Flightlevels...

[Chris Trott]

Although... 2 of Air Tahoma's CV-240s have RNAV computers in them (the old ones that work off of the VOR radios) so with a working autopilot, we could have probably applied for RVSM certification on them... The CV-580s are certified as RNP5, but their practical ceiling is FL250 (15,000 for the CV-240s), so it's never been an issue.

[petermcleland]

Arround our area anything flying a direction from N-S on an eastery heading flies EVEN 0-180

Anything flying on the westerly half is ODD 180-360

So for example anything flying

NE 34 000

SW 33 000

E 32 000

W 33000

Garry

You sure about that Gary?...I make it 0 to 179 ODD and 180 to 359 EVEN...but perhaps I'm getting old :think:

[Garry Russell]

Hi Peter

Come to think of it it makes no sense

The W bound are odd E even

SE even NW odd

SW even NE odd............is it an E-W split rather then a N-S

That is North bound from 270-089

South bound 091-269

Theese are not true directions the west bound are heaing to the north of West

Are the French different to the British?

Garry

[Chris Trott]

I know that several countries (some would call them "flyover countries") have an E-W split (Northbound uses Odd, Southbound uses Even), but Britain uses the N-S split.

[PeteP]

Come to think of it it makes no sense
The W bound are odd E even
SE even NW odd

Hi Garry,
I'm afraid you still seem rather confused about which levels are allocated for which direction of flight. Let me see if I can clarify the situation a little for the UK/Europe.

As far as ATC is concerned, all flights are either westbound (blue) or eastbound (yellow) regardless of the actual direction of flight. A westbound flight is defined as one having a magnetic track of between 180 and 359 degrees and an eastbound flight as one having a magnetic track of between 360 and 179 degrees. For completeness, I should mention that there are a few exceptions to this rule - France for example - but Dan asked for simplicity so we'll stick with the majority practice.

The flight levels used vary depending on the type of airspace - RVSM or non-RVSM. RVSM airspace is that in which 1000ft vertical separation is used up to and including FL410 and 2000ft above that level and now covers, Europe, North, Central and South America, the Caribbean, the Pacific and Atlantic Oceans, SE Asia and Australasia. Non-RVSM airspace is that in which 1000ft vertical separation, is used up to and including FL290 with 2000ft used above that level.

In RVSM airspace, westbound levels are even flight levels up to and including FL400 and then FL430, FL470, FL510 etc. Eastbound levels are odd flight levels up to and including FL410 and then FL450, FL490, FL530 etc.

In non-RVSM airspace, westbound levels are even flight levels up to and including FL280 and then FL310, FL350, FL390 etc. Eastbound levels are odd flight levels up to and including FL290 and then FL330, FL370, FL410 etc.

The above are just guidelines as to the levels to be used in r/w flight planning. The actual levels allocated by ATC may vary considerably from those filed. We can and we do frequently allocate opposite direction levels (ODLs) wherever and whenever necessary. For example, when the oceanic tracks are northabout and there's a very heavy flow of westbound Oceanic traffic from Europe across the UK, we use every level - odd and even - between FL300 and FL360 for them. Space to do this is usually found by refusing to allow UK domestic and other short distance traffic to fly over the UK above FL280 even though they may have requested up to FL360.

Are the French different to the British?

They sure are, brother, but what the heck - "Vive la différence", I say.

Could anyone please spell out the various flight levels used depending on your direction of flight (NSEW). I know there are certain rules, but haven't seen them spelled out...so please explain as you would to you grandmother

Dan, to keep things at "Grandmother" level, I recommend you assume that all the airspace you fly in is RVSM and that you fly even levels when you're westbound (magnetic track anywhere between 180 and 359 degrees) and odd levels when you're eastbound (between 360 and 179 degrees). If the airway direction changes from eastbound to westbound (a common occurrence in the real-world) simply climb or descend 1000ft to regain a level appropriate to the direction of flight. Do this and you won't be far from real-world practice in many parts of the world.

I hope this clears up any lingering confusion.
Pete

[Garry Russell]

Hi Pete

France may be the confusion


I live in French controlled airspace

Garry

[PeteP]

I live in French controlled airspace

Ah, that might explain it.

PP

[Garry Russell]

Hi Pete

As soon as I tried to fit in with what I see from actual flights it got confusing which is why I posed the are the French different question............supprise supprise the French do it differently

I hope then Dan can get a clearer expaniation of what really happens

ATB

Gary

[DanKH]

Pete: .....Thank you! .....