Narrative:

Supercub received takeoff clearance and requested a left turn. I started my turn south out of 200 ft. I was airborne in 150 ft and climbing at 1000 FPM off runway 30. Climbing over the centerline of the north/south runway, I was at 1000 ft by the time I reached the airport perimeter (south). The tower controller called me during my turn sbound upset that I had started my turn early. He stated that I was in conflict with traffic landing runway 34 (at no time was I conflicting with traffic for runway 34 9ALTHOUGH it may have appeared like a potential hazard from the tower). Since a strong headwind was blowing, a light aircraft like a supercub takes very little runway and may be off the ground 1000 ft sooner than most aircraft. Tower controllers expect most aircraft to act the same way. I believe it would be helpful to have signs posted 'no turns before xx ft' where applicable. Although sac has noise abatement, I was always above airport property during my climb. Callback conversation with reporter revealed the following information: in both instances, the reporter surprised the tower local controllers by doing something out of the ordinary because of the performance of his aircraft. He contacted the towers at both sac and sjc by phone and made his peace. He has not heard from the FAA on either of these incidents. He has learned to be more specific with his turn after takeoff requests and not to taxi without specific clearance, no matter how short or obvious the taxi routing. The reporter normally flies an aircraft with higher performance, one that more nearly fits into the traffic flow.

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Original NASA ASRS Text

Title: TRACK DEV IN THE MIND OF THE LCL CTLR.

Narrative: SUPERCUB RECEIVED TKOF CLRNC AND REQUESTED A L TURN. I STARTED MY TURN S OUT OF 200 FT. I WAS AIRBORNE IN 150 FT AND CLBING AT 1000 FPM OFF RWY 30. CLBING OVER THE CTRLINE OF THE N/S RWY, I WAS AT 1000 FT BY THE TIME I REACHED THE ARPT PERIMETER (S). THE TWR CTLR CALLED ME DURING MY TURN SBOUND UPSET THAT I HAD STARTED MY TURN EARLY. HE STATED THAT I WAS IN CONFLICT WITH TFC LNDG RWY 34 (AT NO TIME WAS I CONFLICTING WITH TFC FOR RWY 34 9ALTHOUGH IT MAY HAVE APPEARED LIKE A POTENTIAL HAZARD FROM THE TWR). SINCE A STRONG HEADWIND WAS BLOWING, A LIGHT ACFT LIKE A SUPERCUB TAKES VERY LITTLE RWY AND MAY BE OFF THE GND 1000 FT SOONER THAN MOST ACFT. TWR CTLRS EXPECT MOST ACFT TO ACT THE SAME WAY. I BELIEVE IT WOULD BE HELPFUL TO HAVE SIGNS POSTED 'NO TURNS BEFORE XX FT' WHERE APPLICABLE. ALTHOUGH SAC HAS NOISE ABATEMENT, I WAS ALWAYS ABOVE ARPT PROPERTY DURING MY CLB. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: IN BOTH INSTANCES, THE RPTR SURPRISED THE TWR LCL CTLRS BY DOING SOMETHING OUT OF THE ORDINARY BECAUSE OF THE PERFORMANCE OF HIS ACFT. HE CONTACTED THE TWRS AT BOTH SAC AND SJC BY PHONE AND MADE HIS PEACE. HE HAS NOT HEARD FROM THE FAA ON EITHER OF THESE INCIDENTS. HE HAS LEARNED TO BE MORE SPECIFIC WITH HIS TURN AFTER TKOF REQUESTS AND NOT TO TAXI WITHOUT SPECIFIC CLRNC, NO MATTER HOW SHORT OR OBVIOUS THE TAXI ROUTING. THE RPTR NORMALLY FLIES AN ACFT WITH HIGHER PERFORMANCE, ONE THAT MORE NEARLY FITS INTO THE TFC FLOW.

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.