Narrative:

I called glendale tower to pick up an IFR clearance to E91. I was informed that I could not get a clearance on the ground off of runway 19; which was the active runway at the time. I said that I would activate my clearance in the air. Glendale tower cleared me for takeoff and told me to make a left downwind departure. At midfield on the left downwind off geu runway 19 I was told to contact luke approach. I contacted them and told them I would like to pick up my IFR clearance to E91; they gave me a transponder code and a minute or two later told me that I was 'radar contact' and that they were looking for my clearance. In the meantime I maintained my original heading of a left downwind departure off geu and climbed to 2500' MSL; as luke approach had not given me a different heading or altitude. This heading apparently took me across the edge of the dvt class D airspace. It was while I was within this airspace that luke approach contacted me and said that they could not find my clearance and that radar service was terminated and to 'squawk VFR' and contact phoenix approach. Once I made contact they informed me that I needed to call dvt tower about a 'pilot deviation. I did not think that flying into dvt's airspace while I was talking to an ATC facility was against the far's as I have been vectored through class D airspace many times while talking to an approach frequency. I also felt that I could not turn west to avoid dvt's airspace; as that would have taken me into an alert area. I was remaining outside of class B airspace at the time as well and on the heading I was assigned did not have time to climb above the class D airspace. This was a case where I was under the impression that since I was in two way communication with an ATC facility that controlled the area I was flying in that I was cleared to fly through the class D airspace. I feel that luke approach should have informed dvt that I would be flying through their airspace or that they should have given me vectors around the airspace. I believe that allowing IFR departures off of runway 19 in glendale would alleviate some of this confusion.

Related reports:

Google
 

Original NASA ASRS Text

Title: IFR filed departure from GEU; advised by ATC that activation of IFR from Runway 19 was not available; departed VFR; was RADAR identified by Luke ATC while awaiting IFR clearance. Pilot was informed that clearance was not on file; RADAR service was terminated and; contact P50. P50 then informed him that a Class D violation at DVT had occurred.

Narrative: I called Glendale tower to pick up an IFR clearance to E91. I was informed that I could not get a clearance on the ground off of Runway 19; which was the active runway at the time. I said that I would activate my clearance in the air. Glendale Tower cleared me for takeoff and told me to make a left downwind departure. At midfield on the left downwind off GEU Runway 19 I was told to contact Luke Approach. I contacted them and told them I would like to pick up my IFR clearance to E91; they gave me a transponder code and a minute or two later told me that I was 'Radar Contact' and that they were looking for my clearance. In the meantime I maintained my original heading of a left downwind departure off GEU and climbed to 2500' MSL; as Luke Approach had not given me a different heading or altitude. This heading apparently took me across the edge of the DVT Class D airspace. It was while I was within this airspace that Luke Approach contacted me and said that they could not find my clearance and that radar service was terminated and to 'Squawk VFR' and contact Phoenix Approach. Once I made contact they informed me that I needed to call DVT Tower about a 'Pilot Deviation. I did not think that flying into DVT's airspace while I was talking to an ATC facility was against the FAR's as I have been vectored through Class D airspace many times while talking to an Approach frequency. I also felt that I could not turn west to avoid DVT's airspace; as that would have taken me into an Alert area. I was remaining outside of Class B airspace at the time as well and on the heading I was assigned did not have time to climb above the Class D airspace. This was a case where I was under the impression that since I was in two way communication with an ATC facility that controlled the area I was flying in that I was cleared to fly through the Class D airspace. I feel that Luke Approach should have informed DVT that I would be flying through their airspace or that they should have given me vectors around the airspace. I believe that allowing IFR departures off of Runway 19 in Glendale would alleviate some of this confusion.

Data retrieved from NASA's ASRS site as of April 2012 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.