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Most of them have never been inside a light airplane.

Even with the latest and greatest you may still have to start over if you select VTF. VTF = Controller wins. :p

Yes, if it is safe. First, someone with objective expertise has to prove that the present DMAs are overly conservative.

I haven't been following the Charting Forum for the past few years. It appears to be an air traffic initiative to lower MIAs and MVAs. If it goes anywhere, the science will have to come from Flight Standards or an outside contractor, such as MITRE. The Air Traffic organization has a...

What information do you have that a change is under consideration?

What you said: "Adding to the discussion of Designated Mountainous Areas, those have changed recently." If so, there would have to be a NPRM and a final rule in the federal register.

Where have they changed? This is the current AIM map. Looks like it has since I've been doing this stuff. As to the reduction to 1700/1500 that is an FAA route design option. It doesn't apply to pilot-rolled direct routes. Those are governed by 91.177 (a) (2) with zero wiggle room. 4 miles...

As I said, KPRC. It's on the east side of the airport, about mid-field. The western combined "super" FSS.

They cover too large of an area and they aren't updated. They are intended for emergency use. For example flying direct TOP-PUB, the OROCA near PUB is excessive.

Good points, but why not use 1,000 feet outside DMAs?

You shouldn't use OROCAs. A starting point for flight planning are the maximum elevation figures on the sectional. In non-mountainous areas add 1,000 feet to those values. That will provide a planning altitude. Where radar is available centers with use their MIAs. Non-radar, they are now...

The RCO is not more than 1 mile anywhere on the airport. The Riverside FSS is about 500 miles away, in this building at KPRC:

My NBAA expert says the order set forth in the DCS is supposed to be followed.

The entry in the DCS states FSS, if unable to contact them telephone Oakland.

When in the air I am their traffic. On the ground I am not. FSS or a telephone call serves the purpose of clearance delivery without loading up the controller working traffic. CPDLC is long overdue for GA.

For IFR they are an ATC relay facility.

I have a question about "radio" (VHF comm) use. I am on the ground at Bishop, CA (KBIH) that has both a FSS and center frequency on the airport. The center frequency is not a clearance delivery frequency. It is the active ATC control frequency for the area. Shouldn't I be communicating with...

Direct is not a good idea at many airports out west if you're flying NA light spam can.

That makes sense. Also, a modern IRU would provide the same info.

Agree.