Peter wrote:
I actually doubt European IFR controllers see what is in your flight plan.
They do. At least in some countries.
When I get a DCT it will normally be to a point on my filed route. Except in Germany where I may get a completely different route.
my experience is that even if you select an IAF you will end up being cleared direct to the airport or vectored when you get close to the airport.
I actually doubt European IFR controllers see what is in your flight plan.
I have been told that the filed route is not depicted on their screen. All they see are the entry and exit points of their sector.
So all the discussion whether ATC see hacks like this is moot 
We have a number of ATCOs on EuroGA and the non-UK ones tend to drop in here and there with great contributions. The UK ones are banned by employment conditions
No. Usually it is to a STAR initial waypoint.
Or an airport connecting point or an IAF. And often the last point on the STAR is an IAF
Not all airfields have SID/STAR.
NCYankee wrote:
Does filing in Europe require the IAF in the flightplan? It is not necessary in the US where most flight routes are to the airport as is the clearance limit.
No. Usually it is to a STAR initial waypoint.
The lost com regulation covers both cases, with or without filing to an IAF.
Aviathor, I have heard that before, but my experience is that even if you select an IAF you will end up being cleared direct to the airport or vectored when you get close to the airport.
Of course you will Either because it is shorter and more efficient, or for sequencing.
The most important thing about the filed route is in case of NORDO. Your approximate ETA at the IAF (as well as route and altitudes) must be known to ATC. Doesn’t mean you’ll end up flying the filed route to the letter.
Thanks for your input guys! I gave the tower a call and sorted the PPR, very friendly and no fuss. I just filed this TENLI/N0150F080 IFR L602 SPY and the dep and arr in seperate boxes on the homebriefing.nl website provided by Dutch ATC. I allmost immediately was vectored around Schiphol and limited to FL060 (SPY takes me through their TMA), so the flightplan was binned. Because of perfect soaring conditions FL060 took me straight under the cloudbase of gorgeous Cu’s. I said to my instructor, if I was flying a glider this is where I’d be. So I requested and was given FL080, much smoother too. I flew the standard published instrument approach with holding on 05RWY, this is a VOR approach, and also a VOR approach accepting vectors. Then to Eelde EHGG for a NDB approach. Beautifull afternoon to burn AVGAS.
Aviathor, I have heard that before, but my experience is that even if you select an IAF you will end up being cleared direct to the airport or vectored when you get close to the airport.
When I got my IR in the US I was taught the flightplan route had to end at an IAF and the EET was from departure to the IAF. But that was 17 years ago, and my memory is not getting any better with age.
In Europe flightplans undergo an automated validation by Eurocontrol/IFPS. DCTs are often not allowed or limited in distance, and generally speaking the last en-route waypoint has to be either the first waypoint of a STAR or an airport connecting point listed in the Route Availability Document, or an IAF.
The one most familiar with the gory details is AchimHA who is part of the (2-man ?) autorouter dev team.
Does filing in Europe require the IAF in the flightplan? It is not necessary in the US where most flight routes are to the airport as is the clearance limit.
