Narrative:

After takeoff from virginia tech - bcb (2100 ft MSL), I contacted roanoke departure on 126.9 at approximately 3000 ft. They assigned, and I complied with an assigned squawk. I then attempted to obtain an IFR clearance to 54A while continuing to climb in VFR conditions. The controller confirmed radar contact at 4000 ft, but refused to get/give me a clearance into IFR conditions until, as directed, 'I could maintain 5000 ft in VFR conditions.' the ceiling was very ragged and I found a small hole in which I could climb to 5000 ft. Visibility was poor, 3/5 mi. In order to maintain cloud clearance, I was at times having to make steep turns. As I was copying the clearance in a steep turn, my altitude got up to 5400 ft, to which the controller 'threatened violation' -- even before I read the clearance back. I then turned in the direction of my first fix. Shortly afterward, the controller requested my heading, to which I replied. After another couple of mins the controller advised that radar had me 10 mi north of course, turn left and climb immediately to 7000 ft and to maintain terrain clearance. I complied. I found that my directional gyroscope was about 40 degrees off compass heading. I presume this was caused by the steep turn maneuvering while attempting to climb to 5000 ft. I am 'reasonable' confident I set runway heading on the directional gyroscope at takeoff. The rest of the flight was uneventful. Lessons I learned were: 1) do not let myself get trapped with a clearance that requires steep turns to remain VFR. I believe the controller could have issued me a clearance at 4000 ft -- fully within VFR clrncs. 2) rechk, rechk, rechk the accuracy of the directional gyroscope with other instruments on board.

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Original NASA ASRS Text

Title: SMA PLT DEPARTS VFR, HAS DIFFICULTY OBTAINING IFR CLRNC. WHEN ACCOMPLISHED, HE HAS HDG DEV, ALTDEV.

Narrative: AFTER TKOF FROM VIRGINIA TECH - BCB (2100 FT MSL), I CONTACTED ROANOKE DEP ON 126.9 AT APPROX 3000 FT. THEY ASSIGNED, AND I COMPLIED WITH AN ASSIGNED SQUAWK. I THEN ATTEMPTED TO OBTAIN AN IFR CLRNC TO 54A WHILE CONTINUING TO CLB IN VFR CONDITIONS. THE CTLR CONFIRMED RADAR CONTACT AT 4000 FT, BUT REFUSED TO GET/GIVE ME A CLRNC INTO IFR CONDITIONS UNTIL, AS DIRECTED, 'I COULD MAINTAIN 5000 FT IN VFR CONDITIONS.' THE CEILING WAS VERY RAGGED AND I FOUND A SMALL HOLE IN WHICH I COULD CLB TO 5000 FT. VISIBILITY WAS POOR, 3/5 MI. IN ORDER TO MAINTAIN CLOUD CLRNC, I WAS AT TIMES HAVING TO MAKE STEEP TURNS. AS I WAS COPYING THE CLRNC IN A STEEP TURN, MY ALT GOT UP TO 5400 FT, TO WHICH THE CTLR 'THREATENED VIOLATION' -- EVEN BEFORE I READ THE CLRNC BACK. I THEN TURNED IN THE DIRECTION OF MY FIRST FIX. SHORTLY AFTERWARD, THE CTLR REQUESTED MY HDG, TO WHICH I REPLIED. AFTER ANOTHER COUPLE OF MINS THE CTLR ADVISED THAT RADAR HAD ME 10 MI N OF COURSE, TURN L AND CLB IMMEDIATELY TO 7000 FT AND TO MAINTAIN TERRAIN CLRNC. I COMPLIED. I FOUND THAT MY DIRECTIONAL GYROSCOPE WAS ABOUT 40 DEGS OFF COMPASS HDG. I PRESUME THIS WAS CAUSED BY THE STEEP TURN MANEUVERING WHILE ATTEMPTING TO CLB TO 5000 FT. I AM 'REASONABLE' CONFIDENT I SET RWY HDG ON THE DIRECTIONAL GYROSCOPE AT TKOF. THE REST OF THE FLT WAS UNEVENTFUL. LESSONS I LEARNED WERE: 1) DO NOT LET MYSELF GET TRAPPED WITH A CLRNC THAT REQUIRES STEEP TURNS TO REMAIN VFR. I BELIEVE THE CTLR COULD HAVE ISSUED ME A CLRNC AT 4000 FT -- FULLY WITHIN VFR CLRNCS. 2) RECHK, RECHK, RECHK THE ACCURACY OF THE DIRECTIONAL GYROSCOPE WITH OTHER INSTS ON BOARD.

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.