Narrative:

While in the flight planning room; a pilot asked a FBO employee about the direct phone number to the TRACON because he had problems with radio reception by eglin the last time he was in destin and he was going to call on his cell phone from the end of the runway. Shortly after this discussion; I finished my flight planning and used the direct line to ask for the most expedient way to get takeoff clearance since I was unfamiliar with destin and I was going to be battling strong headwinds on course. The controller on the phone told me to contact departure control when I was number 1 for takeoff. He did not provide alternate communications procedures. I asked if I get my clearance at the end of the taxiway and he said no he was giving my clearance to me over the phone and I just needed to contact departure control as instructed when number 1 for takeoff. After engine runup at the south end of the taxiway; I called eglin departure; no response. I could hear them giving directions to other aircraft but they were not hearing my radio transmissions. I tried five times to contact departure without success. At this time I had a line of airplanes waiting behind me. Since it was VMC; I decided I would call as soon as I lifted off and stay in the traffic pattern if necessary to avoid IFR clearance conflicts. After a ground roll of about 700 feet I was in the air and called eglin departure and announced I was airborne off destin climbing through 300 feet. After giving me a vector heading; the controller said I was supposed to contact them when number 1 for takeoff. I informed him I had tried as instructed 5 times with no response. He said I should have contacted clearance delivery as that person is sitting next to him. He also said it wasn't a problem this time. The airport facility directory states IFR aircraft remain on ground - ctc departure con for climb out instruction and IFR release. How can you get a release if departure control can't receive your transmissions? I am sure they are relying on a line of site radio signal. With an aircraft that sits low to the ground with the communications antenna on the bottom of the fuselage this radio signal may never be received. Had the weather been anything other than VMC I wouldn't have considered a takeoff. I felt since they had me assigned a discrete code they would see me lift off and I could stay in the traffic pattern until given my further clearance. I was less than 1 mile from the runway end when I was given a vector toward whites point. The FAA needs to publish alternate communications procedures if aircraft are unable to reach departure control. They also need to have a remote outlet to ensure all aircraft can transmit and receive with both departure control and clearance delivery while on the ground at both end of the runway at destin. The inability to have reception of communications is frustrating to the pilot and can set the course for other events to happen.

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Original NASA ASRS Text

Title: A pilot was unable to contact VPS TRACON as directed before takeoff from DTS and so was counseled after calling for takeoff clearance after becoming airborne.

Narrative: While in the flight planning room; a pilot asked a FBO employee about the direct phone number to the TRACON because he had problems with radio reception by Eglin the last time he was in Destin and he was going to call on his cell phone from the end of the runway. Shortly after this discussion; I finished my flight planning and used the direct line to ask for the most expedient way to get takeoff clearance since I was unfamiliar with Destin and I was going to be battling strong headwinds on course. The Controller on the phone told me to contact Departure Control when I was number 1 for takeoff. He did not provide alternate communications procedures. I asked if I get my clearance at the end of the taxiway and he said no he was giving my clearance to me over the phone and I just needed to contact Departure Control as instructed when number 1 for takeoff. After engine runup at the south end of the taxiway; I called Eglin Departure; no response. I could hear them giving directions to other aircraft but they were not hearing my radio transmissions. I tried five times to contact Departure without success. At this time I had a line of airplanes waiting behind me. Since it was VMC; I decided I would call as soon as I lifted off and stay in the traffic pattern if necessary to avoid IFR clearance conflicts. After a ground roll of about 700 feet I was in the air and called Eglin Departure and announced I was airborne off Destin climbing through 300 feet. After giving me a vector heading; the Controller said I was supposed to contact them when number 1 for takeoff. I informed him I had tried as instructed 5 times with no response. He said I should have contacted Clearance Delivery as that person is sitting next to him. He also said it wasn't a problem this time. The Airport Facility Directory states IFR aircraft remain on ground - ctc DEP CON for climb out instruction and IFR release. How can you get a release if Departure Control can't receive your transmissions? I am sure they are relying on a line of site radio signal. With an aircraft that sits low to the ground with the communications antenna on the bottom of the fuselage this radio signal may never be received. Had the weather been anything other than VMC I wouldn't have considered a takeoff. I felt since they had me assigned a discrete code they would see me lift off and I could stay in the traffic pattern until given my further clearance. I was less than 1 mile from the runway end when I was given a vector toward Whites Point. The FAA needs to publish alternate communications procedures if aircraft are unable to reach Departure Control. They also need to have a remote outlet to ensure all aircraft can transmit and receive with both Departure Control and Clearance Delivery while on the ground at both end of the runway at Destin. The inability to have reception of Communications is frustrating to the pilot and can set the course for other events to happen.

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.