SLOP in AFI region / SSB / Climbing/Descending on your own?
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SLOP in AFI region / SSB / Climbing/Descending on your own?
Hello,
1.) Did some research on the Strategic Lateral Offset Procedure (I assume thatīs practiced in the whole AFI region) as it is called and besides the application (1-2 NM offset and always to the right), I was wondering when you would start applying that procedure during a flight in Africa (e.g Nairobi-Brazzaville) and when to stop it. It is a enroute hight altitude procedure so would I start going offset crossing FL245 (FIR/UIR) or even before. And would I start goint back right on track when starting the descent from e.g FL350 or again when descending through FL245 or even lower. Other people also suggested to fly a couple of hundred feet high/low of your cruising level for better protection.
2.) I picked up this phrase: "nothing has changed in Africa other than the introduction of 126.9 and SSB". 126.9 is clear but what is SSB?
3.) Someone in another thread stated that you might climb/descend on your own when being in uncontrolled airspace (F/G) when no ATC is available. Now, I have serious doubts about that....What do you think? In other words, if you are FL240, not cleared for a higher level yet, and the comms go quiet for quite a while, you are stuck down there?
Looking forward to your inputs!
Cheers
Cecco
1.) Did some research on the Strategic Lateral Offset Procedure (I assume thatīs practiced in the whole AFI region) as it is called and besides the application (1-2 NM offset and always to the right), I was wondering when you would start applying that procedure during a flight in Africa (e.g Nairobi-Brazzaville) and when to stop it. It is a enroute hight altitude procedure so would I start going offset crossing FL245 (FIR/UIR) or even before. And would I start goint back right on track when starting the descent from e.g FL350 or again when descending through FL245 or even lower. Other people also suggested to fly a couple of hundred feet high/low of your cruising level for better protection.
2.) I picked up this phrase: "nothing has changed in Africa other than the introduction of 126.9 and SSB". 126.9 is clear but what is SSB?
3.) Someone in another thread stated that you might climb/descend on your own when being in uncontrolled airspace (F/G) when no ATC is available. Now, I have serious doubts about that....What do you think? In other words, if you are FL240, not cleared for a higher level yet, and the comms go quiet for quite a while, you are stuck down there?
Looking forward to your inputs!
Cheers
Cecco
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Cecco, do not fly high or low - on TCAS everyone can see that....
....will definitely elicit some chirping especially if rvsm. Offset to the right TOC to TOD and obviously not when routing dct (off an airway). 126.9 - as per the chart, and the JEPP text - Upper not Uniform, Golf not Green - keep a log as to: whom, where, what, going where - if you are below .79 best listen to whats behind you as well 
.
Climb as soon as you can - better up early than never. Be careful of large temperature variations over Northern Africa - have seen it go from ISA + 5 to ISA + 20 in a very short distance. Personally have never climbed or descended without a clearance - check your airway if you go from odd to even you better clb or descend. There was a midair between the USAAF and Luftwaffe like this a couple of years ago.. SSB My advise get on the owner or operators case and install one - hell a SATPHONE too - nice to have a plan B!!
Don`t be scared to ask for a relay or freq on 126.9 or even 121.5 - better to ask even silly questions than have an incident.
Storms in Africa are STORMS! not those piddly European things - go around them upwind if possible. When flying in cloud at below -40 deg watch the SAT carefully when near a storm, you could hit a warmer icing patch with the SAT down to - 35deg with supercooled water - exciting times!
Keep it up - cool to see someone doing their homework.
....will definitely elicit some chirping especially if rvsm. Offset to the right TOC to TOD and obviously not when routing dct (off an airway). 126.9 - as per the chart, and the JEPP text - Upper not Uniform, Golf not Green - keep a log as to: whom, where, what, going where - if you are below .79 best listen to whats behind you as well .Climb as soon as you can - better up early than never. Be careful of large temperature variations over Northern Africa - have seen it go from ISA + 5 to ISA + 20 in a very short distance. Personally have never climbed or descended without a clearance - check your airway if you go from odd to even you better clb or descend. There was a midair between the USAAF and Luftwaffe like this a couple of years ago.. SSB My advise get on the owner or operators case and install one - hell a SATPHONE too - nice to have a plan B!!
Don`t be scared to ask for a relay or freq on 126.9 or even 121.5 - better to ask even silly questions than have an incident.
Storms in Africa are STORMS! not those piddly European things - go around them upwind if possible. When flying in cloud at below -40 deg watch the SAT carefully when near a storm, you could hit a warmer icing patch with the SAT down to - 35deg with supercooled water - exciting times!
Keep it up - cool to see someone doing their homework.
Last edited by groundfloor; 10th May 2009 at 12:56.
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Cecco, do not fly high or low - on TCAS everyone can see that........will definitely elicit some chirping especially if rvsm. Offset to the right TOC to TOD and obviously not when routing dct (off an airway). 126.9 - as per the chart, and the JEPP text - Upper not Uniform, Golf not Green - keep a log as to: whom, where, what, going where - if you are below .79 best listen to whats behind you as well .
Climb as soon as you can - better up early than never. Be careful of large temperature variations over Northern Africa - have seen it go from ISA + 5 to ISA + 20 in a very short distance. Personally have never climbed or descended without a clearance - check your airway if you go from odd to even you better clb or descend. There was a midair between the USAAF and Luftwaffe like this a couple of years ago.. SSB My advise get on the owner or operators case and install one - hell a SATPHONE too - nice to have a plan B!!
Don`t be scared to ask for a relay or freq on 126.9 or even 121.5 - better to ask even silly questions than have an incident.
Storms in Africa are STORMS! not those piddly European things - go around them upwind if possible. When flying in cloud at below -40 deg watch the SAT carefully when near a storm, you could hit a warmer icing patch with the SAT down to - 35deg with supercooled water - exciting times!
Climb as soon as you can - better up early than never. Be careful of large temperature variations over Northern Africa - have seen it go from ISA + 5 to ISA + 20 in a very short distance. Personally have never climbed or descended without a clearance - check your airway if you go from odd to even you better clb or descend. There was a midair between the USAAF and Luftwaffe like this a couple of years ago.. SSB My advise get on the owner or operators case and install one - hell a SATPHONE too - nice to have a plan B!!
Don`t be scared to ask for a relay or freq on 126.9 or even 121.5 - better to ask even silly questions than have an incident.
Storms in Africa are STORMS! not those piddly European things - go around them upwind if possible. When flying in cloud at below -40 deg watch the SAT carefully when near a storm, you could hit a warmer icing patch with the SAT down to - 35deg with supercooled water - exciting times!
