of the issue via the CTAF. I offer the above recommendations in hopes that other pilots new to the dc sfra operations area and specifically leesburg maneuvering area may avoid the unfortunate situation I now find myself in with a potential FAA violation; despite extensive education and training efforts to understand and operate lawfully within the dc sfra airspace.

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Original NASA ASRS Text

Title: General aviation pilot reports misunderstanding the DC SFRA and the gates required to be used when departing JYO on a DVFR flight plan.

Narrative: I am a private pilot that has returned in 2009 to active flying after a long period of inactivity. The DC SFRA is new to me and as part of my return to currency (biennial and IPC) I studied extensively all information relative to the DC SFRA. In addition to studying the DC SFRA final rule and all related NOTAMs; I reviewed all available information and airspace training; completed the FAA DC SFRA training; and completed specific training on DC SFRA operations with my flight instructor. I carry with me all 6 of the FAA kneeboard reference guides for DC SFRA operations; reviewing the appropriate guides in addition to the NOTAMS in planning each flight. During March 2009 I completed 6 training flights that included DC SFRA operations; including pattern work at Leesburg Airport (JYO); and both IFR and VFR ingress and egress from JYO. Since March I have completed an additional 10 flights that included ingress and/or egress to/from JYO. Despite all of this studying; training; and practical application; I still managed to misinterpret and misapply the FAA's procedures for Leesburg Egress. Specifically I filed a DC SFRA egress flight plan from JYO direct EMI to exit via the WOOLY gate. This flight path takes you out the east side of the Leesburg Maneuvering Area. I did not understand that I could not exit on this direct path on a transponder code of 12xx. My confusion was specifically a result of the FAA wording used in the rules; NOTAMS; and training as well as the reference guides for Ingress/Egress at JYO. The DC SFRA training all stresses exiting via the most direct route which I interpreted to mean the most direct path away from the center of the SFRA (i.e. no 'sightseeing' along on the way) not necessarily the shortest path between the airport and the outside SFRA boundary. I interpreted the intent of the maneuvering area as supporting non-direct route of flight operations for approach or departure maneuvering in the traffic pattern at JYO. Furthering my confusion; the reference guide for JYO Ingress/Egress Filing Instructions has a diagram of the entire DC SFRA below the flight plan form showing all of the SFRA exit gates and the instructions for Block 9 indicate to enter the 'gate' appropriate to SFRA exit point. Because all of the gates are included; it supported my misinterpretation that I could file and exit via the WOOLY gate on a direct path which is what I planned; filed; and executed leading to a potential airspace violation.My recommendations for improving communication and education related to the FAA's intended procedures for the DC SFRA include the following:1) Clarify the language in FDC NOTAM 9/4402. Specifically the language PILOTS SHALL EXIT THE DC SFRA VIA THE MOST DIRECT LATERAL ROUTE THROUGH THE LEESBURG MANEUVERING AREA? Is ambiguous in that in that it isn't clear what a direct lateral route actually is and that you can only exit via the outer SFRA boundary of the maneuvering area. While the intent may be obvious to some; or even most; the intent was not clear to me. One way to remove any potential confusion is to add a fix at the intersections of the maneuvering area and the SFRA boundary. The NOTAM could then indicate that ingress and egress to JYO must enter or exit the SFRA between those two fixes. If the intent is really the shortest route between the airport and the SFRA boundary then it should say that specifically as that would also remove ambiguity; again perhaps with a specific fix as the entry/exit point.2) Improve the FAA reference guides for the Leesburg Maneuvering Area; in particular the JYO Ingress/Egress Filing Instructions. The reference guide should not have a graphic of the full SFRA on it unless it shows the entire area outside the Leesburg Maneuvering Area as a no-fly zone? More appropriately rather than the full SFRA this reference guide should have an enlarged graphic of the Leesburg Maneuvering Area showing the ingress and egress procedures. In addition the filing instructionsfor Blocks 5 and 9 should clearly indicate that you can only ingress/egress via JASEN or LUCKE gates or more specifically between the suggested fixes above.3) There should be some feedback loop on incorrect SFRA flight plans filed. As indicated I filed an SFRA flight plan which clearly indicated a planned route of flight from JYO direct EMI with egress via the WOOLY gate. There should be some mechanism to reject or notify the pilot of such an incorrect flight plan. Alternatively; someone monitoring the opening of the flight plan via the CTAF might have noted the incorrect flight plan and notified the pilot of the issue via the CTAF. I offer the above recommendations in hopes that other pilots new to the DC SFRA operations area and specifically Leesburg Maneuvering Area may avoid the unfortunate situation I now find myself in with a potential FAA violation; despite extensive education and training efforts to understand and operate lawfully within the DC SFRA airspace.

Data retrieved from NASA's ASRS site as of April 2012 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.