* 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