TCA PENETRATION.

Narrative

DEPARTED OROVILLE VFR. ENCOUNTERED UNDERCAST APPROX RICHMOND/CCR/LIVERMORE LINE; TOPS AT 3500 TO 2700' TCA TRANSIT AT 3500' TO WEST BAY; AS UNDERCAST ENDED AT W SHORELINE. BAY APCH ADVISED TO FLY HDG 170 DEGS; REMAIN CLR OF TCA; AND THEY COULD NOT APPROVE TCA TRANSIT. WHEN IN ARSA NE OF OAK; I COULD NOT APPROVE TCA TRANSIT. WHEN IN ARSA NE OF OAK; I COULD NOT DSND BELOW 3000' TO CLR THE 15K ARC FROM SFO AND REMAIN VFR; AND CTLR HAD NOT CLRED ME IFR AS PREVIOUSLY REQUESTED. THE 3000' AREA OF THE SFO 15K ARC WAS FLOWN INTO INADVERTENTLY AT 3200'. UPON REALIZING THIS; I TURNED E TO INCREASE THE SFO DME DISTANCE. BY THEN ISSUED IFR CLRNC; AND WAS DSNDED THROUGH OVCST OVER HWD; WHERE I CANCELLED IFR AND PROCEEDED VFR TO SQL. AS THERE WAS VERY LITTLE AIR TFC AT THE TIME; I FEEL THAT THE TCA AIRSPACE SHOULD BE CLRED FOR USE; RATHER THAN THE GENERAL BLANKET. EXCLUSION COMPROMISES THE SAFETY OF ACFT IN THE REAL WORLD OF WX/TERRAIN/ACFT OPS. IT UNNECESSARILY BURDENS A PLT WITH INSIDE NAV TASKS TO PLEASE ATC AT THE EXPENSE OF SEE AND AVOID CONCEPTS; WHICH PREVENTS COLLISIONS AND IS WHAT THE TCA WAS PURPORTED TO ACCOMPLISH IN THE FIRST PLACE. ATC NEEDS TO MANAGE THE AIRSPACE; NOT CLOSE IT TO NON IFR (IFR IS MANDATORY HANDLING) ACFT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR STATES HE REQUESTED IFR CLRNC PRIOR TO APC WHICH WAS PLENTY OF TIME AND DISTANCE HAD ATC RESPONDED. INSTEAD THEY GAVE HIM STAND BY; THEN GAVE DIFFERENT FREQ TO CONTACT. AGAIN WAS GIVEN STAND BY. CLRNC FINALLY GIVEN BUT RPTR HAD ALREADY CLIPPED BOUNDARY OF TCA.