Narrative:

Initial IFR departure clearance (while on the ground via cell phone) from ATC was 'climb and maintain 2;000 right turn heading 300 degrees' from the runway. Initial contact with ATC after departure and at 500 ft MSL instructions were 'air carrier X climb and maintain 4;000 ft'. I then asked if I was still cleared for right turn to 300 degrees heading; I miss understood the controller to state not at this time; but to delay turnout. I continued to climb out on runway heading to assigned altitude and attempted to verify navigation-aid morse code identification with the VORTAC; until approximately 2;500 ft when controller scolded me for not turning to assigned heading and that I was getting too close to class C airspace. I then apologized to the controller and immediately initiated a right turn to 310 degrees; rolled out wings level in the climb; then corrected to 300 degrees. As I continued to climb I again tried to get morse code identification from the VORTAC first on #1 navigation radio without success after more than 30 seconds; and then #2 navigation radio; still without success; and navigation flags on both the HSI and the omni-head in the panel. I then contacted departure and informed the controller that I would need to abort the flight and return to my departure airport. The controller asked what the problem was and I informed him that both navigation-radios were inoperative and could not continue under IFR on planned route of flight. He then asked if I was declaring an emergency; which I confirmed that I was not. The controller then cleared me to return to the airport VFR and to descend and maintain 2;000 ft; and contact him when airport in sight. At approximately 4 NM out +/-; I had visual on airport; but due to busy frequency was unable to report this without 'stepping on' another transmission. Once the controller had finished delivering his last instruction to an aircraft he was working; he notified me 'aircraft X; airport is 3 miles and 10 o'clock; frequency change approved to CTAF; cancel flight plan in air or on ground after landing'. I read back instructions and proceeded to normal pattern entry; and uneventful landing culminating in closing IFR flight plan after engine shut-down in front of hanger via phone call to center.

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Original NASA ASRS Text

Title: A C182 pilot discovered after an IFR takeoff that neither VOR was operating and so returned VFR to his departure airport.

Narrative: Initial IFR departure clearance (while on the ground via cell phone) from ATC was 'climb and maintain 2;000 right turn heading 300 degrees' from the runway. Initial contact with ATC after departure and at 500 FT MSL instructions were 'Air Carrier X climb and maintain 4;000 FT'. I then asked if I was still cleared for right turn to 300 degrees heading; I miss understood the Controller to state not at this time; but to delay turnout. I continued to climb out on runway heading to assigned altitude and attempted to verify navigation-aid Morse code identification with the VORTAC; until approximately 2;500 FT when Controller scolded me for not turning to assigned heading and that I was getting too close to Class C airspace. I then apologized to the Controller and immediately initiated a right turn to 310 degrees; rolled out wings level in the climb; then corrected to 300 degrees. As I continued to climb I again tried to get Morse code identification from the VORTAC first on #1 navigation radio without success after more than 30 seconds; and then #2 navigation radio; still without success; and navigation flags on both the HSI and the Omni-head in the panel. I then contacted Departure and informed the Controller that I would need to abort the flight and return to my departure airport. The Controller asked what the problem was and I informed him that both navigation-radios were inoperative and could not continue under IFR on planned route of flight. He then asked if I was declaring an emergency; which I confirmed that I was not. The Controller then cleared me to return to the airport VFR and to descend and maintain 2;000 FT; and contact him when airport in sight. At approximately 4 NM out +/-; I had visual on airport; but due to busy frequency was unable to report this without 'stepping on' another transmission. Once the Controller had finished delivering his last instruction to an aircraft he was working; he notified me 'Aircraft X; airport is 3 miles and 10 o'clock; frequency change approved to CTAF; cancel flight plan in air or on ground after landing'. I read back instructions and proceeded to normal pattern entry; and uneventful landing culminating in closing IFR flight plan after engine shut-down in front of hanger via phone call to Center.

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.