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How to get IFR Clearance enroute?



 
 
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  #61  
Old May 27th 04, 08:55 PM
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"Steven P. McNicoll" wrote:

wrote in message ...

That is not the point. It all started about F-I-L-I-N-G.


Actually, I think it all started with getting an IFR clearance while
enroute. At some point you injected the processing of G/A flight plans into
the discussion. What you've said about flight plan processing is wrong.


What did I way that was wrong Oh Wise One?

  #62  
Old May 27th 04, 10:46 PM
Steven P. McNicoll
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wrote in message ...

What did I way that was wrong Oh Wise One?


"I was responding to Roy Smith's message about FAA computer limitations for
filing. The airlines don't face those issues. And, biz jets are always
ground
filers, but they do face the same computer issues as do other G/A IFR
filers."


  #64  
Old May 28th 04, 05:31 AM
Tom Sixkiller
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"Steven P. McNicoll" wrote in message
news

wrote in message ...

Not at all. The carriers make sure the skids are greased for their

flight
plans to seamlessly and automatically transfer from their host to the

FAA
host. Unless someone wants to manually change a route on an air carrier
domestic flight plan, no human is even involved. It all is computed and
sent to the appropriate station and the FAA in a timely manner.


Flight data processing is done exactly the same for the carriers as any
other operator.


That's not what he said...he was referring to the TRANSFER of the plan from
one system to another (i.e., the carrier to the FAA).




  #65  
Old May 28th 04, 12:28 PM
Steven P. McNicoll
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"Tom Sixkiller" wrote in message
...

That's not what he said...he was referring to the TRANSFER of the plan

from
one system to another (i.e., the carrier to the FAA).


You need to read his prior messages too.


  #66  
Old May 30th 04, 07:12 PM
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"Steven P. McNicoll" wrote:

"Tom Sixkiller" wrote in message
...

That's not what he said...he was referring to the TRANSFER of the plan

from
one system to another (i.e., the carrier to the FAA).


You need to read his prior messages too.


What you choose to take of it all is your way.

The issue is filing. Roy Smith has to call FSS or use DUATs.

The airline computers *automatically" determine the route for long segments
and use canned routes for short segments. Such flight plans are then
transferred to the FAA without any human action on the part of dispatch or
the flight crew (unless they want to change something).

Once such an air carrier flight plan is in the hands of the FAA, it is
processed no differently than a flight plan originated by a FSS specialist
or via DUATs.

I suspect you will have some quarrel with that summation.


  #67  
Old May 30th 04, 11:49 PM
Newps
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wrote in message ...
The airline computers *automatically" determine the route for long

segments
and use canned routes for short segments. Such flight plans are then
transferred to the FAA without any human action on the part of dispatch or
the flight crew (unless they want to change something).

Once such an air carrier flight plan is in the hands of the FAA, it is
processed no differently than a flight plan originated by a FSS specialist
or via DUATs.


That's exactly how it works. All airlines have a direct funnel for their
flight plans to get into the system.


  #68  
Old May 31st 04, 04:41 AM
Steven P. McNicoll
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wrote in message ...

What you choose to take of it all is your way.

The issue is filing. Roy Smith has to call FSS or use DUATs.

The airline computers *automatically" determine the route for long

segments
and use canned routes for short segments. Such flight plans are then
transferred to the FAA without any human action on the part of dispatch or
the flight crew (unless they want to change something).

Once such an air carrier flight plan is in the hands of the FAA, it is
processed no differently than a flight plan originated by a FSS specialist
or via DUATs.


Now you're catching on!



I suspect you will have some quarrel with that summation.


Nope. I've never had a quarrel with anything you've posted that was
correct.


 




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