Small Aircraft
Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Flight Crew Last 90 Days 55; Flight Crew Total 3400; Flight Crew Type 1650
Communication Breakdown; Situational Awareness
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert
Procedure; Human Factors
I filed an IFR flight plan from CPK to ZZZ via the ForeFlight app. The weather was 400 BKN; 1;300 OVC with 7 miles visibility. When ready for departure from RWY 23; I contacted Norfolk Approach via the RCO. The pertinent part of the clearance was 'enter controlled airspace on a 230 heading; radar vectors HPW...' Of note is the fact that when the controller is talking over the RCO; they apparently for some reason key the mic and speak a few words; then unkey the mic for a brief moment; before re-keying the mic and talking for a few more words before unkeying the mic again. This procedure seems to clip off the first syllable of each new transmission. For instance; if the controller intended to give the phonetic spelling for a waypoint such as RIC.... the transmission might come across as 'meo India Charlie.' I don't think this had anything to do with my error; but I think it is worth mentioning. On climbout I contacted Norfolk Approach. Here are the transmissions as near as I can remember them: 'Norfolk Approach; Aircraft X off Chesapeake climbing out of 700 on a 230 heading'. 'Aircraft X; radar contact; climb and maintain 3;000; Norfolk altimeter 29.95' Response 'climb and maintain 3;000; and 29.95; Aircraft X'. After flying on the 230 heading for a minute I began to question in my mind as to whether the controller had forgotten about me flying off on a heading that was about 90 degrees off from my clearance route to HPW. I thought to myself; 'Is he expecting me to turn towards HPW?' And here is where a simple call to ATC would have been in order to clarify any uncertainty on my part...but incorrectly I turned towards HPW without contacting the controller. It wasn't long before the controller contacted me to make me aware of my error. Of course I should have stayed on the 230 heading until given radar vectors or further clearance. At the controller's direction; I returned to my 230 heading until given further radar vectors. Perhaps my desire to start heading in the right direction was a factor as the weather generally improved to the northwest. I pride myself on being a careful and exacting pilot; and this was plain and simple a mistake...one that I hope to never repeat. If in doubt about the routing; simply ask for confirmation.
GA pilot reported a communication breakdown with ATC led to a heading deviation.