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IFR operations. It’s an artifact of the great capabilities provided by modern Electronic Flight Bag (EFB) f light plan- ning software in common use all the way down to basic training airplanes. It’s called an “expected route.”
When you file an IFR flight plan, some EFB software compares your route to previous clearances issued to aircraft f lying the same approximate route in the altitude range you’ll fly. If the ATC record suggests your route will be different from what you filed, the EFB software notifies you. The idea is for you to find out, in advance, if there’s an IFR Preferred Route (re- member those?) or other preference for routing that may result in getting something other than “cleared as filed” when you call for your clear- ance. Most EFB software will let you accept this new route with a single acknowledgment, and replaces your filed route with this new information.
What happens if you receive an ex- pected route, tap the screen to accept
it, then ATC tells you “cleared as file” when you obtain your clearance? You are not cleared via the expected route. As filed means as filed. If you’ve al- ready loaded the expected route into your panel you’ll need to re-load the original. Here’s what I learned to do when I get an expected route notifica- tion: I load it into a new flight plan alongside the one I’d filed. I do not upload anything to the airplane’s panel until after I received my clearance. If I’m cleared as filed, then I upload my original filed flight plan. If I’m given anything else, including the expected route, ATC will have to give me a full route clearance. Once I’ve copied it and confirmed it matches the “expected” route, I’ll make that route active on my iPad and then sync it to my panel.
I’ve heard of pilots loading the expected route prematurely and assuming it was what ATC meant by “as filed” because the new route came from Air Traffic Control. Fly- ing the expected route under those
circumstances would result in a de- viation from your clearance – at best. There are a great many IFR oddities, and what’s odd to me might not be odd to you. Some come from failing to learn something new that ultimately reduces workload tremendously. Some arise from rules that didn’t exist when you earned your instrument rating. Some are the result of the cockpit tech-
nology we use to fly more efficiently in the IFR system. All are potential traps if you’re not prepared. And you may be called upon to fly an IFR oddity at any time.
Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 National FAA Safety Team Repre- sentative of the Year.Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery- flight-training.com.
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22 • TWIN & TURBINE / July 2020 Jet Journal