Narrative:

When departing from destin; I called for clearance instructions from eglin; AFB. My planned route was VFR from dts (heading of 360) with flight following requested. I listened and copied down the required readback information (heading; altitude; clearance and transponder code); I understood him to say runway heading at or below 1;000 ft and contact eglin at 124.25 upon reaching the coast. I made my readback to him and received clearance approval. I turned to unicom at 123.075; announced and made our departure from runway 32. I need to emphasize that I understood the approval from ATC is that in my mind I thought I had approval to take off at 32 and turn to 36 while making radio contact; south of the coast of the bay. How it was discovered: at about 800 ft I made the attempt to contact eglin on the given frequency. I did not receive a response even after at least 3 attempts. During this time; we could hear other pilots calling in with no response; as well; indicating a radio problem of some kind. The short distance between dts and eglin AFB (class D airspace) made me quickly turn toward white point; which is a known landmark for entrance to and from what is known as 'the corridor.' I continued to make my radio calls; but by this time I am approaching tyndal AFB airspace. Rather than enter; I made my turn to the north; again; staying within 'the corridor' after about 3-4 minutes (7 to 8 miles) eglin was able to make radio contact with me; with the ATC operator questioning my position. I explained that I had made several attempts to make contact; all while maintaining my approved flight. I assumed I would be in the position of my clearance; when radio contact was established. He explained that I could not travel into the corridor without express prior approval to do so. Therefore; I am submitting this report to offer my explanation of entering the restricted airspace without approval. I acted on clearance instructions that had been repeated and confirmed previously. When I did not receive a response I was confused on how to proceed.after consulting with my flight instructor and being a wings participant; I was able to complete the trainer course on FAA.gov; which is where I discovered the far 92 [?] rule concerning dts; giving eglin complete control of the airspace around dts. I also learned that radio loss is frequent in this area; resulting in adding a procedure to turn south to the ocean's coast at 1;000 ft or below until you are able to establish radio contact. In the event that I cannot make radio contact with eglin in the future; I will be sure to remain along the ocean's coast until contact is established. Radio communication needs to be considered to prevent miscommunication within class D airspace. Possibly even some kind of update; so that they are able to make contact more rapidly.

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Original NASA ASRS Text

Title: PA28 pilot reports misunderstanding his clearance for a VFR departure from DTS and not turning toward the coast after takeoff until radio communication is established.

Narrative: When departing from Destin; I called for clearance instructions from Eglin; AFB. My planned route was VFR from DTS (heading of 360) with flight following requested. I listened and copied down the required readback information (heading; altitude; clearance and transponder code); I understood him to say runway heading at or below 1;000 FT and contact Eglin at 124.25 upon reaching the coast. I made my readback to him and received clearance approval. I turned to Unicom at 123.075; announced and made our departure from Runway 32. I need to emphasize that I understood the approval from ATC is that in my mind I thought I had approval to take off at 32 and turn to 36 while making radio contact; south of the coast of the bay. How it was discovered: At about 800 FT I made the attempt to contact Eglin on the given frequency. I did not receive a response even after at least 3 attempts. During this time; we could hear other pilots calling in with no response; as well; indicating a radio problem of some kind. The short distance between DTS and Eglin AFB (Class D airspace) made me quickly turn toward White Point; which is a known landmark for entrance to and from what is known as 'the corridor.' I continued to make my radio calls; but by this time I am approaching Tyndal AFB airspace. Rather than enter; I made my turn to the north; again; staying within 'the corridor' after about 3-4 minutes (7 to 8 miles) Eglin was able to make radio contact with me; with the ATC operator questioning my position. I explained that I had made several attempts to make contact; all while maintaining my approved flight. I assumed I would be in the position of my clearance; when radio contact was established. He explained that I could not travel into the corridor without express prior approval to do so. Therefore; I am submitting this report to offer my explanation of entering the restricted airspace without approval. I acted on clearance instructions that had been repeated and confirmed previously. When I did not receive a response I was confused on how to proceed.After consulting with my flight instructor and being a WINGS participant; I was able to complete the trainer course on FAA.gov; which is where I discovered the FAR 92 [?] rule concerning DTS; giving Eglin complete control of the airspace around DTS. I also learned that radio loss is frequent in this area; resulting in adding a procedure to turn south to the ocean's coast at 1;000 FT or below until you are able to establish radio contact. In the event that I cannot make radio contact with Eglin in the future; I will be sure to remain along the ocean's coast until contact is established. Radio communication needs to be considered to prevent miscommunication within Class D airspace. Possibly even some kind of update; so that they are able to make contact more rapidly.

Data retrieved from NASA's ASRS site as of July 2013 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.