Date: 201903
Local time of day: 0601-1200
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The Clearance: VNY CANOG2.GMN SID Gorman Transition. The Deviation: busted MVA. I loaded the route of flight into the GPS along with the CANOG2.GMN. After getting airborne and upon reaching the end of the runway; I made a left turn to a heading of 253 and continued climbing. As I approached the course shown on the GPS; I made ready to turn to follow the GPS course to the GMN VOR. This action caused me to get on course to go below the MVA. SoCal Approach caught it and turned me. I did notice the mountains and was going to say something as SoCal called me. SoCal gave me a number; which I called. I spoke with the gentleman that answered the phone at SoCal TRACON. During our conversation; Controller expressed to me that this was happening more and more. He also told me that they were just as frustrated with this as I was and they were looking for a solution to help stop these. Since that is the case; here is my input. 1) Pilots reading the plate; who do not do it for a living; loading the SID into the GPS; then following the GPS line rather than the plate and waiting for the vectors from SoCal. 2) IPIHO is the start of the transition; which may bait pilots who are cleared to fly the SID and transition into joining the course when approaching that course and prior to reaching the MVA. I am confident that I fell for this. 3) The plate states that expect radar vectors to IPIHO Intersection. Then via the transition. Another point where I am confident got me to turn since once I got to IPIHO; I turned onto the transition. Since SIDs are meant to reduce communication workload; when I got to the course to follow to Gorman with no word from SoCal; I turned. What can be some solutions? 1) Possibly making the Santa Susana Pass (VPLSS) the vector point instead of IPIHO; or creating a new GPS intersection 3 NM west of VPLSS. That would take a pilot further west and to lower terrain before turning. So; even if they did join the GPS course at that point; they would be at a safe altitude. I was 2.5 NM west of VPLSS when they turned me on course after the deviation. SUANA could also be used as the new radar vector point since it is about where a 253 heading would take you. 2) Make the phrase 'expect radar vectors' another color; or at least bold; on the plate and verbal description. This should help it stand out. 3) The plate states that expect radar vectors to IPIHO intersection. Then via the transition. Maybe this should say to maintain climb to ATC assigned altitude; heading 253 until cleared by ATC on course. What could I have done to mitigate this deviation? Several things have come to mind as I have been studying this and speaking with my CFII on this subject. 1) Simply state in the flight plan 'NO SIDs.' If you are not use to flying them; then do not. I know this is more workload for ATC and the pilot; but worth it in my opinion as a safety aspect and leaves no ambiguity. Instructions such as 'on departure fly heading 253; radar vectors Gorman.' Hard to not understand those instructions. 2) Ask for clarification from Tower or Clearance Delivery. I know it is all on the plate that is why it is there. However; asking questions before hand is never a bad thing. Especially when you do not fly for a living. 3) Ask Departure if you are getting close to the course change and have not gotten what you expect from them. What are my plans to learn from this deviation and get better at reading SIDs and over all flying in the IFR system? 1) I have already spent some time with my CFII discussing this and looking at why; and some solutions to mitigate this in the future. Those I have listed above on what I could have done to mitigate the deviation. 2) [Date] through [date] I will be attending the [aircraft manufacturer] Airplane and Pilots Association Safety Conference and Pilot Proficiency Program at KSMX. Part of the program is to receive both a basic flight review and an instrument proficiency check. I will take this opportunity to get another CFII input; as well as from the other pilots that are attending; on this deviation and possible way to mitigate this in the future. Also; to possibly teach those that are attending what they can do to not get a deviation on SIDs.




Synopsis: Small aircraft pilot reported the CANOGA TWO SID was unclear regarding transition instructions and the pilot violated the MVA.