Narrative:

I accepted vectors for an ILS approach due to local traffic and clouds. We asked the controller if we could contact him on ground [later] for [departure] clearance and the controller indicated that he could receive us but reception was spotty on the ground. We asked him if we could depart VFR and pick up our next clearance with him; to which he said yes. We asked him for a departure squawk. He asked us how long we would be on the ground? When I told him 15 minutes; he told us to just take off VFR 'I have your clearance right here in front of me.' as we had the field in sight; we cancelled IFR and changed to advisory.landing and taxi were without incident. Once we shut down the first officer and principal passenger went inside for restroom break. I set up the aircraft for the next departure. The first officer and I discussed where we would fly and how high as we were under class B airspace. We had a normal restart and taxi out; normal departure. Our total time on the ground was 20 minutes block in and out.[after takeoff]; once clear of class D airspace; I made contact again with departure control and asked for our clearance. The controller told us to maintain VFR; then to remain clear of class B airspace. He said that he could not give us that clearance; that he would have to ask traffic management. He went on to say that our destination was beginning to hold flights; that there were edct times; and asked who told us to take off? I replied that the approach controller had agreed to give us our clearance in flight; to which he replied 'well he's not part of traffic management' and told us to stand by.we continued to monitor our altitude and the class B airspace while we waited. I had the first officer turn west and lose altitude to remain clear of class B as we talked about our situation. Finally the departure controller called us back; told us we would not receive clearance at this time and to state our intentions. I told him that we would return and land and sort out the issue. The return was without incident. Once on the ground; I explained the situation to our passenger and asked her if we could take her to an alternate if we could find one suitable. She elected to stay with the original destination and took the delay without any rancor.I actually seldom leave any airport without an IFR clearance; even in good VFR weather. The prospect of launching and then finding the flight plan expired or other situation that precludes me getting clearance makes it unappealing. Refiling in flight; especially under a class B shelf is to be avoided. Still; it is legal by fom. This drop off at an uncontrolled airport with possible iffy communications drove my decision. Returning to our departure airport instead of loitering under class B and dodging clouds for an hour burning jet fuel at a high rate was an easy decision to make. Incidentally; a re-look at the notams never showed any edct times mentioned before or after we finally got our clearance which we heard and repeated back easily; on the ground; to the departure controller. Sigh.

Related reports:

Google
 

Original NASA ASRS Text

Title: Light Transport pilot reported that while inbound the A80 TRACON Controller acknowledged the plan to depart VFR and pick up an IFR clearance in the air; but later the subsequent controller denied the request.

Narrative: I accepted vectors for an ILS approach due to local traffic and clouds. We asked the controller if we could contact him on ground [later] for [departure] clearance and the controller indicated that he could receive us but reception was spotty on the ground. We asked him if we could depart VFR and pick up our next clearance with him; to which he said yes. We asked him for a departure squawk. He asked us how long we would be on the ground? When I told him 15 minutes; he told us to just take off VFR 'I have your clearance right here in front of me.' As we had the field in sight; we cancelled IFR and changed to advisory.Landing and taxi were without incident. Once we shut down the First Officer and principal passenger went inside for restroom break. I set up the aircraft for the next departure. The First Officer and I discussed where we would fly and how high as we were under Class B Airspace. We had a normal restart and taxi out; normal departure. Our total time on the ground was 20 minutes block in and out.[After takeoff]; once clear of Class D Airspace; I made contact again with Departure Control and asked for our clearance. The controller told us to maintain VFR; then to remain clear of Class B Airspace. He said that he could not give us that clearance; that he would have to ask Traffic Management. He went on to say that our destination was beginning to hold flights; that there were EDCT times; and asked who told us to take off? I replied that the Approach controller had agreed to give us our clearance in flight; to which he replied 'well he's not part of Traffic Management' and told us to stand by.We continued to monitor our altitude and the Class B Airspace while we waited. I had the First Officer turn west and lose altitude to remain clear of Class B as we talked about our situation. Finally the departure controller called us back; told us we would not receive clearance at this time and to state our intentions. I told him that we would return and land and sort out the issue. The return was without incident. Once on the ground; I explained the situation to our passenger and asked her if we could take her to an alternate if we could find one suitable. She elected to stay with the original destination and took the delay without any rancor.I actually seldom leave any airport without an IFR clearance; even in good VFR weather. The prospect of launching and then finding the flight plan expired or other situation that precludes me getting clearance makes it unappealing. Refiling in flight; especially under a Class B shelf is to be avoided. Still; it is legal by FOM. This drop off at an uncontrolled airport with possible iffy communications drove my decision. Returning to our departure airport instead of loitering under Class B and dodging clouds for an hour burning Jet fuel at a high rate was an easy decision to make. Incidentally; a re-look at the NOTAMs never showed any EDCT times mentioned before or after we finally got our clearance which we heard and repeated back easily; on the ground; to the departure controller. Sigh.

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.