FL Wun Hundred / Heading XXX Degrees
 

Would anyone kindly point me in the right direction reference the above phraseology?

We are supposed to use the term "degrees" after a heading and refer to FL's in hudreds (100,200 etc.) and in single digits otherwise(240) . . . am I right?

Thanks in advance! :ok:

'Degrees' after a heading is only necessary if the heading ends in a zero, otherwise spot on :)


From MATS Pt 1

If i understand correctly.....
 

Headings ending in zero must have the word degrees after them; headings ending in any other number it is optional but not required. This is to avoid confusion between degrees and flight levels when issuing combined instructions or when cockpit workload is high and there could be confusion as to whether the number just given was a heading or a level.

FL100, 200 and so on - the word hundred is used to emphasise the two zeros, as it is easy otherwise to hear "one one zero" or "two two zero" instead of "one zero zero" and so on.

Just a trainee, so if anyone wants to correct me, feel free, but thats how I understand it.

Timelapse,JustAnotherATC many thanks indeed for this! Will be over London tomorrow with my improved RT! :ok:

Found this thread whilst swotting for my PPL R/T exam.

CAP 413 says "Flight level (number) hundred". My Trevor Thom book says "Flight level one hundred", but other hundreds must be digit-by-digit ("Flight level two zero zero").

I presume my Thom book (2005 edition) is out of date in this respect, but I'd be interested to know if current PPL exam papers are similarly out of date.

I see to remember from the dim and distant past (the FL wun hundred thing is NOT worldwide, nor is heading 280 degrees) that initially it was only FL100 that was to spoken as wun hundred, with FL200 being two zero zero. This may account for the discrepancy noted by GB.

Down here in Spain:

- Flight level one (two, three) zero zero.
- Heading two four zero. We do not use the word "degrees" after a heading, neither ending in 0 nor 5 (only if i want you to turn XX "degrees", but this has been discussed previously in other threads).

In the US it is also as explained for Spain.

Parochialism rules again - the above requirements re FL ... hundred and degrees apply in the UK, where, naturally, we think we know better than the rest of the world. I believe that the use of "hundred" for FLs has been proposed to ICAO - perhaps someone else knows more about this.

2 s

agreeing with the previous trainee, but in a different english-speaking windswept nor'western european island: one can group altitude, visibility, cloud cover and rvr. everything else single digit at a time, according to the easily confused folk at icao.

Nice one Zooker. :ok:

Its
-Flight Level Oun Zero Zero.
-Turn R/L Heading two tree zero.
-Turn R/L fife degrees.

well same as in spain or US

To a couple of erroneous posters below, "Flight Levels" begin at 180 in the US. Everything below that is thousands or thousands/hundreds.

Maybe if you set those transition levels a bit a higher instead of trying to collect control fees this question would go away.

And yep, plenty of PPL's above 10 thousand, though a bit rarer at the flight levels.

tbavprof - I seriously doubt the setting of transition altitudes has anything to do with fee collection. The point of having 3,000 ft as the general transition alt in the UK (there are TMAs with different TAs) is that away from some areas of the Scottish highlands and a bit of Wales, there is no terrain hazard above that alt, thus at FL35 everyone is at least on the same altimeter setting. Altitudes should be used where terrain separation is an issue, but FLs are more appropriate when well above terrain and the issue is solely one of aircraft separation.

And to correct your erroneous post, flight levels in USA begin at the lowest available FL at least 1,000 ft above an altitude of 17,000 ft.

Have Scooby Snack
 

I stand corrected, Scooby. Thank you for pointing out my error.:\

CAP 413 available here:

http://www.caa.co.uk/docs/33/CAP413.PDF :ok:

RSA
 

In SA, also expressed as FL 1, 2, 3 etc. hundred.

The (almost entire) point is that it only applies to flight levels, not headings.