Narrative:

I flew into ZZZ; with 4 passengers on a charter flight. We were late arriving; because of weather delays. The trip out in the morning was a combination of VFR; MVFR and IFR conditions. At arrival time; the destination was good VMC. Weather was forecast to improve throughout the day; so I was lulled into a sense of complacency for the return trip. I checked weather and filed my IFR flight plan well before departure time. The forecast was good for our scheduled departure time. In the back of my mind; I decided to depart VFR; and pick up my IFR clearance once airborne. I did not think to ask for local knowledge about the best way to pick up an IFR clearance on the ground. I wish that I had. My passengers were an hour late for the trip home. The weather had deteriorated; and I was not expecting it. By the time we departed; the ceiling was 600-700 ft (per the automated weather broadcast). Not great weather to take off without an IFR clearance in hand; but the engines were already running. I tried to call center for a clearance on the ground (the only ATC frequency listed on the approach chart); but I got no response. So I took off. The ceiling was lower than I expected with about 5 mile visibility; and I immediately started to feel uncomfortable. I called center right away. They responded immediately; and assigned me a squawk code. But they would not issue me a clearance; because there was another aircraft flying an approach at [another airport]; about 12 miles away. Radar service was not available; possibly because of a center radar outage. So I was forced to level off and fly under a low overcast in MVFR conditions. This required several configuration changes; which added to my usual workload. I felt very stressed at this point; and became disoriented. When center asked for my location relative to [a local city]; I was unable to provide a good response. The airplane is well equipped; but I was unable to find the necessary information and assemble the mental picture I needed. ATC was talking to the other aircraft as well (the one flying the approach at [the other airport]). The other aircraft reported seeing me on his traffic display; although he could not get an accurate distance. I started to consider exercising emergency authority; when I noticed brighter light to my right (not sure what direction it was). I turned toward the brighter area; and after a few minutes; started seeing sunlight on the ground. I found a clear area above; and I was able to climb VFR and get on top. The overcast layer was only about 1000 feet thick. Once established VFR above the clouds; I quickly regained situational awareness. ATC gave me a clearance once I was high enough; and the rest of the flight was uneventful. Contributing factors:complacency and mind-set on my part; going into the event. I was expecting easy weather; and I wasn't prepared for the actual conditions. Lack of local knowledge. Getting an ATC clearance on the ground at a small airport is often a challenge. I was unable to get my clearance before departure. If I had asked for local knowledge before departing; I probably could have gotten a clearance on the ground; and the flight would have been routine. Possible center radar outage. There was a center radar outage nearby; during both legs of this trip. I don't know that this was a factor in ATC services during this event; but it may be. Human performance factors:time pressure. I felt rushed. I did not take the time to integrate new weather knowledge into my mental picture and planning. Also; I felt like I needed to depart without delay. Corrective actions:provide explicit info on how to obtain an IFR clearance on the ground at non-towered airports (and at part-time towered airports when the tower is closed). Clearance delivery is easy when there's an operating control tower. Some non-towered fields also list a clearance delivery frequency on their approach charts. But procedures vary greatly from oneplace to another and; as noted; informal local knowledge is often the best source of info. I recommend making explicit clearance delivery information conveniently available in the cockpit; for all IFR airports. Since the approach chart is the most commonly used IFR chart; and is always readily available in the cockpit; it seems like the best place to put this info. A number of unrelated factors converged on this departure; and reduced the safety margin well below my comfort level for a few minutes. A bit of good luck allowed for a successful outcome. *Some local variations I have seen for clearance delivery:FSS remote station on field or nearby; request clearance through fssapproach control station on field or nearby; request clearance through approach controlatc center station on field or nearby; request clearance through centeratc radio communication available only from certain locations on the field; taxi to the right spot; and call ATC from thereno ATC radio communication available on ground. Call by phone before departure.

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Original NASA ASRS Text

Title: A charter pilot in a PA31 reported departing VFR in marginal conditions only to be taxed by worsening weather; ATC issues; and disorientation. After locating improved weather; the flight was able to continue normally.

Narrative: I flew into ZZZ; with 4 passengers on a charter flight. We were late arriving; because of weather delays. The trip out in the morning was a combination of VFR; MVFR and IFR conditions. At arrival time; the destination was good VMC. Weather was forecast to improve throughout the day; so I was lulled into a sense of complacency for the return trip. I checked weather and filed my IFR flight plan well before departure time. The forecast was good for our scheduled departure time. In the back of my mind; I decided to depart VFR; and pick up my IFR clearance once airborne. I did not think to ask for local knowledge about the best way to pick up an IFR clearance on the ground. I wish that I had. My passengers were an hour late for the trip home. The weather had deteriorated; and I was not expecting it. By the time we departed; the ceiling was 600-700 ft (per the automated weather broadcast). Not great weather to take off without an IFR clearance in hand; but the engines were already running. I tried to call Center for a clearance on the ground (the only ATC frequency listed on the approach chart); but I got no response. So I took off. The ceiling was lower than I expected with about 5 mile visibility; and I immediately started to feel uncomfortable. I called Center right away. They responded immediately; and assigned me a squawk code. But they would not issue me a clearance; because there was another aircraft flying an approach at [another airport]; about 12 miles away. Radar service was not available; possibly because of a Center Radar outage. So I was forced to level off and fly under a low overcast in MVFR conditions. This required several configuration changes; which added to my usual workload. I felt very stressed at this point; and became disoriented. When Center asked for my location relative to [a local city]; I was unable to provide a good response. The airplane is well equipped; but I was unable to find the necessary information and assemble the mental picture I needed. ATC was talking to the other aircraft as well (the one flying the approach at [the other airport]). The other aircraft reported seeing me on his traffic display; although he could not get an accurate distance. I started to consider exercising emergency authority; when I noticed brighter light to my right (not sure what direction it was). I turned toward the brighter area; and after a few minutes; started seeing sunlight on the ground. I found a clear area above; and I was able to climb VFR and get on top. The overcast layer was only about 1000 feet thick. Once established VFR above the clouds; I quickly regained situational awareness. ATC gave me a clearance once I was high enough; and the rest of the flight was uneventful. Contributing Factors:Complacency and mind-set on my part; going into the event. I was expecting easy weather; and I wasn't prepared for the actual conditions. Lack of local knowledge. Getting an ATC clearance on the ground at a small airport is often a challenge. I was unable to get my clearance before departure. If I had asked for local knowledge before departing; I probably could have gotten a clearance on the ground; and the flight would have been routine. Possible Center radar outage. There was a Center radar outage nearby; during both legs of this trip. I don't know that this was a factor in ATC services during this event; but it may be. Human Performance Factors:Time pressure. I felt rushed. I did not take the time to integrate new weather knowledge into my mental picture and planning. Also; I felt like I needed to depart without delay. Corrective actions:Provide explicit info on how to obtain an IFR clearance on the ground at non-towered airports (and at part-time towered airports when the tower is closed). Clearance delivery is easy when there's an operating control tower. Some non-towered fields also list a Clearance Delivery frequency on their approach charts. But procedures vary greatly from oneplace to another and; as noted; informal local knowledge is often the best source of info. I recommend making explicit Clearance Delivery information conveniently available in the cockpit; for all IFR airports. Since the approach chart is the most commonly used IFR chart; and is always readily available in the cockpit; it seems like the best place to put this info. A number of unrelated factors converged on this departure; and reduced the safety margin well below my comfort level for a few minutes. A bit of good luck allowed for a successful outcome. *Some local variations I have seen for clearance delivery:FSS remote station on field or nearby; request clearance through FSSApproach Control station on field or nearby; request clearance through Approach ControlATC Center station on field or nearby; request clearance through CenterATC radio communication available only from certain locations on the field; taxi to the right spot; and call ATC from thereNo ATC radio communication available on ground. Call by phone before departure.

Data retrieved from NASA's ASRS site 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.