Narrative:

I am a new cfii and a friend of mine has been working on his instrument rating for a while. I had the club P28R scheduled to fly to hlg, and he asked to go along because he wanted as much practice as possible before his upcoming check ride. I assumed he was proficient with IFR procedures because he'd been training so hard and was ready to get signed off. Also, he told me he'd been checked out in the arrow and had the complex endorsement. However, he started getting behind the airplane before the run-up. I got involved teaching him about the constant speed propeller and other factors of this flight that I expected him to be able to do (ie, somebody with a complex endorsement and flight time in this specific aircraft). Then I had to teach him about the radios. All the club aircraft have garmin GNS430's in them. My friend had done all his IFR training in a plane with a 430, but he didn't know how to use it. He did not know that the GPS could be a test item on his check ride. Finally we were ready for takeoff. He called bwi clearance delivery. After that he tried to turn around on the taxiway (about a 240 degree left turn) to take us onto the active. I had to stop the plane because we would have gotten stuck or hit a light. I had told him to just back-taxi on the active (runway 32 at gai) the few ft to the approach end of runway 32 and turn around on that taxiway. I think he started getting more and more flustered (as was I) with the situation. He finally taxied forward and turned right onto taxiway B2, ready to depart and not back taxi. I asked him what he was doing and about that time I heard a plane calling base leg for runway 32. We had no time to turn around so we departed. In all the cockpit chaos, we never called for IFR release. The conditions were better than 3000 ft and 6 mi visibility, so on climb out he turned crosswind instead of to the westminster VOR (as assigned) and finally called bwi approach. He wasn't expecting us (obviously) and confirmed we departed without getting released. I took the controls and leveled us out at about 2100 ft MSL until we got the clearance. I know the responsibility was mine for getting wrapped up in the problems before takeoff. I had assumed a great deal. 1) my friend was a proficient IFR pilot (student). 2) he was familiar with the P28R and its system and avionics. 3) this was going to be an easy trip. I now realize these factors can never be taken for granted, no matter how well you know someone or how many times that other person has flown with you. Earlier, I mentioned I was a new cfii. Well, I'm a new CFI, too, and this was my first flight in the instructor role. I suppose there are a couple of ways at looking at this flight and its lessons: 1) I made the mistakes early in my instructor career and will never make these mistakes again. 2) all my future flts as an instructor have got to be better than this one.

Related reports:

Google
 

Original NASA ASRS Text

Title: PIPER PA28R FLT INSTRUCTOR DEPARTED NON CTLED ARPT WITHOUT IFR CLRNC RELEASE DUE TO HELPING INST RATED STUDENT OBTAIN MORE IFR FLYING PRIOR TO HIS INST RATING CHK RIDE.

Narrative: I AM A NEW CFII AND A FRIEND OF MINE HAS BEEN WORKING ON HIS INST RATING FOR A WHILE. I HAD THE CLUB P28R SCHEDULED TO FLY TO HLG, AND HE ASKED TO GO ALONG BECAUSE HE WANTED AS MUCH PRACTICE AS POSSIBLE BEFORE HIS UPCOMING CHK RIDE. I ASSUMED HE WAS PROFICIENT WITH IFR PROCS BECAUSE HE'D BEEN TRAINING SO HARD AND WAS READY TO GET SIGNED OFF. ALSO, HE TOLD ME HE'D BEEN CHKED OUT IN THE ARROW AND HAD THE COMPLEX ENDORSEMENT. HOWEVER, HE STARTED GETTING BEHIND THE AIRPLANE BEFORE THE RUN-UP. I GOT INVOLVED TEACHING HIM ABOUT THE CONSTANT SPD PROP AND OTHER FACTORS OF THIS FLT THAT I EXPECTED HIM TO BE ABLE TO DO (IE, SOMEBODY WITH A COMPLEX ENDORSEMENT AND FLT TIME IN THIS SPECIFIC ACFT). THEN I HAD TO TEACH HIM ABOUT THE RADIOS. ALL THE CLUB ACFT HAVE GARMIN GNS430'S IN THEM. MY FRIEND HAD DONE ALL HIS IFR TRAINING IN A PLANE WITH A 430, BUT HE DIDN'T KNOW HOW TO USE IT. HE DID NOT KNOW THAT THE GPS COULD BE A TEST ITEM ON HIS CHK RIDE. FINALLY WE WERE READY FOR TKOF. HE CALLED BWI CLRNC DELIVERY. AFTER THAT HE TRIED TO TURN AROUND ON THE TXWY (ABOUT A 240 DEG L TURN) TO TAKE US ONTO THE ACTIVE. I HAD TO STOP THE PLANE BECAUSE WE WOULD HAVE GOTTEN STUCK OR HIT A LIGHT. I HAD TOLD HIM TO JUST BACK-TAXI ON THE ACTIVE (RWY 32 AT GAI) THE FEW FT TO THE APCH END OF RWY 32 AND TURN AROUND ON THAT TXWY. I THINK HE STARTED GETTING MORE AND MORE FLUSTERED (AS WAS I) WITH THE SIT. HE FINALLY TAXIED FORWARD AND TURNED R ONTO TXWY B2, READY TO DEPART AND NOT BACK TAXI. I ASKED HIM WHAT HE WAS DOING AND ABOUT THAT TIME I HEARD A PLANE CALLING BASE LEG FOR RWY 32. WE HAD NO TIME TO TURN AROUND SO WE DEPARTED. IN ALL THE COCKPIT CHAOS, WE NEVER CALLED FOR IFR RELEASE. THE CONDITIONS WERE BETTER THAN 3000 FT AND 6 MI VISIBILITY, SO ON CLBOUT HE TURNED XWIND INSTEAD OF TO THE WESTMINSTER VOR (AS ASSIGNED) AND FINALLY CALLED BWI APCH. HE WASN'T EXPECTING US (OBVIOUSLY) AND CONFIRMED WE DEPARTED WITHOUT GETTING RELEASED. I TOOK THE CTLS AND LEVELED US OUT AT ABOUT 2100 FT MSL UNTIL WE GOT THE CLRNC. I KNOW THE RESPONSIBILITY WAS MINE FOR GETTING WRAPPED UP IN THE PROBS BEFORE TKOF. I HAD ASSUMED A GREAT DEAL. 1) MY FRIEND WAS A PROFICIENT IFR PLT (STUDENT). 2) HE WAS FAMILIAR WITH THE P28R AND ITS SYS AND AVIONICS. 3) THIS WAS GOING TO BE AN EASY TRIP. I NOW REALIZE THESE FACTORS CAN NEVER BE TAKEN FOR GRANTED, NO MATTER HOW WELL YOU KNOW SOMEONE OR HOW MANY TIMES THAT OTHER PERSON HAS FLOWN WITH YOU. EARLIER, I MENTIONED I WAS A NEW CFII. WELL, I'M A NEW CFI, TOO, AND THIS WAS MY FIRST FLT IN THE INSTRUCTOR ROLE. I SUPPOSE THERE ARE A COUPLE OF WAYS AT LOOKING AT THIS FLT AND ITS LESSONS: 1) I MADE THE MISTAKES EARLY IN MY INSTRUCTOR CAREER AND WILL NEVER MAKE THESE MISTAKES AGAIN. 2) ALL MY FUTURE FLTS AS AN INSTRUCTOR HAVE GOT TO BE BETTER THAN THIS ONE.

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.