Filing direct

John Harper wrote:

I figure that on the way
out of a Class B they'll give you what THEY want so you don't achieve much
filing a specific route anyway.

Almost. If you're familiar with their practices, though, it sometimes helps to file what you normally get. If you don't they often have to dork around with your flight plan which delays your IFR release (especially when you launch on a long direct-to segment straight from busy airspace). This is what the controller told me.



By the way, you did include a fix for each ARTCC (I don't think it has to
be close to the boundary, just something that the previous ARTCC computer
will recognize so it can process the flight plan).


No, that's kind of the point I'm making. I didn't include one and they didn't
give me one. Of course PYE is kind of a major thing - I've heard on Channel
9 being cleared to it from North Dakota. Not sure if OLM has quite such
cosmic significance though.


Cosmic enough. The ZOA computer recognized it. Otherwise you would have sat on the ground until they put in a fix close to your destination that is in their database.

As far as I understand, the important thing is that each ARTCC computer has to be able to draw a course line through its airspace. So the line has to begin and end at fixes that it recognizes. Otherwise you get a re-route. If you file to/from high-altitude VOR's you should be good to go. And I am guessing that each ARTCC computer recognizes all the VORs and many of the airports in the adjacent center's airspace. So going from Oakland Center to Seattle Center should not require any extra fixes.

In article , Fred E. Pate
wrote:
As far as I understand, the important thing is that each ARTCC computer has
to be able to draw a course line through its airspace. So the line has to
begin and end at fixes that it recognizes. Otherwise you get a re-route. If
you file to/from high-altitude VOR's you should be good to go. And I am
guessing that each ARTCC computer recognizes all the VORs and many of the
airports in the adjacent center's airspace. So going from Oakland Center to
Seattle Center should not require any extra fixes.

Maybe... maybe not.
When I flew from Brunswick GA to West Palm Beach FL last December, I
filed Victor Airways the entire route, including enroute VOR's.
ATC attempted to amend my clearance as soon as I picked it up. I
declined the amendment and received "cleared as filed".
Each controller down the line in succession then tried to get me to
accept an amended clearance, each time I declined. Finally, one of the
JAX sector controllers explained that the computer would not accept my
routing.
The routing they kept trying to get me to accept would have taken me to
an intersection 15 miles offshore northeast of PBI, hence may refusal
to accept. I had deliberately inserted the phrase "no offshore routing
accepted, no floatation gear on board" in the remarks section of my
flight plan.
After refusing the amendment from the MIA controller, she tried to get
to fly a heading (coincidentally, the same as the airway to the
offshore intersection) which I also refused.
I finally did accept a vector from the PBI final approach controller to
parallel the shoreline about one mile offshore as I was being vectored
to final.

EDR wrote:


Maybe... maybe not.

Interesting story. I suppose their offshore route was a preferred route. But why wouldn't the computer take your original planned route? Probably not because it didn't recognize the fixes, but because of traffic flow reasons. Same reason John does the PYE1 arrival over water.

In article , Fred E. Pate
wrote:

EDR wrote:
Maybe... maybe not.

Interesting story. I suppose their offshore route was a preferred route.
But why wouldn't the computer take your original planned route? Probably not
because it didn't recognize the fixes, but because of traffic flow reasons.
Same reason John does the PYE1 arrival over water.

That's my guess. I didn't have access to an AF/D to look it up.

But why wouldn't the computer take your original planned route? Probably not
because it didn't recognize the fixes, but because of traffic flow reasons.
Same reason John does the PYE1 arrival over water.

I fly V3 which is the prefered. Leaving KLNA I open my flight plan with PBI.
Always get a few vectors east or west. Maybe 1 mile off shore. Then intercept
V3 and as filed.
Hank N1441P