Long (for me) IFR flight

[nddons]

In the coming months I plan on flying from Wisconsin to Mississippi - a 590nm flight. I'm sorry to say that in 6 years of flying, except for my long training cross countries, the farthest I've gone is about 150nm. In the year since I obtained my IR, all my IR flights have been short - less than 100nm. So, this will be a big deal for me.

I have a few questions re: flight planning. I will be making this in either an C182RG or a C172R, both with GPS. Either way, I'll have a biology and fuel stop enroute.

1. When filing IR for such a trip, I assume I would pick an estimated fuel stop for flight plan #1, and a second flight plan from fuel stop to destination. Correct?

2. On ForeFlight, I've planned this KUES VEENA (northernmost fix for T265 around Chicago) KELSI (southernmost fix for T265) direct KPAH (Paducah fuel stop), then KPAH OTB KSTF (destination of Starkville, MS). I entered OTB VOR because I've heard wisdom of including a fix in each ARTCC sector that I fly through. Would anyone recommend just filing KPAH direct KSTF, ignoring the VORs?

3. Any other hints or suggestions? I know long XCs are just like multiple short XCs, but it still feels like a big deal to me.

Thanks.

 

[Steve]

It is possible to file a single plan for the entire route, but it is simpler to break it up into separate individual leg flight plans. You never know if you'll be delayed at stop for something unexpected.

I've looked at this general route planning for both OSH and 6y9. I used BULLZ coming out of SBM just to get a little more distance from ORD Class B this year. SIMMN would work, too.

Lots of airports in IL along the way in case you need to pull over. I've stopped at TAZ, 3LF, and 1H2 to accomodate passenger breaks. Nothing fancy, but each were easy fuel stops, easy in and out with clean rest rooms.

Consider M25 for a fuel stop rather than PAH.

Direct to STF is fine, but you'll need to stay below 8000' as you approach STF when IFR unless you're flying on a Saturday due to the Columbus MOAs. They're depicted as not active Sundays, but don't count on that.

I wouldn't bother with OTB. Once you're in ZME airspace you shouldn't have a problem direct to STF. I use to use the one fix per sector methodology until I started getting "would you like direct" more often than not. Only on rare occasions where I'm going to some remote field without approaches will they ask me for something close by when VFR flight following. If your filed IFR flight plan is accepted by the computer ATC shouldn't have a problem.

I have noticed ATC will ask you your heading more often if you're flying a long distance between filed waypoints. Usually means they have traffic ahead or they're watching how close you'll come to SUAs or terminal areas.

You'll probably see my plane on the ramp home game weekends this fall @ STF.

 

[ScottM]

I have noticed more and more that ATC prefers giving direct to GA at low altitudes. Just a couple of weeks ago Chi-App surprised the heck out of me and cleared me direct to Olathe, KS withing 5 minutes of my departure!

As for heading to MS. BTDT. I made a stop at Cape Girardeau KCGI, for fuel and that they had a restaurant on the field. I was headed to Vicksburg and that stop may be a little west of where you want to go. I have been at M25, quiet little airport. It was nice but when I was there in the middle of the day it was empty. I *think* they had self serve fuel though. Do check on that.

As for the route, I start by planning direct on these long flights. Then I add my bladder breaks. For Chicago, you know the route you will get, might as well plan on going west or even over to RFD and just avoid all of it!

I also try to plan a convenient mid leg way point. But like I said, I having been getting cleared direct a lot and that way point drops out once I accept the direct clearance.

 

[nddons]

I have noticed more and more that ATC prefers giving direct to GA at low altitudes. Just a couple of weeks ago Chi-App surprised the heck out of me and cleared me direct to Olathe, KS withing 5 minutes of my departure!

As for heading to MS. BTDT. I made a stop at Cape Girardeau KCGI, for fuel and that they had a restaurant on the field. I was headed to Vicksburg and that stop may be a little west of where you want to go. I have been at M25, quiet little airport. It was nice but when I was there in the middle of the day it was empty. I *think* they had self serve fuel though. Do check on that.

As for the route, I start by planning direct on these long flights. Then I add my bladder breaks. For Chicago, you know the route you will get, might as well plan on going west or even over to RFD and just avoid all of it!

I also try to plan a convenient mid leg way point. But like I said, I having been getting cleared direct a lot and that way point drops out once I accept the direct clearance.

Scott, are you saying it is unlikely that they will clear me on T265 as filed, but will put me farther west? I thought that was the point of the T airways.

 

[ScottM]

Scott, are you saying it is unlikely that they will clear me on T265 as filed, but will put me farther west? I thought that was the point of the T airways.

I am being pessimistic in what Chi-App will let anyone have as a route if they are just passing through at the lower altitudes. But you may get lucky. I was just saying that going west to RFD would take you away from the whole issue. Personally I think I would file direct to PLANO and see what you would get when you get the handoff to Chi-App. IOW be flexible. Chi-App may either send you out west or keep you at 3-4k under the Bravo shelf with RV to EON.