IFR Routing Question

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Chris Mixon

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Chris Mixon
I'm looking at IFR routing between KHOU and KLFT as part of the oral for my check ride. Direct is not an option for the discussion.
When I use the suggested routes in Foreflight, the route selection tool shows that the most common route for piston singles at low altitudes is VHU-V70-LCH-V20-Micro which is reasonably direct along the coastline. The SID, ELOC06 is the recommended routing, but it appears to be usually cleared at 11K, which is a little higher than I need when most of the ground is at sea level around here.
Looking at the chart however, there is a GPS route, T224 that is pretty much direct, originating at KHOU and ending at KLFT, similar MEA to the coastal route, but it does not show at all in the route suggestions. If I flip the plan, however, T224 becomes the recommended airway routing going to Houston.

Thoughts on why T224 is not a common eastbound routing?
 
Chris Mixon said:
I'm looking at IFR routing between KHOU and KLFT as part of the oral for my check ride. Direct is not an option for the discussion.
When I use the suggested routes in Foreflight, the route selection tool shows that the most common route for piston singles at low altitudes is VHU-V70-LCH-V20-Micro which is reasonably direct along the coastline. The SID, ELOC06 is the recommended routing, but it appears to be usually cleared at 11K, which is a little higher than I need when most of the ground is at sea level around here.
Looking at the chart however, there is a GPS route, T224 that is pretty much direct, originating at KHOU and ending at KLFT, similar MEA to the coastal route, but it does not show at all in the route suggestions. If I flip the plan, however, T224 becomes the recommended airway routing going to Houston.

Thoughts on why T224 is not a common eastbound routing?
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Probably doesn’t fit the usual flow of traffic?
 
I know you’re doing this for the exam but something to consider is to call Approach on the phone and ask about that and any “secret menu” things to know about. I can’t remember the exact details now but a few years back I wanted to transit the HOU Bravo in the most efficient way and they told me of a particular altitude for a V route that they’d typically clear without a reroute.

I just look at an airport in the Bravo (doesn’t even need to be one I’ll use at all), look at a plate to confirm Houston Approach is the one doing the controlling there, then look in the A/FD for the phone number. Then call them up, “I’m a private pilot with a question. Got a minute?” and ask about it. I’ve even done this locally with Austin Approach to see if there’s a way to avoid an inevitable reroute when heading east. Turns out there’s an altitude I could file for that’s lower than my usual but would work (I’d file for lower, get cleared for it and airborne, then ask for higher when able was the suggestion).

Anyway, all they can do is hang up and talk about you if they don’t like you calling! :biggrin:
 
There doesn’t seem to be a convenient transition from T224 to BEDDY or NEYID for the RNAV 22L. It looks like you could hop off T224 at ZIROR for the RNAV 4R, however there’s no T leg at ZORIR, not that it matters.
 
Chris Mixon said:
Thoughts on why T224 is not a common eastbound routing?
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I’ve seen that. Despite the concept that T routes were created based on usual traffic flow, some local TRACONs have their preferences. That means that even when you see a T-route it might not work or might work in one direction, not another.

For example, flying from the Raleigh area to Allentown, PA, I filed the T routes. Cleared as filed and the only change was a shortcut by PHL TRACON toward the end of the flight. But on the way back, using that route resulted in a different full route clearance which wasn’t related to anything other than the way Allentown or PHL wanted to do it.

That’s in addition to changes due to traffic flow.

That also happens with “common” ATC routings. The lesson is, there are no guarantees on what you will get, less so when departing from or going to airports in busy areas.

Understanding that, for both real life and the checkride, plan based on what you do know or what looks good, but be prepared for differences.

For the checkride, a good scenario trip will also be giving you the opportunity to discuss fuel requirements and maybe even to contemplate a fuel stop or at least a decision point for one.
 
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You should be having this conversation with your CFII, not random internet posts.
 
Chris, I fly that route often from IYA. I always get routed KAPGT LCH SBI VUH direct (usually going to LBX or AXH). However, once past SBI and near the start of the Bolivar Peninsula, I will get vectored. Same on departure. VUH is the first waypoint but I always get vectored over the bay then given direct SBI or even LCH. That is real world vs what Peyton may expect ;). He would want you to choose the ELOCO 6 since it would be most apropos to your direction of flight even though departure would never have you actually follow that routing, in my experience.
 
for your checkride, just pick a good/reasonable route and explain why, doesn't matter if you'd actually get it. truthfully around houston, you will most likely never get what you request and you will most cerainly never fly it as requested
 
As a general rule, in airspace with which you are not familiar, approach controls tend to prefer vectors while centers prefer routings. When in approach airspace, don't get too worked up about the routing. There's a good chance you'll be vectored to a fix later in your route.
 
TommyG said:
You should be having this conversation with your CFII, not random internet posts.
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I did... There are people who fly out of the Houston Bravo here on the forum who can provide local knowledge as a supplement. My CFII is only one source, while excellent, why not access as many sources as you can, as long as you vet the information and use good judgment?
 
robin ardoin said:
Chris, I fly that route often from IYA. I always get routed KAPGT LCH SBI VUH direct (usually going to LBX or AXH). However, once past SBI and near the start of the Bolivar Peninsula, I will get vectored. Same on departure. VUH is the first waypoint but I always get vectored over the bay then given direct SBI or even LCH. That is real world vs what Peyton may expect ;). He would want you to choose the ELOCO 6 since it would be most apropos to your direction of flight even though departure would never have you actually follow that routing, in my experience.
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Thanks Robin,

I was going to hit you up this week for your input. I planned ELOCO-06 for the oral and also looked really closely at the VHU if they where departing southbound.
 
Since it's for your oral, there's not a single right answer. The DPE wants to see what your thinking is on why you picked it, what might be things to watch for on that route. How you picked/know what altitude to fly etc. I'd spend way more time on knowing those types of things than trying to pick the right answer. My IFR oral was 400 miles long (start and end picked by the DPE). We went over a host of things including how to know altitude restrictions from reading the chart, whether or not oxygen was required, what weather issues there might be etc.

My PP practical was in a N/S valley and the destination airport was due West. The DPE mentioned to me that a significant % of applicants just went direct, which was kind of a problem to get through the mountains that were direct west of the airport.
 
Hang 4 said:
Since it's for your oral, there's not a single right answer. The DPE wants to see what your thinking is on why you picked it, what might be things to watch for on that route. How you picked/know what altitude to fly etc. I'd spend way more time on knowing those types of things than trying to pick the right answer. My IFR oral was 400 miles long (start and end picked by the DPE). We went over a host of things including how to know altitude restrictions from reading the chart, whether or not oxygen was required, what weather issues there might be etc.

My PP practical was in a N/S valley and the destination airport was due West. The DPE mentioned to me that a significant % of applicants just went direct, which was kind of a problem to get through the mountains that were direct west of the airport.
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:yeahthat: :thumbsup:
 
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My checkride featured a destination with an approach that was significantly better in a lost comms situation than the other choices….
 
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