The pilot of a turboprop aircraft failed to fly the ODP procedure from VUO and conflicted with arrivals to PDX.
Synopsis
The pilot of a turboprop aircraft failed to fly the ODP procedure from VUO and conflicted with arrivals to PDX.
Narrative
I was on North Sector when a pilot called for clearance from VUO to MMV. I issued the clearance IAW local procedures and advised the flight to 'hold on the ground for release.' I got a good read back and told them to contact Departure on the appropriate frequency since we were in a Runway 10 configuration and this satellite airport was not in my airspace. I then gave a position relief briefing and left the TRACON.A short time later a Supervisor advised me that there was a possible pilot deviation and asked me if I had read the clearance correctly. I said I did and went to listen to the tape with the Supervisor. There were zero discrepancies with the issuance of the clearance or the read back.I was told that the aircraft departed VUO and made the correct ODP (Obstacle Departure Procedure) but instead of continuing to BTG VOR as assigned they made a left turn over the Runway 10 final and conflicted with a F900 on final for Runway 10L at PDX. I think that pilots need to exercise extreme vigilance when departing in close proximity to larger airports where there are many arrivals and departures. I also think that pilots should be allowed to tour facilities that they fly into and out of regularly to see what happens behind the scenes. If the flight had complied with ATC clearance there wouldn't have been a loss of separation.
Second reporter narrative
While departing VUO in route to MMV via BTG on an IFR clearance; I started my turn too soon before BTG to MMV causing a concern to ATC regarding landing traffic at PDX.Prior to departure; I programmed my FMS to fly as filed above. I departed Runway 26 with calm winds into VFR conditions with a ceiling of 4;000 FT. On departure I extended my upwind to avoid VFR traffic then activated the auto pilot to BTG in GPS mode. I continued to scan for VFR traffic into VUO but to my surprise it seemed to be too early for the auto pilot to sequence to fly the next leg to MMV. At first glance all seemed to be in order on the panel; I then looked outside scanning for VFR traffic into VUO and traffic into PDX as I knew they were using 10R and L. I then focused on the panel questioning the early turn and about that time ATC gave me a heading and said I should be on my way to BTG.I then received vectors for the ILS into MMV and was told to call ATC by phone. When I was cleared for the approach into MMV I was still VFR about to enter IMC and I decided to cancel IFR for safety reasons; and return VFR to VUO and determine what went wrong. I talked to the Supervisor and he concurred that I turned too early to MMV.After my review of PDX approach plates; area chart; flight track; and use of a PC simulator; I determined that I created an unusual situation. The extended upwind and departing Runway 26 created a course to BTG that caused a need to turn about 140 degrees to the left to MMV from BTG. The FMS is designed to turn as needed to intercept the next leg and in this case it needed to turn very early as a result of the angle of turn and my speed. This will not happen again; I have shared this experience with the simulator manufacturers; and plan to do a lesson plan to demonstrate to the other pilot that flies this plane that demonstrates the potential problem and how to deal with it such as use of the VOR nav; track nav; slower speed etc.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.