Narrative:

What happened: after reading back an IFR clearance correctly to clearance delivery and after trying unsuccessfully to contact departure control from takeoff position, I departed an uncontrolled airport in strong VFR conditions (25000' ceiling and 10 mi visibility) with the intention of contacting departure at altitude. There was no clearance void time. How problem discovered: controller immediately advised me upon contact that he had told me to wait for his release before takeoff. What actions taken: controller directed a left turn to 90 degrees and a climb to flight altitude of 9000'. This was followed by another left turn to 180 degrees (my intended flight direction). Then I was handed off to cincinnati approach. Initially, he also directed that I remain VFR. Evasive action: none required to my knowledge. Contributing factors: departure airport is approximately 25 mi from departure control. Radio communications between ground aircraft and departure is good, poor, or non-existent, depending upon conditions and aircraft location. I received and read back my clearance while parked upon the highest point of the airport, then taxied to the north end of runway 18 for takeoff. It is not unusual for that communications between aircraft in this position and dayton control to not be established. Why situation occurred: I was not aware that I had been directed to hold my takeoff for departure control release. After trying to contact departure I took off because VFR conditions prevailed and because past experience noted that departure could be contacted only 200-300' off of the ground. If my clearance contained instructions to hold my takeoff until release by departure, I missed it. However, so did clearance delivery when they confirmed a correct readback. Suggestions to prevent recurrence: IFR clrncs should be issued with a clearance void time. This would prevent confusion and facilitate traffic flow.

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Original NASA ASRS Text

Title: IFR DEP FROM UNCONTROLLED FIELD WITHOUT CLRNC AUTHORIZATION. INFORMED APCH WHEN ABLE TO CONTACT.

Narrative: WHAT HAPPENED: AFTER READING BACK AN IFR CLRNC CORRECTLY TO CLRNC DELIVERY AND AFTER TRYING UNSUCCESSFULLY TO CONTACT DEP CTL FROM TKOF POS, I DEPARTED AN UNCONTROLLED ARPT IN STRONG VFR CONDITIONS (25000' CEILING AND 10 MI VISIBILITY) WITH THE INTENTION OF CONTACTING DEP AT ALT. THERE WAS NO CLRNC VOID TIME. HOW PROB DISCOVERED: CTLR IMMEDIATELY ADVISED ME UPON CONTACT THAT HE HAD TOLD ME TO WAIT FOR HIS RELEASE BEFORE TKOF. WHAT ACTIONS TAKEN: CTLR DIRECTED A LEFT TURN TO 90 DEGS AND A CLB TO FLT ALT OF 9000'. THIS WAS FOLLOWED BY ANOTHER LEFT TURN TO 180 DEGS (MY INTENDED FLT DIRECTION). THEN I WAS HANDED OFF TO CINCINNATI APCH. INITIALLY, HE ALSO DIRECTED THAT I REMAIN VFR. EVASIVE ACTION: NONE REQUIRED TO MY KNOWLEDGE. CONTRIBUTING FACTORS: DEP ARPT IS APPROX 25 MI FROM DEP CTL. RADIO COMS BTWN GND ACFT AND DEP IS GOOD, POOR, OR NON-EXISTENT, DEPENDING UPON CONDITIONS AND ACFT LOCATION. I RECEIVED AND READ BACK MY CLRNC WHILE PARKED UPON THE HIGHEST POINT OF THE ARPT, THEN TAXIED TO THE N END OF RWY 18 FOR TKOF. IT IS NOT UNUSUAL FOR THAT COMS BTWN ACFT IN THIS POS AND DAYTON CTL TO NOT BE ESTABLISHED. WHY SITUATION OCCURRED: I WAS NOT AWARE THAT I HAD BEEN DIRECTED TO HOLD MY TKOF FOR DEP CTL RELEASE. AFTER TRYING TO CONTACT DEP I TOOK OFF BECAUSE VFR CONDITIONS PREVAILED AND BECAUSE PAST EXPERIENCE NOTED THAT DEP COULD BE CONTACTED ONLY 200-300' OFF OF THE GND. IF MY CLRNC CONTAINED INSTRUCTIONS TO HOLD MY TKOF UNTIL RELEASE BY DEP, I MISSED IT. HOWEVER, SO DID CLRNC DELIVERY WHEN THEY CONFIRMED A CORRECT READBACK. SUGGESTIONS TO PREVENT RECURRENCE: IFR CLRNCS SHOULD BE ISSUED WITH A CLRNC VOID TIME. THIS WOULD PREVENT CONFUSION AND FACILITATE TFC FLOW.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.