Mxsmanic wrote:
writes:

Like a lot of what you post, there is nothing "wrong" with following V66,
it is just less than optimal.

If I were doing it for real and VFR, my route would be KHCD-NYL-KMYF and
at an altitude above 3,500, which keeps you out of all the restricted areas.

KCHD.KNYL.KMYF is 274.5 nm, whereas KCHD.GBN.V66.BARET is 274.2 nm, so your
route is actually longer than mine.

Actually, the distances are 273.8 and 273.4 respectfully.

Additionally, your route doesn't use any
VORs, so you either must trust your GPS completely or look for KNYL on the
ground as you pass over it. And KNYL is partially in the Dome MOA (ceiling
6000), whereas my route doesn't touch any MOAs and only grazes R-2311 if you
are flying quite low.

Wrong, I said NYL, which is a VOR, and said nothing about GPS.

I'm afraid I don't see anything optimal about this. Which is not surprising,
since the V66 route was designed by specialists.

Actually, if you want to fly V66 until BARET, the route is
KCHD-GBN-MOHAK-BZA-IPL-BARET-KMYF

Going over GBN is not necessary.

Your route takes you eight nautical miles north of GBN.

Which is not the same as going over GBN.

That's if I were using VOR navigation.

Your route does not include any VORs.

Wrong, NYL is a VOR.

If I were using GPS, I would set a waypoint roughly between BZA and NYL.

Enroute I would enquire as to the status of R-2307 and R-2306E and alter
course to go direct to KMYF if possible.

To go direct, you'll need authorizations for R-2308B, R-2308A, R-2306A,
R-2507S, R-2512, and R-2510A, responsibility for which is partly Los Angeles
Center and partly Yuma Range Control. In exchange for these six different
authorizations, you'll gain a total of 4.4 nautical miles as compared with
your route over NYL (less for the standard V66 route), which is a gain of
1.6%.

Big woof.

I never said anything about going direct as the real world likelyhood of all
those areas being cold is about the same as hitting Lotto.

What I said was, if I were using GPS I would plan a waypoint roughly between
BZA and NYL. That would avoid all restricted areas.

Then enroute I would check if it were possible to transition any of the
restricted areas and change course FROM THAT POINT. I didn't say FROM THAT
POINT the first time since any real pilot would know that is implied by
"checking enroute".

And, looking at it closely, the GPS waypoint would be set just slightly
south of where the R-2307 area turns north, thus avoiding all restricted
areas for a total distance of about 272 nm.

I'm afraid I don't see anything optimal about your route. In fact, it's worse
than the normal V66 route.

The main reason to avoid V66 is the other traffic on the route.

The main reason to use V66 is it keeps a less than accurate pilot well away
from the restricted areas.

If you have GPS, know how to use it, and are uncertain of the state of all
the restricted areas, the GPS route is the shortest possible IF you wind up
being unable to transition any of them.

If you don't have GPS and are a low time pilot with marginal navigation skills,
I would then suggest taking the slighly longer VOR to VOR route.

A big part of real flying is planning alternatives and flying in a manner
appropriate for your equipment and skill level.


--
Jim Pennino

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