Narrative:

I had filed an instrument flight plan from goodyear (gyr) to ZZZ. I received gyr ATIS noting that runway 03 was operational. Upon requesting my clearance from gyr ground; I was advised that there is no instrument departure procedure for departing runway 03. I was instructed to depart on left downwind and to contact luke departure for IFR clearance. Typically; departures have been on runway 21 and IFR clearance is to rupoy intersection and radar vectors to drk. Luke departure then vectors me north through luke class D or luke training area to drk where I am handed off to abq center. Either during taxi to runway 03 or after run-up; gyr ground asked if I wanted a north departure. I accepted as it seemed more direct than the downwind departure. I was advised to contact luke departure. Just prior to takeoff; tower 'suggested' a heading of 340 or 350 and to be aware of bravo. I have flown this routing before without incident. I am aware of the class D at glendale (geu) and that it abuts to luke class D. It also overlaps phoenix class B with a 3;000 ft floor (3;000 ft is part of class B so I would need to remain below this at 2;900). As an aside; during taxi; I noted that all three of my primary GPS receivers were showing no signal. This was very strange as the systems are all independent. I still had 2 ipads that were receiving GPS and position. I elected to use VOR navigation and advised tower that I was presently not /G equipped for primary navigation. The route was VMC. I set my heading to about 040 for departure; slightly off runway heading to 'aim' to the right of geu class D and the edge of class B. However; I fully expected luke to give me a heading upon contact with them. Immediately after liftoff; gyr tower handed me off to luke. I tried luke on 125.45 several times. I knew that I was heading toward geu class D and climbing. I thought I could climb to 3;000 to clear geu but I could not and made a right turn to avoid the class D but I was already inside it about 2;500 ft MSL. I contacted gyr tower and advised 'no joy' for luke. Tower advised to try again on 125.45 and if not try 118.15. They advised that I was in geu class D and stated that they had suggested heading 340. I think I responded that since I could not contact luke; I had to avoid their class D. Tower stated that luke class D was not operational. I told them that I did not know that. I intentionally wanted to avoid luke unless I had radio contact. Had I been advised that luke class D was not operational; the heading of 340 would have made sense. After several more attempts; I contacted luke. At first that did not seem to know that I was coming. They gave me a heading toward drk and eventually handed me off to abq center. About half way to drk; the primary GPS's all functioned. The flight was uneventful from that time to landing. There were several contributing factors to this incident.1. The lack of primary GPS where I would have coupled the autopilot to a heading and altitude to skirt the geu class delta to the east was a factor. I was busy attending to take off procedures; trying to contact luke and trying to navigate by landmarks. 2. The frequency given by gyr was incorrect for flights to the north. The 125.45 is a frequency for south of luke which I did not know at the time. I may have finally contacted luke on this frequency but it was obvious to me that they were not monitoring it. It is possible that I had switched to 118.15 and raised them on this frequency. 3. Gyr tower must have assumed that I knew that luke class D was not operational because it was a holiday. I rechecked notams and could not find a reference that it was not operational. I am not from the phoenix area although we visit often. When offering me the north departure; gyr tower could have advised me that luke was not operating and that the heading of 340 was acceptable through their airspace. I am not intentionally flying into military airspace without permission under any circumstances except an emergency. 4. Glendale class D is only 4 miles from goodyear. At 90 KTS climb; I had only 2-3 minutes before entering their airspace. In hindsight; I should have had glendale tower frequency entered to contact when I could not raise luke for permission to enter. However; luke has always responded immediately in the past. I had every reason to believe that I would get a heading from them upon radio contact. 5. Making a last minute change to a flight plan was a poor decision on my part. I should have kept the routing that was familiar and that I had thought about after requesting the clearance and before taxiing. I should have been more inquisitive as to the 340 heading.

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Original NASA ASRS Text

Title: BE36 pilot reports inadvertent entry into GEU Class D airspace while attempting to pick up an IFR clearance after departing GYR VFR. Departure Control could not be contacted on the frequency assigned and it was noted prior to departure that all three primary GPS receivers were showing no signal.

Narrative: I had filed an instrument flight plan from Goodyear (GYR) to ZZZ. I received GYR ATIS noting that Runway 03 was operational. Upon requesting my clearance from GYR Ground; I was advised that there is no instrument departure procedure for departing Runway 03. I was instructed to depart on left downwind and to contact Luke Departure for IFR clearance. Typically; departures have been on Runway 21 and IFR clearance is to RUPOY Intersection and radar vectors to DRK. Luke Departure then vectors me north through Luke Class D or Luke training area to DRK where I am handed off to ABQ Center. Either during taxi to Runway 03 or after run-up; GYR Ground asked if I wanted a north departure. I accepted as it seemed more direct than the downwind departure. I was advised to contact Luke Departure. Just prior to takeoff; Tower 'suggested' a heading of 340 or 350 and to be aware of Bravo. I have flown this routing before without incident. I am aware of the Class D at Glendale (GEU) and that it abuts to Luke Class D. It also overlaps Phoenix Class B with a 3;000 FT floor (3;000 FT is part of Class B so I would need to remain below this at 2;900). As an aside; during taxi; I noted that all three of my primary GPS receivers were showing no signal. This was very strange as the systems are all independent. I still had 2 iPads that were receiving GPS and position. I elected to use VOR navigation and advised Tower that I was presently not /G equipped for primary navigation. The route was VMC. I set my heading to about 040 for departure; slightly off runway heading to 'aim' to the right of GEU Class D and the edge of Class B. However; I fully expected Luke to give me a heading upon contact with them. Immediately after liftoff; GYR Tower handed me off to Luke. I tried Luke on 125.45 several times. I knew that I was heading toward GEU Class D and climbing. I thought I could climb to 3;000 to clear GEU but I could not and made a right turn to avoid the Class D but I was already inside it about 2;500 FT MSL. I contacted GYR Tower and advised 'No joy' for Luke. Tower advised to try again on 125.45 and if not try 118.15. They advised that I was in GEU Class D and stated that they had suggested heading 340. I think I responded that since I could not contact Luke; I had to avoid their Class D. Tower stated that Luke Class D was not operational. I told them that I did not know that. I intentionally wanted to avoid Luke unless I had radio contact. Had I been advised that Luke Class D was not operational; the heading of 340 would have made sense. After several more attempts; I contacted Luke. At first that did not seem to know that I was coming. They gave me a heading toward DRK and eventually handed me off to ABQ Center. About half way to DRK; the primary GPS's all functioned. The flight was uneventful from that time to landing. There were several contributing factors to this incident.1. The lack of primary GPS where I would have coupled the autopilot to a heading and altitude to skirt the GEU Class Delta to the east was a factor. I was busy attending to take off procedures; trying to contact Luke and trying to navigate by landmarks. 2. The frequency given by GYR was incorrect for flights to the north. The 125.45 is a frequency for south of Luke which I did not know at the time. I may have finally contacted Luke on this frequency but it was obvious to me that they were not monitoring it. It is possible that I had switched to 118.15 and raised them on this frequency. 3. GYR Tower must have assumed that I knew that Luke Class D was not operational because it was a holiday. I rechecked NOTAMs and could not find a reference that it was not operational. I am not from the Phoenix area although we visit often. When offering me the north departure; GYR Tower could have advised me that Luke was not operating and that the heading of 340 was acceptable through their airspace. I am not intentionally flying into military airspace without permission under any circumstances except an emergency. 4. Glendale Class D is only 4 miles from Goodyear. At 90 KTS climb; I had only 2-3 minutes before entering their airspace. In hindsight; I should have had Glendale Tower frequency entered to contact when I could not raise Luke for permission to enter. However; Luke has always responded immediately in the past. I had every reason to believe that I would get a heading from them upon radio contact. 5. Making a last minute change to a flight plan was a poor decision on my part. I should have kept the routing that was familiar and that I had thought about after requesting the clearance and before taxiing. I should have been more inquisitive as to the 340 heading.

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.