Narrative:

I departed lmo VFR and once clear of the airport area I called denver approach and asked for my IFR clearance. I was given a squawk code and asked to identify and to remain VFR. My flight plan route took me over dvv and then out to the east on V8. I continued to climb and was going through 6;500 ft to my target of 11;000 ft when denver called radar contact and instructed me to turn 'north' and remain VFR. I started my turn but stopped at a heading of 090 when the traffic page on my tis display indicated 2 targets within 2 NM; one at 7;000 and another near that altitude; both north of my track. I was at about 7;000 ft at the time and so executed an immediate descent down to about 6;000 ft when denver told me to fly a heading of 060; now at the lower altitude; I looked in that direction and that heading would have taken me right into two radio towers which are listed at 6;249 ft about 2 miles away or less (I could see the guide wires). Fortunately I was head out of the cockpit at the time (still not cleared IFR or into the class B). Denver told me to maintain VFR and fly the heading when able. Once clear of the towers I was given a climb to 8;000 ft and a good vector at which point I got a frequency change and my clearance. The rest of the flight was uneventful.lessons learned: get my IFR clearance on the ground; even when the weather is VFR and there is VFR traffic at the departure airport. As always don't trust ATC to keep aircraft away from terrain; or clear of other VFR traffic; even when in a high density terminal environment. Safety concern: denver ATC on this occasion gave me specific direction; vectors north; which would have put me in direct conflict with 2 other aircraft within 1-2 miles; and then later into radio towers; all of which were certainly depicted on their displays. Since the traffic information I received in my cockpit; including traffic from the tis; came from ATC I know they had the same information. I also know that significant obstacles are depicted; such as these towers. Alternative ATC actions: ATC could have given me my code; and said 'stay clear of the class B'; or fly direct ako the next fix in my flight plan which would have kept me clear of the class B and the traffic; or any number of other options including clearance into the class B. My sense was that the controller attempted to keep me away from den but wasn't using all his tools; and made a mistake in the privatization by directing me into a greater threat. Further the shape of the class B with a transition from a floor of 10;000 to 8;000 coincident with the towers at 6;249 might be a contributing factor; jamming aircraft below 8;000.

Related reports:

Google
 

Original NASA ASRS Text

Title: C210 departure from LMO; filed IFR but electing to depart VFR; voiced concern regarding ATC handling; claiming potential conflicts with aircraft and terrain because of ATC directions.

Narrative: I departed LMO VFR and once clear of the airport area I called Denver Approach and asked for my IFR clearance. I was given a squawk code and asked to IDENT and to remain VFR. My flight plan route took me over DVV and then out to the east on V8. I continued to climb and was going through 6;500 FT to my target of 11;000 FT when Denver called RADAR contact and instructed me to turn 'North' and remain VFR. I started my turn but stopped at a heading of 090 when the traffic page on my TIS display indicated 2 targets within 2 NM; one at 7;000 and another near that altitude; both north of my track. I was at about 7;000 FT at the time and so executed an immediate descent down to about 6;000 FT when Denver told me to fly a heading of 060; now at the lower altitude; I looked in that direction and that heading would have taken me right into two radio towers which are listed at 6;249 FT about 2 miles away or less (I could see the guide wires). Fortunately I was head out of the cockpit at the time (still not cleared IFR or into the Class B). Denver told me to maintain VFR and fly the heading when able. Once clear of the towers I was given a climb to 8;000 FT and a good vector at which point I got a frequency change and my clearance. The rest of the flight was uneventful.Lessons learned: get my IFR clearance on the ground; even when the weather is VFR and there is VFR traffic at the departure airport. As always don't trust ATC to keep aircraft away from terrain; or clear of other VFR traffic; even when in a high density terminal environment. Safety Concern: Denver ATC on this occasion gave me specific direction; vectors north; which would have put me in direct conflict with 2 other aircraft within 1-2 miles; and then later into radio towers; all of which were certainly depicted on their displays. Since the traffic information I received in my cockpit; including traffic from the TIS; came from ATC I know they had the same information. I also know that significant obstacles are depicted; such as these towers. Alternative ATC actions: ATC could have given me my code; and said 'stay clear of the Class B'; or fly direct AKO the next fix in my flight plan which would have kept me clear of the Class B and the traffic; or any number of other options including clearance into the Class B. My sense was that the Controller attempted to keep me away from DEN but wasn't using all his tools; and made a mistake in the privatization by directing me into a greater threat. Further the shape of the Class B with a transition from a floor of 10;000 to 8;000 coincident with the towers at 6;249 might be a contributing factor; jamming aircraft below 8;000.

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.