|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : fdk.airport|
|Altitude||msl single value : 2000|
|Controlling Facilities||tracon : pct.tracon|
|Operator||general aviation : personal|
|Make Model Name||Cessna 210 Centurion / Turbo Centurion 210C, 210D|
|Operating Under FAR Part||Part 91|
|Flight Phase||cruise : level|
|Function||flight crew : single pilot|
|Qualification||pilot : atp|
pilot : cfi
pilot : multi engine
|Experience||flight time last 90 days : 10|
flight time total : 4000
flight time type : 1500
|Affiliation||government : faa|
|Function||controller : approach|
|Anomaly||airspace violation : entry|
non adherence : far
|Independent Detector||other controllerb|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : reviewed incident with flight crew|
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Departed fdk (west of baltimore/washington class B/ADIZ) headed to 3w3 (kentmorr airpark on east side of class B/ADIZ). Attempted contact with potomac approach on 128.7 (published on the chart). After several calls, finally responded. I informed controller I was bound for 3w3 and requested class B clearance and transponder code for ADIZ. Controller told me to contact approach on 126.75. When I switched to new frequency, there was total congestion, as it was a nice saturday and many aircraft were requesting ADIZ clrncs. I made a 180 degree turn away from ADIZ and orbited over area outside in order to attempt contact. Airport calls were met with, 'everybody standby and remain clear of ADIZ/class B,' from ATC. The controller sounded inexperienced and was clearly having difficulty keeping track of situation. After approximately 15 to 20 mins of orbiting, I made contact and was issued transponder code, and cleared into ADIZ. Before reaching destination, ATC asked for a phone when I arrived. Once on ground, I phoned ATC. Controller said I violated ADIZ. I respond that I orbited outside of ADIZ due to frequency congestion until both contact established and clearance received. He responded that matter would be reviewed. I think the ADIZ requirement is a federal travesty that creates an undue burden on pilots and controllers; all so the government can have the illusion of security. Neither safety nor security are enhanced by this requirement. The ATC system isn't set up to handle the volume of traffic created by this new clearance imposition. By design, another trap has been set for pilots that is wholly unnecessary. In retrospect, I should have phoned in for a code before departing the non-twred airport. However, it was never necessary on previous occasions.
Original NASA ASRS Text
Title: C210 PLT INADVERTENTLY ENTERS BWI DCA ADIZ WHILE TRANSITING TO DEST.
Narrative: DEPARTED FDK (W OF BALTIMORE/WASHINGTON CLASS B/ADIZ) HEADED TO 3W3 (KENTMORR AIRPARK ON E SIDE OF CLASS B/ADIZ). ATTEMPTED CONTACT WITH POTOMAC APCH ON 128.7 (PUBLISHED ON THE CHART). AFTER SEVERAL CALLS, FINALLY RESPONDED. I INFORMED CTLR I WAS BOUND FOR 3W3 AND REQUESTED CLASS B CLRNC AND XPONDER CODE FOR ADIZ. CTLR TOLD ME TO CONTACT APCH ON 126.75. WHEN I SWITCHED TO NEW FREQ, THERE WAS TOTAL CONGESTION, AS IT WAS A NICE SATURDAY AND MANY ACFT WERE REQUESTING ADIZ CLRNCS. I MADE A 180 DEG TURN AWAY FROM ADIZ AND ORBITED OVER AREA OUTSIDE IN ORDER TO ATTEMPT CONTACT. ARPT CALLS WERE MET WITH, 'EVERYBODY STANDBY AND REMAIN CLR OF ADIZ/CLASS B,' FROM ATC. THE CTLR SOUNDED INEXPERIENCED AND WAS CLEARLY HAVING DIFFICULTY KEEPING TRACK OF SIT. AFTER APPROX 15 TO 20 MINS OF ORBITING, I MADE CONTACT AND WAS ISSUED XPONDER CODE, AND CLRED INTO ADIZ. BEFORE REACHING DEST, ATC ASKED FOR A PHONE WHEN I ARRIVED. ONCE ON GND, I PHONED ATC. CTLR SAID I VIOLATED ADIZ. I RESPOND THAT I ORBITED OUTSIDE OF ADIZ DUE TO FREQ CONGESTION UNTIL BOTH CONTACT ESTABLISHED AND CLRNC RECEIVED. HE RESPONDED THAT MATTER WOULD BE REVIEWED. I THINK THE ADIZ REQUIREMENT IS A FEDERAL TRAVESTY THAT CREATES AN UNDUE BURDEN ON PLTS AND CTLRS; ALL SO THE GOV CAN HAVE THE ILLUSION OF SECURITY. NEITHER SAFETY NOR SECURITY ARE ENHANCED BY THIS REQUIREMENT. THE ATC SYS ISN'T SET UP TO HANDLE THE VOLUME OF TFC CREATED BY THIS NEW CLRNC IMPOSITION. BY DESIGN, ANOTHER TRAP HAS BEEN SET FOR PLTS THAT IS WHOLLY UNNECESSARY. IN RETROSPECT, I SHOULD HAVE PHONED IN FOR A CODE BEFORE DEPARTING THE NON-TWRED ARPT. HOWEVER, IT WAS NEVER NECESSARY ON PREVIOUS OCCASIONS.
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.