Narrative:

[I had a] loss of situational awareness on departure procedure departing ful on the anaheim three - lake hughes transition. After hand off from the tower; on initial contact with departure; I was not able to copy ATC (due to static/background noise) and after multiple attempts; I switched to my #2 communications radio. The #2 reception was improved; but on climb out still had a lot of background noise and difficulty understanding controller. I was expecting vectors to sli as described in departure procedures (anahm3.lhs); however ATC issued initial vectors to join up later into the procedure as if already having passed sli. This was the first time flying this particular procedure; and I am a relatively new instrument rated pilot. The textual description in the departure procedure refers to VORTAC radials and intersections; and I felt confident that I understood the procedure prior to departure. However; ATC did not use radial or intersection designators; they used victor airway designators. I was vectored to intercept V363 (pom R-164 radial); but due to the earlier communication problems I had lost situational awareness and believed I was still in an earlier part of the procedure. In retrospect; I had no idea where V363 was in relation to the departure procedure. I had not noticed the V363 marking on that segment of the departure procedure diagram; and V363 did not appear on my low altitude en route instrument chart in that vicinity (it does show quite a bit south of this vicinity). In addition; I believed that V63 was being directed; further confusing the situation as I could not find that nearby on anything. While attempting to clarify which radial and which victor airway I should be on and which VOR settings to employ; I allowed my altitude to increase above the cleared 6000 ft. ATC reminded me and directed a immediate descent; which I complied with. Eventually ATC grew tired of my meanderings and issued various vectors out of the area rather than continuing with the departure procedure. I feel that the radio reception clarity introduced early confusion into the equation and the situation continued to snowball as I lost situational awareness. I was not clear on where I was in the procedure due the poor reception quality coupled with the fact that radar vectors were used to shortcut the initial portions of the procedure. While it is certainly advantageous and cost-effective to shortcut portions of the procedure which take you out of the way; I struggled to determine where in the procedure I was. The initial climbout was to 2000 feet; and there was an overcast to broken layer at about 1800 to 2300 feet; so the first few minutes of this situation were taking place in IMC conditions. I certainly could have asked for more clarification; but the frequency was quite busy. I do not recall ever hearing an ATC reference to any of the intersections which are described in the procedure (although I was struggling to keep up with the rapid-fire; busy socal TRACON situation through poor radio reception). Perhaps an 'expect vectors to point x' (where point x is named in the procedure) would better prepare the pilot when the depicted procedure to be flown will differ from published. I am having the radios looked at today. While I don't often fly in the busy metro areas; the difficulty in hearing ATC's instructions was a heavy contributor. In addition; in reviewing departure procedures in the future I will spend more time to observe victor airway designators associated with the various radials depicted.

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Original NASA ASRS Text

Title: Light aircraft pilot reports becoming disoriented while departing FUL on the ANAHM3.LHS departure. Radio reception problems and the Controller's use of Victor airway designations instead of radials added to the confusion.

Narrative: [I had a] loss of situational awareness on departure procedure departing FUL on the Anaheim Three - Lake Hughes transition. After hand off from the Tower; on initial contact with Departure; I was not able to copy ATC (due to static/background noise) and after multiple attempts; I switched to my #2 communications radio. The #2 reception was improved; but on climb out still had a lot of background noise and difficulty understanding Controller. I was expecting vectors to SLI as described in departure procedures (anahm3.lhs); however ATC issued initial vectors to join up later into the procedure as if already having passed SLI. This was the first time flying this particular procedure; and I am a relatively new instrument rated pilot. The textual description in the departure procedure refers to VORTAC radials and intersections; and I felt confident that I understood the procedure prior to departure. However; ATC did not use radial or intersection designators; they used Victor airway designators. I was vectored to intercept V363 (POM R-164 radial); but due to the earlier communication problems I had lost situational awareness and believed I was still in an earlier part of the procedure. In retrospect; I had no idea where V363 was in relation to the departure procedure. I had not noticed the V363 marking on that segment of the departure procedure diagram; and V363 did not appear on my low altitude en route instrument chart in that vicinity (it does show quite a bit south of this vicinity). In addition; I believed that V63 was being directed; further confusing the situation as I could not find that nearby on anything. While attempting to clarify which radial and which victor airway I should be on and which VOR settings to employ; I allowed my altitude to increase above the cleared 6000 ft. ATC reminded me and directed a immediate descent; which I complied with. Eventually ATC grew tired of my meanderings and issued various vectors out of the area rather than continuing with the departure procedure. I feel that the radio reception clarity introduced early confusion into the equation and the situation continued to snowball as I lost situational awareness. I was not clear on where I was in the procedure due the poor reception quality coupled with the fact that radar vectors were used to shortcut the initial portions of the procedure. While it is certainly advantageous and cost-effective to shortcut portions of the procedure which take you out of the way; I struggled to determine where in the procedure I was. The initial climbout was to 2000 feet; and there was an overcast to broken layer at about 1800 to 2300 feet; so the first few minutes of this situation were taking place in IMC conditions. I certainly could have asked for more clarification; but the frequency was quite busy. I do not recall ever hearing an ATC reference to any of the intersections which are described in the procedure (although I was struggling to keep up with the rapid-fire; busy Socal TRACON situation through poor radio reception). Perhaps an 'expect vectors to point x' (where point x is named in the procedure) would better prepare the pilot when the depicted procedure to be flown will differ from published. I am having the radios looked at today. While I don't often fly in the busy metro areas; the difficulty in hearing ATC's instructions was a heavy contributor. In addition; in reviewing departure procedures in the future I will spend more time to observe Victor airway designators associated with the various radials depicted.

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.