"Milen Lazarov" wrote in message
ink.net...

Ok, how about the route aspect of VFR-On-Top? I know I'm supposed to fly
the route I was cleared for but what if ask for amended clearance? Would
it be easier to get it if I'm OTP instead of having a hard altitude
assigned?


Probably. But it's a double-edged sword. Traffic that wouldn't permit the
reroute while on a hard altitude will prevent a return to a hard altitude if
you can't maintain VFR conditions.



Here is why I'm asking - I few weeks ago on me and a friend were
on CEC-OTH-ONP route along the CA/OR coast in a C172. He asked for direct
to KONP and center said he could give it to him at 15 000 or higher, even
though there was no significant terain all the way north.


I don't see how that could make a difference. I also don't see why you'd
even ask for the reroute. The difference between CEC-OTH-ONP and CEC-ONP is
about 0.02 miles.



Would it have
been easier to get this if we were VFR-On-Top, providing our own terrain
and traffic separation?


Provide your own terrain separation? While operating VFR-on-top you're
still subject to FAR 91.177. The controller may be able to assign a lower
altitude than would be available to you under VFR-on-top, assuming traffic
is not a factor. The controller can assign the minimum IFR altitude, but
while VFR-on-top you could only use that altitude if you're not more than
3000 feet above the surface.