Pilot of small aircraft in faster aircraft following slower small aircraft turned to avoid overtakin...

Attributes
ACN	152813
Time
Date	199007
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : sba
State Reference	CA
Altitude	msl bound lower : 1500 msl bound upper : 1500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : sba
Operator	general aviation : personal
Make Model Name	Small Aircraft, Low Wing, 1 Eng, Fixed Gear
Flight Phase	climbout : intermediate altitude cruise other
Route In Use	enroute : on vectors enroute other
Flight Plan	VFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private
Experience	flight time last 90 days : 75 flight time total : 1030 flight time type : 400
ASRS Report	152813
Person 2
Affiliation	government : faa
Function	controller : departure
Qualification	controller : radar
Events
Anomaly	conflict : airborne less severe other spatial deviation
Independent Detector	other controllera
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

After receiving VFR arsa departure clearance (runway heading to 1500 expect higher in 3 mins) I was cleared for takeoff following a plane that had just broke ground, this proved to be a problem being that my plane requires a higher climb speed than the plane I was following and that all departing planes were given the same clearance to remain on runway heading. Soon after lift off I saw that I was closing in on the plane in front of me so I turned left to avoid a conflict. I was still on tower frequency so I made an attempt to contact them but with frequency clutter and my radio breaking up I didn't receive a response. I switched over to departure, they acknowledged contact (I was still maintaining my heading change to avoid the departing traffic) after 2 or 3 mins departure gave me a heading turn (right) which I felt for one put me into conflict with the aircraft I had been following and more importantly I was about 2 mi off the coast and the new heading would put me farther out to sea while still maintaining the assigned altitude of 1500' (well beyond glide range of land). I transmitted that it wasn't a safe heading, they said I was in conflict with an aircraft on an instrument approach to santa barbara that was at 2100', I didn't see the urgent need to divert my heading (out to sea) while I was still maintaining 1500' and being in VFR conditions I had visibility with the act on approach (heading toward land). I made a partial heading change keeping me away from the other aircraft but not directly away from land. I see the problem as starting off with departure procedures, being all departing aircraft in an arsa airport require departure clrncs, and when all clrncs are going to start with the same routing (runway heading to 1500') it will always cause a conflict if a slower aircraft is cleared to takeoff followed by a faster aircraft west/O a proper time span, also a routing that directs an aircraft out to sea while requiring it to maintain a low altitude could be in violation of far's.

Original NASA ASRS Text

Title: PLT OF SMA IN FASTER ACFT FOLLOWING SLOWER SMA TURNED TO AVOID OVERTAKING AFTER TKOF FROM SBA. DEP CTLR ASKED FOR TURN TO PROVIDE SEPARATION FROM AN INCOMING ACFT. PLT REFUSED TURN BUT DID TURN PARTIALLY.

Narrative: AFTER RECEIVING VFR ARSA DEP CLRNC (RWY HDG TO 1500 EXPECT HIGHER IN 3 MINS) I WAS CLRED FOR TKOF FOLLOWING A PLANE THAT HAD JUST BROKE GND, THIS PROVED TO BE A PROB BEING THAT MY PLANE REQUIRES A HIGHER CLB SPD THAN THE PLANE I WAS FOLLOWING AND THAT ALL DEPARTING PLANES WERE GIVEN THE SAME CLRNC TO REMAIN ON RWY HDG. SOON AFTER LIFT OFF I SAW THAT I WAS CLOSING IN ON THE PLANE IN FRONT OF ME SO I TURNED L TO AVOID A CONFLICT. I WAS STILL ON TWR FREQ SO I MADE AN ATTEMPT TO CONTACT THEM BUT WITH FREQ CLUTTER AND MY RADIO BREAKING UP I DIDN'T RECEIVE A RESPONSE. I SWITCHED OVER TO DEP, THEY ACKNOWLEDGED CONTACT (I WAS STILL MAINTAINING MY HDG CHANGE TO AVOID THE DEPARTING TFC) AFTER 2 OR 3 MINS DEP GAVE ME A HDG TURN (R) WHICH I FELT FOR ONE PUT ME INTO CONFLICT WITH THE ACFT I HAD BEEN FOLLOWING AND MORE IMPORTANTLY I WAS ABOUT 2 MI OFF THE COAST AND THE NEW HDG WOULD PUT ME FARTHER OUT TO SEA WHILE STILL MAINTAINING THE ASSIGNED ALT OF 1500' (WELL BEYOND GLIDE RANGE OF LAND). I XMITTED THAT IT WASN'T A SAFE HDG, THEY SAID I WAS IN CONFLICT WITH AN ACFT ON AN INSTRUMENT APCH TO SANTA BARBARA THAT WAS AT 2100', I DIDN'T SEE THE URGENT NEED TO DIVERT MY HDG (OUT TO SEA) WHILE I WAS STILL MAINTAINING 1500' AND BEING IN VFR CONDITIONS I HAD VIS WITH THE ACT ON APCH (HDG TOWARD LAND). I MADE A PARTIAL HDG CHANGE KEEPING ME AWAY FROM THE OTHER ACFT BUT NOT DIRECTLY AWAY FROM LAND. I SEE THE PROB AS STARTING OFF WITH DEP PROCS, BEING ALL DEPARTING ACFT IN AN ARSA ARPT REQUIRE DEP CLRNCS, AND WHEN ALL CLRNCS ARE GOING TO START WITH THE SAME RTING (RWY HDG TO 1500') IT WILL ALWAYS CAUSE A CONFLICT IF A SLOWER ACFT IS CLRED TO TKOF FOLLOWED BY A FASTER ACFT W/O A PROPER TIME SPAN, ALSO A RTING THAT DIRECTS AN ACFT OUT TO SEA WHILE REQUIRING IT TO MAINTAIN A LOW ALT COULD BE IN VIOLATION OF FAR'S.

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.

Pilot of small aircraft in faster aircraft following slower small aircraft turned to avoid overtaking after takeoff from sba. Departure controller asked for turn to provide separation from an incoming aircraft. Pilot refused turn but did turn partially.