Narrative:

On the afternoon of occurrence, the WX directly north and west of field was IFR including level 4 thunderstorms. My destination was sarasota. In order to circumnav the WX I decided a southwest departure would be safest. The prevailing winds at palm beach international were favoring runway 13, so I requested that runway for takeoff, hoping to get a right turn approved after takeoff. My runway request was approved, but after takeoff the tower assigned a left turn to 090 degree heading. I was then handed off to departure which assigned a heading of 030 degrees and climb to 2500 ft. This heading would have put us into IFR WX so I asked for a 'modified' heading. The controller assigned a new heading of 070 degrees. I complied with this heading although I was still fearful of flying into IFR WX. The controller then issued a new heading which I thought to be 130 degrees. I began to turn to this direction. When I reached a heading of 110 degrees the controller asked me to verify my heading. He then got upset and told me to fly a heading 030 degrees in order to maintain separation from an airliner on takeoff climb. I could not safely or legally fly into IFR WX, so therefore, I could not comply with his request. I then looked over my right shoulder and saw the airliner pass at a horizontal distance of approximately 3/4 - 1 mi. After the airliner passed I was assigned a southerly heading and I was berated for violating an 'ATC clearance.' the incident took place over a period of approximately 2 mins. I believe it could have been avoided if either my takeoff or the jet's takeoff (from palm beach) was delayed only by mins.

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Original NASA ASRS Text

Title: POTENTIAL CONFLICT LTSS WHEN SMA PLT ALLOWS A HDG TRACK DEV TO OCCUR.

Narrative: ON THE AFTERNOON OF OCCURRENCE, THE WX DIRECTLY N AND W OF FIELD WAS IFR INCLUDING LEVEL 4 TSTMS. MY DEST WAS SARASOTA. IN ORDER TO CIRCUMNAV THE WX I DECIDED A SW DEP WOULD BE SAFEST. THE PREVAILING WINDS AT PALM BEACH INTL WERE FAVORING RWY 13, SO I REQUESTED THAT RWY FOR TKOF, HOPING TO GET A R TURN APPROVED AFTER TKOF. MY RWY REQUEST WAS APPROVED, BUT AFTER TKOF THE TWR ASSIGNED A L TURN TO 090 DEG HDG. I WAS THEN HANDED OFF TO DEP WHICH ASSIGNED A HDG OF 030 DEGS AND CLB TO 2500 FT. THIS HDG WOULD HAVE PUT US INTO IFR WX SO I ASKED FOR A 'MODIFIED' HDG. THE CTLR ASSIGNED A NEW HDG OF 070 DEGS. I COMPLIED WITH THIS HDG ALTHOUGH I WAS STILL FEARFUL OF FLYING INTO IFR WX. THE CTLR THEN ISSUED A NEW HDG WHICH I THOUGHT TO BE 130 DEGS. I BEGAN TO TURN TO THIS DIRECTION. WHEN I REACHED A HDG OF 110 DEGS THE CTLR ASKED ME TO VERIFY MY HDG. HE THEN GOT UPSET AND TOLD ME TO FLY A HDG 030 DEGS IN ORDER TO MAINTAIN SEPARATION FROM AN AIRLINER ON TKOF CLB. I COULD NOT SAFELY OR LEGALLY FLY INTO IFR WX, SO THEREFORE, I COULD NOT COMPLY WITH HIS REQUEST. I THEN LOOKED OVER MY R SHOULDER AND SAW THE AIRLINER PASS AT A HORIZ DISTANCE OF APPROX 3/4 - 1 MI. AFTER THE AIRLINER PASSED I WAS ASSIGNED A SOUTHERLY HDG AND I WAS BERATED FOR VIOLATING AN 'ATC CLRNC.' THE INCIDENT TOOK PLACE OVER A PERIOD OF APPROX 2 MINS. I BELIEVE IT COULD HAVE BEEN AVOIDED IF EITHER MY TKOF OR THE JET'S TKOF (FROM PALM BEACH) WAS DELAYED ONLY BY MINS.

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.