Narrative:

Small aircraft X called in flight to request to pickup filed IFR clearance to orlando, fl. I had another aircraft on approach to rmg, non radar. When I advised the pilot of small aircraft X that I was unable to provide a clearance, and why, the pilot replied that he was in the clouds at 2800' MSL. I advised the aircraft to maintain VFR, if possible. The aircraft replied he was in VFR conditions at that time. I asked the altitude of the aircraft on approach, and was told 1800'. At this time, I issued a clearance to small aircraft X, and told him to climb to 7000' (his requested cruising altitude). My concern was that it appeared that the 2 aircraft were head-on, in actual IFR conditions, and near the same altitude. The incident was caused by departing aircraft's assumption that he could get high enough to pick up the clearance,, and still maintain VFR. I, the controller, was also lucky that I could talk to the aircraft on instrument approach, and ascertain that he was now beneath my aircraft requesting clearance. In a larger sense, the real problem is an airport as busy as rmg not having 2-WAY radio communications with the center, who handles the approach services. A remote transmitter/receiver should be installed here. FSS can receive over the rmg VORTAC, and transmit on 122.1. Maybe we could multiplex their communications line to the VORTAC, and use a separate radio for our center frequency, 133.8. Perhaps we should move our transmitter to rmg airport? I don't know the solution, but better communications are required. Callback conversation with reporter revealed the following: reporter experience: 3 yrs radar. The reporter did not report incident to the supervisor. No action taken by FAA. The established procedure at this uncontrolled airport is for the pilot to call the FSS to get the IFR clearance. Pilot's cut problem short by departing VFR and calling the center direct. To the reporter's knowledge, there was no loss of separation.

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Original NASA ASRS Text

Title: SMA X PLT ENTERED IFR CONDITIONS WITHOUT CLRNC. PLT DEVIATION.

Narrative: SMA X CALLED IN FLT TO REQUEST TO PICKUP FILED IFR CLRNC TO ORLANDO, FL. I HAD ANOTHER ACFT ON APCH TO RMG, NON RADAR. WHEN I ADVISED THE PLT OF SMA X THAT I WAS UNABLE TO PROVIDE A CLRNC, AND WHY, THE PLT REPLIED THAT HE WAS IN THE CLOUDS AT 2800' MSL. I ADVISED THE ACFT TO MAINTAIN VFR, IF POSSIBLE. THE ACFT REPLIED HE WAS IN VFR CONDITIONS AT THAT TIME. I ASKED THE ALT OF THE ACFT ON APCH, AND WAS TOLD 1800'. AT THIS TIME, I ISSUED A CLRNC TO SMA X, AND TOLD HIM TO CLB TO 7000' (HIS REQUESTED CRUISING ALT). MY CONCERN WAS THAT IT APPEARED THAT THE 2 ACFT WERE HEAD-ON, IN ACTUAL IFR CONDITIONS, AND NEAR THE SAME ALT. THE INCIDENT WAS CAUSED BY DEPARTING ACFT'S ASSUMPTION THAT HE COULD GET HIGH ENOUGH TO PICK UP THE CLRNC,, AND STILL MAINTAIN VFR. I, THE CTLR, WAS ALSO LUCKY THAT I COULD TALK TO THE ACFT ON INSTRUMENT APCH, AND ASCERTAIN THAT HE WAS NOW BENEATH MY ACFT REQUESTING CLRNC. IN A LARGER SENSE, THE REAL PROB IS AN ARPT AS BUSY AS RMG NOT HAVING 2-WAY RADIO COMS WITH THE CENTER, WHO HANDLES THE APCH SVCS. A REMOTE XMITTER/RECEIVER SHOULD BE INSTALLED HERE. FSS CAN RECEIVE OVER THE RMG VORTAC, AND XMIT ON 122.1. MAYBE WE COULD MULTIPLEX THEIR COMS LINE TO THE VORTAC, AND USE A SEPARATE RADIO FOR OUR CENTER FREQ, 133.8. PERHAPS WE SHOULD MOVE OUR XMITTER TO RMG ARPT? I DON'T KNOW THE SOLUTION, BUT BETTER COMS ARE REQUIRED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR EXPERIENCE: 3 YRS RADAR. THE RPTR DID NOT RPT INCIDENT TO THE SUPVR. NO ACTION TAKEN BY FAA. THE ESTABLISHED PROC AT THIS UNCONTROLLED ARPT IS FOR THE PLT TO CALL THE FSS TO GET THE IFR CLRNC. PLT'S CUT PROB SHORT BY DEPARTING VFR AND CALLING THE CENTER DIRECT. TO THE REPORTER'S KNOWLEDGE, THERE WAS NO LOSS OF SEPARATION.

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.