Apart from an intimidating towering cumulus cloud in the direction of Manassas (HEF), and some associated wind, the lead up to the flight was normal. I set up all three cameras - one looking out on each wing, and the third looking forward - the audio setup, and the aircraft in general. The fuel truck also passed by, asking if we'd like fuel. Given my luck with getting fuel recently, I accepted the offer. The departure was normal, though I'm still getting used to using rudder alone to keep myself on the centerline.Once out of the SFRA, and climbing under the Class B airspace, I passed the controls to Nick so he could get a feel for the Diamond. When he wasn't at the controls, he got some time picking the G1000 apart to find the various functions, which will definitely help in case he gets checked out at the flight school for either. I called the tower about 15 miles out and was instructed to proceed straight in for Runway 21. After landing, I brought the plane over to Landmark so that we could grab something quick from the vending machines and head back out.
After jumping back in the plane to head home, I called the tower and the instructions were the usual: "Runway 21, taxi via Alpha." Getting closer to the runway, Nick switched the frequencies for me, and I let the tower know I was ready for departure. This time, however, the instruction was not the normal "Runway 21, cleared for takeoff, climb on course," or even the "Runway 21, cleared for takeoff, left downwind departure approved."
Here's what I heard:
"Diamond 571DS, [wind], Runway 21, cleared for takeoff - break - northbound departure approved."
You can even hear me questioning the word choice of 'break' for the transmission in the recording. 'Break' is a non-standard term used to quickly convey messages to multiple aircraft: "Diamond 571DS, Runway 21, cleared for takeoff - break - Cessna 172DR, make straight in, Runway 21." Given the way in which the message was conveyed, its use would not have made sense at all, but I somehow assumed he used 'break.'
My readback was "Runway 21, cleared for takeoff, north departure approved" (note the lack of direction - left or right - in my readback). Here's where, as the part I missed turned out to be important, the controller could have ensured I heard the transmission properly by repeating or clarifying the last instruction. Understand, however, that I am not trying to shirk my own responsibility for listening to and following ATC direction. I'm simply stating that both pilot and controller are charged with ensuring messages are received and understood (AIM 4-2-1 (b) and 7110.65 2-4-3 (b), respectively). From what I heard, the assumed use of the term 'break' seemed out of place, but the transmission as a whole seemed adequate and normal. When I didn't read back exact what was stated, the controller could have helped to avoid the situation by repeating the missed instruction.
Of course, since I didn't ask for clarification, the tower controller didn't confirm the one part of the readback (and Nick was probably wondering where my comments about the use of the term 'break' came from), I ended up turning the wrong direction after departure.
What was actually said was:
"Diamond 571DS, [wind], Runway 21, cleared for takeoff, right northbound departure approved."
While the instruction I had assumed - "Runway 21, cleared for takeoff - break - northbound departure approved" - would have given me the discretion for a turn, the actual instruction required a right turn. Since the traffic pattern at CHO uses standard left turns, and I have never turned right off of Runway 21, I made a turn to the left. Nick actually heard the transmission properly and asked "you know it was supposed to be a turn to the right, right?" By that time, the tower controller noticed I made the turn in the wrong direction, and instead of providing corrective action, advised me of my error and asked me to state my intentions.
Again, I'll take the hit for not clarifying, and for not following what was asked of me, but that last transmission irked me. My intentions were known (northbound departure), and it was also clear that I turned the wrong direction (even if not known to me at the time). Advising me of my error and asking me what I'd like to do wasn't going to solve anything. Without the vantage point from the tower and radar, I didn't know the traffic picture, despite having a general idea that two planes were inbound. My only response could be "let me know what you need me to do." Because of that, what could have been precious seconds were lost. In the end, I was provided a turn eastbound (though he initially stated westbound), and I managed to call the traffic in sight after Nick pointed it out.
To be honest, I'm very surprised that I made it out of that without getting the dreaded phone number (for the non-aviation readers, "the dreaded phone number" refers to ATC giving you a phone number to call to discuss the incident, and possibly corrective action). I was really glad when I finally heard "frequency change approved" as it meant he had no further instructions for me, to include said dreaded phone number.
After switching frequencies, I went to set up the radios for the flight home, but they had already been set by Nick. At that point, I didn't have anything left to do and just passed the controls to him so he could get more time. Closer to JYO, I took the controls back and landed on Runway 17. So far, that was one of the best landings I've had in the DA40.
Despite the unfortunate departure out of CHO, it was nice to be able to go up for a quick flight.
Hours:
Pilot in Command Cross Country (PIC XC): 1.1 - 85.2 (of 50)
Actual/Simulated Instrument (Act/Sim): 0.0 - 13.7 (of 40)
