Volume of contacts is regularly less when flying over the deep than over land?
Answers: Ryan is pretty close. I fly 747's internationally. I assume by the "autopilot phase" you're referring to cruise portion of flight.
It really depends where on earth you're at. Crusing over New York or in intermediate Europe, you can expect communications with ATC every five or ten minutes. More when it's really busy. They deviate you from your flight plan pathway pretty frequently, especially if it's a busy time of day. This is usually to assistance with the traffic flow or avoid other aircraft by a three mile sanctuary margin.
Out over the the deep, we use high frequency radios to contact and receive information from ATC, but the route you whip over the ocean is planned within such a way to minimize varying planes altitude or speed. And we never get rerouted while enroute over the the deep. We do make postion reports to ATC, but these are usually base upon latitude and longitute coordinates in our flight plans, fairly than time, but you can expect to make a postion report every 30 minutes or so.
Occasionally they'll hail as you and request you make an altitude translate, but this is tricky business. Fuel considerations for the flight are based upon specific altitudes, and at trustworthy weights bigger airplanes are incapable of climbing much higher, so they try to minimize altitude change.
Hope that helps.
What i believe your put somebody through the mill is, is; Why is there smaller amount contact with ATC (an FSS) over Ocean than next to ATC (an FIR) over land?
Well, ATC over the the deep is generally smaller amount busy than over land due to the size of the airspace and amount of trans-atlantic/pacific flights etc. Over the the deep, planes fly over NAT tracks or Ocean flight paths assigned by the respective Aviation organisations (FAA or CAA for example). Because flights are adjectives following the same route (rather than contained by loats of different directions over land) the FSS controler will only inevitability to monitor and adjust each flights altitude and/or speed within order to avoid collision. Also, common radar contacts are unachievable far over the ocean, accordingly, the FSS controller contact the flight deck via phone, and the pilots give them a position report every so regularly (usually over certain waypoints, as advise by the controller). With speed, height and 'time to subsequent waypoint data, the controller can plot their progress on a map and successfully save each aircraft within his/her airspace apart. This is why less contact next to ATC is less frequent. Over parkland, after checking in, ATC will contact you if he wishes you to do something (usually same over ocean). Hope that helps!
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