Narrative:

Crew received a departure clearance prior to engine start with a 'hold for release' restriction. The intitial clearance instruction was to perform the bermuda dunes obstacle clearance departure procedure which specified on departure from runway 28 to turn left to a heading of 090 and maintain 4000. On taxi out the crew called for a release and was informed there would be a delay; but if we wished to depart VFR on runway 28; we should depart northbound and maintain VFR at or below 10;000. Crew elected to depart VFR and agreed to perform a left-downwind departure; then climb northbound over the airport. Once airborne the crew noted traffic 3000 feet above and descending; so we stopped the climb at approximately 1500 feet and turned downwind; passing at least 1000 feet below traffic heading for psp. Once clear of the traffic and heading northbound; the pilot not flying contacted departure control; where we found the controller noticeably upset that we had not turned northbound immediately; but instead had turned into the arrival traffic for psp. I explained that we were doing what we considered to be a normal uncontrolled field pattern departure; and that we had the traffic above in sight at all times and maintained VFR. Flight continued normally with no further comment from ATC about the matter. Crew was in agreement about the departure procedure before takeoff; but feel that the instructions from ATC were vague at best. In the future; if I find it necessary to depart VFR in order to get an IFR clearance; I will ascertain exactly what ATC is expecting me to do beforehand so that there are no surprises for either party. Had we not even tried contacting ATC prior to departure; or had been unable to and just departed VFR planning to obtain the clearance airborne; this situation could have been much worse; considering what the obstacle departure procedure instructions entailed; which was turning left as we did and heading inbound on the trm 344 degree radial. Additionally; I will elect to take a brief delay if it means receiving a clearance prior to departure; so as to avoid VFR departures from uncontrolled fields.

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Original NASA ASRS Text

Title: After agreeing to climb VFR northbound after takeoff from Runway 28 at UDD to avoid a departure delay for an IFR clearance; a CL300 flight crew opted to instead turn left; making a 260 degree turn over the airport before proceeding northbound. This resulted in a traffic conflict about which the crew was advised when contacting ATC.

Narrative: Crew received a departure clearance prior to engine start with a 'hold for release' restriction. The intitial clearance instruction was to perform the Bermuda Dunes Obstacle Clearance Departure Procedure which specified on departure from runway 28 to turn left to a heading of 090 and maintain 4000. On taxi out the crew called for a release and was informed there would be a delay; but if we wished to depart VFR on Runway 28; we should depart northbound and maintain VFR at or below 10;000. Crew elected to depart VFR and agreed to perform a left-downwind departure; then climb northbound over the airport. Once airborne the crew noted traffic 3000 feet above and descending; so we stopped the climb at approximately 1500 feet and turned downwind; passing at least 1000 feet below traffic heading for PSP. Once clear of the traffic and heading northbound; the Pilot Not Flying contacted Departure Control; where we found the controller noticeably upset that we had not turned northbound immediately; but instead had turned into the arrival traffic for PSP. I explained that we were doing what we considered to be a normal uncontrolled field pattern departure; and that we had the traffic above in sight at all times and maintained VFR. Flight continued normally with no further comment from ATC about the matter. Crew was in agreement about the departure procedure before takeoff; but feel that the instructions from ATC were vague at best. In the future; if I find it necessary to depart VFR in order to get an IFR clearance; I will ascertain exactly what ATC is expecting me to do beforehand so that there are no surprises for either party. Had we not even tried contacting ATC prior to departure; or had been unable to and just departed VFR planning to obtain the clearance airborne; this situation could have been much worse; considering what the obstacle departure procedure instructions entailed; which was turning left as we did and heading inbound on the TRM 344 degree radial. Additionally; I will elect to take a brief delay if it means receiving a clearance prior to departure; so as to avoid VFR departures from uncontrolled fields.

Data retrieved from NASA's ASRS site as of April 2012 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.