|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : fdk.airport|
|Altitude||msl single value : 2000|
|Operator||general aviation : personal|
|Make Model Name||Skyhawk 172/Cutlass 172|
|Operating Under FAR Part||Part 91|
|Navigation In Use||other|
|Flight Phase||cruise : level|
descent : approach
|Route In Use||approach : traffic pattern|
arrival : vfr
|Function||flight crew : single pilot|
|Qualification||pilot : private|
|Experience||flight time last 90 days : 15|
flight time total : 500
flight time type : 460
|Function||observation : passenger|
|Anomaly||inflight encounter other|
other anomaly other
|Independent Detector||atc equipment other atc equipment : radar|
|Resolutory Action||none taken : detected after the fact|
|Consequence||faa : reviewed incident with flight crew|
|Problem Areas||Flight Crew Human Performance|
|Airspace Structure||special use : dcadiz.othersua|
We departed VFR from fdk (runway 5) for a pleasure/proficiency flight to dmw. Navigated GPS direct, on a heading of 061 degrees at approximately 2000 ft. Arrived dmw approximately XA35 UTC and crossed over the airport at 1700 ft (pattern altitude) entering a right downwind for runway 34. Stated all intentions and position on unicom frequency 122.7, while performing a normal pattern and touch-and-go landing. Departed dmw at approximately XA40 UTC and climbed to 2000 ft for trip back to fdk. About 10 mi southwest of dmw, spotted a parachute device approximately 1 mi away, climbed rapidly approximately 500 ft to be above its questionable flight path and turned slightly right of the GPS direct course of 241 degrees. Some 30 seconds later, returned to 2000 ft cruise altitude and heading of 241 degrees to fdk. Entered 2 mi 45 degree r-hand pattern entry to runway 5 at fdk and announced on unicom (122.72) my intentions to perform touch and go lndgs. Did 2 touch and goes in standard r-hand patterns and on third attempt made a full stop landing. Used proper radio procedure announcing my position in the fdk pattern numerous times. After clearing runway 5, the fixed base operator informed me by unicom that potomac TRACON wanted me to call. I called them by cell phone. A somewhat lengthy conversation occurred questioning my knowledge of the dc ADIZ, to which I responded, yes. When I asked what I had done wrong, she stated dmw was in the ADIZ requiring an FSS contact and flight plan. I told her I fly here often, and had never done that before, nor was it my understanding that dmw was in the dc ADIZ. She stated 'you have just been lucky to have not been caught before.' she asked as to the identity of carroll county airport being W50 or dmw. She then asked if I was at gaithersburg, and circling northwest of that airport. I informed her that the closest I was to gai was in a fairly close in pattern at fdk (over 10 mi away). She required me to provide all pertinent name, address, and pilot certificate information, and informed me that in a couple of days someone would call me. My husband, who was a passenger during this short flight, and is an over 7000 hour pilot, then spoke to her indicating we were not the aircraft that they were seeking. He asked further questions on how this error occurred, and provided some of the above information so the controller could better identify our aircraft on the radar tapes, which she pledged to do.
Original NASA ASRS Text
Title: PLT OF C172 ACCUSED OF ENTERING DC ADIZ WITHOUT AUTH WHILE FLYING BTWN FDK AND DMW, BOTH OF WHICH ARE 8-10 MI N OF THE ADIZ. RPTR SUSPECTS FAULTY IDENT BY PCT TRACON.
Narrative: WE DEPARTED VFR FROM FDK (RWY 5) FOR A PLEASURE/PROFICIENCY FLT TO DMW. NAVIGATED GPS DIRECT, ON A HDG OF 061 DEGS AT APPROX 2000 FT. ARRIVED DMW APPROX XA35 UTC AND CROSSED OVER THE ARPT AT 1700 FT (PATTERN ALT) ENTERING A R DOWNWIND FOR RWY 34. STATED ALL INTENTIONS AND POS ON UNICOM FREQ 122.7, WHILE PERFORMING A NORMAL PATTERN AND TOUCH-AND-GO LNDG. DEPARTED DMW AT APPROX XA40 UTC AND CLBED TO 2000 FT FOR TRIP BACK TO FDK. ABOUT 10 MI SW OF DMW, SPOTTED A PARACHUTE DEVICE APPROX 1 MI AWAY, CLBED RAPIDLY APPROX 500 FT TO BE ABOVE ITS QUESTIONABLE FLT PATH AND TURNED SLIGHTLY R OF THE GPS DIRECT COURSE OF 241 DEGS. SOME 30 SECONDS LATER, RETURNED TO 2000 FT CRUISE ALT AND HDG OF 241 DEGS TO FDK. ENTERED 2 MI 45 DEG R-HAND PATTERN ENTRY TO RWY 5 AT FDK AND ANNOUNCED ON UNICOM (122.72) MY INTENTIONS TO PERFORM TOUCH AND GO LNDGS. DID 2 TOUCH AND GOES IN STANDARD R-HAND PATTERNS AND ON THIRD ATTEMPT MADE A FULL STOP LNDG. USED PROPER RADIO PROC ANNOUNCING MY POS IN THE FDK PATTERN NUMEROUS TIMES. AFTER CLRING RWY 5, THE FIXED BASE OPERATOR INFORMED ME BY UNICOM THAT POTOMAC TRACON WANTED ME TO CALL. I CALLED THEM BY CELL PHONE. A SOMEWHAT LENGTHY CONVERSATION OCCURRED QUESTIONING MY KNOWLEDGE OF THE DC ADIZ, TO WHICH I RESPONDED, YES. WHEN I ASKED WHAT I HAD DONE WRONG, SHE STATED DMW WAS IN THE ADIZ REQUIRING AN FSS CONTACT AND FLT PLAN. I TOLD HER I FLY HERE OFTEN, AND HAD NEVER DONE THAT BEFORE, NOR WAS IT MY UNDERSTANDING THAT DMW WAS IN THE DC ADIZ. SHE STATED 'YOU HAVE JUST BEEN LUCKY TO HAVE NOT BEEN CAUGHT BEFORE.' SHE ASKED AS TO THE IDENTITY OF CARROLL COUNTY ARPT BEING W50 OR DMW. SHE THEN ASKED IF I WAS AT GAITHERSBURG, AND CIRCLING NW OF THAT ARPT. I INFORMED HER THAT THE CLOSEST I WAS TO GAI WAS IN A FAIRLY CLOSE IN PATTERN AT FDK (OVER 10 MI AWAY). SHE REQUIRED ME TO PROVIDE ALL PERTINENT NAME, ADDRESS, AND PLT CERTIFICATE INFO, AND INFORMED ME THAT IN A COUPLE OF DAYS SOMEONE WOULD CALL ME. MY HUSBAND, WHO WAS A PAX DURING THIS SHORT FLT, AND IS AN OVER 7000 HR PLT, THEN SPOKE TO HER INDICATING WE WERE NOT THE ACFT THAT THEY WERE SEEKING. HE ASKED FURTHER QUESTIONS ON HOW THIS ERROR OCCURRED, AND PROVIDED SOME OF THE ABOVE INFO SO THE CTLR COULD BETTER IDENT OUR ACFT ON THE RADAR TAPES, WHICH SHE PLEDGED TO DO.
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.