...or 7500, although if they'd seen that, you'd know about it by now. Likewise, an inadvertent 1200 in the DC SFRA is also a big deal. Other than that...
I would suggest submitting an ASRS. One, it is collected in the files for statistical purposes. Two, it helps other pilots to identify probable errors. Three, it helps the submitter in understanding the system.
Yes, nothing to worry about but still I would suggest learning about the system is important. Committing to memory of the FAR/AIM is part, so is the NASA ASRS system, so is NTSB 830. Of course, understanding the NAS and being knowledgeable and proficient in flying IFR is important.
Did you mispell? Or are you conjecturing what may happen in future tense?Now wonder what kind of response 7500 in DC SFRA would result in...
You got it! Scheaffer, et al.
(cue Donny Darko
) It would do 2 things, show that regardless the rules and security theater, a determined person will still get through, and that the defenses that were already in place pre 9/11 were really quite sufficient to handle any threat that the SFRA was likely to address, they just needed better thinking resources.
Absolutely and wholeheartedly do I agree. This BS about the SFRA can be easily penetrated. It is a farce. It's worse than BS. F them on the hill, who do they think they are? As if all of a sudden the USA will tumble into zombieland if some GA plane (OMG...run around!!!) should overfly inside the beltway.I would think you want to blow it to tiny bits so it rains down gently... except the engines
I don't think it's going to happen out of error except potentially a suicidal pilot goading a shoot. Personally if I wanted to go SFRA style I'd get cleared, close as I could then point at the White House full throttle and try to fly down a Phalanx.
I appoligized and explained the situation, that the plane was just annualed and the certificates were current, but the new owner would repair the defect. 
Richard is quite wrong. What it will elicit is, initiallly, a query from ATC and then probably an escort away from the target area, followed by being met when you land -- assuming you do what you're told.
That's a good idea.
If you were squawking 1200, how were they able to track you down? I mean how did they know it was you? No tail number was attached to your radar image.I have a funny story about a transponder. I was ferrying an RV-9 from Washington state to NE. I was not talking to anyone squawking 1200. Obviously, several fuel stops and an over night. When I got home there was a note for me to call MN center asap.
Seems the transponder was malfunctining reporting 32,000' MSL.
They had been tracking me for 2 days hoping I was not at 32,000' MSL going 185 MPH.
They just said please shut that damn thing off and get it fixed!
Roger that.
To the OP, trust me, you are fine. Lesson learned.
They don't need Mode S to track a 1200 code to destination and then correlate with arrivals, or back to point of departure to correlate with departures. And around the DC area, NORAD can do the same with raw radar (I.e., without any transponder at all).
Yes..
Perhaps more precisely is that you disagree with my comments. Time will tell if they are wrong or not.
Then you say this. And if the errant pilot does not comply, then what?
I suppose you mean I was wrong in that certain scenario but here.
Despite the doomsayers and alarmists, given the experience of the Smoketown Bandits, it's pretty clear what happens even if you fly directly into the middle of the FRZ without acting like a threat -- you get escorted out, directed to a place to land, and handcuffed, and then you get to kiss the concrete.
