Narrative:

Dispatch filed the following route and we verified that it would keep us over land. Enroute from around charleston; sc (chs); jacksonville center told us to go direct omn (ormand beach). We advised we could not comply with that clearance and ATC advised us to continue our previous route given. In the distance we could see there were numerous thunderstorms at our 12 o'clock position and based on our radar image they were sitting right over crg (craig) VOR. We; the PIC and myself; discussed what the best course of action would be given the pink slip on-board. To the east (over the water) was clear but to the west there were numerous thunderstorms and didn't feel comfortable going to the west not knowing what else was out there. While discussing this; around milie intersection; ATC asked if we could go direct beeno intersection. We agreed it would keep us east of the weather but would put us close to the 12 NM offshore limit. We agreed to go direct beeno and around beeno ATC told us to go direct pcman intersection. Most of the weather was just inland around the jacksonville and orlando areas and clear south of there. I feel we may have skirted outside the 12 NM limit on our way from milie to beeno intersection. Despite using the 'X' callsign; most ATC facilities still don't know what that means. I even had to explain it to the controller at bkl earlier that day to make sure we would stay south of the canadian border. I think we did everything we could given the situation. We discussed what the best course of action would be and decided that at least the weather was clear to the east. I guess we could have called dispatch to see what the weather was like further inland but from our viewpoint it didn't look good. We did have the airports displayed on the mfd and also both radars on to identify the coast. This route is very common from florida to the northeast and with ATC constantly trying to give us 'shortcuts' over the water; crews need to be vigilant. I think a meeting with jacksonville center and advising them what it means when we have an 'X' callsign would go along way in helping the situation; given the number of flights we do up and down the east coast. I know I will do my best to educate controllers when given the opportunity so we all can benefit in the future.

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Original NASA ASRS Text

Title: HS-125-800 flight crew received a reroute from ATC for weather that would have taken them into international airspace; which was not in compliance with the temporary registration on the aircraft. Crew believed that their callsign suffix identifying them as an aircraft with these restrictions was not understood fully by ATC.

Narrative: Dispatch filed the following route and we verified that it would keep us over land. Enroute from around Charleston; SC (CHS); Jacksonville Center told us to go direct OMN (Ormand Beach). We advised we could NOT comply with that clearance and ATC advised us to continue our previous route given. In the distance we could see there were numerous thunderstorms at our 12 o'clock position and based on our radar image they were sitting right over CRG (Craig) VOR. We; the PIC and myself; discussed what the best course of action would be given the pink slip on-board. To the East (over the water) was clear but to the West there were numerous thunderstorms and didn't feel comfortable going to the west not knowing what else was out there. While discussing this; around MILIE intersection; ATC asked if we could go direct BEENO intersection. We agreed it would keep us East of the weather but would put us close to the 12 NM offshore limit. We agreed to go direct BEENO and around BEENO ATC told us to go direct PCMAN intersection. Most of the weather was just inland around the Jacksonville and Orlando areas and clear south of there. I feel we may have skirted outside the 12 NM limit on our way from MILIE to BEENO intersection. Despite using the 'X' callsign; most ATC facilities still don't know what that means. I even had to explain it to the controller at BKL earlier that day to make sure we would stay south of the Canadian border. I think we did everything we could given the situation. We discussed what the best course of action would be and decided that at least the weather was clear to the East. I guess we could have called Dispatch to see what the weather was like further inland but from our viewpoint it didn't look good. We did have the airports displayed on the MFD and also both radars on to identify the coast. This route is very common from Florida to the Northeast and with ATC constantly trying to give us 'shortcuts' over the water; crews need to be vigilant. I think a meeting with Jacksonville Center and advising them what it means when we have an 'X' callsign would go along way in helping the situation; given the number of flights we do up and down the east coast. I know I will do my best to educate controllers when given the opportunity so we all can benefit in the future.

Data retrieved from NASA's ASRS site as of April 2012 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.