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* Steven P. McNicoll :
The controller does not have to state "descend at pilot's discretion" in order for the descent to be discretionary. A descent clearance with a crossing restriction is a discretionary descent. Hm. I'm lacking any real world experience, but in our little wannabe Sim world (VATSIM) I'm used to crossing restrictions like "XYZ, descend FL120 (to be) level(ed) at FIX" which is to be interpreted as "start descent now with at least 1000fpm and be at FL120 latest at FIX". This is for Europe and confirmed to be real-world compatible by several real-world ATC controllers here. Now I happen to like "flying" in US airspace, where instructions like "XYZ, cross CEDES at 11000ft" are used. Is that to be taken analogue to European interpretation to start descending to 11000ft _now_, or to be taken as "descend 11000ft at own discretion"? If the latter, does ATC expect a report like "leaving FL240 for 11000" if not explicitly requested? What is the US equivalent of the European clearance to "descend now to X with 1000fpm or more, to be level at FIX"? Is there any at all (short of a full "descend and maintain 11000ft, 1000fpm or more, cross CEDES at level")? The European expectation of immediate descent with at least 1000fpm v/s might mean that I do reach 11000ft earlier than CEDES - some folks argued that "cross X at Y" means that I should carry out my descend so that I reach the target altitude no later AND NO EARLIER than the fix. Which would mean that if ATC gives the instruction too early, I would have to descend with considerably less than 1000fpm, in case the "cross X at Y" is to be interpreted in this way. Comments? Insights? Best regards, Daniel |
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