Implications of.....keeping the speed up

Sam Spade writes:

It would be better to do neither.

How would he know what speed to fly?

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Transpose mxsmanic and gmail to reach me by e-mail.

Mxsmanic wrote:
Sam Spade writes:


It would be better to do neither.


How would he know what speed to fly?


By reading and understanding a basic FAR, and or, by seeking remedial
training from his flight operations department.

On Sat, 06 Jan 2007 07:23:24 -0800, Sam Spade
wrote:

Mxsmanic wrote:
Sam Spade writes:


It would be better to do neither.


How would he know what speed to fly?


By reading and understanding a basic FAR, and or, by seeking remedial
training from his flight operations department.

Gentlemen, I was hoping for some input on what techniques are used to
ensure compliance with the FARs.

Stan

wrote:
On Sat, 06 Jan 2007 07:23:24 -0800, Sam Spade
wrote:


Mxsmanic wrote:

Sam Spade writes:



It would be better to do neither.


How would he know what speed to fly?


By reading and understanding a basic FAR, and or, by seeking remedial
training from his flight operations department.


Gentlemen, I was hoping for some input on what techniques are used to
ensure compliance with the FARs.

Stan

Pilots are routinely taken below the floor of Class B airspace when
exceeding 200 knots. Most airline pilots have no idea where the
boundaries or floors of Class B airspace are located. No one cares
except the occasional fed on the jump seat who has a thing about it.

Sam Spade wrote:
wrote:
Pilots are routinely taken below the floor of Class B airspace when
exceeding 200 knots. Most airline pilots have no idea where the
boundaries or floors of Class B airspace are located. No one cares
except the occasional fed on the jump seat who has a thing about it.

But those pilots at least know such a FAR exists. It seems very odd to
me that a CFI or check pilot signed a guy off to fly something doing
more than 250 knots and the guy isn't aware of the FARs.

-Robert, CFII

On Sat, 06 Jan 2007 08:21:47 -0800, Sam Spade
wrote:
Pilots are routinely taken below the floor of Class B airspace when
exceeding 200 knots. Most airline pilots have no idea where the
boundaries or floors of Class B airspace are located. No one cares
except the occasional fed on the jump seat who has a thing about it.

This is what I've observed too. Pilots flying hi level do not bother
with low level charts nor class B charts. Only hi level charts and
sid/star charts. Not saying it is safe, legal or proper, just that
it's normal ops.

Sam, would it be true too for the 2500 AGL within 4 nm limitation too,
in your opinion?

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?

Stan

wrote:
On Sat, 06 Jan 2007 08:21:47 -0800, Sam Spade
wrote:

Pilots are routinely taken below the floor of Class B airspace when
exceeding 200 knots. Most airline pilots have no idea where the
boundaries or floors of Class B airspace are located. No one cares
except the occasional fed on the jump seat who has a thing about it.


This is what I've observed too. Pilots flying hi level do not bother
with low level charts nor class B charts. Only hi level charts and
sid/star charts. Not saying it is safe, legal or proper, just that
it's normal ops.

It is impossible to figure out Class B from a paper chart in a jet
transport with all the more important stuff that has to be done.

With boundaries and altitude limits display electronically, it is
possible but still a lot of distraction. Try it with a Garmin with all
the aural elerts set and it is a pain. With a Garmin, it works well to
avoid Class B when VFR, but to use it to assure containment when on a
clearance within Class B, it becomes overwhelming.

Sam, would it be true too for the 2500 AGL within 4 nm limitation too,
in your opinion?

No. It is far easier to figure out where the stand-alone Class D
airspace is located.

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."

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

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

First off, I'm a (very) light a/c IFR pilot. But having listened to
Channel 9 on UA for 135000 miles this past year, it is my (again,
limited) understanding/guess that on the approach the IAS is per the
pilots discretion AND within the FAR's. If there will be a traffic
problem, then ATC will issue to the affected a/c either delay vectors or
speed restrictions. It is common to hear "maintain 180 IAS until 6 DME"
where the pilots slow the plane to landing speed while descending on
the ILS. I don't recall clearance of a IAS "at least 200" as I usually
mentally read back clearances but I personally don't have to worry about
the FAR's since I'm a lowly piece of luggage at seat 2A on a A320 rather
than being the busdriver. I only wish an Archer could go that fast. I
just wish I could rent an Airbus for 100k frequent flier miles per hour.
;-)


Gerald