HERE IS THE TEXT THAT WAS PROVIDED IN THE ASRS/"NASA" FORM:
I was providing instruction to a commercial pilot applicant (“student’) on this day (Saturday – July 10, 2004 between 10:15AM EDT & 1:15PM EDT). The student was told to prepare for a VFR flight from Martin State Airport (MTN), departing the ADIZ at GOLDA intersection [ENO 271º Radial @ 25.0 DME], landing at Ridgely (RJD) and return, via GOLDA, with airwork to occur during the segment(s) of the flight outside of the ADIZ. Upon arriving at MTN, I was advised by the student that he had obtained a FSS briefing and filed a flight plan for the GOLDA-MTN return flight; no adverse weather was reported during the briefing and no NOTAMS were briefed. We would depart MTN and the ADIZ via GOLDA and using the prescribed procedure
[FONT="][1][/FONT] with a 1205 transponder code.
We departed MTN at approximately 10:45AM EDT using runway 33, and made a left downwind departure towards GOLDA, after clearing R-4001A, climbing to 2,000’ MSL. Just prior to departing the MTN Class “D” airspace, the Tower (121.30) asked us to verify that we were squawking 1205. The student checked, as did I, and verified that the 1205 code was displayed and that the unit was being interrogated. This information was relayed to MTN Tower. At that point, Tower directed us to monitor Potomac Approach on 126.75, and we did.
Continuing to proceed direct to GOLDA at 2,000’ MSL, we monitored the 126.75 frequency. Once at GOLDA (and clear of the ADIZ), we departed to the south/southeast where we did airwork from 2,000’ MSL up to 4,500” MSL until in the vicinity of RJD. During this time, we simultaneously monitored 126.75 and 121.50. We landed on runway 30 at RJD and took a break until about 12:15PM EDT.
Continuing our flight, we departed runway 30 at RJD, climbing to 2,500’ MSL and heading towards GOLDA. Frequency 121.50 was monitored on departure. About 5 miles south of GOLDA,
I contacted Potomac Approach to advise them that we were inbound to MTN and wanted to get the transponder code for operation in the ADIZ to MTN.
I was told that there was no flight plan on file. I told the controller that one had been filed earlier in the day, but he said that he didn’t have it and that we’d have to re-file.
[FONT="][2][/FONT] We circled south of GOLDA while I got things straightened out.
I called Leesburg FSS on 122.20 and asked them to help. They found the flight plan and advised that it had been filed with Altoona FSS; therefore, it was transmitted to Leesburg FSS and not to Washington Center where it apparently should have gone.
[FONT="][3][/FONT] The briefer assisted and obtained the necessary information to file the requisite flight plan.
I re-established contact with Potomac Approach on 126.75 and the controller assigned transponder code 4601,
which I acknowledged. The 4601 code was selected on the transponder and proper function and operation were noted; the interrogation light was flashing. We proceeded on a direct course from GOLDA to MTN with the necessary deviation to avoid R-4001A but be in a position for a left downwind for runway 15 (as transmitted on ATIS “Q”).
As we came within 10
+ miles of MTN,
I tried to establish contact with Approach so as to get a frequency change to MTN, but congestion on the frequency continued to be so great that a reply was not received until we were about 4 miles from the airport. We climbed to 2,800’ MSL to avoid MTN’s Class “D” yet stay below the Class “B” airspace. At about this time, the Approach
controller responded to my call and asked us where we were.
I told him and he saw us but he still did not authorize the frequency change to MTN Tower. We maintained altitude of 2,800’ MSL along a left downwind course for runway 15. At a position where we were about 3 miles north of the airport, Approach authorized the frequency change and we established contact with MTN tower and then descended into the Class “D” airspace. Initially, we received a # 1 landing clearance but we were then told to follow inbound traffic.
Upon landing, at approximately 12:50PM EDT, Tower told us to contact MTN Ground (121.80). Ground advised us that they had a telephone number that needed to be called; we responded that we would contact them by phone after we secured the airplane. Shortly after 1:00PM EDT,
I called MTN Tower and they
gave me the number of Potomac Approach: (540) 351-6129.
I tried to call Potomac Approach several times, but the line was busy. At about 1:25PM EDT,
I established contact with Potomac Approach and spoke with Frank.
He told me that our flight had been observed only as a “primary target” (i.e., the transponder as not on or operable and the code was not being received by ATC).
I told Frank of the initial MTN inquiry, that we had been in contact with ATC throughout the required portions of our flight and there was no mention of any transponder problems, and that the transponder was functioning normally. Frank advised that a report was going to be filed, ATC tapes and radar plots recorded, and that a review would be conducted by the local Flight Standards District Office (FDSO). Franks asked me for some information such as name, address, telpehone number, date of birth, and pilot certificate number. He told me that I could expect to be contacted by the FSDO within 2-3 weeks.
