Narrative:

An incorrect turn-out on takeoff from orl was caused by miscoms between pilot and tower. This caused a potential conflict with traffic departing mco. Orl was using runway 7. I called clearance delivery before taxiing, to receive a VFR clearance out of class B airspace, and stated my destination was naples (a heading of about 200 degrees). The clearance included an altitude restr not to exceed 1500 ft, a departure frequency and a squawk code. No departure instructions were given. When I contacted tower I was given a position and hold instruction behind another departing aircraft and asked for my direction of flight. I responded that I wanted a right turn out to 200 degrees. Several seconds later I was given a takeoff clearance, and told to maintain visual separation from the aircraft in front which was turning left. I took off and proceeded to do a right turn as I had requested. Upon noticing the right turn the tower controller told me I had been instructed to turn left, then told me to continue the right turn to 240 degrees and contact departure. Orlando departure later told me to call the supervisor when I landed. This I did, and repeated the story to him. He explained that traffic departing runway 7 must not turn right because of the proximity of mco, and that his purpose was to get my version of the story. He also stated that there was no intention to make it a reportable incident. If I was given instructions for a left turn it must been along with the takeoff clearance, and I was misunderstood. I don't think I was. Lessons learned: the best place to give takeoff instructions, especially when it is a standard procedure, is with the clearance. This was not done. This is the best time since both pilot and controller are not under any pressure. Further, this is standard procedure at many other airports in class B airspace. The tower controller should have immediately responded to my request for a right turn out to 200 degrees by saying 'unable,' followed by the instructions for the left turn out. There was no response. Upon detecting my erroneous right turn, the first words the controller should have said was to continue the turn to 240 degrees. Then if time permitted tell me I had made an error. It was done the other way around, and while I was being scolded, I didn't know what to do.

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Original NASA ASRS Text

Title: THE PLT TURNED R TO HIS DESIRED 200 DEG HDG AFTER TKOF JUST AS HE HAD TOLD THE TWR HE WOULD JUST PRIOR TO TKOF. THE TWR HAD INTENDED HE TURN TO THE L, BUT THE PLT WAS NOT MADE AWARE OF THIS.

Narrative: AN INCORRECT TURN-OUT ON TKOF FROM ORL WAS CAUSED BY MISCOMS BTWN PLT AND TWR. THIS CAUSED A POTENTIAL CONFLICT WITH TFC DEPARTING MCO. ORL WAS USING RWY 7. I CALLED CLRNC DELIVERY BEFORE TAXIING, TO RECEIVE A VFR CLRNC OUT OF CLASS B AIRSPACE, AND STATED MY DEST WAS NAPLES (A HDG OF ABOUT 200 DEGS). THE CLRNC INCLUDED AN ALT RESTR NOT TO EXCEED 1500 FT, A DEP FREQ AND A SQUAWK CODE. NO DEP INSTRUCTIONS WERE GIVEN. WHEN I CONTACTED TWR I WAS GIVEN A POS AND HOLD INSTRUCTION BEHIND ANOTHER DEPARTING ACFT AND ASKED FOR MY DIRECTION OF FLT. I RESPONDED THAT I WANTED A R TURN OUT TO 200 DEGS. SEVERAL SECONDS LATER I WAS GIVEN A TKOF CLRNC, AND TOLD TO MAINTAIN VISUAL SEPARATION FROM THE ACFT IN FRONT WHICH WAS TURNING L. I TOOK OFF AND PROCEEDED TO DO A R TURN AS I HAD REQUESTED. UPON NOTICING THE R TURN THE TWR CTLR TOLD ME I HAD BEEN INSTRUCTED TO TURN L, THEN TOLD ME TO CONTINUE THE R TURN TO 240 DEGS AND CONTACT DEP. ORLANDO DEP LATER TOLD ME TO CALL THE SUPVR WHEN I LANDED. THIS I DID, AND REPEATED THE STORY TO HIM. HE EXPLAINED THAT TFC DEPARTING RWY 7 MUST NOT TURN R BECAUSE OF THE PROX OF MCO, AND THAT HIS PURPOSE WAS TO GET MY VERSION OF THE STORY. HE ALSO STATED THAT THERE WAS NO INTENTION TO MAKE IT A REPORTABLE INCIDENT. IF I WAS GIVEN INSTRUCTIONS FOR A L TURN IT MUST BEEN ALONG WITH THE TKOF CLRNC, AND I WAS MISUNDERSTOOD. I DON'T THINK I WAS. LESSONS LEARNED: THE BEST PLACE TO GIVE TKOF INSTRUCTIONS, ESPECIALLY WHEN IT IS A STANDARD PROC, IS WITH THE CLRNC. THIS WAS NOT DONE. THIS IS THE BEST TIME SINCE BOTH PLT AND CTLR ARE NOT UNDER ANY PRESSURE. FURTHER, THIS IS STANDARD PROC AT MANY OTHER ARPTS IN CLASS B AIRSPACE. THE TWR CTLR SHOULD HAVE IMMEDIATELY RESPONDED TO MY REQUEST FOR A R TURN OUT TO 200 DEGS BY SAYING 'UNABLE,' FOLLOWED BY THE INSTRUCTIONS FOR THE L TURN OUT. THERE WAS NO RESPONSE. UPON DETECTING MY ERRONEOUS R TURN, THE FIRST WORDS THE CTLR SHOULD HAVE SAID WAS TO CONTINUE THE TURN TO 240 DEGS. THEN IF TIME PERMITTED TELL ME I HAD MADE AN ERROR. IT WAS DONE THE OTHER WAY AROUND, AND WHILE I WAS BEING SCOLDED, I DIDN'T KNOW WHAT TO DO.

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.