Instructor with spi makes turn and climb to avoid overtaking aircraft on initial climb out.

Attributes
ACN	311540
Time
Date	199507
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : day
State Reference	OH
Altitude	agl bound lower : 0 agl bound upper : 2000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : day
Operator	general aviation : instructional
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial climbout : takeoff
Flight Plan	None
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	climbout : takeoff climbout : initial
Person 1
Affiliation	Other
Function	instruction : instructor
Qualification	pilot : cfi pilot : instrument pilot : commercial
Experience	flight time last 90 days : 180 flight time total : 800 flight time type : 300
ASRS Report	311540
Person 2
Affiliation	Other
Function	instruction : trainee
Qualification	pilot : student
Events
Anomaly	conflict : airborne less severe non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	none taken : unable
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

My student and I had been cleared by day tower for the option to runway 24L, but that clearance was later changed to a full stop only due to the departure of very slow moving traffic just prior to our arrival. The controller would call our takeoff roll. The takeoff clearance requested that we maintain visual traffic separation with the slower aircraft and turn to a heading of 300 degrees toward the usual practice area. On takeoff, the student seemed to be closing on the slower aircraft who appeared to be at approximately 200 ft AGL on the runway heading. To maintain separation, I had the student turn right to 300 degrees and hasten the climb. This should have caused us to be no factor for the slower aircraft and would have been consistent with the right-of-way rules mandating that the aircraft being overtaken has the right-of-way and the overtaking aircraft must alter course to the right to pass well clear. The problem was that we lost sight of the slower aircraft during our climbing right turn. If the situation were repeated, I would immediately notify tower of losing visual with the traffic and request a radar vector for separation since radar approach/departure service is available at day and the tower is equipped with radar displays.

Original NASA ASRS Text

Title: INSTRUCTOR WITH SPI MAKES TURN AND CLB TO AVOID OVERTAKING ACFT ON INITIAL CLBOUT.

Narrative: MY STUDENT AND I HAD BEEN CLRED BY DAY TWR FOR THE OPTION TO RWY 24L, BUT THAT CLRNC WAS LATER CHANGED TO A FULL STOP ONLY DUE TO THE DEP OF VERY SLOW MOVING TFC JUST PRIOR TO OUR ARR. THE CTLR WOULD CALL OUR TKOF ROLL. THE TKOF CLRNC REQUESTED THAT WE MAINTAIN VISUAL TFC SEPARATION WITH THE SLOWER ACFT AND TURN TO A HDG OF 300 DEGS TOWARD THE USUAL PRACTICE AREA. ON TKOF, THE STUDENT SEEMED TO BE CLOSING ON THE SLOWER ACFT WHO APPEARED TO BE AT APPROX 200 FT AGL ON THE RWY HDG. TO MAINTAIN SEPARATION, I HAD THE STUDENT TURN R TO 300 DEGS AND HASTEN THE CLB. THIS SHOULD HAVE CAUSED US TO BE NO FACTOR FOR THE SLOWER ACFT AND WOULD HAVE BEEN CONSISTENT WITH THE RIGHT-OF-WAY RULES MANDATING THAT THE ACFT BEING OVERTAKEN HAS THE RIGHT-OF-WAY AND THE OVERTAKING ACFT MUST ALTER COURSE TO THE R TO PASS WELL CLR. THE PROB WAS THAT WE LOST SIGHT OF THE SLOWER ACFT DURING OUR CLBING R TURN. IF THE SIT WERE REPEATED, I WOULD IMMEDIATELY NOTIFY TWR OF LOSING VISUAL WITH THE TFC AND REQUEST A RADAR VECTOR FOR SEPARATION SINCE RADAR APCH/DEP SVC IS AVAILABLE AT DAY AND THE TWR IS EQUIPPED WITH RADAR DISPLAYS.

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.