Narrative:

Sep/sat/94 I was performing a routine pleasure training VFR flight to maintain my proficiency in a cessna C172/U. WX was VMC 15 mi/2500 scattered. I took the ATIS, asked fort lauderdale class C clearance delivery for a VFR flight wbound specifying a northwest departure to avoid mia class B airspace and radioed for taxi clearance to taxi runway 9R, at this point in time taxiing down to runway 9R a strong whistling electrical interference was becoming intensively disturbing in my headsets. I concluded on the poor quality of my headsets (no volume monitoring/sensitive) although I had never experienced this during my IFR training on the same airplane and out of the same airport and believed the occurrence to be a temporary situation down the taxiway also resulting from local strong antenna emissions in this part of the airport. At runway 9R I ran up the engines and noticed the interference was getting worse with revved engine. I had 3 traffic waiting behind me and was cleared promptly for takeoff although the radio reception was worrying me. I decided once in the air the situation would be better. The 2 runways 9R and 9L were active with separate frequencys. I took off runway heading 9R. Radio interference at full power was unbearable. Climbing for about a 1 1/2 mi to about 650 ft where I initiated a left turn still climbing up to about 900 ft where I was then 1/3 of the distance between the 2 runways (separated by 5500 ft) heading north. I watched for traffic and saw a jet rotating at V2 off of runway 9L wheels still on the ground. Although I was 7500 ft horizontal away (a mi and a half) at 900 ft AGL and still climbing above the extended fll airport, his rotation and angle of climb off the runway made me immediately react to make a steep 180 degree turn to the right for a south traffic to south downwind runway 9R. Halfway during my turn, tower for runway 9R confirmed south traffic right turn which I was already complying with. (Later on ground after a complaint from the jet, the tower informed me to have instructed me a southerly turn at takeoff which I am unable to confirm as the interference was so bad at that time.) downwind runway 9R the electrical interference there again became overly disturbing in this part of the airport, my head was like a pumpkin. I reported to the tower 'reading 1' and coming back for a landing to discontinue my flight. My learning from this experience was to decide to buy higher quality headsets and to abort takeoff on the runway in the future in case of any bad radio reception in a controled airspace and to ask controllers to repeat systematically if unintelligible.

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Original NASA ASRS Text

Title: SMA MAKES TURN TO RETURN LAND INTO THE PATH OF DEPARTING JET.

Narrative: SEP/SAT/94 I WAS PERFORMING A ROUTINE PLEASURE TRAINING VFR FLT TO MAINTAIN MY PROFICIENCY IN A CESSNA C172/U. WX WAS VMC 15 MI/2500 SCATTERED. I TOOK THE ATIS, ASKED FORT LAUDERDALE CLASS C CLRNC DELIVERY FOR A VFR FLT WBOUND SPECIFYING A NW DEP TO AVOID MIA CLASS B AIRSPACE AND RADIOED FOR TAXI CLRNC TO TAXI RWY 9R, AT THIS POINT IN TIME TAXIING DOWN TO RWY 9R A STRONG WHISTLING ELECTRICAL INTERFERENCE WAS BECOMING INTENSIVELY DISTURBING IN MY HEADSETS. I CONCLUDED ON THE POOR QUALITY OF MY HEADSETS (NO VOLUME MONITORING/SENSITIVE) ALTHOUGH I HAD NEVER EXPERIENCED THIS DURING MY IFR TRAINING ON THE SAME AIRPLANE AND OUT OF THE SAME ARPT AND BELIEVED THE OCCURRENCE TO BE A TEMPORARY SIT DOWN THE TXWY ALSO RESULTING FROM LCL STRONG ANTENNA EMISSIONS IN THIS PART OF THE ARPT. AT RWY 9R I RAN UP THE ENGS AND NOTICED THE INTERFERENCE WAS GETTING WORSE WITH REVVED ENG. I HAD 3 TFC WAITING BEHIND ME AND WAS CLRED PROMPTLY FOR TKOF ALTHOUGH THE RADIO RECEPTION WAS WORRYING ME. I DECIDED ONCE IN THE AIR THE SIT WOULD BE BETTER. THE 2 RWYS 9R AND 9L WERE ACTIVE WITH SEPARATE FREQS. I TOOK OFF RWY HDG 9R. RADIO INTERFERENCE AT FULL PWR WAS UNBEARABLE. CLBING FOR ABOUT A 1 1/2 MI TO ABOUT 650 FT WHERE I INITIATED A L TURN STILL CLBING UP TO ABOUT 900 FT WHERE I WAS THEN 1/3 OF THE DISTANCE BTWN THE 2 RWYS (SEPARATED BY 5500 FT) HDG NORTH. I WATCHED FOR TFC AND SAW A JET ROTATING AT V2 OFF OF RWY 9L WHEELS STILL ON THE GND. ALTHOUGH I WAS 7500 FT HORIZ AWAY (A MI AND A HALF) AT 900 FT AGL AND STILL CLBING ABOVE THE EXTENDED FLL ARPT, HIS ROTATION AND ANGLE OF CLB OFF THE RWY MADE ME IMMEDIATELY REACT TO MAKE A STEEP 180 DEG TURN TO THE R FOR A S TFC TO S DOWNWIND RWY 9R. HALFWAY DURING MY TURN, TWR FOR RWY 9R CONFIRMED S TFC R TURN WHICH I WAS ALREADY COMPLYING WITH. (LATER ON GND AFTER A COMPLAINT FROM THE JET, THE TWR INFORMED ME TO HAVE INSTRUCTED ME A SOUTHERLY TURN AT TKOF WHICH I AM UNABLE TO CONFIRM AS THE INTERFERENCE WAS SO BAD AT THAT TIME.) DOWNWIND RWY 9R THE ELECTRICAL INTERFERENCE THERE AGAIN BECAME OVERLY DISTURBING IN THIS PART OF THE ARPT, MY HEAD WAS LIKE A PUMPKIN. I RPTED TO THE TWR 'READING 1' AND COMING BACK FOR A LNDG TO DISCONTINUE MY FLT. MY LEARNING FROM THIS EXPERIENCE WAS TO DECIDE TO BUY HIGHER QUALITY HEADSETS AND TO ABORT TKOF ON THE RWY IN THE FUTURE IN CASE OF ANY BAD RADIO RECEPTION IN A CTLED AIRSPACE AND TO ASK CTLRS TO REPEAT SYSTEMATICALLY IF UNINTELLIGIBLE.

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.