Hello,

As i stated on my previous message, FL060 and FL070 is referenced from Seychelles AIP which can be found at http://www.scaa.sc/files/AIP%20Seychelles.pdf

Please see page 90.

 

Page 90:

http://s27.postimg.org/gkg6m2f8z/aip.jpg

Hello,

As i stated on my previous message, FL060 and FL070 is referenced from Seychelles AIP which can be found at http://www.scaa.sc/files/AIP%20Seychelles.pdf

Please see page 90.

 

Page 90:

http://s27.postimg.org/gkg6m2f8z/aip.jpg

It looks like their regulated altitudes begun at 4000 and they use the odd/even directions and +/- 500 for VFR like the US. Ours starts at 3000 though.

 

Below, 4000 fly whatever you want. Above, follow the chart within the given altitudes for your airway or if VFR just use the MSA or above. Just remember the difference between choosing 6000 or 7000 (or 6500 and 7500 if VFR) is the magnetic course you are traveling.

 

You asked about flying the MSA. Just know that doesn't guarantee navaid reception. That may not matter to you if you are VFR on the GPS and FSX may not even simulate that.

I've flown them in three countries outside the US. They all filed IFR. Niger required it in fact.

 

I can't speak for every island jumper out there though.

 

 

Nope you can't speak for every one of them. I used to fly for Ameriflight, one of the biggest 135 cargo and charter operaters in the US, and that was all vfr unless we had to pull out the ifr card for cause. I do a lot of flying into the caribbean these days and the small airlines I see out there like Cape Air, etc., fly vfr as well.

If you are VFR, you will either have to remain outside controlled airspace or negotiate a clearance through (which may or may not be forthcoming).

I just want to correct something here. The vast majority of controlled airspace in the US requires no clearance whatsoever to fly VFR. Class E airspace is what I am referring to. You can be on an IFR plan inside the controlled E airspace and must still see and avoid VFR traffic that no one is talking to.

 

Class B, C and D are the only CAS where communication is required for both VFR and IFR aircraft. Communication doesn't mean that the controller has radar. They may still depend on timing and accurate position reports to keep traffic separated.

I just want to correct something here. The vast majority of controlled airspace in the US requires no clearance whatsoever to fly VFR. Class E airspace is what I am referring to. You can be on an IFR plan inside the controlled E airspace and must still see and avoid VFR traffic that no one is talking to.

 

Class B, C and D are the only CAS where communication is required for both VFR and IFR aircraft. Communication doesn't mean that the controller has radar. They may still depend on timing and accurate position reports to keep traffic separated.

 

 

This is one of the "interesting" threats of island flying- you can be on your plan at 12,000ft and get a TCAS RA from an approaching caravan at 11,500- sometimes not talking to anyone.