I went running this morning and put on my problem-solving hat...
I guess the idea behind the 6am monday morning transponder codes is that somehow the controllers will be able to sort through them all and determine if the aircraft with the code is actually doing what it said it would do. I don't think they will be able to do this; it's going to be too hard.
Wouldn't it make more sense to set aside a series of transponder codes and have VFR pilots use them? Assign each airport a code --
- 125x - HEF
- 126x - JYO
- 127x - VKX
- 131x - FDK
Then use the following, x =
- 0 - outbound to north
- 1 - inbound from noth
- 2 - outbound to east
- 3 - inbound from east
- 4 - outbound to south
- 5 - inbound from south
- 6 - outbound to west
- 7 - inbound from west
- 8 - pattern work (stay at airport)
etc...evens are outbounds and odds are inbounds.
For example:
- 1254 - outbound from HEF to the south
- 1255 - inbound to HEF from the south
- 1266 - outbound from JYO to the west
- 1267 - inbound to JYO from the west
- 1261 - inbound to JYO from the north
- 1311 - inbound to FDK from the north
- 1318 - pattern work at FDK
The controller can tell at a glance what the aircraft's intentions are, and software can easily be written that can track it and note deviations. Airport to airport conveyance (dc3) would still require flight plan, I guess.
Note that the existing TFR needs to be retained under this scheme, although entry and exit is much easier. You still "need" that buffer zone.
The advantage of this scheme is that by simply setting a transponder code the VFR pilot communicates his/her intentions to ATC, and ATC has a _vastly_ simpler job of tracking it all. They can do a FAR more accurate job as well, because they'll know exactly what to look for!
Note that a VFR pilot must still _monitor_ an appropriate ATC frequency, in case controllers want to talk.