Implications of.....keeping the speed up

Robert M. Gary wrote:

Sam Spade wrote:

Secondly, is there some atc requirement that if your destination is
the primary airport in a class B, then atc is required to keep you in
class B, and not vector you below?

That is policy to the extent it can be done without creating some other
traffic problem. But, there is no "rule."


Althought ATC can authorized it, there is a rule.
91.131
(2) Unless otherwise authorized by ATC, each person operating a large
turbine engine-powered airplane to or from a primary airport for which
a Class B airspace area is designated must operate at or above the
designated floors of the Class B airspace area while within the lateral
limits of that area.

Why do I get the feeling that none of you guys have ever flown anything
that does 250 knots?

-Robert, CFII

And, doesn't it say "unless otherwise authorized by ATC?" The pilot of
a large turbine-powered airplane cannot drop below the floor unless ATC
sends them there.

I don't know where you get your feeling. I suspect I have a lot more
air carrier large jet time that you do, and let me assure you no one in
the airline business refers to a Class B (TCA for many years) chart
since no airline pilot in his/her right mind ever cancels arriving at a
Class B airport.

ATC takes aircraft out the sides of Class B, and sometime returns them
below the floor of an outer area.

I did my fair share of ferrying aircraft from KONT to LAX and the
clearance was always at 4,000, handed off to LAX Approach Control
(pre-SoCal) days well below the floor of Class B. On that one most of
us were smart enough to stay at 200 knots; if not assigned something
less before the handoff.