That seems reasonable. So a RL flight plan from KDLH to KFSD would be J21 → J114 and nothing more?
Pls understand me,
I’m not US resident and also not expert at US regulations and rules. From basic principle as I see your question, my first idea is - Route type. This means basically some kind of lower/higher sector routes, depended to local Country rules. On other side if we can sit to DC3 f.ex. without GPS, it could be quite different. VFR/IFR/VOR/NDB/ILS/RNAV/GPS/VNAV… Your decision about routing need to be set due your airplane setup and also what do you want 
I can have pretty Mercedes equiped TBM and instead I want fly under VFR Little bit tricky decision…
Ok, little hint, due safety regulations you can see at routes also min altitude value.
Ok, if we try set that easy now without that DLH and route type, FPL can be in my opinion: DCT GEP J114 FSD DCT
eeeeeehm now I noticed that our friend has delete his post. Shame, nothing bad inside his post.
Had basically the same answer that you gave, which of course is no reason to delete it, could have provided confirmation of the above for people having the same question reading this thread
SIDs and STARs are assigned as part of clearances; they are not part of the flight plan. Moreover, even when SIDs and STARS exist, GA aircraft likely won’t get assigned them anyway. IFR flight plans just include the route; the details of getting to and from the airport are ommitted (as they are subject to change anyway depending on runway in use, weather, traffic, etc.). If you are flying airways, you can just specify the airway–you don’t need to file a waypoint or fix where you will intercept.
Instrument Flight Rules mean that you are under positive control so ATC will be routing you to keep you clear of terrain (though as pilot in command, the responsibility ultimately resides with you). Airports without SIDs may have a published Obstacle Departure Procedure (which you will have if you subscribe to Navigraph). If there is no ODP (assuming the airport has an instrument approach), then you are guaranteed terrain clearance up to the minimum IFR altitudes in all directions if you can maintain a 200 fpm rate of climb.
At an airport with an active tower, IFR departures will always be under positive control. At an uncontrolled airport (including one with an inactive tower), clearances can be picked up on the ground (the clearance will include a hard time cut-off where the clearance will be void if you don’t get off in time) and you contact ATC in the air. In that situation, absent other instructions, you would depart flying the ODP (if one existed) or direct to your first waypoint or on an intercept heading to your airway, always maintaining >= minimum rate of climb until you were in contact with ATC.
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Thanks for the detailed answer, as usual I was overcomplicating things, but thatnks to you and Omico It’s much clearer now.
For now I try to avoid a navigraph subscription, 110EUR is a lot of money even if it’s ultimately cheaper than a monthly subscription. However quite a lot of charts can be found on the net, one of my previous links about Duluth had one if I remember correctly.