when an commercial jet pilot is descending from 35,000 feet...
- Thread starter bailly2
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When he reaches the appropriate altitude they will hand him off to the low sector. Not sure what altitude it is but I'm going to guess FL180 (18,000 Feet).
majoco
Stirrer
Not all countries have Hi/Low - we don't 'cos we don't have enough traffic - and nobody AFAIK overflies NZ from Aus to South America. Aerolineas Argentinas go waaay down south from SYD to Buenos Aires.
fredclausen
Member
It depends. In my area that I work, our low sectors are FL280 and below, high is FL290-350 and ultra highs are 360ABV. That's generally, but not always, the case in ZAB. ZFW that I work against uses FL230BLW for low, FL240 through either FL350 or 340, and ultra highs are FL360 or FL350 and above.
Impossible to say who the plane would be talking to, because just because they're at an altitude that is "low" or "High" doesn't mean they are talking to that controller.
Source: I'm a center controller in ZAB
Impossible to say who the plane would be talking to, because just because they're at an altitude that is "low" or "High" doesn't mean they are talking to that controller.
Source: I'm a center controller in ZAB
jimlawrence
Member
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You'll probably just have to listen to figure out what your local airspace is like and which frequencies are in use for various altitudes.
Where I live now, there's a three-level plan in use: one frequency for FL 230 and lower, one for FL 240 through FL 360 and a third for FL 370 and above.
Prior to living here, in my last location, there used to be just one frequency for all traffic regardless of altitude. Between about 1:00pm local and 8:00pm each day, a second frequency would be used for FL 240 and above.
I've found using flightaware to be a big help when it comes to mapping out frequencies and altitudes.
Where I live now, there's a three-level plan in use: one frequency for FL 230 and lower, one for FL 240 through FL 360 and a third for FL 370 and above.
Prior to living here, in my last location, there used to be just one frequency for all traffic regardless of altitude. Between about 1:00pm local and 8:00pm each day, a second frequency would be used for FL 240 and above.
I've found using flightaware to be a big help when it comes to mapping out frequencies and altitudes.
GKolo
Member
Anybody have the site that list the frequencies for the different altitudes ?
Concerned with Atlanta, Memphis and Indy only.
Concerned with Atlanta, Memphis and Indy only.
SkyVector: Flight Planning / Aeronautical Charts
Look for the H charts for high altitude IFR and L charts for lower altitude IFR flights. It will have frequencies, navigation fixes, intersections, route numbers and the like. The Enroute H-9 chart and the L-18 map has Atlanta's air space on it.
I also recommend browsing through a book or reference such as http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/FAA-H-8083-15B.pdf on how IFR flights are done. Most of what you hear will not make any sense until you do.
East_Algoma
Member
FL 35
commercial jet pilot is descending from 35,000 feet , you asked.
Where I live , Im far away from CYYZ , tho there is a FIR hand off in my local town , at 135.400 Toronto Center is contacted , he will follow his flight ( IFR ) Plan , plus what other procedures when he is at 10,000 and below IE : Noise Abatement , etc.
Short Answer : He will be handed off to the next " Center" and follow his IFR flight plan.
commercial jet pilot is descending from 35,000 feet , you asked.
Where I live , Im far away from CYYZ , tho there is a FIR hand off in my local town , at 135.400 Toronto Center is contacted , he will follow his flight ( IFR ) Plan , plus what other procedures when he is at 10,000 and below IE : Noise Abatement , etc.
Short Answer : He will be handed off to the next " Center" and follow his IFR flight plan.
D
DaveNF2G
Guest
Generally, when the aircraft reaches the end of the sector where the descent clearance was issued, it will be handed off to the sector that controls the airspace ahead at the aircraft's target altitude.
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