Narrative:

After takeoff; I received vectors to join V23 en route to the youngstown VOR. After a number of controller exchanges and a return to some very fundamental instrument navigation skills I finally got straightened out but I was extremely disappointed in my performance and the fact that I essentially joined V23 headed 180 degrees opposite the direction which I had intended (and had been cleared) to fly. In other words; after intercepting the airway I proceeded back towards cak versus heading towards youngstown. I believe that a number of factors contributed to this confusion: our aircraft had only recently had the following equipment installed in the instrument panel: an mx-20; a GNS-480; and an SL-30. I had flown with the set up described above for less than 9 hours previous to this incident and all of that was on a series of cross country flts. This is the first panel with which I have used a civilian mpd or a late model GPS (my only other experience with a GPS was with the 'direct to' functions of an early kln and apollo system). Towards the end of the previous flight; I had reconfigured the mfd to display 'track up' versus 'north up' and I was way behind in my ability to reconcile the difference between what orientation the mpd was showing; the orientation the 480 moving map was showing; and the viewing scales that I had selected. Prior to takeoff; I had not programmed a flight plan into the GPS and for reasons that I am still reflecting on -- I was slow to revert to basic chart reading in association with my familiar HSI.

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Original NASA ASRS Text

Title: A C340 PLT; UNFAMILIAR WITH RECENTLY INSTALLED GLASS AVIONICS AND GPS; TRACKS WRONG DIRECTION ON DEP.

Narrative: AFTER TKOF; I RECEIVED VECTORS TO JOIN V23 ENRTE TO THE YOUNGSTOWN VOR. AFTER A NUMBER OF CTLR EXCHANGES AND A RETURN TO SOME VERY FUNDAMENTAL INSTRUMENT NAVIGATION SKILLS I FINALLY GOT STRAIGHTENED OUT BUT I WAS EXTREMELY DISAPPOINTED IN MY PERFORMANCE AND THE FACT THAT I ESSENTIALLY JOINED V23 HEADED 180 DEGS OPPOSITE THE DIRECTION WHICH I HAD INTENDED (AND HAD BEEN CLRED) TO FLY. IN OTHER WORDS; AFTER INTERCEPTING THE AIRWAY I PROCEEDED BACK TOWARDS CAK VERSUS HEADING TOWARDS YOUNGSTOWN. I BELIEVE THAT A NUMBER OF FACTORS CONTRIBUTED TO THIS CONFUSION: OUR ACFT HAD ONLY RECENTLY HAD THE FOLLOWING EQUIP INSTALLED IN THE INSTRUMENT PANEL: AN MX-20; A GNS-480; AND AN SL-30. I HAD FLOWN WITH THE SET UP DESCRIBED ABOVE FOR LESS THAN 9 HRS PREVIOUS TO THIS INCIDENT AND ALL OF THAT WAS ON A SERIES OF CROSS COUNTRY FLTS. THIS IS THE FIRST PANEL WITH WHICH I HAVE USED A CIVILIAN MPD OR A LATE MODEL GPS (MY ONLY OTHER EXPERIENCE WITH A GPS WAS WITH THE 'DIRECT TO' FUNCTIONS OF AN EARLY KLN AND APOLLO SYSTEM). TOWARDS THE END OF THE PREVIOUS FLT; I HAD RECONFIGURED THE MFD TO DISPLAY 'TRACK UP' VERSUS 'NORTH UP' AND I WAS WAY BEHIND IN MY ABILITY TO RECONCILE THE DIFFERENCE BETWEEN WHAT ORIENTATION THE MPD WAS SHOWING; THE ORIENTATION THE 480 MOVING MAP WAS SHOWING; AND THE VIEWING SCALES THAT I HAD SELECTED. PRIOR TO TKOF; I HAD NOT PROGRAMMED A FLT PLAN INTO THE GPS AND FOR REASONS THAT I AM STILL REFLECTING ON -- I WAS SLOW TO REVERT TO BASIC CHART READING IN ASSOCIATION WITH MY FAMILIAR HSI.

Data retrieved from NASA's ASRS site as of January 2009 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.