Narrative:

Had to use small aircraft due to corporate aircraft in maintenance. Taxied out of key west, 'cleared direct tigar, right turn 180 degrees after departure, expect 7000 ft in 10 mins, contact key west 124.45, squawk XXXX.' the commercial chart show no departure procedures. (A small sign at end of taxiway was then blocked by a cessna 337 with the rear engine feathered and the front shut down. On my second flight I saw the sign advising to maintain runway heading until passing airport boundary.) with takeoff clearance I was given a change to 'left turn heading 360 degrees, climb to 7000 ft.' at 400 ft I started my left turn and the controller came unglued. Claimed I was not supposed to turn, etc. I quickly checked my clearance thinking I had erred, only to see I had followed my clearance. He then told me to turn right for flight following. I reminded him I was IFR, and that I had followed my clearance. He ranted that I had not followed 'published' procedures (not in commercial chart), that he was going to contact the airport manager about me. He ranted he was not going to discuss this further (nor did I) and contacted departure as instructed. Upon return to key west I got on the telephone and called the tower and asked for the chief or watch supervisor. He came on the line, idented himself as the chief, ranted on about published procedures (due to noise abatement), said he was busy, and hung up. In over 35 yrs in aviation including time as a controller, I have never met such a maniac. A person who cannot control himself is a hazard to aviation and should not be allowed to practice. Others should be warned before a safety of flight situation occurs. Callback conversation with reporter revealed the following information: reporter did not add any new information about the incident, but did mention that the latest commercial chart for eyw does not have a note concerning the sensitive areas near the airport.

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Original NASA ASRS Text

Title: PLT IFR OFF EYW IS BERATED BY THE ATCT LCL CTLR FOR NOT FOLLOWING AN UNPUBLISHED NOISE ABATEMENT PROC. A PROC IS ON A SMALL SIGN NEAR THE DEP RWY THAT WAS HIDDEN FROM VIEW BY AN ACFT RUNNING UP.

Narrative: HAD TO USE SMALL ACFT DUE TO CORPORATE ACFT IN MAINT. TAXIED OUT OF KEY WEST, 'CLRED DIRECT TIGAR, R TURN 180 DEGS AFTER DEP, EXPECT 7000 FT IN 10 MINS, CONTACT KEY WEST 124.45, SQUAWK XXXX.' THE COMMERCIAL CHART SHOW NO DEP PROCS. (A SMALL SIGN AT END OF TXWY WAS THEN BLOCKED BY A CESSNA 337 WITH THE REAR ENG FEATHERED AND THE FRONT SHUT DOWN. ON MY SECOND FLT I SAW THE SIGN ADVISING TO MAINTAIN RWY HEADING UNTIL PASSING ARPT BOUNDARY.) WITH TKOF CLRNC I WAS GIVEN A CHANGE TO 'L TURN HDG 360 DEGS, CLB TO 7000 FT.' AT 400 FT I STARTED MY L TURN AND THE CTLR CAME UNGLUED. CLAIMED I WAS NOT SUPPOSED TO TURN, ETC. I QUICKLY CHKED MY CLRNC THINKING I HAD ERRED, ONLY TO SEE I HAD FOLLOWED MY CLRNC. HE THEN TOLD ME TO TURN R FOR FLT FOLLOWING. I REMINDED HIM I WAS IFR, AND THAT I HAD FOLLOWED MY CLRNC. HE RANTED THAT I HAD NOT FOLLOWED 'PUBLISHED' PROCS (NOT IN COMMERCIAL CHART), THAT HE WAS GOING TO CONTACT THE ARPT MGR ABOUT ME. HE RANTED HE WAS NOT GOING TO DISCUSS THIS FURTHER (NOR DID I) AND CONTACTED DEP AS INSTRUCTED. UPON RETURN TO KEY WEST I GOT ON THE TELEPHONE AND CALLED THE TWR AND ASKED FOR THE CHIEF OR WATCH SUPVR. HE CAME ON THE LINE, IDENTED HIMSELF AS THE CHIEF, RANTED ON ABOUT PUBLISHED PROCS (DUE TO NOISE ABATEMENT), SAID HE WAS BUSY, AND HUNG UP. IN OVER 35 YRS IN AVIATION INCLUDING TIME AS A CTLR, I HAVE NEVER MET SUCH A MANIAC. A PERSON WHO CANNOT CTL HIMSELF IS A HAZARD TO AVIATION AND SHOULD NOT BE ALLOWED TO PRACTICE. OTHERS SHOULD BE WARNED BEFORE A SAFETY OF FLT SIT OCCURS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR DID NOT ADD ANY NEW INFO ABOUT THE INCIDENT, BUT DID MENTION THAT THE LATEST COMMERCIAL CHART FOR EYW DOES NOT HAVE A NOTE CONCERNING THE SENSITIVE AREAS NEAR THE ARPT.

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.