Paul Tomblin wrote:

This week I did several IFR flights, some in IMC and most in VMC. On a
couple of those flights, ATC offered me direct to the next VOR after the
one I was navigating to, well before I could actually pick up the signal.
One time departing Rochester, they told me to go direct Elmira when I was
less than 500 feet off the ground and there are 2000 foot hills between me
and Elmira. So I turned to the approximate direction, and punched "GOTO"
on my handheld GPS, and followed the GPS's HSI until I climbed up high
enough to get a signal.

The 2,000' terrain is some 29 miles SE of the airport, thus well below a 40:1
departure slope. That is why the obstacle DP for the airport doesn't have a
route obstacle DP. Having said that, you are well-advised to follow the
takeoff minimum restrictions noted for some runways at the airport, if you
used one of those runways for departure.



They don't offer a vector, or say "direct when able", they just say "05X,
go direct East Texas".

Thus, your survival may depend upn following any IFR takeoff miniums or
obstacle DP instructions.



It seems to me that they know we can't recieve that VOR, but as long as
we've got the GPS on board, it doesn't matter to them. I guess as far as
legalities go, we're just ded reckoning in the right general direction
until we pick up the VOR.

As to taking the routing direct to a nav aid you cannot receive, if you're
not filed /G, you're technically obligated to refuse the clearance. ATC
issuance of such a clearance does not make use of a handheld legal. As a
practical matter, does it matter, provided you adhere to any obstcle
departure information? Probably not.