Golden Eagle 421
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 50; Flight Crew Total 7300; Flight Crew Type 250
Time Pressure
Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Chart Or Publication; Human Factors; Procedure; Weather
I chose AYS as a fuel stop due to weather in the JAX and CHS area. Fuelers provided a 'quick turn.' A new IFR flight plan was filed and briefed via the internet inside the FBO during fueling. I inquired 'what is the best way to get an IFR clearance outbound?' I was told they have a Ground Communications Outlet (GCO) but it was a 'waste of time'. The ceilings were low (around 2;000 FT) but based on my inbound approach and review of a Topographic WAC; I determined I should be able to depart VFR and establish an IFR clearance airborne. I had done this four days prior at this facility; however the weather conditions were CAVU. Upon departure; I used a radio frequency published on the airport approach chart to attempt to establish communication with ZJX Center. I leveled off at approximately 1;500 FT; an altitude that kept me well below the ceiling and above obstacles; with a legal yet uncomfortable margin. After no luck in establishing communication; I adjusted my direct course to a northbound course; keeping clear of a published MOA. I radioed 121.5 and was unable to relay communication through Guard. After several attempts; I next contacted MACON Radio who advised a frequency to suggest. After additional attempts to make radio contact; the FSS person realized the frequency provided was transposed. I was then able to contact ZJX on an appropriate frequency.A lot of things were executed correctly; I reviewed minimum altitudes; re-directed the flight for airspace concerns; and followed the old adage; Aviate; Navigate; Communicate to eventually resolve this issue. What I didn't do was exercise patience on the ground to establish an IFR flight plan prior to departure. I also added a lot of unnecessary chatter on the radio. I think the inefficiencies of today's FSS remote services are contributing to pilot's making wrong decisions. I was lucky to have good visibility and a steady ceiling; I could easily visualize this situation turning into a more serious situation with area terrain or a lower ceiling. I am grateful this happened in the flat lands of Georgia; and will think twice about departing VFR; especially when I am pressed for time.
C421 pilot reports departing VFR below a 2;000 FT ceiling to pick up an IFR clearance airborne. The correct frequency to contact ATC on is elusive and many minutes pass before an IFR clearance can be obtained.