Narrative:

Departing fdk uncontrolled airport, the copilot contacted bwi clearance delivery for our IFR clearance on communication #2. I monitored unicom on communication #1. Copilot record clearance of 'cleared to hts, runway heading for vectors EMI-lin J134 J6 huq direct. Maintain 3000 ft. Departure 133.0 squawk XXXX.' traffic was departing runway 23. There were 3 single engine aircraft departing runway 23 in front of us and 1 aircraft doing touch and goes. On departure we maintained runway heading and climbed to 3000 ft, clear of the fdk traffic pattern we attempted to contact bwi departure. Radio xmissions went unanswered for 2-3 mins. After contact, bwi reported no radar contact climb and maintain 4000 ft. At 4000 ft, bwi asked radial and distance from EMI. We reported and bwi told us our clearance had been direct EMI (not runway heading for vectors). We were then told to turn right to heading of 090 degrees for EMI. During the turn we tuned in armel VOR on the #2 navigation and as we were on the 320 degree radial and 23 NM putting us clear of the iad/bwi/dca TCA, we elected to cancel IFR and proceed VFR to our destination. I believe we need to be able to pick up clrncs from fdk prior to being ready to taxi so that both pilots can be involved in picking up the clearance. I did not monitor clearance delivery while the copilot received the clearance because I was on unicom taxiing for departure. I do not know which clearance was received, runway heading or direct EMI. I now know, however, bwi expected us to fly direct EMI. The route that we did fly took us into dulles approach control airspace and into the northern edge of the iad TCA. Lack of radar coverage at 3000 ft extended the time it took to recognize that we were flying a different flight path than bwi had expected.

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Original NASA ASRS Text

Title: FLC OF AN LTT CPR JET FAILED TO FOLLOW THEIR DEP CLRNC RESULTING IN PENETRATING CLASS B AIRSPACE.

Narrative: DEPARTING FDK UNCTLED ARPT, THE COPLT CONTACTED BWI CLRNC DELIVERY FOR OUR IFR CLRNC ON COM #2. I MONITORED UNICOM ON COM #1. COPLT RECORD CLRNC OF 'CLRED TO HTS, RWY HDG FOR VECTORS EMI-LIN J134 J6 HUQ DIRECT. MAINTAIN 3000 FT. DEP 133.0 SQUAWK XXXX.' TFC WAS DEPARTING RWY 23. THERE WERE 3 SINGLE ENG ACFT DEPARTING RWY 23 IN FRONT OF US AND 1 ACFT DOING TOUCH AND GOES. ON DEP WE MAINTAINED RWY HDG AND CLBED TO 3000 FT, CLR OF THE FDK TFC PATTERN WE ATTEMPTED TO CONTACT BWI DEP. RADIO XMISSIONS WENT UNANSWERED FOR 2-3 MINS. AFTER CONTACT, BWI RPTED NO RADAR CONTACT CLB AND MAINTAIN 4000 FT. AT 4000 FT, BWI ASKED RADIAL AND DISTANCE FROM EMI. WE RPTED AND BWI TOLD US OUR CLRNC HAD BEEN DIRECT EMI (NOT RWY HDG FOR VECTORS). WE WERE THEN TOLD TO TURN R TO HDG OF 090 DEGS FOR EMI. DURING THE TURN WE TUNED IN ARMEL VOR ON THE #2 NAV AND AS WE WERE ON THE 320 DEG RADIAL AND 23 NM PUTTING US CLR OF THE IAD/BWI/DCA TCA, WE ELECTED TO CANCEL IFR AND PROCEED VFR TO OUR DEST. I BELIEVE WE NEED TO BE ABLE TO PICK UP CLRNCS FROM FDK PRIOR TO BEING READY TO TAXI SO THAT BOTH PLTS CAN BE INVOLVED IN PICKING UP THE CLRNC. I DID NOT MONITOR CLRNC DELIVERY WHILE THE COPLT RECEIVED THE CLRNC BECAUSE I WAS ON UNICOM TAXIING FOR DEP. I DO NOT KNOW WHICH CLRNC WAS RECEIVED, RWY HDG OR DIRECT EMI. I NOW KNOW, HOWEVER, BWI EXPECTED US TO FLY DIRECT EMI. THE RTE THAT WE DID FLY TOOK US INTO DULLES APCH CTL AIRSPACE AND INTO THE NORTHERN EDGE OF THE IAD TCA. LACK OF RADAR COVERAGE AT 3000 FT EXTENDED THE TIME IT TOOK TO RECOGNIZE THAT WE WERE FLYING A DIFFERENT FLT PATH THAN BWI HAD EXPECTED.

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.