My CFII has always stressed the importance of getting familiar with
TEC and preferred routes when planning a XC flight. The experience
I got flying in the Northeast boils down to basically one thing:
you don't want to go against the flow. A lot of that "flow" is
indeed reflected in the TEC/PR, but for some smaller destination
airports and shorter flights there may not be anything there, so
you have to work your flight into the prevailing traffic flows over
the area you're flying in. Getting familiar with the ATC practices
and "usual routing" is important. A big help can be looking up what
kind of routing people get for your altitude on flightaware.com.
Also, incidentally I got a hold of a several-pages-long printout
of preferred departure routes from my airport to a few hundred other
fields -- a lot more detailed than TEC provided in AFD. Towers have
this kind of document e-mailed to them monthly or so, and I'm being
told that you can get a copy of it (or even get your e-mail address
added to their mailing list, like my CFII did). So far, 90% of the
time I get "cleared as filed" on my flights.


Andrey


Kevin Clarke wrote:
Tim wrote:
Did your CFII not cover this? I suggest getting some instruction in
this area. You may also want to call an ATC facility.
We went over it briefly when we started on x-ctry planning. And even
then only the Preferred Routes. But it was mostly dismissed with a ,
"you never get the route you filed for anyway in the Northeast." Which
has been my experience and thus my question. I was taught how to plan a
route, but I've yet to get one I filed. So I wanted to understand what
goes on behind the scenes.

The Jepp book doesn't cover it very well. Instrument flying handbook
from the FAA covers it a little. So for TEC the handbook sez I should
include that in the Remarks section. What would I put in there? "TEC
Please". :-)

I do know that they are in the A/FD but not all the airports that I
would want to fly to are covered. For instance, KFIT to KBHB. There is
no TEC route for that, so how would that work?

Thanks again.

KC


I think you answered your question with :

"Then there is the whole question of TEC versus IFR Preferred Routes.
Are there references available that talk about how this factors into
route planning?"

You hit the nail on the head right there. That is the reference.
Those are the factors. Those are (more than likely) what you will get
in the northeast. Use the TEC when available - if you are at the
lower altitudes, which is more than likely - and then use the
preferred routes. I assume you know these are in the AFD.

The turn by Boston is likely the agreement between two facilities or
control sectors/areas. You are doing the right thing by asking this
question, but this really should have been covered by your CFII.

Kevin Clarke wrote:
Question for folks who've done this a heck of a lot more than me.

How do you plan routes? I have a PA28-180/G that I fly. The navdata
is always kept up to date so I can always file /G. Which I suppose
might be the best answer here. But the vagaries of ATC, especially in
the Northeast US make me wonder just how does the system work? I'd
like to understand this because it can make getting my clearances a
heck of a lot easier and efficient. Most of my x-ctry flights will be
between 75 and say 200NM.

Another difference I've noted is getting my clearance on the ground
before takeoff out of KFIT (uncontrolled field) versus getting my
clearance in the air while in VFR but en route. Let's say I want to
fly IFR from KFIT to KBDL. I would file GDM V106 BAF BDL, if I get my
clearance in the air it would be one thing, if I got it on the ground
Boston Appch would have me go right turn 090 climb and maintain 4000
then hand me off. In other words, turn the wrong direction east
rather than west.

Then there is the whole question of TEC versus IFR Preferred Routes.
Are there references available that talk about how this factors into
route planning?

Thanks for any and all input,
KC