Why VFR on top?

I have found one excellent application of VFR-on-top: Getting through the LA Class B in an easy, expeditious manner when the coastal stratus has settled in. For example, when departing KSNA northbound under these conditions, I normally try to get a VFR clearance via the Hollywood Park Route at 8,500'. The tops of the stratus are typically around 3,000', so I can punch through the stratus, climb to 8,500' and be on my way. Beats the hell out of waiting for a complicated IFR clearance that might vector me all over the basin before I finally get to go where I want to go.
 
colojo said:
I have found one excellent application of VFR-on-top: Getting through the LA Class B in an easy, expeditious manner when the coastal stratus has settled in. For example, when departing KSNA northbound under these conditions, I normally try to get a VFR clearance via the Hollywood Park Route at 8,500'. The tops of the stratus are typically around 3,000', so I can punch through the stratus, climb to 8,500' and be on my way. Beats the hell out of waiting for a complicated IFR clearance that might vector me all over the basin before I finally get to go where I want to go.
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Keep in mind that there's a big difference between a VFR-on-top clearance, and a clearance to climb to VFR conditions on top. VFR-on-top still requires that you follow your IFR routing even though you fly at VFR altitudes and are free to change altitude at will (unless otherwise specifically restricted by ATC). With a climb to VFR conditions on top, you cancel your IFR clearance once 1000 above the clouds, and then you're plain old VFR from that point on without any requirement to stay on your original IFR routing (other than in B-space, where your route will be directed by ATC).
 
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