Narrative:

Flight was laid over in 652, as per standard procedure/schedule, when it became apparent that WX was starting to deteriorate. Since 652 has no IFR capability, and no WX reporting, standard procedure is to depart VFR and repos aircraft to onp or another suitable, IFR-equipped airport. We wanted to avoid getting stuck in 652 if WX conditions worsen to the point that VFR flight is not possible. I departed 652, and conditions were rapidly worsening, though above part 91 VFR WX minimum for class G airspace (1 mi visibility clear of clouds). Since I was operating without revenue work aboard (I was merely reposing the aircraft), part 91 rules applied. Subsequent to my departure, I realized that completion of the entire flight (all the way to onp), VFR, would not be possible. Entering controled airspace, visibility and cloud distance requirements become more restrictive. (Also, onp was reporting below basic VFR minimums.) I contacted center and requested a 'pop-up' IFR clearance to onp. In doing so, used my part 135 call sign, rather than my 'north' number, as would have been appropriate/standard procedure for part 91 operations. Minor mistake, but with significant implications, since part 135 VFR requires 2 mi visibility. Over-riding the part 91 rule of 1 mi in 'G' airspace. I did not have 2 plus mi at all times, though I believe I had the part 91 required 1 mi visibility. I basically am writing this to cover myself against being accused of violating the 2 mi part 135 VFR requirement, since I really only needed the part 91 appropriate 1 mi. In the future, I will be sure to use the proper call sign when conducting part 91 operations! We are no longer permitted to file IFR and pick up a 'void time' on the ground, even operating part 91, since airports like 652, 547, etc, have no approved IFR departures or WX reporting. To get stuck indefinitely until WX improves (could be days) or to scud-run your way out of the airport under very marginal conditions and hope you can get an IFR clearance before you run out of options are poor choices. Even the capability to communication with FSS or center near these airports would be very useful. It would at least allow a more rapid pick-up of a 'pop-up' IFR clearance after takeoff, minimizing the time spent in marginal, potentially unsafe, quasi-legal 'VFR' conditions, groping your way along or maneuvering wildly to maintain VFR and get to a position and/or altitude where some sort of communication is possible.

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Original NASA ASRS Text

Title: A PA31-350T SINGLE PLT DEPARTING 652 ENCOUNTERS DETERIORATING WX CONDITIONS ATTEMPTING TO OBTAIN A POP-UP IFR CLRNC IN ZSE AIRSPACE.

Narrative: FLT WAS LAID OVER IN 652, AS PER STANDARD PROC/SCHEDULE, WHEN IT BECAME APPARENT THAT WX WAS STARTING TO DETERIORATE. SINCE 652 HAS NO IFR CAPABILITY, AND NO WX RPTING, STANDARD PROC IS TO DEPART VFR AND REPOS ACFT TO ONP OR ANOTHER SUITABLE, IFR-EQUIPPED ARPT. WE WANTED TO AVOID GETTING STUCK IN 652 IF WX CONDITIONS WORSEN TO THE POINT THAT VFR FLT IS NOT POSSIBLE. I DEPARTED 652, AND CONDITIONS WERE RAPIDLY WORSENING, THOUGH ABOVE PART 91 VFR WX MINIMUM FOR CLASS G AIRSPACE (1 MI VISIBILITY CLR OF CLOUDS). SINCE I WAS OPERATING WITHOUT REVENUE WORK ABOARD (I WAS MERELY REPOSING THE ACFT), PART 91 RULES APPLIED. SUBSEQUENT TO MY DEP, I REALIZED THAT COMPLETION OF THE ENTIRE FLT (ALL THE WAY TO ONP), VFR, WOULD NOT BE POSSIBLE. ENTERING CTLED AIRSPACE, VISIBILITY AND CLOUD DISTANCE REQUIREMENTS BECOME MORE RESTRICTIVE. (ALSO, ONP WAS RPTING BELOW BASIC VFR MINIMUMS.) I CONTACTED CTR AND REQUESTED A 'POP-UP' IFR CLRNC TO ONP. IN DOING SO, USED MY PART 135 CALL SIGN, RATHER THAN MY 'N' NUMBER, AS WOULD HAVE BEEN APPROPRIATE/STANDARD PROC FOR PART 91 OPS. MINOR MISTAKE, BUT WITH SIGNIFICANT IMPLICATIONS, SINCE PART 135 VFR REQUIRES 2 MI VISIBILITY. OVER-RIDING THE PART 91 RULE OF 1 MI IN 'G' AIRSPACE. I DID NOT HAVE 2 PLUS MI AT ALL TIMES, THOUGH I BELIEVE I HAD THE PART 91 REQUIRED 1 MI VISIBILITY. I BASICALLY AM WRITING THIS TO COVER MYSELF AGAINST BEING ACCUSED OF VIOLATING THE 2 MI PART 135 VFR REQUIREMENT, SINCE I REALLY ONLY NEEDED THE PART 91 APPROPRIATE 1 MI. IN THE FUTURE, I WILL BE SURE TO USE THE PROPER CALL SIGN WHEN CONDUCTING PART 91 OPS! WE ARE NO LONGER PERMITTED TO FILE IFR AND PICK UP A 'VOID TIME' ON THE GND, EVEN OPERATING PART 91, SINCE ARPTS LIKE 652, 547, ETC, HAVE NO APPROVED IFR DEPS OR WX RPTING. TO GET STUCK INDEFINITELY UNTIL WX IMPROVES (COULD BE DAYS) OR TO SCUD-RUN YOUR WAY OUT OF THE ARPT UNDER VERY MARGINAL CONDITIONS AND HOPE YOU CAN GET AN IFR CLRNC BEFORE YOU RUN OUT OF OPTIONS ARE POOR CHOICES. EVEN THE CAPABILITY TO COM WITH FSS OR CTR NEAR THESE ARPTS WOULD BE VERY USEFUL. IT WOULD AT LEAST ALLOW A MORE RAPID PICK-UP OF A 'POP-UP' IFR CLRNC AFTER TKOF, MINIMIZING THE TIME SPENT IN MARGINAL, POTENTIALLY UNSAFE, QUASI-LEGAL 'VFR' CONDITIONS, GROPING YOUR WAY ALONG OR MANEUVERING WILDLY TO MAINTAIN VFR AND GET TO A POS AND/OR ALT WHERE SOME SORT OF COM IS 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.