Narrative:

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.

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Original NASA ASRS Text

Title: 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.

Narrative: 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.

Data retrieved from NASA's ASRS site as of July 2013 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.