An M02J pilot and safety pilot departed on an IFR clearance, but turned to the wrong heading after t...

Attributes
ACN	331076
Time
Date	199603
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : eyw
State Reference	FL
Altitude	msl bound lower : 1500 msl bound upper : 9000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : nqx
Operator	general aviation : instructional
Make Model Name	M-20 J (201)
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude climbout : initial
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Person 1
Affiliation	Other
Function	flight crew : single pilot instruction : trainee
Qualification	pilot : private pilot : commercial
Experience	flight time last 90 days : 11 flight time total : 246 flight time type : 32
ASRS Report	331076
Person 2
Affiliation	Other
Function	observation : observer
Qualification	pilot : instrument pilot : commercial
Experience	flight time total : 257
ASRS Report	331079
Events
Anomaly	conflict : airborne less severe non adherence : clearance other spatial deviation
Independent Detector	other controllera
Resolutory Action	flight crew : overcame equipment problem flight crew : became reoriented other
Consequence	Other
Miss Distance	horizontal : 0 vertical : 700
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I was on an IFR flight plan from key west international airport by melbourne international airport. While holding short for takeoff at runway 9, key west tower told me to taxi into position and hold. They also said after takeoff turn left to a heading of 030 degrees. After 20 seconds I was cleared for takeoff. I was instructed to contact key west departure. When I advised the controller that I was on the frequency, he told me that I was not flying on a heading of 030 degrees. He alerted me of another aircraft below me at 800 ft (I was flying at an altitude of 1500 ft). After I was away from all aircraft I realized that my directional gyro had malfunctioned and was off by 60 degrees when I read the compass heading. I was actually on a heading of 330 degrees, but wasn't aware of it until then. The controller asked if I was able to maintain a heading. I told him yes and that I had a discrepancy between the compass heading and the directional gyro. I immediately made the correction to the directional gyro and was able to fly the correct heading. Supplemental information from acn 331079: tower gave us the green light and told us to 'climb and turn left to heading 030 degrees to get on V601.' during the takeoff climb, tower told us to change frequency to key west naval approach. We called him up and the approach person screamed at us 'what are you doing? There's an aircraft at position 12:30 at 800 ft MSL.' I told the PIC to take evasive action and change his heading, turning right 30 degrees. At the same time, I was looking for traffic, but I couldn't see any traffic. We were climbing through 7000 ft for 9000 ft. Again, the person from naval approach told us, 'what's wrong, your aircraft can't climb very fast.' we responded, 'we're climbing, we almost stalled the aircraft.' the vy on the MO2J is 86 KTS, he was doing 78 KTS and almost stalling. The PIC tried to apologize to the approach person and tried to explain what happened. The approach controller told us that he didn't have time to talk to us.

Original NASA ASRS Text

Title: AN M02J PLT AND SAFETY PLT DEPARTED ON AN IFR CLRNC, BUT TURNED TO THE WRONG HDG AFTER TKOF WHICH RESULTED IN A CONFLICT. THE DEP CTLR HAD INTERVENED AND THE PLT DISCOVERED THAT HIS HDG INDICATOR WAS INCORRECTLY SET.

Narrative: I WAS ON AN IFR FLT PLAN FROM KEY WEST INTL ARPT BY MELBOURNE INTL ARPT. WHILE HOLDING SHORT FOR TKOF AT RWY 9, KEY WEST TWR TOLD ME TO TAXI INTO POS AND HOLD. THEY ALSO SAID AFTER TKOF TURN L TO A HDG OF 030 DEGS. AFTER 20 SECONDS I WAS CLRED FOR TKOF. I WAS INSTRUCTED TO CONTACT KEY WEST DEP. WHEN I ADVISED THE CTLR THAT I WAS ON THE FREQ, HE TOLD ME THAT I WAS NOT FLYING ON A HDG OF 030 DEGS. HE ALERTED ME OF ANOTHER ACFT BELOW ME AT 800 FT (I WAS FLYING AT AN ALT OF 1500 FT). AFTER I WAS AWAY FROM ALL ACFT I REALIZED THAT MY DIRECTIONAL GYRO HAD MALFUNCTIONED AND WAS OFF BY 60 DEGS WHEN I READ THE COMPASS HDG. I WAS ACTUALLY ON A HDG OF 330 DEGS, BUT WASN'T AWARE OF IT UNTIL THEN. THE CTLR ASKED IF I WAS ABLE TO MAINTAIN A HDG. I TOLD HIM YES AND THAT I HAD A DISCREPANCY BTWN THE COMPASS HDG AND THE DIRECTIONAL GYRO. I IMMEDIATELY MADE THE CORRECTION TO THE DIRECTIONAL GYRO AND WAS ABLE TO FLY THE CORRECT HDG. SUPPLEMENTAL INFO FROM ACN 331079: TWR GAVE US THE GREEN LIGHT AND TOLD US TO 'CLB AND TURN L TO HDG 030 DEGS TO GET ON V601.' DURING THE TKOF CLB, TWR TOLD US TO CHANGE FREQ TO KEY WEST NAVAL APCH. WE CALLED HIM UP AND THE APCH PERSON SCREAMED AT US 'WHAT ARE YOU DOING? THERE'S AN ACFT AT POS 12:30 AT 800 FT MSL.' I TOLD THE PIC TO TAKE EVASIVE ACTION AND CHANGE HIS HDG, TURNING R 30 DEGS. AT THE SAME TIME, I WAS LOOKING FOR TFC, BUT I COULDN'T SEE ANY TFC. WE WERE CLBING THROUGH 7000 FT FOR 9000 FT. AGAIN, THE PERSON FROM NAVAL APCH TOLD US, 'WHAT'S WRONG, YOUR ACFT CAN'T CLB VERY FAST.' WE RESPONDED, 'WE'RE CLBING, WE ALMOST STALLED THE ACFT.' THE VY ON THE MO2J IS 86 KTS, HE WAS DOING 78 KTS AND ALMOST STALLING. THE PIC TRIED TO APOLOGIZE TO THE APCH PERSON AND TRIED TO EXPLAIN WHAT HAPPENED. THE APCH CTLR TOLD US THAT HE DIDN'T HAVE TIME TO TALK TO US.

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.

An M02J pilot and safety pilot departed on an IFR clearance, but turned to the wrong heading after takeoff which resulted in a conflict. The departure controller had intervened and the pilot discovered that his heading indicator was incorrectly set.