Small transport cleared direct then told not proper routing.

Attributes
ACN	189434
Time
Date	199109
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : bgm
State Reference	NY
Altitude	msl bound lower : 8000 msl bound upper : 8000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zbw
Operator	general aviation : instructional
Make Model Name	Small Transport, Low Wing, 2 Recip Eng
Flight Phase	cruise other
Route In Use	enroute : direct
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial
Experience	flight time last 90 days : 60 flight time total : 3200 flight time type : 60
ASRS Report	189434
Person 2
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Events
Anomaly	other anomaly other
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	other

Narrative:

Filed flight plan with new england automated FSS. Filed bedford, ma, direct bfd, depart XX00Z at 8000 ft, 2.3 hours en route 3.5 hours fuel. Contacted ground for clearance and was given: cleared from bedford to bradford, bedford 5, radar vectored glyde, direct barns (VOR) as filed, climb and maintain 2000 ft expect 8000 ft 10 mins after, contact departure on 124.4, squawk XXXX. I read back and was told to taxi to runway 29. Departure was normal, instructed to turn to 240 after departure. I was given direct to glyde shortly after departure and then direct barns. After barns I turned direct RNAV to bradford. Approximately 5 controllers later and several vectors including an altitude change to 7000 ft I was turned over to boston and instructed to turn left to 260 and intercept V402 to lhy. I replied I was on a direct flight plan and due to the stronger than forecast winds I would not make bradford with the fuel I had flight planned. I was asked by the controller what I had filed and I told him direct bfd. He stated that was an incorrect flight plan and someone 'on the other end messed up'. He said he would get back to me. After several mins he came back on and advised me to proceed direct bfd, but it was an unusual flight plan. I was then told to contact boston center upon landing and was given a telephone number. I ended stopping in elmira for fuel and called boston when reaching bradford. I was told I placed the controller in unauthorized position when I stated I could not take the route change due to fuel considerations. Conclusion: several controllers did not take notice of the route if it was not approved. (I had filed bfd direct bedford in the morning and was given and flew the same route eastbound.) I believe I have the right to notify center that I cannot accept a route change, especially if I explain why and it does not cause any conflict. I was at the wrong altitude for wbound at ATC's request. I am not sure what the solution is or was, there were too many controllers, etc, involved, but it added to pilot stress for no apparent reason.

Original NASA ASRS Text

Title: SMT CLRED DIRECT THEN TOLD NOT PROPER RTING.

Narrative: FILED FLT PLAN WITH NEW ENGLAND AUTOMATED FSS. FILED BEDFORD, MA, DIRECT BFD, DEPART XX00Z AT 8000 FT, 2.3 HRS ENRTE 3.5 HRS FUEL. CONTACTED GND FOR CLRNC AND WAS GIVEN: CLRED FROM BEDFORD TO BRADFORD, BEDFORD 5, RADAR VECTORED GLYDE, DIRECT BARNS (VOR) AS FILED, CLB AND MAINTAIN 2000 FT EXPECT 8000 FT 10 MINS AFTER, CONTACT DEP ON 124.4, SQUAWK XXXX. I READ BACK AND WAS TOLD TO TAXI TO RWY 29. DEP WAS NORMAL, INSTRUCTED TO TURN TO 240 AFTER DEP. I WAS GIVEN DIRECT TO GLYDE SHORTLY AFTER DEP AND THEN DIRECT BARNS. AFTER BARNS I TURNED DIRECT RNAV TO BRADFORD. APPROX 5 CTLRS LATER AND SEVERAL VECTORS INCLUDING AN ALT CHANGE TO 7000 FT I WAS TURNED OVER TO BOSTON AND INSTRUCTED TO TURN L TO 260 AND INTERCEPT V402 TO LHY. I REPLIED I WAS ON A DIRECT FLT PLAN AND DUE TO THE STRONGER THAN FORECAST WINDS I WOULD NOT MAKE BRADFORD WITH THE FUEL I HAD FLT PLANNED. I WAS ASKED BY THE CTLR WHAT I HAD FILED AND I TOLD HIM DIRECT BFD. HE STATED THAT WAS AN INCORRECT FLT PLAN AND SOMEONE 'ON THE OTHER END MESSED UP'. HE SAID HE WOULD GET BACK TO ME. AFTER SEVERAL MINS HE CAME BACK ON AND ADVISED ME TO PROCEED DIRECT BFD, BUT IT WAS AN UNUSUAL FLT PLAN. I WAS THEN TOLD TO CONTACT BOSTON CENTER UPON LNDG AND WAS GIVEN A TELEPHONE NUMBER. I ENDED STOPPING IN ELMIRA FOR FUEL AND CALLED BOSTON WHEN REACHING BRADFORD. I WAS TOLD I PLACED THE CTLR IN UNAUTHORIZED POS WHEN I STATED I COULD NOT TAKE THE RTE CHANGE DUE TO FUEL CONSIDERATIONS. CONCLUSION: SEVERAL CTLRS DID NOT TAKE NOTICE OF THE RTE IF IT WAS NOT APPROVED. (I HAD FILED BFD DIRECT BEDFORD IN THE MORNING AND WAS GIVEN AND FLEW THE SAME RTE EBOUND.) I BELIEVE I HAVE THE RIGHT TO NOTIFY CENTER THAT I CANNOT ACCEPT A RTE CHANGE, ESPECIALLY IF I EXPLAIN WHY AND IT DOES NOT CAUSE ANY CONFLICT. I WAS AT THE WRONG ALT FOR WBOUND AT ATC'S REQUEST. I AM NOT SURE WHAT THE SOLUTION IS OR WAS, THERE WERE TOO MANY CTLRS, ETC, INVOLVED, BUT IT ADDED TO PLT STRESS FOR NO APPARENT REASON.

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.