On Wed, 23 Nov 2005 15:07:14 GMT, Steven P. McNicoll wrote:

You had originally filed direct from one airport to another one 337 miles
away. How did you intend to do that if you were unable to accept a reroute
to something other than a standard VOR or intersection?

Precisely my point Steve.

Even though I filed direct, off airwaves, ATC recognized my limitation that
I could only accept a standard VOR or intersection. It was NOT assumed by
ATC that I had GPS capability even though I filed direct.

Had they given me a GPS intersection rather then a VOR or VOR associated
intersection, I would have said unable, alerting them to the fact I am
slant Alpha. That was the point I was trying to bring across in my
original post.

This was my first reroute in my short flying career, and overall, in spite
of my uncertainty in the first few minutes, it turned out to be a non
event.

YRK vortac is 148 miles southwest of 2G2. Do you believe there's something
wrong with being routed over a VOR that far away?

Considering there are quite a few VORs closer then YRK, I was not looking
that far down the road in establishing where I am to where I am going. I
was looking within 45 to 60 miles, not so far down the road.

I am situationally aware of what my next VOR will be when I fly IFR, as I
have them printed as well having the en route maps open. I also change my
NAV 1 and NAV 2 as I progress in my flight path to assist in my situation
awareness.

The problem I had as slight as it was, was finding the frequency to the
VOR. Wasn't in the list of nrst on my Garmin 296, and being in IMC, it's
not exactly conducive of finding a navaid on the paper maps especially 90
odd miles away. I wasn't given a vector, just direct York, direct Bowling
green, so I did not know what direction to look on the en route maps. Had
center given me a vector, I at least would have known which direction to
look.

I would have expected a closer VOR, not one 90 miles away to go direct to.
As you can see, not that big a deal, but for a person like me, learning the
ropes of IFR, when I am by myself, I don't have CRM available. Small
things do make a big difference.

So, like I said in my original post, I spoke up and asked the questions I
needed answered to make my flight safer.

No big deal in the full scheme of things, but since this was my first
reroute, it does make the heart go a little faster as I don't want to do
the wrong thing. All the training in the world does not give you the real
world scenarios.

Allen