Narrative:

Having been drilling with the naval reserves at selfridge angb in mt clemens, mi, I've come to expect to be the whipping boy when departing the field due to its proximity to the detroit, TCA (approximately 30 NM). Despite frequent meetings with the detroit metropolitan ATC, we feel that we always receive the lowest priority for expeditious handling despite our capability to operate compatibly with other aircraft up to 10000' MSL. Frequently we're held down to 3000' or 5000' for 50 NM, or vectored for substantial distances in the opp direction. We try to allow for this inefficiency. On local training flts this doesn't usually impact us, but we frequently fly out of the area to other training facs, sometimes they are great distances away and fuel planning is more critical. In our case we were flying to NAS moffett field, ca. We had filed for routing over crl, J554, and then gij. I expected some delay possibly to the north or south and added 2000 pounds, approximately 25-30 mins of cruise fuel. Instead they kept us well north on a direct line to pullman VOR with a near 90 degree turn down to gij. This also put a 100 plus KT wind right on the nose for 100 plus mi. With a true airspeed of only 340 KTS this was a significant delay. Numerous requests to deparing control and cleveland center for direct to gij or any other point that would get us out of the headwind were ignored. The kicker was when we switched to chicago center and after checking in, they asked us if we really wanted to go to pullman VOR. Obviously there is a lack of coordination between ATC facs and a continuing practice to resolve all civil/military traffic conflicts with inefficient vectoring that no one can afford as we try to fuel plan as efficiently as we can. By the way, our filed routing was per the opars computer flight plan for optimum arwys routing.

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Original NASA ASRS Text

Title: MIL PLT COMPLAINT ABOUT ATC HANDLING ON FLT OUT OF DTW AREA ENROUTE WEST COAST.

Narrative: HAVING BEEN DRILLING WITH THE NAVAL RESERVES AT SELFRIDGE ANGB IN MT CLEMENS, MI, I'VE COME TO EXPECT TO BE THE WHIPPING BOY WHEN DEPARTING THE FIELD DUE TO ITS PROX TO THE DETROIT, TCA (APPROX 30 NM). DESPITE FREQUENT MEETINGS WITH THE DETROIT METRO ATC, WE FEEL THAT WE ALWAYS RECEIVE THE LOWEST PRIORITY FOR EXPEDITIOUS HANDLING DESPITE OUR CAPABILITY TO OPERATE COMPATIBLY WITH OTHER ACFT UP TO 10000' MSL. FREQUENTLY WE'RE HELD DOWN TO 3000' OR 5000' FOR 50 NM, OR VECTORED FOR SUBSTANTIAL DISTANCES IN THE OPP DIRECTION. WE TRY TO ALLOW FOR THIS INEFFICIENCY. ON LCL TRNING FLTS THIS DOESN'T USUALLY IMPACT US, BUT WE FREQUENTLY FLY OUT OF THE AREA TO OTHER TRNING FACS, SOMETIMES THEY ARE GREAT DISTANCES AWAY AND FUEL PLANNING IS MORE CRITICAL. IN OUR CASE WE WERE FLYING TO NAS MOFFETT FIELD, CA. WE HAD FILED FOR RTING OVER CRL, J554, AND THEN GIJ. I EXPECTED SOME DELAY POSSIBLY TO THE N OR S AND ADDED 2000 LBS, APPROX 25-30 MINS OF CRUISE FUEL. INSTEAD THEY KEPT US WELL N ON A DIRECT LINE TO PULLMAN VOR WITH A NEAR 90 DEG TURN DOWN TO GIJ. THIS ALSO PUT A 100 PLUS KT WIND RIGHT ON THE NOSE FOR 100 PLUS MI. WITH A TRUE AIRSPD OF ONLY 340 KTS THIS WAS A SIGNIFICANT DELAY. NUMEROUS REQUESTS TO DEPARING CTL AND CLEVELAND CTR FOR DIRECT TO GIJ OR ANY OTHER POINT THAT WOULD GET US OUT OF THE HEADWIND WERE IGNORED. THE KICKER WAS WHEN WE SWITCHED TO CHICAGO CTR AND AFTER CHKING IN, THEY ASKED US IF WE REALLY WANTED TO GO TO PULLMAN VOR. OBVIOUSLY THERE IS A LACK OF COORD BTWN ATC FACS AND A CONTINUING PRACTICE TO RESOLVE ALL CIVIL/MIL TFC CONFLICTS WITH INEFFICIENT VECTORING THAT NO ONE CAN AFFORD AS WE TRY TO FUEL PLAN AS EFFICIENTLY AS WE CAN. BY THE WAY, OUR FILED RTING WAS PER THE OPARS COMPUTER FLT PLAN FOR OPTIMUM ARWYS RTING.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.