I've got a J airway going right where I wish to, but the high altitude long range VOR is only seventeen miles from take-off. There are no intersections in this first leg to the next VOR for over 130 nm.Since my first waypoint after takeoff is less than 30 nm, I get a fly as filed with no departure vectors. In reality, I suppose I would be vectored to get around congestion and merge with this airway at some point. There are no lower altitude airways underlying the J way.So, how do I create a plan that will get RC ATC departure to get me on this route? Do I just get vectored all the way to that VOR 130 nm away?I'm using the Minneapolis-Two departure out of KMSP heading west to ABR for the first leg, then landing near RAP. The J route is from GEP, shown on the high-altitude chart but not the SID, to ABR, to RAP. GEP is only about 17 nm north and I've made it my first waypoint thereby not getting much in the way of departure vectors.Should I make the westward ABR VOR my first waypoint at 133 nm? I'm climbing to FL240 for this exercise.

i'll let an expert answer, but i don't see how in real life you would be able to join a j-way, starting at a vor 30 miles from an airport. how can you climb that high, that fast, in such a short distance.aren't there intersections after the vor 30 miles away, and the vor 130 miles away? make one of those intersections your first checkpointjd

There are no low altitude routes along the same bearing that would track under the jet route. I would be climbing during vectoring to the first fix, but I would not be on any airway at all until reaching the ABR VOR at 133 miles and be at FL180 and still climbing way before that. My concern is that once I reach 180, should I not be on a jet airway? I climb after initial 10 miles at 2500 fps. The SID does not really specify any routing other than a couple of crossing restrictions. All it shows, not to any scale are the VORs and no preferred routes are in the text. All it states is to expect vectors to the assigned altitude but then what. Proceed direct?I am concerned that at some point regulations would demand I be on an airway before the ABR fix. Does RC ATC take airways into account? If it does, no problem, but if it vectors part way direct-to that first fix, which I would not see until quite some altitude, I might get into an off-course problem.I am looking at high altitude chart H1 and TERP NC-1 for the SID. Chart 10 is the low altitude IFR covering the initial part of the departure.I suppose the official answer would be for a heavy using a SID to file to the best VOR as shown on the SID and not worry about airways until that first high altitude VOR is reached.Must be a how-to on this somewhere. I'll check my AIM and also the FAA Instrument Flying Handbook again for SID procedures.Thanks for you input.

Ron,DP's will show an intersection that may not be on any airway, but to transition to an airway from an airport.You don't need to fly directly to an airway. You can fly to an intersection, an NDB, a VOR, or any navaid or GPS reference that takes you in the direction of the route, then join the airway where it's most applicable.In the real world, you'll file for the plan you want, and ATC will decide the best route and where to join and give you the changes, or just approve the plan. In the RC world, ATC is very generous and always approves the plan. The only ting missing in CD is the plan waypoints being read to you (i.e. Assume you are flying Denver to San Francisco: "Airline X, Cleared San Francisco International, Rockies Two Departure, Red Table Transition at Conner, J-60, J..." etc.).So pick a good point outside 30 miles to fly to, then in the plan go from there to the jetway via a good VOR transition. Remember, jetways don't necessarily mean you are at that altitude, but will be and will be following the airway as published. If you were required to follow airways, you'd never get to, say, Louisville KSDF which isn't on any airway.