Narrative:

An IFR flight plan was filed for a local training flight departing ormond beach airport. The WX was approximately 500 ft sky partially obscured with 4 mi visibility. A standard WX briefing was obtained, as well as fdc NOTAMS, from st petersburg flight service. While briefing the student it was noted that the daytona beach control zone no longer included the ormond beach airport on the current L19-20 en route chart, however it was still depicted on the current jacksonville sectional. We used the en route chart because it is published more frequently and this was an instrument flight. I elected to depart VFR on runway 35 because the route would take us away from daytona, was sparsely populated, and into the wind. We planned to pick up our clearance in the air. At 500 ft AGL I called daytona for our clearance and was told that I needed to obtain a clearance and a void time prior to departure since the control zone was in effect. I queried the controller about the control zone and he requested I call the TRACON after landing. When calling, the TRACON supervisor was concerned as well and asked for my address and telephone number. I offered to drop by and discuss it with him. Upon arrival they (several TRACON supervisors) informed me that my procedure was correct since the control zone was in fact deleted around the ormond beach airport but they were not informed. Incidentally, there was a current L19-20 hanging in the TRACON radar room showing this condition. This condition could have been avoided by proper communication between the FAA planners and the approach control facility, which they said was not the case. In addition, even though it may be legal to obtain a clearance after departure, when IFR conditions are present a clearance should be obtained before takeoff if at all possible.

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Original NASA ASRS Text

Title: IFR FLT USING CURRENT CHART SHOWING NO CTL ZONE DEPARTS VFR TO PICK UP CLRNC AIRBORNE. CHASTISED BY DEP CTLR.

Narrative: AN IFR FLT PLAN WAS FILED FOR A LCL TRAINING FLT DEPARTING ORMOND BEACH ARPT. THE WX WAS APPROX 500 FT SKY PARTIALLY OBSCURED WITH 4 MI VISIBILITY. A STANDARD WX BRIEFING WAS OBTAINED, AS WELL AS FDC NOTAMS, FROM ST PETERSBURG FLT SVC. WHILE BRIEFING THE STUDENT IT WAS NOTED THAT THE DAYTONA BEACH CTL ZONE NO LONGER INCLUDED THE ORMOND BEACH ARPT ON THE CURRENT L19-20 ENRTE CHART, HOWEVER IT WAS STILL DEPICTED ON THE CURRENT JACKSONVILLE SECTIONAL. WE USED THE ENRTE CHART BECAUSE IT IS PUBLISHED MORE FREQUENTLY AND THIS WAS AN INST FLT. I ELECTED TO DEPART VFR ON RWY 35 BECAUSE THE RTE WOULD TAKE US AWAY FROM DAYTONA, WAS SPARSELY POPULATED, AND INTO THE WIND. WE PLANNED TO PICK UP OUR CLRNC IN THE AIR. AT 500 FT AGL I CALLED DAYTONA FOR OUR CLRNC AND WAS TOLD THAT I NEEDED TO OBTAIN A CLRNC AND A VOID TIME PRIOR TO DEP SINCE THE CTL ZONE WAS IN EFFECT. I QUERIED THE CTLR ABOUT THE CTL ZONE AND HE REQUESTED I CALL THE TRACON AFTER LNDG. WHEN CALLING, THE TRACON SUPVR WAS CONCERNED AS WELL AND ASKED FOR MY ADDRESS AND TELEPHONE NUMBER. I OFFERED TO DROP BY AND DISCUSS IT WITH HIM. UPON ARR THEY (SEVERAL TRACON SUPVRS) INFORMED ME THAT MY PROC WAS CORRECT SINCE THE CTL ZONE WAS IN FACT DELETED AROUND THE ORMOND BEACH ARPT BUT THEY WERE NOT INFORMED. INCIDENTALLY, THERE WAS A CURRENT L19-20 HANGING IN THE TRACON RADAR ROOM SHOWING THIS CONDITION. THIS CONDITION COULD HAVE BEEN AVOIDED BY PROPER COM BTWN THE FAA PLANNERS AND THE APCH CTL FACILITY, WHICH THEY SAID WAS NOT THE CASE. IN ADDITION, EVEN THOUGH IT MAY BE LEGAL TO OBTAIN A CLRNC AFTER DEP, WHEN IFR CONDITIONS ARE PRESENT A CLRNC SHOULD BE OBTAINED BEFORE TKOF IF AT ALL POSSIBLE.

Data retrieved from NASA's ASRS site as of July 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.