Hey gh, try http://www.fltplan.com you can compile a real-world plan there (afraid its only GA not commercial, but with private jets and the like it should be fairly accurate)

Ozzy

Likely airlines fly the GPS shortest distance route and modify according to winds and weather.

I've not heard that overflights of England or any other country would be taxed.  Landing fees yes.  Overflight no. Your reference pls.

Flight plans are just that: Plans. They are dynamic and subject to modification by the aircrew and by air traffic control. You make the process sound like it is a fixed cumbersome process.  No global air traffic system could operate as you believe.

Your belief of "sticking" to a flight plan is bunk.

Sorry about your view on my attitude.
Tango Sierra buddy.

Fees for USA overflight and ocean transits are a surprise.  Never leave a stone unturned to scam $.

The fee is calculated for GPS routes.  Shortest distance to destination regardless of deviation for jet stream or weather.  So why avoid GB if fuel is far more expensive than routing?

One more time: The Air Traffic Control System is dynamic what ever else you may believe.  Am I to believe that an controller in East Podunk Ger would prevent a scheduled airline flight departure from NYC to Berlin because of 5 hour forecast traffic?

FAA stuff:

4. In Part 187, add appendix B to read as follows:

[[Page 36009]] Appendix B to Part 187--Fees for FAA Services for Certain Flights

    (a) Applicability. Except as provided in paragraphs (b) and (c)of this appendix, this appendix applies to any person who conducts a flight through U.S.-controlled airspace that does not include a landing or takeoff in the United States. U.S.-controlled airspace is
defined as all U.S. airspace either directly owned by the United States or allocated to the United States by the International Civil Aviation Organization or by other countries. This is further defined, for this section only, as enroute and oceanic airspace. Enroute airspace is defined, for this section only, as airspace where primarily radar-based air traffic services are provided.
Oceanic airspace is defined, for this section only, as airspace where primarily procedural air traffic services are provided.
    (b) Governmental flights. This appendix does not apply to any military or civil flight operated by the United States Government or by any foreign government.
    (c) Canada-to-Canada flights. This appendix will not apply to any operator of a flight that takes off and lands in Canada, without an intermediate stop outside Canada, that operates in U.S.- controlled airspace.
    (d) Services. Persons covered by paragraph (a) of this appendix must pay a fee for the use of certain services, including but not limited to the following:
    (1) Air traffic management.
    (2) Communications.
    (3) Navigation.
    (4) Radar surveillance, including separation services.
    (5) Flight information services.
    (6) Procedural control.
    (7) Emergency services and training.
    (e) Methodology for the computation of fees.
    (1) For the use of any of the services listed in paragraph (d) of this appendix, the fee is computed based on the distance flown in either enroute or oceanic airspace (U.S.-controlled airspace.)
Distance flown is based on the great circle distance (GCD) for the actual point of entry and the actual point of exit of U.S.- controlled airspace. Fees are assessed using the methodology presented in paragraph (e)(2) of this appendix. Where actual entry and exit points are not available, the best available flight data
will be used to calculate the fee.
    (2) A User (operator of an overflight) is assessed a fee for each 100 nautical miles (or portion thereof) flown in U.S.- controlled airspace. Separate calculations are made for transiting enroute and oceanic airspace. The total fee charged for an overflight between any two cities is equal to the sum of these two
charges. This relationship is summarized as:

Rij = $20.16*DOij + $37.43*DEij,

Interesting info.  Most flights land in the US and therefore the overflight issue USA is a moot point.

Doubt your proposition of one ATC cancelling a scheduled international flight.

Doubt that the flight plan filing is as clumsy as you make it out.

If true, would be a major international conflict of interest.  Retaliation might be the result.  It isn't a significant issue or it would be in the news.  Regardless of what your friend says. 

What is to prevent the Captain from requesting different routing and altitude?  Because he cannot deviate from the approved Plan?

Somehow I realize that Europe including GB is different from the USA.

International flight destinations,  routes and altitudes are known and activated when required.  No crew is planning from scratch.

The all powerful EU ground controller does not send his disapproval and request another flight plan guess from the dispatcher.

The flight might be given different routing and altitude.  Nothing says the Captain can't request other routing and altitude.  Long distance transocean flights likely have substantial enroute options as to route and altitude.  Less so in terminal areas.  GPS great circle routes are the norm unless wind and weather are adverse.

Impressive!
A computer in charge of (and responsible for?) EU air traffic.
RTD2 responses no doubt.
Should work good for Enterprise.

Numerous air traffic controllers not required.
Just a tape playing "Regret, unable; Fly your flight plan".

At one time there were published transocean routes.  Made irrelevant by GPS.

???  Jeeeesssee, and all this time I thought FS9 was just a game!!!

Snowdancer

Nickle, what the hell is wrong with you man?

Nexus was only trying to help, it's obvious he knows his stuff. Why not take it on board and apologise?


Ric B.

Boo Hoo, you made me cry.