PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Flight Crew Last 90 Days 13.7; Flight Crew Total 2435.9; Flight Crew Type 184.3
Communication Breakdown; Situational Awareness
Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Human Factors; Procedure
During the VMC portion of an IFR departure from San Carlos Airport's Runway 30; I became confused about what course I was supposed to be flying. As a result; a traffic conflict developed. The situation came about as follows: This was the first time I had made an IFR departure from San Carlos Airport; and the departure instructions were more complex than I had experienced before; due to the proximity of the SFO final approach course. I was unable to write fast enough to get the instructions written down clearly. Although I was able to read them back correctly with the exception of a few words; what I had written down turned out to be insufficient once I was airborne. After being switched to Norcal Departure; the frequency was busy; and while I was waiting for an opportunity to check in; I became uncertain of my assigned direction of flight; and erroneously concluded that I was supposed to be flying direct to Woodside VORTAC. After turning in that direction; I saw another airplane ahead; apparently on final approach to the runway I had just taken off from; so I turned away from it. In reviewing my notes later; I realized that I was supposed to be on a heading of 120. Here is the clearance as it was read to me (transcribed later from the internet):'Cherokee ABCD; San Carlos Ground; cleared to the Half Moon Bay Airport. On departure; fly runway heading until past the diamond-shaped waterway. Then turn right heading 120. Keep your turn within two miles of the airport; for radar vectors to Woodside; direct TAILS; direct. Maintain VFR conditions at or below 1;100 until crossing the Oakland 165 radial. Then climb and maintain 2;100. Expect 5;000 five minutes after departure. Norcal Departure Control frequency 135.65. Squawk XYYZ. 'The Controller tried to read it slowly; but it was a long and unusual clearance. Here is all I was able to write down: 'ABCD CLR HAF RW DIA R 120 WITHIN 2 MI RV OSI TAILS -->At or below 1;100 OAK 165 2;100 x 5;000 5 135.65 XYYZ'. The part of the readback that I missed was the 'Maintain VFR conditions' before 'at or below 1;100.' Other than that; these cryptic notes were apparently sufficient for the readback right after the clearance was read to me; but not when I was flying the departure eighteen minutes later. In retrospect; it's obvious that because of the complexity and unfamiliarity of the departure instructions; before calling ready for takeoff I should have carefully read through them; clarified anything that was ambiguous and requested repeats if needed.
PA28 pilot reports copying and IFR clearance from SQL with complicated initial departure instructions; that is successfully read back with one omission that is corrected by SQL Ground. Eighteen minutes later after takeoff; the notes cannot be deciphered and a turn in the wrong direction is initiated then corrected by Norcal.