Alternatively, one could print whatever off to PDFs and "somehow" transfer it to say an Ipad and then view it on that (Goodreader etc).
I have tried both -- taking off with a completely insane Eurocontrol approved route with 40% overhead and doing the same with a perfect hand optimized route with a lot of DCTs and about 3% overhead.
The actual result was the same in both cases, an almost direct flight.
I have been playing around with Rocketroute for use in generating IFR routes, doing briefings, filing FPs etc.
It seems to work well, is quite user friendly and has a mobile app for use when away.
But no other country in Europe (AFAIK) is that easy. I have never filed IFR at low levels there - normally FL120 . Usually one gets much better routes at FL120 (near Frankfurt e.g.) and sometimes one can avoid stuff by going below say FL090 (which ATC invariably ignore and let you stay at say FL140 ).
Generally very easy, controlled airspace (E) starts at 2500ft AGL or lower and you can file whatever is above the minimum radar vectoring altitude (MRVA), often as low as FL040.Fact is that in lower airspace, there is not much going on in Europe outside of terminal areas.My typical experience for IFR flights within Germany is "cleared direct destination" once airborne, unless there is a terminal area in between.You only have to give the departure and destination and a correct FL. Both the above also give you access to the Eurocontrol "route suggest" feature.In fact FPP does that anyway and offers you that if the result is better than its own. This feature often produces a poor result if used as the only method, not least because the whole route is generated at a single level, which for the lower airways (below FL200) is a poor strategy. One could get it out of FPP alone; you just need a simple plog and an IFR enroute strip chart printed on A4 sheets (or similar).The other popular flight plan filing service, Euro FPL, offers just the "route suggest" feature. One always needs two ways of doing anything There are numerous ways of doing the same job, and if you got 20 IR holders (who actually fly anywhere) you would find they use 20 different methods This is unsuprising given there is almost zero "operational" training in the JAA IR, and the FAA IR doesn't go into the weird ways they do things in Euroland. I paste the ex-FPP route into Flitestar and it plots it and then I print the strip charts from that (you get quite nice enroute charts then).