Snag in x/c planning

[Greg]

I was going to ask my CFI these questions but I figured these groups
are so rich with information and opinions that I would start here.

I am a 120 hr PP planning a VFR X/C from Bowman field Louisville, KY
(KLOU) to Mattoon, IL (KMTO) this weekend. According to the new AOPA
flight planner (very cool, by the way)this takes me right through the
middle of a TFR southwest of the Hoosier Vortac. To complicate things
there is a restricted area smack dab in the middle of the TFR (these
are ground to... well higher than I can fly right?). My gut is
telling me not to chance being where I'm not supposed to be and make
the trip via Bloomington,IN (KBMG)to avoid any possible trouble . If
you look at the sectional there aren't too many land marks in that
area and it would be easy fly over the TFR but through the resticted
area. I have a rather old GPS on board that is very small, in a
strange place (down and to the right of the yoke), and it is as old as
dirt..no telling when it was last updated. So here are some
questions..

1)So what do you guys think? Do I fly over it? Or am I asking for
trouble? (this TFR, if I understand correctly, is from the ground to
5000 AGL). Obviously, this would be a bad place to loose the engine!

2)If I fly direct will ATC (flight following) help me stay clear or
will they let me wander into the restricted area and then say, "now
look what you've done dumbass...land and give us a call" (In so many
words) My girlfriend isn't a huge fan of small planes anyway so an
F-16 on my wingtip would be bad, really bad.

3) If I go via BMG how do I ask for flight following? I am assuming
that I just tell them that I am going to MTO via BMG at 7,500. If
this is correct and I am granted flight following am I obligated to
fly all the way to BMG or can I turn on course to MTO a little south
of BMG?

4) I have never used Fligh****ch. How do you know when to call on
122.0 and when to listen on VOR's, etc. Also what is the correct
phraseology to ask for a weather update?

Thanks in advace guys and gals!

Greg

[Dave Butler]

Greg wrote:
> I was going to ask my CFI these questions but I figured these groups
> are so rich with information and opinions that I would start here.
>
> I am a 120 hr PP planning a VFR X/C from Bowman field Louisville, KY
> (KLOU) to Mattoon, IL (KMTO) this weekend. According to the new AOPA
> flight planner (very cool, by the way)this takes me right through the
> middle of a TFR southwest of the Hoosier Vortac. To complicate things
> there is a restricted area smack dab in the middle of the TFR (these
> are ground to... well higher than I can fly right?). My gut is
> telling me not to chance being where I'm not supposed to be and make
> the trip via Bloomington,IN (KBMG)to avoid any possible trouble . If
> you look at the sectional there aren't too many land marks in that
> area and it would be easy fly over the TFR but through the resticted
> area. I have a rather old GPS on board that is very small, in a
> strange place (down and to the right of the yoke), and it is as old as
> dirt..no telling when it was last updated. So here are some
> questions..
>
> 1)So what do you guys think? Do I fly over it? Or am I asking for
> trouble? (this TFR, if I understand correctly, is from the ground to
> 5000 AGL). Obviously, this would be a bad place to loose the engine!

I haven't looked at the charts, so taking what you say at face value. If you're
not confident you can navigate so as to miss the restricted area, don't go that
way. Make a plan you can be confident in. I wouldn't worry too much about losing
an engine over the TFR. If your one and only engine goes quiet, busting a TFR is
the least of your troubles.

>
> 2)If I fly direct will ATC (flight following) help me stay clear or
> will they let me wander into the restricted area and then say, "now
> look what you've done dumbass...land and give us a call" (In so many
> words) My girlfriend isn't a huge fan of small planes anyway so an
> F-16 on my wingtip would be bad, really bad.

Controllers will generally try to be helpful, but they have no obligation to
keep you clear of the restricted area. That's your responsibility. Have a plan
that you can execute without their help.

>
> 3) If I go via BMG how do I ask for flight following? I am assuming
> that I just tell them that I am going to MTO via BMG at 7,500. If
> this is correct and I am granted flight following am I obligated to
> fly all the way to BMG or can I turn on course to MTO a little south
> of BMG?

Asking for flight following doesn't obligate you to follow any particular route,
unless the controller says "advise of any changes in heading or altitude". As a
courtesy, tell the controller you're turning off the route you had told him you
were taking. The response will probably be "roger, maintain VFR".

>
> 4) I have never used Fligh****ch. How do you know when to call on
> 122.0 and when to listen on VOR's, etc.

Fligh****ch is always on 122.0, period. You may or may not raise anyone on the
fligh****ch frequency, however. Coverage is spotty. There is better coverage, at
least in mid-Atlantic states where I mostly fly, for the discrete FSS
frequencies (other than 122.0).

The frequency box for the VOR on the sectional chart has frequencies for
contacting FSS. Learn how to read it. It tells you when to listen on the VOR
frequency, and what frequency to transmit on to contact FSS.

The callup is (for example) "Raleigh Radio, Cessna 12345, 10 south of the
Kinston VOR, listening Kinston VOR", or "Raleigh Radio, Cessna 12345, 10 south
of the Kinston VOR, 122.65". You give your location so FSS knows which
transmitter to use. You give the freq you are listening on, because the FSS
specialist may be monitoring multiple freqs and might not catch which one you
are calling on, otherwise. Of course, as always, listen first, then talk.

> Also what is the correct
> phraseology to ask for a weather update?

"Request current and forecast weather for <location>" or "we'll be following V45
northwest, request forecast weather along that route", etc. No need for any
stilted, formatted request style, just be conversational and tell them what you
want.

>
> Thanks in advace guys and gals!
>
> Greg

Have a nice trip. You probably will benefit from discussing your questions with
your CFI as well.

Dave
Remove SHIRT to reply directly.

[Bob Gardner]

The dimensions of the restricted area are on the back of the sectional,
together with hours of operation and the controlling facility. Your concern
might be eliminated by simply saying "Is restricted area R-xxx hot?" If it
is not, you are in good shape. If it is, tell the controller that you are
going to fly around it (or over it, if possible).

I stuck KLOU direct KMTO into Aeroplanner and didn't see the problems you
relate. Maybe AOPA knows something that Aeroplanner doesn't know.

ATC has no responsibility to keep you clear of an active restricted
area...that is your baby. But asking is simple. After you are airborne and
clear of the KLOU Class D, go to 123.675 and say "Departure, Cessna xxxxx
VFR Bowman Field to Mattoon, IL, request flight following." You might even
be able to shortcut the situation by telling the tower operator that you
will be asking for FF...in most cases, the tower will coordinate with the
radar facility and they will be waiting for your call.

Flight following does not control your flight...you do. Just tell them if
you do something unexpected, like turn 90 degrees. You're not required to
advise them of altitude changes, but it helps them with planning if you do.

Bob Gardner


"Greg" > wrote in message
om...
> I was going to ask my CFI these questions but I figured these groups
> are so rich with information and opinions that I would start here.
>
> I am a 120 hr PP planning a VFR X/C from Bowman field Louisville, KY
> (KLOU) to Mattoon, IL (KMTO) this weekend. According to the new AOPA
> flight planner (very cool, by the way)this takes me right through the
> middle of a TFR southwest of the Hoosier Vortac. To complicate things
> there is a restricted area smack dab in the middle of the TFR (these
> are ground to... well higher than I can fly right?). My gut is
> telling me not to chance being where I'm not supposed to be and make
> the trip via Bloomington,IN (KBMG)to avoid any possible trouble . If
> you look at the sectional there aren't too many land marks in that
> area and it would be easy fly over the TFR but through the resticted
> area. I have a rather old GPS on board that is very small, in a
> strange place (down and to the right of the yoke), and it is as old as
> dirt..no telling when it was last updated. So here are some
> questions..
>
> 1)So what do you guys think? Do I fly over it? Or am I asking for
> trouble? (this TFR, if I understand correctly, is from the ground to
> 5000 AGL). Obviously, this would be a bad place to loose the engine!
>
> 2)If I fly direct will ATC (flight following) help me stay clear or
> will they let me wander into the restricted area and then say, "now
> look what you've done dumbass...land and give us a call" (In so many
> words) My girlfriend isn't a huge fan of small planes anyway so an
> F-16 on my wingtip would be bad, really bad.
>
> 3) If I go via BMG how do I ask for flight following? I am assuming
> that I just tell them that I am going to MTO via BMG at 7,500. If
> this is correct and I am granted flight following am I obligated to
> fly all the way to BMG or can I turn on course to MTO a little south
> of BMG?
>
> 4) I have never used Fligh****ch. How do you know when to call on
> 122.0 and when to listen on VOR's, etc. Also what is the correct
> phraseology to ask for a weather update?
>
> Thanks in advace guys and gals!
>
> Greg

[Greg]

"Bob Gardner" > wrote in message news:<egzsb.182305>
> I stuck KLOU direct KMTO into Aeroplanner and didn't see the problems you
> relate. Maybe AOPA knows something that Aeroplanner doesn't know.
>
Interesting..i know this TFR has been in effect for some time as I
have been warned of its existance on several flights by FSS. This
time is the first time, however, that I needed to fly right through
it.


> be able to shortcut the situation by telling the tower operator that you
> will be asking for FF...in most cases, the tower will coordinate with the
> radar facility and they will be waiting for your call.

No problem at LOU...the ground controller takes care of all of it. I
have learned that LOU is one of the best around for this. (I have
embarrased myself at other airports by asking the ground controller
for flight following...they thought I was nuts! I thought all class
D's coordinated FF.) Getting flight following is not a problem...but
because I am always assigned an initial heading before I leave the
ground I wondered what the proper way to tell them I'm going to BMG
first instead of going direct to MTO.

>
> Flight following does not control your flight...you do. Just tell them if
> you do something unexpected, like turn 90 degrees. You're not required to
> advise them of altitude changes, but it helps them with planning if you do.
>

Keep in mind LOU is under busy Class C airspace (lots of heavy UPS
jets)and my initial heading to either airport will take me right
through the inner ring so for the first several miles I am under their
control. Just thought it would be good to let them know what my true
intentions were.

> Bob Gardner
>
Thanks for your help Bob! Your books helped get me my PPL!

[Greg]

"Bob Gardner" > wrote in message news:<egzsb.182305$HS4.1512693@attbi_s01>...
>
>
> I stuck KLOU direct KMTO into Aeroplanner and didn't see the problems you
> relate. Maybe AOPA knows something that Aeroplanner doesn't know.
>
>
Interesting I just checked AOPA flight planner again and the TFR is
gone...no wonder you couldn't see it Bob.I knew they called it
"temporary" for a reason, but to the best of my knowledge it has been
active for a couple of years. Anyone know more about this than I?
where did it go and will it be back? I can't get on the AOPA web
site...

[Greg]

Nevermind...

http://www.aopa.org/whatsnew/newsitems/2003/03-4-102x.html


I'm going Direct! What are the chances of looking at he TFR this AM,
asking a question about it and then having it disappear the same day.
I feel like I've influenced FAA policy!

[Robert Perkins]

On 12 Nov 2003 13:01:26 -0800, (Greg) wrote:

>4) I have never used Fligh****ch. How do you know when to call on
>122.0 and when to listen on VOR's, etc. Also what is the correct
>phraseology to ask for a weather update?

You can call Flight Watch at any time. They'll help you with the
phraseology.

"Seattle Flight Watch, November 12345 at Kelso"
"November 12345, Seattle Flight Watch, go ahead"
"Yes Flight Watch, N12345 requests landing conditions at Astoria
N12345"
"N12345 Flight Watch, I cannot give *landing* conditions, but I can
offer *current* conditions there over"
"Flight Watch N12345 I stand corrected; request current conditions
Astoria"
"N12345 current conditions at Astoria are 20 degrees celsius, dewpoint
10, winds 290 at 15 gusting to 30, visibility 20 miles, overcast 5000
feet. Do you have security information Quebec" [OK, I made the weather
up, but the rest of the conversation actually happened! :-)]
"Affirmative Flight Watch, I have Quebec."
"Roger N12345, have a good day."
"Good day"

Very professional. They'll help you along.

Rob

--
[You] don't make your kids P.C.-proof by keeping them
ignorant, you do it by helping them learn how to
educate themselves.

-- Orson Scott Card

[Joseph D. Farrell]

See answers below: this is hoew I have foundit to work and I've gone
PHX to New England, and south to Savannah from Connecticut. I mostly
use IFR now, even on clear days, for cross country flights.

On 12 Nov 2003 13:01:26 -0800, (Greg) wrote:

>I was going to ask my CFI these questions but I figured these groups
>are so rich with information and opinions that I would start here.
>
>I am a 120 hr PP planning a VFR X/C from Bowman field Louisville, KY
>(KLOU) to Mattoon, IL (KMTO) this weekend. According to the new AOPA
>flight planner (very cool, by the way)this takes me right through the
>middle of a TFR southwest of the Hoosier Vortac. To complicate things
>there is a restricted area smack dab in the middle of the TFR (these
>are ground to... well higher than I can fly right?). My gut is
>telling me not to chance being where I'm not supposed to be and make
>the trip via Bloomington,IN (KBMG)to avoid any possible trouble . If
>you look at the sectional there aren't too many land marks in that
>area and it would be easy fly over the TFR but through the resticted
>area. I have a rather old GPS on board that is very small, in a
>strange place (down and to the right of the yoke), and it is as old as
>dirt..no telling when it was last updated. So here are some
>questions..
>
>1)So what do you guys think? Do I fly over it? Or am I asking for
>trouble? (this TFR, if I understand correctly, is from the ground to
>5000 AGL). Obviously, this would be a bad place to loose the engine!


If the TFR and restricted area only go to 5000 and you are at 7000
then you are no in the TFR, meaning you are 1000 miles away just as
much as you are 2000 feet above it. What about the Restricted area?
What is THAT altitude???

Direct is not all that it is cracked up to be - if it were me and I am
not IFR [ when it is THEIR job to keep you out of TFR's - good to know
where they are but YOUR certificate is not at risk] thne I would
simply find 2 or 3 VOR's and plot a zig zag course around the TFR by
going direct around the TFR - much saferl. AS for engine failure,
well, that is an emergency and you are OK inside a TFR from above if
you DECLARE an emergency.


>2)If I fly direct will ATC (flight following) help me stay clear or
>will they let me wander into the restricted area and then say, "now
>look what you've done dumbass...land and give us a call" (In so many
>words) My girlfriend isn't a huge fan of small planes anyway so an
>F-16 on my wingtip would be bad, really bad.

VFR Flight Following will NOT guarantee anything, including separation
or obstacle clearance. VFR means VFR - flight following is an as
available service IF the controller is NOT busy.

>3) If I go via BMG how do I ask for flight following? I am assuming
>that I just tell them that I am going to MTO via BMG at 7,500. If
>this is correct and I am granted flight following am I obligated to
>fly all the way to BMG or can I turn on course to MTO a little south
>of BMG?

Depends on the controller - they will ASK your desitination. On a
long X-country, if you pass through or near any Class B airspace you
will likely get dropped from flight following VFR does not get
automated handoffs for the most part - a controller phone call is
needed - again, depends on demand. Once you tell them your
destination they will assume you are going direct unless you give them
a routing. Remember you are VFR - you can do anything you want - if
you change destination or altitude tell them as you are doing it. If
you wander too much or do stuffand do not tell the controller, you may
get the dreaded: "N----- - radar service terminated squawk VFR." You
be nice to them and they'll be nice to you = that mean no altitude
changes without notice and if need to deviate to stay VFR tell them -
and if you need to deviate ask them the weather.
>
>4) I have never used Fligh****ch. How do you know when to call on
>122.0 and when to listen on VOR's, etc. Also what is the correct
>phraseology to ask for a weather update?

122.0 or 122.2 will get you fligh****ch almost everywhere. If you do
not have an IFR chart and do not know the flight watch booundaries
[which are set forth on a low-alt IFR chart and also are in the AFD,
but the AFD is less than helpful since it is not exactly a map] the
blind call is, in my airplane:

"Flight Watch, Cherokee 8846J 10 miles south of MTO".- or whereever .

You may need to call 2-3 times to get a response but LISTEN since
they will tell you the name of the Flight watch when they return the
call. Then ask them for a wx update with tail number, location,
direction of flight, destination and route.

Be prepated to give them a PIREP = the only way we get pireps is if we
give them!

If you HAVE flight following, you need to ask permission to change
freqs to 'go to flight watch.' The controller will tell you
'approved' and then tell you to check in after you get back.


Joe Farrell
N8846J IJD





>Thanks in advace guys and gals!
>
>Greg

[Trent Moorehead]

"Dave Butler" > wrote in message
...
> The frequency box for the VOR on the sectional chart has frequencies for
> contacting FSS. Learn how to read it. It tells you when to listen on the
VOR
> frequency, and what frequency to transmit on to contact FSS.

I only had to do this once, meaning listening on a VOR while transmitting on
another frequency. I sorta knew how to do it, but never having done it, I
was a little confused in the cockpit. I couldn't land at my intended airport
due to high crosswinds, so I had to close my flight plan on the radio, not
the telephone. Well, I did it, but I found it distracting and hard to hear
the FSS person over the VOR ident. This one had the voice saying the name
over and over. I always wondered if I did something wrong.

When you use the VOR for remote transmissions do you always hear the the
ident? Is there another way?

Thanks,

-Trent
PP-ASEL

[Snowbird]

(Greg) wrote in message >...
> I was going to ask my CFI these questions but I figured these groups
> are so rich with information and opinions that I would start here.

Especially with opinions! *g*

> I am a 120 hr PP planning a VFR X/C from Bowman field Louisville, KY
> (KLOU) to Mattoon, IL (KMTO) this weekend. According to the new AOPA
> flight planner (very cool, by the way)this takes me right through the
> middle of a TFR southwest of the Hoosier Vortac. To complicate things
> there is a restricted area smack dab in the middle of the TFR (these
> are ground to... well higher than I can fly right?).

Not necessarily. My old St. Louis sectional says R3404 only goes
up to 2,500 ft.

I didn't pull up the TFR on DUATS. I'd call FSS for a briefing.
It may have been a temporary thing. What does AOPA give as the
radius for the TFR?

> telling me not to chance being where I'm not supposed to be and make
> the trip via Bloomington,IN (KBMG)to avoid any possible trouble. If
> you look at the sectional there aren't too many land marks in that
> area and it would be easy fly over the TFR but through the resticted
> area.

Well, it's up to you -- I dunno your reason for choosing Mattoon
as a destination, but if you're going to get practical value from
your PPL sooner or later you need to build confidence that you can
avoid TFRs and Restricted areas.

When I slap a ruler on my old sectional, it looks to me as though
R3404 is about 4 nm to the N of your direct route, but if you're
concerned, you could always fly Victor airways, which will take
you over Terre Haute then west. It'll add about 10% to your trip.

Myself, I think I'd fly direct. Using the formula for line-of-sight
(assuming no mountains etc in the way)
nm = 1.23 x sqrt ( height agl in feet ), if you're flying about
4500 ft you should be able to track LOU outbound for more than
80 nm and MTO inbound for about the same. If your equipment is
up to par you should only have a coverage gap of a few nm, if
any.

Looks to me like there's a nice pair of man-made lakes just
W of Hwy 231 which should be good landmarks. The V-shaped one
just N of Loogootee in particular. You could track outbound
on whatever LOU radial will head you for that lake (looks
like about 295 to me, but that's just a SWAG) or just to the
S of it depending upon the radius of the TFR. Then pick up
whatever will take you direct MTO.

Or fly direct by pilotage if you prefer :). I don't think that
route is as bereft of good landmarks as you think. Remember the
most useful landmarks are often those a couple miles to the side
of your direct route.

> 1)So what do you guys think? Do I fly over it? Or am I asking for
> trouble? (this TFR, if I understand correctly, is from the ground to
> 5000 AGL). Obviously, this would be a bad place to loose the engine!

Honey, I only have one engine. If I lose it, it's an emergency.
In an emergency, the rules go out the window and I do what it takes.

> 2)If I fly direct will ATC (flight following) help me stay clear

Not automatically, but if you ask them for help they will.
"BigCenter, does it appear that Cessna 1234 will pass to the
south of the R3404 TFR?" "Cessna 1234, negative, suggest
turn 10 degrees left"

> 3) If I go via BMG how do I ask for flight following?

Well, if you're not going to go direct, I would take Victor
airways which will be south of BMG. So you say "Cessna 1234
is (present position, present altitude), request flight following
to Mattoon via (your route, ie "V171 to Terre Haute thence direct"
or "via direct Bloomington, direct Mattoon"). If you're
picking up MTO and you want to proceed direct from south of HUF,
just let them know--something like "Huffman approach, Cessna 12345
is going to proceed direct Mattoon from present position". Flight
following isn't navigating for you, letting them know your route
is just for efficiency so they know who to hand you off to and so
forth.

> that I just tell them that I am going to MTO via BMG at 7,500. If
> this is correct

Um...you're headed west, aren't you? "The East is Odd" FAR 91.159
and all that?

> 4) I have never used Fligh****ch. How do you know when to call on
> 122.0 and when to listen on VOR's, etc.

Fligh****ch tries to be continuous coverage above 8,000 ft. Even
if you're lower, I'd try them first. If you don't get them, then
you can try 122.2 or whatever frequency is listed above the box
for a nearby VOR -- but call them "radio" (whatever facility name
is below the box ie "louisville radio"). If there's an R after
the freq then you must listen on the VOR. State whatever VOR
you're nearest to, whoever you call -- ie "Fligh****ch, Cessna
1234 20 SW of Hoosier VOR" or "Terre Haute Radio, Cessna
1234 20 SW, listening on Hoosier VOR"

> Also what is the correct
> phraseology to ask for a weather update?

"Cessna 1234, Fligh****ch, go ahead" "Fligh****ch, Cessna 1234
is VFR to Mattoon ETA XXXX, request updated weather"

Don't sweat the exact wording. The point is to let them know where
you are when you call so they know which switch to flip, where
you're going and about when you expect to be there, and what you
want (weather).

If you can't get fligh****ch, whose business is wx, just tell
the radio operator you were "unable to contact fligh****ch, request
weather enroute to Mattoon" or something like that.

Have fun and hope this helps,
Sydney

[Snowbird]

(Greg) wrote in message >...

> No problem at LOU...the ground controller takes care of all of it. I
> have learned that LOU is one of the best around for this. (I have
> embarrased myself at other airports by asking the ground controller
> for flight following...they thought I was nuts! I thought all class
> D's coordinated FF.)

Bless your little heart Greg, so they should...just keep asking!!!
Don't be embarrassed, just say "OK, thanks, my home airport does this"
if they no.

And sometimes you'll hit the jackpot :) and meet someone who'll do
it for you, even at airports which don't normally do this.

> ground I wondered what the proper way to tell them I'm going to BMG
> first instead of going direct to MTO.

Just tell them. "Cessna 1234 is VFR to Mattoon via Bloomington"
(although as I mentioned in another post, why not do Victor airways
if you aren't going direct?)

Cheers,
Sydney

[Greg]

> Just tell them. "Cessna 1234 is VFR to Mattoon via Bloomington"
> (although as I mentioned in another post, why not do Victor airways
> if you aren't going direct?)
>
> Cheers,
> Sydney

Hmmmm...Never considered victor airways...not sure what the advantage
is...is there one? Seems like it is a longer route and more dangerous
because of increased traffic in a smaller space...am I wrong?

[Snowbird]

(Greg) wrote in message >...
> > Just tell them. "Cessna 1234 is VFR to Mattoon via Bloomington"
> > (although as I mentioned in another post, why not do Victor airways
> > if you aren't going direct?)

> Hmmmm...Never considered victor airways...not sure what the advantage
> is...is there one? Seems like it is a longer route and more dangerous
> because of increased traffic in a smaller space...am I wrong?

Well this might be more information than you want :).

Yes, Victor airways will be longer than the direct route for your
specific destination this time (about 9% longer to be exact)

However, they would be shorter than the alternate route you suggested
(via Bloomington).

For longer trips, the difference between a GPS direct route
and a judicious choice of Victor airways and VOR direct routing
is often trivial -- 1-2%.

I don't think Victor airways have more traffic at low altitudes
now-a-days. I believe they are actually relatively sparsely populated
because most people are going GPS direct :). The same does
not apply to VORs which are near major flight training centers
or are fixes for instrument approaches. Know what those are
in your area and avoid.

In general, Victor airways have several advantages.

One advantage of Victor airways is positive course guidance
from your Nav radios (esp. above the minimum enroute altitute
which is printed on IFR charts). They solve your original
problem of ensuring you'll keep clear of the TFR while giving
you less of a detour than Bloomington.

Another advantage of Victor airways is ease of route planning
if you get your hands on a set of IFR low-altitude enroute charts
(This is not difficult to obtain for free, because they expire
every 56 days. Ask a friend with an instrument rating, ask a
pilot shop if they will give you expired charts for 'educational
purposes', or post a note on an airport bulletin board.) On
the IFR chart, "minimum enroute altitudes" for nav reception,
VOR radials which are generally close to magnetic heading, and
distances for each segment are printed on the chart. So you
note them down, sum the distances, calculate a few groundspeeds
and ETAs, and you're done. (IFR low-altitude enroutes have other
handy uses for the VFR pilot. Recommend 'em.)

If you're sitting in a warm room with a computer and printer handy,
the flight planning advantage is negligable, but if you're sitting
at a small table in a drafty and ill-lit FBO, it can be way faster.

Lastly, Victor airways give you the advantage of a route you
can easily and succinctly describe, which will be comprehensible
to ATC computers. This is helpful when requesting flight following
especially if your destination airport lies in a different Center
and might not be in the ATC computers. (It is a scandal that
apparently my used Palm VIIx has more memory than the computers being
used in ATC Centers but I digress)

If you're operating IFR, a route filed by airways makes it easier
for ATC to understand what you might do in the event of a Comm failure,
and often easier for you to transition in an orderly way from the
enroute structure to the approach.

The major disadvantage of Victor airways is that as you've noted,
for relatively short trips in the Midwest (say 100-200 miles) they
often do add appreciably to the length of the trip, by 10% or so.
In the East IM(L)E this is less of a factor since it seems you
can't sneeze over a chart without dripping on a VOR.

OK, if they're so great, is that how I file? Depends. For relatively
short local trips (say <200 nm) almost never. For longer trips (say
900 miles or so) we used to be GPS direct, but increasingly we're
filing VOR and Victor airway routing, especially IFR. It's really
what the system was designed for in several ways, it doesn't delay
us much, and it's sometimes easier when we have to make large detours
for wx while enroute.

BTW I really like the FBO at your airport (LOU); very nice place.
How's the restaurant on the field, though? Worth trying?

FWIW,
Sydney