Narrative:

Because of the close proximity to A-683; mcconnel AFB (class D) and wichita mid-continent (class C) and my route of flight potentially passing through that airspace; I filed an IFR flight plan. Being unable to reach clearance delivery after two attempts; on 125.0 as shown on 3AU approach plate; I contacted FSS clearance by cell phone for my clearance. My clearance came back: cleared from 3AU to gbd as filed (direct); climb and maintain 3;000; expect 8;000; 10 minutes after departure; contact kansas city center (actually wichita approach) on 134.8. Immediately upon becoming airborne I tried to contact wichita approach on 134.8; but was unable until nearing 3;000 MSL. Upon initial contact I was asked to 'identify' and then crossing traffic at 3;500 MSL and one mile was immediately reported. Shortly thereafter; I was asked by the controller if I had obtained my clearance from FSS or was picking it up in the air. I reported that it was obtained from FSS. He asked if I was given a hold for release. I reported no hold for release or clearance void time was given. (In addition no initial heading was given; but in order to avoid A-683 I climbed straight out until in contact with wichita approach.) shortly thereafter I was asked to call wichita approach when on the ground in gbd. Immediately upon landing at gbd; I called wichita approach. I was then informed that after discussion with a supervisor; there was no problem. I am only reporting this as this is the second time I have been questioned by a controller after obtaining my clearance through FSS. Either the FSS specialist is contacting the wrong airspace controller or not giving full instructions with the clearance; being unfamiliar with the airspace. On another IFR departure from bvo to gbd I was told by the FSS specialist to call back in 10-20 minutes for clearance because the controller said there was another aircraft shortly entering approach or I could takeoff VFR and pick up my clearance in the air (information I incorrectly assumed that came from the controller). Since there was a broken layer more than high enough to maintain VFR and required cloud clearances; I departed VFR. Upon initial contact with kansas city approach; I was asked if I was not told to call back for clearance. I told the controller that I was; but I was also told by the FSS specialist that I could depart VFR and pick up my clearance in the air. I could tell the controller was upset with either me or the FSS specialist. I think these FSS specialists who are handling clearances; since they are no longer based locally and unfamiliar with the locations; need to become more familiar with the airports in their areas; especially those that are uncontrolled where IFR traffic is departing.

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Original NASA ASRS Text

Title: General aviation aircraft departing IFR from 3AU was questioned by ICT Controller regarding flight plan status and departure clearance/release; reporter alleged all coordination was handled through Flight Service.

Narrative: Because of the close proximity to A-683; McConnel AFB (Class D) and Wichita Mid-Continent (Class C) and my route of flight potentially passing through that airspace; I filed an IFR flight plan. Being unable to reach clearance delivery after two attempts; on 125.0 as shown on 3AU approach plate; I contacted FSS Clearance by cell phone for my clearance. My clearance came back: Cleared from 3AU to GBD as filed (direct); climb and maintain 3;000; expect 8;000; 10 minutes after departure; contact Kansas City Center (actually Wichita Approach) on 134.8. Immediately upon becoming airborne I tried to contact Wichita Approach on 134.8; but was unable until nearing 3;000 MSL. Upon initial contact I was asked to 'IDENT' and then crossing traffic at 3;500 MSL and one mile was immediately reported. Shortly thereafter; I was asked by the Controller if I had obtained my clearance from FSS or was picking it up in the air. I reported that it was obtained from FSS. He asked if I was given a hold for release. I reported no hold for release or clearance void time was given. (In addition no initial heading was given; but in order to avoid A-683 I climbed straight out until in contact with Wichita Approach.) Shortly thereafter I was asked to call Wichita Approach when on the ground in GBD. Immediately upon landing at GBD; I called Wichita Approach. I was then informed that after discussion with a supervisor; there was no problem. I am only reporting this as this is the second time I have been questioned by a Controller after obtaining my clearance through FSS. Either the FSS Specialist is contacting the wrong airspace Controller or not giving full instructions with the clearance; being unfamiliar with the airspace. On another IFR departure from BVO to GBD I was told by the FSS Specialist to call back in 10-20 minutes for clearance because the Controller said there was another aircraft shortly entering approach or I could takeoff VFR and pick up my clearance in the air (information I incorrectly assumed that came from the Controller). Since there was a broken layer more than high enough to maintain VFR and required cloud clearances; I departed VFR. Upon initial contact with Kansas City Approach; I was asked if I was not told to call back for clearance. I told the Controller that I was; but I was also told by the FSS Specialist that I could depart VFR and pick up my clearance in the air. I could tell the Controller was upset with either me or the FSS Specialist. I think these FSS Specialists who are handling clearances; since they are no longer based locally and unfamiliar with the locations; need to become more familiar with the airports in their areas; especially those that are uncontrolled where IFR traffic is departing.

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.