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Cleared Direct In A /A Aircraft  
User currently offlineCFIcraigAPA From United States of America, joined Jan 2004, 223 posts, RR: 4
Posted (11 years 11 months 1 week 6 days 23 hours ago) and read 4155 times:

I've wondered about this for some time now. When flying on an IFR flight plan many times I have been given a clearance direct to a VOR that is well beyond the range of the station. Most recently, I was cleared direct Des Moines from western NE (300 some miles away) while enroute to Chicago. When I filed the flight plan, I filed as a BE-76 /A (Mode-C, DME). Now, knowing that I don't have an IFR approved GPS onboard (or knowing that I have any GPS onboard), how can ATC approve me to fly such a long direct routing that obviously can't be done with traditional VOR navigation? Is it assumed that I have plotted the course and figured out the MORA for the routing I have been given? Even so, what form of navigation (that is acceptable for IFR navigation) are they assuming I am using to navigate that route? LORAN? VOR RNAV?
Anyone with any insight?

Prior Proper Preparation Prevents Piss-Poor Performance
5 replies: All unread, jump to last
User currently offlinePhilsquares From , joined Dec 1969, posts, RR:
Reply 1, posted (11 years 11 months 1 week 6 days 22 hours ago) and read 4127 times:

The simple solution is once you are cleared direct, tell the controller you're not receiving XYZ VOR and ask for a heading until receiving. Most of the time, the controllers just overlook your equipment type.

For them to clear you direct, it's just a mater of a few key strokes and they can give you a very accurate heading.

User currently offlineCFIcraigAPA From United States of America, joined Jan 2004, 223 posts, RR: 4
Reply 2, posted (11 years 11 months 1 week 6 days 22 hours ago) and read 4117 times:

I guess I should have said that I was using a handheld non-aviation GPS (with coords programed in from Jepp data). So, the direct routing track was not an issue. It was a curiousity thing.

Prior Proper Preparation Prevents Piss-Poor Performance
User currently offlineWoodreau From United States of America, joined Sep 2001, 1190 posts, RR: 7
Reply 3, posted (11 years 11 months 1 week 5 days 23 hours ago) and read 3978 times:

The times I've flown cross-country in an /A aircraft where they've cleared me direct, I've stated, "unable direct xxxx..." and explained I was unable to nav limitation... Then the controllers have just told me to fly via radar vectors, and gave me a course to fly. until I was able to ident the appropriate VORs.

I think so long as I remained in a radar environment, it'd probably be okay, as radar vectors is another form of navigation (although it's not you doing the navigation), There's no back-up to allow you to monitor your progress or to double-check to make sure the controller didn't forget about you...

No back-up nav, is the biggest issue at least to me...

Woodreau / KMVL

Bonus animus sit, ab experientia. Quod salvatum fuerit de malis usu venit judicium.
User currently offlineWilco737 From Greenland, joined Jun 2004, 9320 posts, RR: 69
Reply 4, posted (11 years 11 months 1 week 5 days 21 hours ago) and read 3960 times:


I agree with Woodreau! To be under Radar Control you don't have to do a lot navigation! But always be sure where you are! Nobody is perfect!

Just fly this heading and one day you will receive the VOR or NDB...

Have a safe flight!


User currently offlineSccutler From United States of America, joined Jan 2000, 6065 posts, RR: 26
Reply 5, posted (11 years 11 months 1 week 5 days 10 hours ago) and read 3931 times:

As a practical matter, if given RV for a direct-to waypoint and you go NORDO, odds are you will be in range of at least one VOR which is sufficient to get you onto an airway from which you can rejoin your as-filed routing.

...three miles from BRONS, clear for the ILS one five approach...
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