Climb and descent

[wiggy]

Being really really picky I'd point out that on the the Organised Atlantic Tracks the "odds east, evens west rule" doesn't apply, everyone's going the same way with 1000 foot separation. The level change to the cleared oceanic level may happen just before Oceanic entry, in Shannon's case well offshore and may not always show on the likes of Flightradar. As a consequence it is sometimes possible to step up in 1000 foot increments but often as not traffic doesn't allow it.
As you rightly say the jet stream tends to means one set of traffic wants to be in the jet, the other lot don't, so usually don't get much opposing traffic though it does happen occasionally.

[John Hill]

phiggsbroadband wrote..

Any idea of allowing an aircraft to settle at its own level must be balanced with the fact that ATC will only give you a set Flight Level which you must maintain.

That is true but there are bits of the world, quite big bits really, where this may not be an issue..

For example Aerolineas Argentinas nonstop Sydney-Buenos Aires, LAN Chile Auckland-Santiago and Qantas Sydney-Santiago and of course Qantas Sydney-Johannesburg can likely choose any level that would suit. I am wondering are those flight even in controlled airspace?

I expect there are routes too in the South Pacific where the only conflicting traffic is likely to be yourself on your way back!

[wiggy]

I am wondering are those flight even in controlled airspace?

I expect there are routes too in the South Pacific where the only conflicting traffic is likely to be yourself on your way back!

I'm afraid you simply can't rely on the "big sky theory", ...anywhere

C141HEAVEN - All there is to know, and lots more, about the Lockheed C141 Starlifter!

[John Hill]

Seems that collision was at least partly due to a breakdown of ground communications and/or no effective dissemination of traffic information within that FIR.