Date: 201310
Local time of day: 1201-1800
Location: AYS.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors; Procedure; Weather
Primary problem: Ambiguous

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.




Synopsis: 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.