Keep your speed up.

[trainerjet]

Oh by the way call you local FSDO again and have them tell you that the AIM is not a regualtion either. Nor is an Advisory Circular.

Oh, by all means CALL THE FSDO when you need an interpretation of the regs. They have absolute authority to give you a binding opinion. NOT.

I'm sure a designated representative of the FAA like yourself would know that, though.

Loser extraordinaire!!

But, keep on impressin' us wit' cho' knowledge, dude. You mighty smart. Yessiree!!

 

[Dizel8]

Actually, one is required to report when unable to maintain 500 fpm rate of clim or descend.


Yes, you can deviate from the regs all you want, as long as you can support your reason for doing so, ie emergency, but I have not engaged the administrator in debate, so really cannot speculate further on 250+ below ten. All I can say, is that I cannot recall ever having heard anyone ask for it, nor that my limited knowledge of the regs verifies such a thing, except in the cases listed.

 

[gump88]

After over 2000 hours in the CL 65, I can say that I have never had a problem maintaining 500 fpm in a climb to altitude. Maybe you should rethink your airspeed management?

In addition, I would NEVER violate the 250/10000 reg unless I had WRITTEN permission to do so, ie. waiver, notam, or SID. I will leave that up to the "cowboys" in this industry. Giddie up!!!

I prefer the more conservative decision making. It has kept me out of trouble so far. But, hey, what do I know???

g

 

[fokkerjet]

flamer alert

The guy is a flamer...........................

if he is who he claims to be, and he violates the 250kt rule the way he claims he does (and as a F/O to boot) wouldn't you think somebody else from his company would be sticking up for him, or at least singing praises on "how he has shown them the light, blah, blah, blah............."

 

[hmmm]

If I said who I was I couldn't have fun irritating you Gay Fokker.

If someone clears you to do something they cleared you to do something.

Never been able to maintain the profiled airspeed called for in my companies profile with a full load of pax and fuel AND be able to climb all the way to 310 or etc as filed. The profile calls for 290 untill 290 meets .74 and then .74 on up.

So thats when I say Captain... You wanna ask for a 300 fpm climb the rest of the way up. Its in our performance book and I pull it out and he says hey yea lets try it. Then we are able to climb the rest of the way up on speed. 200 fpm less for the last 5000 feet at climb power whitch is not that much extra burn and still end up with the same remaining fuel on landing. hmmm

Teach me.

Flamer Out

 

[GREAT LAKES]

HMM

Just to let you know, you will not save that much time doing 300 vs 250 below ten. You can post the longest response ever and you will never convince me. Flow is Flow. I suppose unless you were number one in the arrival gate, you would never have the option to keep the speed up. I am not saying I know it all (nor do I think I do) , but at the airports that I go to alot (EWR,JFK,TEB,ORD,ATL,DTW etc...) this would be very rare during normal hours.

 

[Brett Hull]

A little more for fokkerjet's argument

A little farther down in 4-4-11, Speed Adustments.

Paragraph J:

"For operations in a Class B, Class C, and Class D surface area, ATC is authorized to request or approve a speed greater than the maximum indicated airspeeds prescribed for operation within that airspace (14 CFR Section 91.117 (b))."

It doesn't say anything about ATC being authorized to approve greater speeds in any other type of airspace.

 

[GREAT LAKES]

HMM

Remember HMM what comes around goes around FAA or not!!!!

You need to take a couple steps back and think how you are talking to your fellow aviators. We are all in it together. If you are on top of the world now you will someday be on the bottom. It has happened to me. You need respect the people around you, and rely on them to help you out in your time of need. I'm sure some of the seasoned aviator's like general lee would agree. Maybe someone hit a "sore spot" with you regarding the regulations. If you really are a FAA guy then I suspect you know the reg's, but do you really think you should "dog" everyone out that disagrees with you?

Chill Out.

GREAT LAKES

 

[hmmm]

I'm not an FAA guy. I am a FAA Designated Inspector. (Involved in interpretation with the FAA alot, and I love to argue) I said that to make a point along with the others references above as to the differences between a designee and a delegated representative of the administrator as are ATC.

Naaa I didn't want to dawg anybody except guys that go around with 10000 to 17000 hrs on their profile acting like what they said was exact. Fire with fire. Those kind of guys irritate me yes.
The regs are lot more grey that people think.

Again if you are asked and cleared to do something no matter what it is ... you have been cleared to do so.

Signed "My designated call sign by Gay Fokker "Flamer"


Hehehe hehe Hahahha

 

[JBcrjca]

Again if you are asked and cleared to do something no matter what it is ... you have been cleared to do so

I tend to disagree with that statement. I've had controllers ask me to maintain max forward speed while flying under a Class B. We all know that 200kts is the limit under Class B, and only the Administrator can waive that...not the controller. I told the guy I would do 200 until back in the Class B, then I'd go fast. Even our company flight ops guys said the same thing...you can't just do it because the controller said so.

 

[colorado418]

You are right I'm an a s s hole and you are both still dumb s hits who can't comprehend what you are reading.

Well, I am having some trouble comprehending the below paragraph, but that is beside the point.

Most Captains when flying with a pain in da ss FO who thinks they know the regs and the books like you guys think you do the Capt when they get to the hotel just wants to go to his room and get away from him.

Did I say I am a designated representative of the FAA and know how to read regs to try to piss you off some more. Is there any more ways I can try to piss you off let me know and I'll try. Will jumpseat to see you in person if it helps.

I think that all you need to do, is just keep posting. That will probably fullfill your needs which you express in the above paragraph.

You also mention that you have problems with guys that have 10,000 and 17,000 hours listed in their profiles. Why is that?

I have flown out of LGB on many occasions. You are under the Class B airspace, hence, 200 kts. When you hit LAX center, you are often told to disregard the speed restriction. I will only do that if the need is operational which it often is.

One time as I was climbing out of 7,000 ft, the LAX center controller told us to maintain 280 as soon as possible. We clarified that with the person and asked if they wanted it below 10,000. The just said again, as soon as possible. Clear as mud?

They did not want to take the responsibility to authorize the increased speed.

It was possible for us to increase out of 10,000.

ATP certificates are too expensive these days to save 2-3 minutes with speeds > 250 under 10,000

Only my opinion...

 

[Jeepman]

Bummer,


I thought this was a post about Kit Darby.

 

[HoursHore]

You guys are all dorks, arguing over FARs and the like

 

[varicam]

I'm not an FAA guy. I am a FAA Designated Inspector. (Involved in interpretation with the FAA alot, and I love to argue) I said that to make a point along with the others references above as to the differences between a designee and a delegated representative of the administrator as are ATC.

What is a "Designated Inspector"? This is a title I've never heard of in the context you're using.

BTW, ATC is not the "administrator". ATC personnel are not regulators, and many aren't even on the FAA payroll. Whenever a regulation can be waived by ATC, the authority is written into the basic regulation ie. "except when authorized by ATC" etc. The real administrator has delegated flight operations waiver authority to Flight Standards. Therefore, whenever Part 91 speaks of "the administrator", it means your friendly FSDO Inspector. If ATC instructs a pilot to exceed 250 below 10,000, that ATC facility likely holds a waiver from Flight Standards that authorizes this. The only one I know of is Houston, but there might be more.

 

[dmspilot00]

You are right I'm an a s s hole and you are both still dumb s hits who can't comprehend what you are reading. Go back to grammar school.

Regardless of what arguments you attempt to make, you do not even have the capacity to write a sentence. Most of your posts are babelling run-on sentences that make no sense in and of themselves. I wouldn't be talking about other people's grammar skills. There is an example above where you go nine (9) lines on one sentence. The very first sentence you wrote in this thread is fundamentally flawed.

Not only do your sentences make no sense but neither do your arguments. It's absurd.

...I have been involved in the regs since very young. [The regulations] are very clear cut if you know how to read...

The regs are lot more grey that people think.

How's that for a contradiction--instead of pointing out your various grammar and argument flaws, I will let these two statements speak for your intellectual ability.