There’s almost no chance of getting direct on the east coast if you fly below 10k: military airspace and large airports cover much of the areas.
In Florida they will push you west, far away from east coast and bring you back when at same latitude, even on short flights, significantly increasing your flight time.
My belief is filing has a regional aspect….
I had a similar thing happen over eastern New York/Vermont…but in my case it had something to do with mountains/moca.I had one time, I forget where it was, I think it was coming out of Winston-Salem heading north. I got cleared as filed, then about 10 minutes into the flight the controller asked me where I was headed, I told him my destination, he said "did you file direct?" I said, "yup", he went "hmmm, that shouldn't have happened, stand by for a new route." He came back with about a 10 waypoint clearance for me.
Maybe be more specific on "East Coast" as that is where I fly and always direct.
I think WAAS makes a difference (it's been so long since I've flown non-WAAS that I honestly don't remember).An IFR book I read said to just file direct. Most of my flights are 2-3 hours at most. I've never been given an airway. /G
Remember that WAAS adds vertical capabilities. It's not particularly relevant to enroute routing.I think WAAS makes a difference (it's been so long since I've flown non-WAAS that I honestly don't remember).
I have a feeling that's what the Phenom in my video did. .A lot depends on the altitude. I have turbo and fly in the teens. I file and mostly get direct. If not direct on my clearance, shortly after getting enroute, I get cleared direct.
Unless things have changed a lot since I moved away, Denver invariably assigns a SID, even it it's just the DENVERx radar SID.They other day I flew Denver (KBJC) to home in NE MD (0W3). I filed direct, I got a departure (probably due to busy DEN airspace) then direct.
Unless things have changed a lot since I moved away, Denver invariably assigns a SID, even it it's just the DENVERx radar SID.
I'm guessing you got the PLAINS? Funny story. A friend of mine was one of those who would put NO SIDS NO STARS on his flight plans. ATC saw it and gave it to him the long way. He was very upset. I just laughed. Even before we could load them into a GPS, I never quite understood why some people preferred copying a long routing to reading it off a chart.
Down the very eastern coast, you have a series of clogged and nearly overlapping class Bs (Boston, New York, Phillie, Baltimore, Washington) that will make direct routings impossible.
An IFR book I read said to just file direct. Most of my flights are 2-3 hours at most. I've never been given an airway. /G
I have a feeling that's what the Phenom in my video did. .
Unless things have changed a lot since I moved away, Denver invariably assigns a SID, even it it's just the DENVERx radar SID.
I'm guessing you got the PLAINS? Funny story. A friend of mine was one of those who would put NO SIDS NO STARS on his flight plans. ATC saw it and gave it to him the long way. He was very upset. I just laughed. Even before we could load them into a GPS, I never quite understood why some people preferred copying a long routing to reading it off a chart.
I just looked at the route and I can absolutely see that happening even at lower altitudes. Once past Denver there's nothing in the way until you get to to DC!Yeap, clearance with PLAINS 1 Akron Transition, Direct home. Not bad for a 1333 nm straight line flight.
I agree with you with one small difference. If I recall correctly, "no SID/STAR" originated when they were in a different volumes from IAPs. You might have just not bought them. I don't know when the the change came, but by the time I got my rating in 1992, they were in the same book. If you don't have a SID/STAR publication, you don't have approach charts either. (No, I'm not making allowances for those who print out only the charts they think they need and fly IFR otherwise naked.)I think this misconception originates from the poorly worded statement in AIM Chapter 5 - "Pilots not desiring a SID or STAR should so indicate in the remarks section of the flight plan as "no SID" or "no STAR."" The written exam has (or atleast had) a question on this. Many flight instructors also propagate this misinformation. Instead, the AIM should really state "pilot who do not have a SID or STAR publication on hand should indicate that in the flight plan so that they can be given a verbal description of the SID or STAR" .
FWIW, that is a thing. Controllers have actual rules about how to do it. I have never seen it used. I can’t copy and paste right now. Maybe you or someone else can. 7110.65AA 4-8-10.I agree with you with one small difference. If I recall correctly, "no SID/STAR" originated when they were in a different volumes from IAPs. You might have just not bought them. I don't know when the the change came, but by the time I got my rating in 1992, they were in the same book. If you don't have a SID/STAR publication, you don't have approach charts either. (No, I'm not making allowances for those who print out only the charts they think they need and fly IFR otherwise naked.)
It's a complete anachronism and any reference to "no SID/STAR" should just be removed. Either that or, using your proposed change, add, "pilot who do not have an approach plate publication on hand should indicate that in the flight plan so that they can be given a verbal description of the procedure.
I know it's a thing. I wouldn't be surprised to learn of it's being in situations like VFR flight into IMC or lost charts, although with ubiquitous GPS we often at least have most of that information in multiple forms. Sometimes I'm lucky enough to have someone's iPad overheat during an IPC so I can simulate it and talk about it.FWIW, that is a thing. Controllers have actual rules about how to do it. I have never seen it used. I can’t copy and paste right now. Maybe you or someone else can. 7110.65AA 4-8-10.
It goes on to include all the notes on the Chart. Some of them could could get very verbose.I know it's a thing. I wouldn't be surprised to learn of it's being in situations like VFR flight into IMC or lost charts, although with ubiquitous GPS we often at least have most of that information in multiple forms. Sometimes I'm lucky enough to have someone's iPad overheat during an IPC so I can simulate it and talk about it.
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Not "all the notes on the Chart."It goes on to include all the notes on the Chart. Some of them could could get very verbose.
An IFR book I read said to just file direct. Most of my flights are 2-3 hours at most. I've never been given an airway. /G
Yeah, that narrows t down a little. Hey, I’ve got an idea. We all get together on this and other Forums and have a National I don’t have the Chart day and watch ATC’s collective head explode.Not "all the notes on the Chart."
Applicable notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” “Procedure not authorized at night,” or a Snowflake icon indicating mandatory cold temperature compensation.
So many notes aren't applicable. I don't see them, advising a pilot that an approach or type of landing is NA at night during the day or of the snowflake correction at Kalispel. MT right now (or for that matter, that it has nonstandard takeoff and alternate minimums).
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Me last year over central Illinois cleared direct Culpeper.Yep, anywhere between Maine and Florida you're going to get some circuitous route that ATC wants you on. Elsewhere, not so much. I loved heading home from the Midwest. I'm getting VFR FF and navigating direct. I call ATC and ask if I can get IFR at 6000. "Cleared to Culpeper via direct maintain 6000."
I think this misconception originates from the poorly worded statement in AIM Chapter 5 - "Pilots not desiring a SID or STAR should so indicate in the remarks section of the flight plan as "no SID" or "no STAR."" The written exam has (or atleast had) a question on this. Many flight instructors also propagate this misinformation. Instead, the AIM should really state "pilot who do not have a SID or STAR publication on hand should indicate that in the flight plan so that they can be given a verbal description of the SID or STAR" .