Thanks for clearing that up. Did a little more reading (can't they ever print this crap up in mixed case?) and found the procedure, in part 4 of a different NOTAM:

5/1254 - PART 1 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. EFFECTIVE FROM 0502130501 UTC UNTIL FURTHER NOTICE PURSUANT TO 14 CFR SECTION 99.7, SPECIAL SECURITY INSTRUCTIONS, THE FOLLOWING PROCEDURES FOR OPERATIONS AT CERTAIN AIRPORTS IN THE WASHINGTON DC METROPOLITAN AREA FLIGHT RESTRICTED ZONE (FRZ) ARE IN EFFECT: PART I. DEFINITION. THE WASHINGTON DC METROPOLITAN AREA FLIGHT RESTRICTED ZONE (FRZ) IS DEFINED AS AN AREA BOUNDED BY A LINE BEGINNING AT THE WASHINGTON /DCA/ VOR/DME 300 DEGREE RADIAL AT 15 NM 385655N/0772008W THENCE CLOCKWISE ALONG THE DCA 15 NM ARC TO THE DCA 022 DEGREE RADIAL AT 15 NM 390611N/0765751W THENCE SOUTHEAST VIA A LINE DRAWN TO THE DCA 049 DEGREE RADIAL AT 14 NM 390218N/0765038W THENCE SOUTH VIA A LINE DRAWN TO THE DCA 064 DEGREE RADIAL AT 13 NM 385901N/0764832W THENCE CLOCKWISE ALONG THE DCA 13 NM ARC TO THE DCA 282 DEGREE RADIAL AT 13 NM 385214N/0771848W THENCE NORTH VIA A LINE DRAWN TO THE POINT OF BEGINNING; EXCLUDING THE AIRSPACE WITHIN A 1 NM RADIUS OF FREEWAY AIRPORT /W00/ MITCHELLVILLE, MD, FROM THE SURFACE UP TO BUT NOT INCLUDING FL180. END PART 1 OF 7 WIE UNTIL UFN

PART 2 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. PART II. EXCEPT FOR DOD, LAW ENFORCEMENT, OR AEROMEDICAL FLIGHT OPERATIONS, ALL PERSONS OPERATING AN AIRCRAFT TO OR FROM THE COLLEGE PARK AIRPORT (CGS); POTOMAC AIRFIELD (VKX);OR WASHINGTON EXECUTIVE/ HYDE FIELD (W32), LOCATED WITHIN THE AIRSPACE DESIGNATED AS THE WASHINGTON D.C. METROPOLITAN AREA FRZ MUST ABIDE BY THE FOLLOWING OPERATING REQUIREMENTS AND ALL ADDITIONAL GROUND SECURITY PROCEDURES AND BACKGROUND CHECKS SPECIFIED BY THE TRANSPORTATION SECURITY ADMINISTRATION (TSA) AS NECESSARY TO PROVIDE FOR THE SECURITY OF AIRCRAFT OPERATIONS TO OR FROM THE AIRPORT. PART III. OPERATING REQUIREMENTS: A) NO PERSON MAY OPERATE AN AIRCRAFT TO OR FROM THE ABOVE INDICATED AIRPORTS UNLESS THE AIRPORT OPERATORS SECURITY PROCEDURES ARE APPROVED BY TSA AND MEET OR EXCEED THE PROVISIONS OF 49 CFR PART 1562.3. B) NO PERSON MAY OPERATE AN AIRCRAFT TO OR FROM THE ABOVE INDICATED AIRPORTS UNLESS THE PILOT SATIFIES THE SECURITY PROCEDURES OUTLINED IN THE PROVISIONS OF 49 CFR PART 1562.3 AND HAS BEEN APPROVED BY END PART 2 OF 7 WIE UNTIL UFN

PART 3 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. TSA FOR OPERATIONS AT THAT AIRPORT. C) EACH PILOT SHALL COMPLY WITH THE FOLLOWING: 1. FOR ALL ARRIVALS AND DEPARTURES, FILE EITHER AN IFR OR VFR FLIGHT PLAN WITH LEESBURG AUTOMATED FLIGHT SERVICE STATION (AFSS), VIA TELEPHONE AT 866-225-7410. A SEPARATE FLIGHT PLAN IS REQUIRED TO DEPART AND ARRIVE AT THESE AIRPORTS REGARDLESS OF WHETHER OR NOT THERE IS AN INTERMEDIATE STOP. 2. FILING FLIGHT PLANS IN THE AIR IS NOT AUTHORIZED. 3. OBTAIN AN AIR TRAFFIC CONTROL (ATC) CLEARANCE WITH DISCRETE TRANSPONDER CODE AS DESCRIBED IN DEPARTURE/ARRIVAL PROCEDURES BELOW. 4. MAINTAIN TWO-WAY RADIO COMMUNICATION WITH ATC WHILE OPERATING WITHIN THE CONFINES OF THE FRZ AND THE CLASS B AIRSPACE AREA. 5. BE EQUIPPED WITH AN OPERATIONAL MODE C TRANSPONDER. END PART 3 OF 7 WIE UNTIL UFN

PART 4 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. PART IV. FLIGHT PLAN PROCEDURES: A) EACH PILOT SHALL CALL LEESBURG AFSS AND PRIOR TO FILING FLIGHT PLAN SHALL IDENTIFY HIM/HER-SELF AND USE THE CONFIDENTIAL PILOT IDENTIFICATION CODE ASSIGNED TO THEM. B) LEESBURG AFSS WILL ACCEPT FLIGHT PLAN AFTER VERIFYING CODE. C) LEESBURG AFSS WILL FORWARD PILOT''S FLIGHT PLAN TO THE UNITED STATES SECRET SERVICE. D) PILOTS SHALL CLOSE VFR FLIGHT PLANS WITH LESSBURG AFSS ONLY AFTER THEY ARE ON THE GROUND. E) PILOTS MAY REQUEST AND ATC MAY ACCEPT CANCELLATION OF IFR WHILE IN THE AIR. HOWEVER, PILOTS ARE REQUIRED TO REMAIN ON THEIR ASSIGNED BEACON CODE UNTIL ON THE GROUND AND REQUIRED TO CONTACT LEESBURG AFSS AFTER THEY ARE ON THE GROUND. END PART 4 OF 7 WIE UNTIL UFN

PART 5 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. F) LEESBURG AFSS WILL NOTIFY THE UNITED STATES SECRET SERVICE AND APPROPRIATE ATC FACILITIES WHEN THE FLIGHT PLANS ARE CLOSED. PART V. AIR TRAFFIC PROCEDURES: A) DEPARTURE PROCEDURES. NO PILOT MAY OPERATE AN AIRCRAFT DEPARTING FROM ANY OF THE ABOVE 3 AIRPORTS UNLESS THE FOLLOWING REQUIREMENTS ARE MET: 1. OBTAIN AN ATC CLEARANCE FROM POTOMAC APPROACH VIA TELEPHONE NUMBER 540-349-7597. 2. IFR: A) DEPARTING WASHINGTON EXECUTIVE/HYDE FIELD AND POTOMAC AIRPORT: ATC WILL PROVIDE EASTBOUND OR SOUTHBOUND RADAR VECTORS TO OUTSIDE THE FRZ. AIRCRAFT WILL THEN PROCEED ON COURSE AND REMAIN CLEAR OF THE FRZ. B) DEPARTING COLLEGE PARK AIRPORT (CGS): ATC WILL PROVIDE EAST- BOUND OR NORTHBOUND RADAR VECTORS TO OUTSIDE THE FRZ . AIRCRAFT END PART 5 OF 7 WIE UNTIL UFN

PART 6 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. WILL THEN PROCEED ON COURSE AND REMAIN CLEAR OF THE FRZ. 3. VFR - DEPARTING WASHINGTON EXECUTIVE/HYDE FIELD, POTOMAC AIRPORT, AND COLLEGE PARK AIRPORT: DEPART AS ASSIGNED BY ATC, EXPECTING A HEADING DIRECTLY AWAY FROM THE FRZ AIRSPACE UNTIL TWO- WAY COMMUNICATION IS ESTABLISHED WITH POTOMAC APPROACH. AIRCRAFT WILL FLY AS ASSIGNED BY ATC UNTIL CLEAR OF THE FRZ AND/OR THE CLASS B AIRSPACE AREA. B) ARRIVAL PROCEDURES. EACH PILOT SHALL: 1. ESTABLISH COMMUNICATIONS WITH ATC FOR AUTHORIZATION TO ENTER THE FRZ. 2. VFR: A) APPROACH TO COLLEGE PARK AIRPORT: AIRCRAFT SHALL REMAIN OUTSIDE THE FRZ AIRSPACE UNTIL AUTHORIZED BY ATC TO ENTER THE FRZ . PILOTS CAN EXPECT ROUTING TO COLLEGE PARK VIA THE VICINITY OF FREEWAY AIRPORT. END PART 6 OF 7 WIE UNTIL UFN

PART 7 OF 7 FLIGHT RESTRICTIONS WASHINGTON, DC. B) APPROACH TO POTOMAC AIRPORT AND WASHINGTON EXECUTIVE/HYDE FIELD: AIRCRAFT SHALL REMAIN OUTSIDE THE FRZ UNTIL AUTHORIZED BY ATC TO ENTER THE FRZ . PILOTS CAN EXPECT ROUTING TO POTOMAC AIRPORT AND WASHINGTON EXECUTIVE/HYDE FIELD VIA THE VICINITY OF MARYLAND AIRPORT OR NOTTINGHAM VORTAC. 3. IFR: IFR ARRIVALS TO COLLEGE PARK, POTOMAC, AND WASHINGTON EXECUTIVE/HYDE AIRPORTS ARE AUTHORIZED. PART VI. ANY QUESTIONS ON THIS MATTER SHOULD BE DIRECTED TO THE FEDERAL AVIATION REPRESENTATIVE AT THE NATIONAL CAPITAL REGIONAL COORDIANTION CENTER (703) 563-3221. END PART 7 OF 7 WIE UNTIL UFN

This clears up the notion that someone could just listen to ATC and pick up the 'daily' password. It's obviously vastly more complex than that.

Thanks for the additional info.

Actually, this NOTAM doesn't apply to operations at DCA. Part 4 only applies to the airports mentioned in part 2:

Since DCA is closed to general aviation, I presume there's a NOTAM with more specific information that's not published and available to us.

Your original NOTAM is the correct one. Presumably the discreet transponder code is assigned when the flight plan is filed and is not broadcast over the air. Each aircraft will be given its own code in advance, so when the aircraft approaches the Washington ADIZ, ATC will tell the aircraft to squak the code in the flight plan. If they dial in the wrong code, they get sent to IAD. Presumably.

If you want to talk shoot-down scenarios here is the most tragic -- and the most likely to happen IMO:

Airliner is arriving or departing DCA and has a severe in-flight emergency resulting in partial loss of aircraft control that demands the crew's full attention (no time for radios). The crew could be performing heroics while the military gets freaked out and downs them with a missle.

Correct



Sort of...GA traffic inbound to DCA must request and be granted a waiver. Once the waiver is granted, you get instructions on arrival and departure procedures with respect to DCA.

The original NOTAM is for VFR traffic within the Washington D.C. ADIZ only, and does not contain the information required for flight into DCA. DCA is in the FRZ, Flight Restricted Zone, aircraft entering this area will be escorted out and forced down without proper authorization, a discrete transponder code, as referenced in the original NOTAM, is valid only for flight in the ADIZ. The transponder code is transmitted to the cockpit via clearance delivery at the departing airport, it is part of your clearance, and is active the whole time you are in the air. If you are squaking the wrong code, you know it immediately after departure...

Controller: "Citation 6-Romeo-Alpha, verify transponder, squak 5243"
Me: "5243 our fault 6-Romeo-Alpha"
Controller: "Citation 6-Romeo-Alpha Contact Departure 126.1"
Me: "Departure 26.1 see-ya."

This happened to my parents on a US flight HPN-DCA in October. About 15 minutes before landing, they were told there was a "security problem" with the flight and they were being diverted to IAD. The plane parked far from any IAD terminal and was surrounded by police cars. Police boarded the plane and escorted the pilot off. They were given no information for about 30 minutes, before they were finally told by the embarrassed pilot, who had reboarded, that he didn't know the password. My parents were scared out of their minds. They were given the choice of deplaning at IAD or remaining on board to fly to DCA. According to my mom, US was not particularly nice about the whole thing, offering no help with ground transportation for people like my parents, who had no idea how far IAD was from DCA, what taxi service was like, etc. I'm not going to join in the debate about the ridiculousness of the whole password procedure, but the whole diversion thing could have been handled a whole lot better, IMHO.

Yes. I recall that a screwed-up transponder was what almost got Ashcroft blown out of the sky when he tried to return to DCA in a government aircraft on 9/11.

That's too bad. I was hoping one day the password would be "rumplestiltskin."

CO used to do IAH - EFD...a grand total of about 28 miles.

Congress doesn't author or establish these policies. They ultimately control the agency, but don't write security procedures.

And hey, we're the ones who put them each there in the first place, so laugh all you want, joke is on us.

Members of Congress are not stupid. They pass legislation enabling an agency to make rules. When the rules are ridiculous, Congress then blames the bureaucrats in the agency. The lighter/match fiasco is a perfect example of this game. The legislation only explicitly mentioned one type of lighter, but also allowed TSA to make rules regarding lighters. Voila! All lighter and matches are now banned.

A wise law school classmate pointed out how Congress often drafted legislation using ambiguous terms and phrases. Then, the courts could be blamed for the inevitable decision that construed the statute in a manner that outraged people. Gutless wonders in Washington.

somewhat basic but provides an understanding of GA and the DC ADIZ

http://www.aopa.org/adiz/adiz.html

The password is Swordfish

The rules are assinine, in part, because the most deadly portion of the jet airplane is the fuel. The associated fires did more damage at the Pentagon and WTC then the impact. A landing aircraft has minimal fuel load, jets close to takeoff are the real risk. For this reason BWI and IAD pose just as much of a threat to DC as DCA.

Great resource -- thanks.


Was anyone saying differently? 'Passwords' are required for planes entering AND departing from an airfield in the ADIZ.

No, passwords are required for the DC FRZ, which doesn't include IAD and BWI. Aircraft travelling in the ADIZ are required to obtain a transponder code which can be done in the air, and is to aid in tracking the aircraft, not to establish a valid identity.