Date: 201407
Local time of day: 0001-0600
Location: FUL.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D SLI
ATC / advisory: TRACON SCT
Aircraft component: Compass (HSI/ETC)
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Training / Qualification; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On departure from FUL my initial heading was about 60 degrees off from my departure clearance for the ANAHEIM.LHS SID which described an initial left turn to 120. My heading was closer to 180. My first clue was this heading was taking me direct to the SLI VOR when I actually expected it to put me on a vector to the 058 radial from the SLI VOR; which was part of the SID. My heading indicator read 120 degrees; so I was confused. I was trying to figure out the reason for the discrepancy when ATC called to remind me to turn to a heading of 120 and gave me a vector to get me headed the right way. The pilot not flying pointed out that I could use the VFR-only GPS to get a rough heading based on my ground track; so I did but I didn't get the heading indicator issue completely squared away until we reached cruise. This caused me to be a bit off the airways during the remainder of the departure with a few helpful reminders and vectors from ATC. What I think happened is that I misaligned the heading indicator to the compass in the run-up area. The compass was so dark it was impossible to read even in bright daylight. I had noticed this the day before and had brought a small flashlight with me too help read it but it was still very hard to read the numbers. I must have read them incorrectly. I also didn't double check the heading indicator against the runway heading on departure which would have shown it was misaligned. I had done this the day before but had forgotten to with everything going through my mind about flying an unfamiliar procedure from an unfamiliar airport in a round dial airplane unlike the G1000 equipped airplanes I have been flying recently. I had studied the SID in the expectation my clearance would include it and was anticipating some good practice and experience in the system by obtaining an IFR clearance. With the compass issue and many vectors from ATC to provide 'shortcuts' to the expected SID I didn't fly the SID as precisely as I had hoped; at least laterally. Altitudes I was able to maintain correctly. I think in my desire to get some practice I got in a little over my head and behind the airplane dealing with the compass problem. Next time; if I want some instrument experience in an unfamiliar area in a round dial airplane; I'll do it with an instructor aboard. I learned some valuable lessons as well in terms of double checking compass vs. the DG.




Synopsis: C182 pilot reports misaligning his DG prior to takeoff due to a dimly lit wet compass. The initial heading is off by 60 degrees and this along with unfamiliarity with the round dial cockpit result in a roughly flown SID.