Would that have accounted for GAPLA and DITAM?
Also, from my notes, COL, GISEM and MASEK on the way to LKPR. The waypoint list from Eurocontrol for that flight is
08:19Z SFD F70 17
08:33Z LYD F70 49
08:37Z SANDY F70 57
08:43Z DVR F70 69
08:54Z KONAN F70 93
09:04Z KOK F100 118
09:17Z MAK F100 151
09:19Z GOLEX F100 156
09:26Z DENOX F100 172
09:41Z SOGRI F100 210
09:57Z PODEN F100 253
10:07Z ERUKI F100 276
10:18Z DITAM F100 306
10:31Z BEDSI F100 338
10:37Z TOBAK F100 354
10:49Z ARNIX F100 383
11:03Z VELIS F100 419
11:06Z BOKNI F100 428
11:12Z KODUK F100 443
11:17Z LONLI F100 456
11:24Z BAROB F100 473
11:29Z RONIG F100 485
11:35Z ODOMO F100 501
11:49Z LOMKI F100 536
11:56Z BAROX F67 555
I’m also using the EuroGA autorouter, and this happens to me all the time when flying in Germany.
“PH-PCA are you ready to copy your routing?” and then I get a list of waypoints. The deviations between the filed and assigned route are usually very small.
It might have to do that the filed IFR waypoints are not enroute waypoints?
We’ve had these issues explained by a German ATCO on the German PuF forum a while ago. Achim has now also become quite an expert on these things.
Basically, many Autorouter routings (which produce an ACK at IFPS!) are not “appreciated” by German ATC and end up on a manual correction desk (not to be confused with the one in Brussels!). The ATCO assistant will then modify the routing. The weird thing is that the pilot will often never get to know anything about the change (the tower controller at the departure airport will still say “flight planned route”). That leads to pilots having different routings on their kneeboards than those that the enroute ATCOs have on their computers or flight strips. Leads to quite a bit of confusion in the air…
What you didn’t mention is that this applies to all routing software and generally all routings not handcrafted by the ATCO/AIS guys themselves. Certain measures can be taken to improve the situation but it is impossible to guarantee that a route will be accepted like filed because a lot of the operational information is simply not public.
Apart from avoiding waypoints only used for approaches, we also started coding some standard routes outside the UK. For now we have the Z departures for Egelsbach EDFE. These are completely unofficial (not found in the AIP) but very useful as the airspace is very dense around Frankfurt and you do not want to reprogram your GPS or write down a new clearance in that phase of flight. The other reason we did it is because IFPS does not allow coding rules for Z departures so DFS could not enforce it even if they wanted to. For the rest, we kindly ask the ANSPs to submit rules to Eurocontrol if there is something about a flight plan they are not happy with.
I think I have seen that German ATCO’s “explanations” on that forum. Even google translated, they are in an “interesting” tone 
I hope he doesn’t speak to pilots in that way. If Europe still had viable armed forces, we would have WW3 by now.
But then a good number of people I know operate diametrically opposed personas on the internet so he’s no doubt a really nice and pleasant chap in real life who hands out 150nm DCTs 
I should add that I was given three 8.33 frequencies on this trip. So things are changing…
I should add that I was given three 8.33 frequencies on this trip. So things are changing…
Which airspace was that in? I haven’t bothered to change the setup in my 430W yet….but maybe I should?
You can leave it on 25KHz and switch to 8.33 only when assigned such a frequency. Some time in the future, the point will probably come when it doesn’t make sense any longer to be on 25 KHz per default, but we’re still far away from that.
Just know how the switching of the modes is done .
It was over Germany.
