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#1
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Route Planning
Question for folks who've done this a heck of a lot more than me.
How do you plan routes? I have a PA28-180/G that I fly. The navdata is always kept up to date so I can always file /G. Which I suppose might be the best answer here. But the vagaries of ATC, especially in the Northeast US make me wonder just how does the system work? I'd like to understand this because it can make getting my clearances a heck of a lot easier and efficient. Most of my x-ctry flights will be between 75 and say 200NM. Another difference I've noted is getting my clearance on the ground before takeoff out of KFIT (uncontrolled field) versus getting my clearance in the air while in VFR but en route. Let's say I want to fly IFR from KFIT to KBDL. I would file GDM V106 BAF BDL, if I get my clearance in the air it would be one thing, if I got it on the ground Boston Appch would have me go right turn 090 climb and maintain 4000 then hand me off. In other words, turn the wrong direction east rather than west. Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning? Thanks for any and all input, KC |
#2
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Route Planning
Did your CFII not cover this? I suggest getting some instruction in
this area. You may also want to call an ATC facility. I think you answered your question with : "Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning?" You hit the nail on the head right there. That is the reference. Those are the factors. Those are (more than likely) what you will get in the northeast. Use the TEC when available - if you are at the lower altitudes, which is more than likely - and then use the preferred routes. I assume you know these are in the AFD. The turn by Boston is likely the agreement between two facilities or control sectors/areas. You are doing the right thing by asking this question, but this really should have been covered by your CFII. Kevin Clarke wrote: Question for folks who've done this a heck of a lot more than me. How do you plan routes? I have a PA28-180/G that I fly. The navdata is always kept up to date so I can always file /G. Which I suppose might be the best answer here. But the vagaries of ATC, especially in the Northeast US make me wonder just how does the system work? I'd like to understand this because it can make getting my clearances a heck of a lot easier and efficient. Most of my x-ctry flights will be between 75 and say 200NM. Another difference I've noted is getting my clearance on the ground before takeoff out of KFIT (uncontrolled field) versus getting my clearance in the air while in VFR but en route. Let's say I want to fly IFR from KFIT to KBDL. I would file GDM V106 BAF BDL, if I get my clearance in the air it would be one thing, if I got it on the ground Boston Appch would have me go right turn 090 climb and maintain 4000 then hand me off. In other words, turn the wrong direction east rather than west. Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning? Thanks for any and all input, KC |
#3
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Route Planning
Tim wrote:
Did your CFII not cover this? I suggest getting some instruction in this area. You may also want to call an ATC facility. We went over it briefly when we started on x-ctry planning. And even then only the Preferred Routes. But it was mostly dismissed with a , "you never get the route you filed for anyway in the Northeast." Which has been my experience and thus my question. I was taught how to plan a route, but I've yet to get one I filed. So I wanted to understand what goes on behind the scenes. The Jepp book doesn't cover it very well. Instrument flying handbook from the FAA covers it a little. So for TEC the handbook sez I should include that in the Remarks section. What would I put in there? "TEC Please". :-) I do know that they are in the A/FD but not all the airports that I would want to fly to are covered. For instance, KFIT to KBHB. There is no TEC route for that, so how would that work? Thanks again. KC I think you answered your question with : "Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning?" You hit the nail on the head right there. That is the reference. Those are the factors. Those are (more than likely) what you will get in the northeast. Use the TEC when available - if you are at the lower altitudes, which is more than likely - and then use the preferred routes. I assume you know these are in the AFD. The turn by Boston is likely the agreement between two facilities or control sectors/areas. You are doing the right thing by asking this question, but this really should have been covered by your CFII. Kevin Clarke wrote: Question for folks who've done this a heck of a lot more than me. How do you plan routes? I have a PA28-180/G that I fly. The navdata is always kept up to date so I can always file /G. Which I suppose might be the best answer here. But the vagaries of ATC, especially in the Northeast US make me wonder just how does the system work? I'd like to understand this because it can make getting my clearances a heck of a lot easier and efficient. Most of my x-ctry flights will be between 75 and say 200NM. Another difference I've noted is getting my clearance on the ground before takeoff out of KFIT (uncontrolled field) versus getting my clearance in the air while in VFR but en route. Let's say I want to fly IFR from KFIT to KBDL. I would file GDM V106 BAF BDL, if I get my clearance in the air it would be one thing, if I got it on the ground Boston Appch would have me go right turn 090 climb and maintain 4000 then hand me off. In other words, turn the wrong direction east rather than west. Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning? Thanks for any and all input, KC |
#4
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Route Planning
My CFII has always stressed the importance of getting familiar with
TEC and preferred routes when planning a XC flight. The experience I got flying in the Northeast boils down to basically one thing: you don't want to go against the flow. A lot of that "flow" is indeed reflected in the TEC/PR, but for some smaller destination airports and shorter flights there may not be anything there, so you have to work your flight into the prevailing traffic flows over the area you're flying in. Getting familiar with the ATC practices and "usual routing" is important. A big help can be looking up what kind of routing people get for your altitude on flightaware.com. Also, incidentally I got a hold of a several-pages-long printout of preferred departure routes from my airport to a few hundred other fields -- a lot more detailed than TEC provided in AFD. Towers have this kind of document e-mailed to them monthly or so, and I'm being told that you can get a copy of it (or even get your e-mail address added to their mailing list, like my CFII did). So far, 90% of the time I get "cleared as filed" on my flights. Andrey Kevin Clarke wrote: Tim wrote: Did your CFII not cover this? I suggest getting some instruction in this area. You may also want to call an ATC facility. We went over it briefly when we started on x-ctry planning. And even then only the Preferred Routes. But it was mostly dismissed with a , "you never get the route you filed for anyway in the Northeast." Which has been my experience and thus my question. I was taught how to plan a route, but I've yet to get one I filed. So I wanted to understand what goes on behind the scenes. The Jepp book doesn't cover it very well. Instrument flying handbook from the FAA covers it a little. So for TEC the handbook sez I should include that in the Remarks section. What would I put in there? "TEC Please". :-) I do know that they are in the A/FD but not all the airports that I would want to fly to are covered. For instance, KFIT to KBHB. There is no TEC route for that, so how would that work? Thanks again. KC I think you answered your question with : "Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning?" You hit the nail on the head right there. That is the reference. Those are the factors. Those are (more than likely) what you will get in the northeast. Use the TEC when available - if you are at the lower altitudes, which is more than likely - and then use the preferred routes. I assume you know these are in the AFD. The turn by Boston is likely the agreement between two facilities or control sectors/areas. You are doing the right thing by asking this question, but this really should have been covered by your CFII. Kevin Clarke wrote: Question for folks who've done this a heck of a lot more than me. How do you plan routes? I have a PA28-180/G that I fly. The navdata is always kept up to date so I can always file /G. Which I suppose might be the best answer here. But the vagaries of ATC, especially in the Northeast US make me wonder just how does the system work? I'd like to understand this because it can make getting my clearances a heck of a lot easier and efficient. Most of my x-ctry flights will be between 75 and say 200NM. Another difference I've noted is getting my clearance on the ground before takeoff out of KFIT (uncontrolled field) versus getting my clearance in the air while in VFR but en route. Let's say I want to fly IFR from KFIT to KBDL. I would file GDM V106 BAF BDL, if I get my clearance in the air it would be one thing, if I got it on the ground Boston Appch would have me go right turn 090 climb and maintain 4000 then hand me off. In other words, turn the wrong direction east rather than west. Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning? Thanks for any and all input, KC |
#5
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Route Planning
But it was mostly dismissed with a , "you never get the route you filed for anyway in the Northeast." Which has been my experience and thus my question.
That is my experience also; I'm in the northeast too. Jose -- Humans are pack animals. Above all things, they have a deep need to follow something, be it a leader, a creed, or a mob. Whosoever fully understands this holds the world in his hands. for Email, make the obvious change in the address. |
#6
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Route Planning
In a previous article, Kevin Clarke said:
clearance in the air it would be one thing, if I got it on the ground Boston Appch would have me go right turn 090 climb and maintain 4000 then hand me off. In other words, turn the wrong direction east rather than west. If I take off IFR from KGVQ (uncontrolled with an RCO from KROC), they'll amend my clearance to head back towards the GEE VOR rather than in the direction I want to go, because if I head off west I might be out of their airspace before they pick me up on radar. But if conditions are VFR and I were going west bound from KGVQ, I would file to pick up my clearance over Buffalo. You may be encountering a similar situation where they're trying to keep you in their airspace until you're radar identified and talking to them. -- Paul Tomblin http://blog.xcski.com/ It could have been raining flaming bulldozers, and those idiots would have been standing out there smoking, going 'hey, look at that John Deere burn!' -- Texan AMD security guard |
#7
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Route Planning
If you can get a small group of interested pilots together, call and ask for a
tour of the nearest TRACON. At MSP, at least, they are very enthusiastic and welcoming. For example, they have you sit down and plug in with a controller for 1/2 hour or so. It is very informative to see and hear "their side" of the situation. Part of the tour will probably be conference room briefing/Q&A session and you'll have the perfect opportunity to ask these questions. Same story if you are near an ARTCC. Go for a tour there too. On 3/4/2007 12:01 PM, Kevin Clarke wrote the following: Question for folks who've done this a heck of a lot more than me. How do you plan routes? I have a PA28-180/G that I fly. The navdata is always kept up to date so I can always file /G. Which I suppose might be the best answer here. But the vagaries of ATC, especially in the Northeast US make me wonder just how does the system work? I'd like to understand this because it can make getting my clearances a heck of a lot easier and efficient. Most of my x-ctry flights will be between 75 and say 200NM. Another difference I've noted is getting my clearance on the ground before takeoff out of KFIT (uncontrolled field) versus getting my clearance in the air while in VFR but en route. Let's say I want to fly IFR from KFIT to KBDL. I would file GDM V106 BAF BDL, if I get my clearance in the air it would be one thing, if I got it on the ground Boston Appch would have me go right turn 090 climb and maintain 4000 then hand me off. In other words, turn the wrong direction east rather than west. Then there is the whole question of TEC versus IFR Preferred Routes. Are there references available that talk about how this factors into route planning? Thanks for any and all input, KC |
#8
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Route Planning
On Sun, 04 Mar 2007 18:01:15 GMT, Kevin Clarke
wrote: Thanks for any and all input, KC BDL ATC is wonderful to work with! NYC & BOS are as well, _if_ you have your act together when you call. NYC gave me "camera warnings" one weekend, so I could photograph oddball foreign flag 747's as they approached JFK one morning. How cool is that? G I'd hold the BDL folks up to anyone as far as friendly and professional. It's busy airspace, but if your good with the radios and not chatty, you'll do great. |
#9
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Route Planning
On Sun, 04 Mar 2007 14:44:06 -0600, Mitty wrote:
If you can get a small group of interested pilots together, call and ask for a tour of the nearest TRACON. At MSP, at least, they are very enthusiastic and welcoming. BDL is also very welcoming of tours. |
#10
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Route Planning
I have flown a number of IFR flights from just north of DC in the ADIZ
to Florida. The only thing I could count on was being sent toward EMI until they found me on radar. After that the only thing I could count on is not going south. I would be sent west to Martinsburg, WV or east to the Chesapeake Bay. Finally I figured that the best method is let DUETS pick a route. Although I never got that either, I didn't have to spend a lot of time planning on something that would not happen. Maybe you should just file direct and then wait for them to give you the route de jour. You might even actually get direct (but don't hold your breath). |
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