250 below 10K internationally?

[ultrarunner]

The FAA abandoned this test when the NTSB was concerned about bird strikes...

Uhhh...when the heck did the FAA start giving a $hit what the NTSB thought!!!

When the heck did this change????

Someone PLEASE post the reference!!!!;-)

 

[bizjet800]

So for the 20% increase in speed, Ke increased about 44% which is not 40% probably due to rounding errors. ...or maybe it's the beer...

So what you are saying is if I drink 20% faster, I will get 44% drunker? Hummm

 

[WMUSIGPI]

I can't comment on the accuracy of the statistic, but kinetic energy increases with the square of velocity, not linearly as you suggest.

The 250 knots below ten rule came out of the Cerritos accident, didn't it? The one where the Cessna collided with the passenger jet over LA?

I think that was the one that created the TCA, what is now class B airspace. Before that all towered airports were basically what is today class D. Picture the fun of arriving in LAX or LGA if the airspace was just today's class D.......

 

[WMUSIGPI]

Quite simply, most airlines now restrict 250 kias below 10K in their FOM's or SOP's. I believe the reg's state you must comply with your companies FOM, SOP's, or the FAR's whichever is the most restrictive. Thus, 250 kias below 10K should be a non-topic unless your company does not specifically restrict it.

In my company's manual (Mesaba) it specifically states that when departing airports in Canada it is permitted to fly faster than 250kts on departure when cleared to climb above 10000ft. (per Canadian regs) I didn't remember seeing that in our manual before it was recently brought to my attention. (though I routinely did that in a Lear in a previous job and knew of the rule) It may have just been added with the CRJ's since the Avro's were limited to 250 below 8000ft anyways. But with the CRJ able to fly 330 below 8000ft it's now worth allowing us to do I guess. Either way it at least helped mentally on the Montreal COD's until Cleveland Center would slow us back to 250 approaching Aylmer VOR, UGH!!!.

 

[AMANSWORLD]

A birdstrike might hurt at 320kts. I've "heard" of people that do 340kts at 2000 ft when flying internationally. Probably not that fuel efficient either =)

Most jet a/c are certified Vmo/Mmo based on a birdstrike to the windshield. This is another reason for window heat and Vmo/Mmo changing speeds at various altitudes.

On another note "heavy" jets are allowed to fly whatever speed they need for manuvering in a specified configuration. The 250 thing is really an FAA deal also. Most countries in South America and east Europe as well as middle east have no clue what 250 is below 10000.

 

[metrodriver]

If you read the text section for every country you will soon find out that 250kts below 10.000' (or FL100) is the norm in most countries, even in Europe, Africa and S.America. Some even state it on the SID / STARS or area maps (Bogota had a whole bunch of restrictions up to 30NM away until a few years back, now only one, and it is above 11000'). However in many European countries ATC has the authority to waive the 250kts restriction.
I know guys who got yelled at by Paris for going over the 250 for performance on climb out. I have been asked by Brussels to go over 250 to increase spacing.
A "heavy" notation by clearance delivery or ground should take care of it on the departure, and that's the only time you use "heavy" in Europe. They know that 767, DC10, 747 are heavy aircraft, unlike the US.
If you want to go faster than 250 on descend below 10k: ask. They might approve, you never know. If your FOM says you are not allowed to go faster: "unable". Anything happens and it's your a s s on the line. If you didn't ask nor got asked for a higher speed than stick with the 250