On 21 Nov 2005 16:52:51 -0800, Chris Quaintance wrote:
I was hoping to
focus on the mechanics of accepting a direct clearance that one could
not otherwise navigate without a VFR GPS. I'd like to have a better
idea of the legality and (more importantly) the advisability of flying
in that situation.

Chris,

Speaking from my recent IFR experiences....

I had filed direct from 2G2 to KBWG. I got a call from Center saying
Sundownwer 1943L, have a reroute for you, ready to copy. Got my trusty pen
out, said ready to copy. I was in solid IMC. Center said, cleared direct
York VOR, direct BWG.

I filed /A so they apparently knew I could not fly a GPS route. Had they
routed me to something other then a standard VOR or intersection, I would
have said unable.

I had my enroute maps out, and when I was not able to find the York VOR, I
keyed up and asked for the frequency. Dialed that in, got my radial and
started flying to it. I wasn't able to determine the distance, I keyed up
again and asked the distance, since it was not registering on my DME or was
in the nrst navaids on my Garmin 296.

Turned out, ATC had me heading to a VOR 90 miles away!

I figured as long as I remained above the OROCA and had my enroute maps
out, that I am legal, since I am able to fly to a navaid my plane was IFR
certified for.

So, in a nutshell, not a big deal providing you are above OROCA and fully
situational aware of your navaid surroundings.

Allen