Simviation Forums

Wasn't really sure where to post this, eventually decided on here.

After just recently learning that when flying a certain heading you must be at a certain altitude I began wondering if you could make an exception to descend out of turbulence, etc. For example-

If you're experiencing heavy turbulence at 39,000 ft would you have to descend to 35,000 or could you just take it down a couple, to say, 38 or 37,000?

Technically you don't have to go by the whole east/west altitude rule.  If you're being controlled by ATC they will most likely give you an altitude that complies with that suggested rule.  It is definately in your best intrest to abide by them but not manditory.  If you are encountering weather they will usually (unless there is a traffic conflict, obviously) let you go where you want.  Also, sometimes ATC gives a cruise clearance, allowing you to descend at pilots discression within a given chunk of airspace.  

P.S. I haven't looked at a FAR since November, so if I said something Bass Ackwards lemme know.

Those semicircular rules does not really apply to us in Europe, where much of the heavy airliner traffic is conducted in RVSM (1000ft vertical separation) airspace, so the east/west rule seems old and obsolete, unless you're flying IFR in a GA aircraft. In those cases it's good airmanship to obey those rules  :)

K guys, good enough fer me.  Thanks PS I believe in the US these are still routinely used.

Hmm...it's about one week until the US will start to adopt RVSM rules (January 20, 2005 at 0901 UTC) so that will be a nice addition I think. When that ahappens you can say goodbye to those old rules  :)

No kidding? Wow, that was good timing by me.

HEY!!! WAIT A MINUTE!!!

WE'RE AMERICA! THE WORLD IS SUPPOSED TO CONFROM TO OUR STANDARDS! WHAT IS HAPPENING HERE?

I'm scared.. next thing you know we'll be eating monkey at McDonalds...

Actually I was about to post it here on the real aviation forum, but now since you asked it I figure it's not much worth to create a new thread.
But yeah, US are a bit behind which is weird considered that Europe has tripple the amount of control centers, and every country has its own aviation authority. The Europe ATC is  a patchwork resembling no others on this planet...it's a sheer miracle that Eurocontrol was able to pull the RVSM off  ;D
I mean can you imagine France, Germany and the Brits AGREEING on ONE thing?  ::)  ;)

WE'RE AMERICA! THE WORLD IS SUPPOSED TO CONFROM TO OUR STANDARDS! WHAT IS HAPPENING HERE?

The frank answer...

SOME OF YOUR STANDARDS ARE CRAP!!!

Watch it Charlie... one of Bush's darts just may land on your country...  ;D

And everyone knows the UK has weapons of massdestruction; it's called Haggis

And everyone knows the UK has weapons of massdestruction; it's called Haggis

I thought they were called "politicians"

As Nexus stated, the rules that apply for 2,000' separation above FL 290, will be history in five more days. Just for nostalgia sake though......under the current system.....about %99 of the traffic adheres to the rules of direction vs altitude. Exceptions will be: traffic traveling on North/South headings, airways that transition from Easterly to Westerly headings or vice versa (the airways between New York metro and South Florida are a prime example, with the bend at Jacksonville), when an aircraft makes a request for it or when ATC assigns it. A common circumstance is when an aircraft requests to climb 2,000 feet for weather avoidance, to avoid turbulence or to decrease fuel burn. The request will be made for "wrong direction" flight level. ie:"United's 556 reguests wrong direction flight level four one zero". The more commonly heard syntax is..."any chance, wrong direction four one zero, United's 556" and this more common version of appeal has to do with the fact that it is other than standard and also because it's usually needed to get out of one of the previously mentioned predicaments.
As far as a "cruise clearance", I've never heard of one being assigned in Class "A" or PCA airspace. A "block" altitude is pretty common though and will encompass 2,000 feet from sea level to FL290 and 4,000 feet between 290 and 600.
I've done some flying in Europe and flown across the Atlantic many times and can say that the directional rule is used. At present the rule that applies in the US in class "A"(PCA) airspace is as follows; 360-179 degrees will be flown at odd altitudes and 180-359 degrees at even altitudes. Starting at FL 290, 2,000 foot intervals are used, so that 360-179 degrees, becomes flight levels 290,330,370,410,450.....and flight levels 310,350,390,430.....are used when flying 180-359degrees. When RVSM becomes a reality, the rules that apply from flight levels 180-290 will then apply for altitudes up to FL600. So, the same situation may occur, with the difference now being only 1,000 feet I think that "wrong direction" will become a memory.

I read an article in USA Today about these new rules...
It was funny how they interviewed all of these random people who didnt know anything about aviation, and most of them were so scared, like, "Oh but, theyre making it soo dangerous! I dont think Im going to fly again!" even though there have been no problems elsewhere in the world lol

I was wondering when someone was going to metition the RVSM mandate. But no one has yet to metition the TAWS(Terrian Avodance warning system) mandate. Cause the number one Fatility rate in the US is controlled flight into terrian. But back to the RVSM.

It is goign to get real busy below 29,000. I was reading an article about RVSM converted percents, from what I can remember

Gulfstreams II,III IV, are 99% converted
Cititation X  99% converted
Hawkers 800, 1000    85% converted

what surprised me the most

King Air 90,200,B200,300,350 15%
Citation 5     25%
Beech jet      1%
Dimaond       1%
Mitubishih     1%

the rest I cant remember but you can see it is going to be very busy down there. Also they stated once the RVSM and TAWS mandate take affect, Aircraft not equipped with either one will be go down in price, resale aircraft that is. We will just have to wait to see what happens.

King Air 90,200,B200,300,350 15%

That's not surprising, we harldy venture above 250, but the TAWS has been taken care of.

[quote]Beech jet