Narrative:

The situation involves 2 fixed wing aircraft both departing from runway 25 at orl airport, fl. (The first aircraft is a slower cessna high wing and the second a high performance piper single 236.) the pattern in use at the time was a r-hand pattern with the cessna shooting touch-and-goes and the piper IFR outbound. The runway in use was runway 25 with the piper given a departure clearance heading of 290 degrees by clearance delivery. Traffic was heavy with short intervals between takeoff and lndgs. The cessna touched down on the runway and the piper was cleared for immediate takeoff and advised that another aircraft was on a 2 mi final. The instructions from the tower to the piper were 'cleared for immediate departure, aircraft on 2 mi final.' the piper acknowledged 'on the roll.' about 3000 ft down the runway and 500 ft in the air, the piper pilot realized that he was much faster than the cessna and was rapidly closing on the cessna. At this point the piper pilot decided to turn to the 290 degree heading and to increase the climb so as to pass well to the right and above the cessna. (The piper pilot had no knowledge that the cessna was shooting touch-and-goes and would start a turn to the right shortly.) after starting the turn to the right to 290 degrees, the tower asked the piper pilot if he had the cessna insight. The piper pilot responded 'cessna in sight, I am climbing above and to the right.' the tower then responded, 'this is exactly what I did not want you to do. The cessna is staying in the pattern.' he then instructed the cessna to turn to the left. At this point the piper was already 500 ft above and 2000 ft from the cessna, horizontally. The piper continued on its assigned heading and clearance. This situation was not a near miss but could have had bad consequences had the piper not been able to climb well above the cessna. Had the tower instructed the piper to 1) fly runway heading and keep the cessna in sight, or 2) given the piper a heading to the left, or 3) provided more spacing, the situation would have been different. In this case the piper pilot started this turn to the assigned clearance prior to reaching pattern altitude and the end of the runway due to the closeness and cessna aircraft direct in his flight path. Had the piper been instructed by the tower to fly runway heading and keep the slower aircraft in sight, he could have slowed down, or had the tower provided more spacing between the 2 aircraft on takeoff the situation would have been different.

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Original NASA ASRS Text

Title: THE PLT OF A DAKOTA OVERTAKES A HIGH WING CESSNA, IN R CLOSED TFC, DURING AN IFR DEP.

Narrative: THE SIT INVOLVES 2 FIXED WING ACFT BOTH DEPARTING FROM RWY 25 AT ORL ARPT, FL. (THE FIRST ACFT IS A SLOWER CESSNA HIGH WING AND THE SECOND A HIGH PERFORMANCE PIPER SINGLE 236.) THE PATTERN IN USE AT THE TIME WAS A R-HAND PATTERN WITH THE CESSNA SHOOTING TOUCH-AND-GOES AND THE PIPER IFR OUTBOUND. THE RWY IN USE WAS RWY 25 WITH THE PIPER GIVEN A DEP CLRNC HDG OF 290 DEGS BY CLRNC DELIVERY. TFC WAS HVY WITH SHORT INTERVALS BTWN TKOF AND LNDGS. THE CESSNA TOUCHED DOWN ON THE RWY AND THE PIPER WAS CLRED FOR IMMEDIATE TKOF AND ADVISED THAT ANOTHER ACFT WAS ON A 2 MI FINAL. THE INSTRUCTIONS FROM THE TWR TO THE PIPER WERE 'CLRED FOR IMMEDIATE DEP, ACFT ON 2 MI FINAL.' THE PIPER ACKNOWLEDGED 'ON THE ROLL.' ABOUT 3000 FT DOWN THE RWY AND 500 FT IN THE AIR, THE PIPER PLT REALIZED THAT HE WAS MUCH FASTER THAN THE CESSNA AND WAS RAPIDLY CLOSING ON THE CESSNA. AT THIS POINT THE PIPER PLT DECIDED TO TURN TO THE 290 DEG HDG AND TO INCREASE THE CLB SO AS TO PASS WELL TO THE R AND ABOVE THE CESSNA. (THE PIPER PLT HAD NO KNOWLEDGE THAT THE CESSNA WAS SHOOTING TOUCH-AND-GOES AND WOULD START A TURN TO THE R SHORTLY.) AFTER STARTING THE TURN TO THE R TO 290 DEGS, THE TWR ASKED THE PIPER PLT IF HE HAD THE CESSNA INSIGHT. THE PIPER PLT RESPONDED 'CESSNA IN SIGHT, I AM CLBING ABOVE AND TO THE R.' THE TWR THEN RESPONDED, 'THIS IS EXACTLY WHAT I DID NOT WANT YOU TO DO. THE CESSNA IS STAYING IN THE PATTERN.' HE THEN INSTRUCTED THE CESSNA TO TURN TO THE L. AT THIS POINT THE PIPER WAS ALREADY 500 FT ABOVE AND 2000 FT FROM THE CESSNA, HORIZLY. THE PIPER CONTINUED ON ITS ASSIGNED HDG AND CLRNC. THIS SIT WAS NOT A NEAR MISS BUT COULD HAVE HAD BAD CONSEQUENCES HAD THE PIPER NOT BEEN ABLE TO CLB WELL ABOVE THE CESSNA. HAD THE TWR INSTRUCTED THE PIPER TO 1) FLY RWY HDG AND KEEP THE CESSNA IN SIGHT, OR 2) GIVEN THE PIPER A HDG TO THE L, OR 3) PROVIDED MORE SPACING, THE SIT WOULD HAVE BEEN DIFFERENT. IN THIS CASE THE PIPER PLT STARTED THIS TURN TO THE ASSIGNED CLRNC PRIOR TO REACHING PATTERN ALT AND THE END OF THE RWY DUE TO THE CLOSENESS AND CESSNA ACFT DIRECT IN HIS FLT PATH. HAD THE PIPER BEEN INSTRUCTED BY THE TWR TO FLY RWY HDG AND KEEP THE SLOWER ACFT IN SIGHT, HE COULD HAVE SLOWED DOWN, OR HAD THE TWR PROVIDED MORE SPACING BTWN THE 2 ACFT ON TKOF THE SIT WOULD HAVE BEEN DIFFERENT.

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.