Keep your speed up.

[DoubleDown]

Thanks Pony251

Pony251,

Thanks for clearing that up for me. I had always wondered about that and I'll be sure to share that knowledge with my students in the future.

 

[SSDD]

hmmm,

This issued has been discussed before in this and other forums, including DOC's website. I have also talked about it with some of the FAA types I deal with, I thought I had a pretty firm understanding of the regulations, however, if I'm wrong, I'm wrong. I don't have a problem with that.

But, what is your point? Why do you have to bring up my qualifications? Why do you have to be an ass about it?

I didn't attack anybody, just providing an opinion as I, and many others understand the regulations.

 

[Dieterly]

Administrator means the Federal Aviation Administrator or any person to whom he has delegated his authority in the matter concerned

Not sure if that means "the every day" pilot and/or controller, don't think it does.

 

[hmmm]

Diueterly wrote "Not sure if that means "the every day" pilot and/or controller, don't think it does."
-----------
No.... It doesn't mean every day pilot... The pilot is an "operator".

A Controller is an "administrator" of the regs..... like you wrote "any person to whom he has delegated his authority" .... "The Administrator"




I am an FAA "Designated representative" of the administrator.

That means I am a "deignated representative" of the administrator........ Because I am an I.A. That is meant to show differences between administrator, representative and owner/operator.

Controllers are the "administrators" of the regs.

FAA Inspectors are "administrators" of the regs.

The understanding trained to me by the FAA is that an operator can do anything he wants to do within good judgement unless the regs say he can't. If the reg says he can't... he can if he gets a waiver to the reg.

I am just a stupid red neck but I have been involved in the regs since very young. They are very clear cut if you know how to read what, if, and, but, or, commas, apostrephe's, colons, semi-colons, and etc. mean.

If you are cleared to do something by a controller you are cleared to do so by the administrator.

 

[WrightAvia]

From what I understand, since military aircraft are public, not civil aircraft, they do not technically have to follow any airspace or airspeed rules as they have thier own regulations to follow.

Anybody remember the big stink they made about those fighter jets that were flying in formation, out of Maryland I believe? They got scattered because of visibility problems and wound up busting some airspace around the White House and the TCA's around D.C. Happened a few years ago.

 

[MJG]

Anybody remember the big stink they made about those fighter jets that were flying in formation, out of Maryland I believe? They got scattered because of visibility problems and wound up busting some airspace around the White House and the TCA's around D.C. Happened a few years ago.

IF I'm not mistaken I do remember that and those "fighter jets" were none other than the United States Air Force Demonstration Team a.ka. The Thunderbirds.

Nice to know even the best screw the pooch every now and then.

A little tidbit about the IAH 250 kt. waiver. After a couple years of this practice when it first began, several crews were investigated or maybe even violated because due to their high forward speed and slow vertical speed, they accidentally punched out through the side of the, what was then TCA, doing well in excess of 200 knots. Ooops !!

 

[jarhead]

Not sure if this has been covered or not on this thread. Some years ago, while a spectator at the air show in Oshkosh, WI, The public address announcement told us all to gaze "eyes left", for a high speed pass by a military fighter jet. My recollection was that an F-14, with wings fully folded back, came over the runway at about 100 feet AGL, at a speed of over 400 knots, per the P/A announcement. It was very cool, with a vapor like effect over and aft of the wings.....surreal! Would that have been a violation of of the under 10,000' speed limit?

 

[fokkerjet]

FAR 91.117

Part 91 is pretty clear on aircraft speed limits. I paraphrase the regulation, but here's what it's saying:

a) .....unless authorized by the Administrator, no speed greater than 250 kts below 10,000'. (The Administrator is the FAA, it's not ATC.)

b) ....ATC may authorize speeds greater than 200 kts below 2500' and 4 miles of a primary airport of class C or D airspace. Does not apply to class B airspace. (ATC is allowed to authorize this by the Administrator, and only within that limitation.)

c) ...200 kts below Class B.

d) ...If minimum speed for aircraft exceeds maximum speed for airspace, the aircraft may operate at minimum speed.

Airshows require waivers for aerobatics, and you get waivers from the Administrator (the local FSDO), not ATC.

 

[hmmm]

Re: FAR 91.117

Part 91 is pretty clear on aircraft speed limits. I paraphrase the regulation, but here's what it's saying:

a) .....unless authorized by the Administrator, no speed greater than 250 kts below 10,000'. (The Administrator is the FAA, it's not ATC.)

.

(The Administrator is the FAA, it's not ATC.)

to quote Dieterly ... Administrator means the Federal Aviation Administrator or any person to whom he has delegated his authority in the matter concerned

So ATC has been delegated the authority of the Administrator.


Are you trying to say that every time ATC authorizes me to do a 300 foot per minute climb cause the pig CRJ is not making it to assigned altitude at 500 fpm I am in violation.

And every time I ask for a high speed descent below 10000 of 300 kts and ATC approves because I am trying to help my pax make their connection I am in violation.

No I am not in violation. I recieved a waiver from the rule by the ATC the delegated administrator of the regs.

Just ask them next time you fly or just call your local Tracon. Forget about asking a FAA inspector at the local FSDO unless you know hes an old timer who really knows his regs.

Dumb sh its

Out

 

[Dizel8]

I was not aware, that ATC may waive the 100/250 rule, unless due a/c performance or emergency. Not sure the FAA would look kindly, if it was done for pax connx. At least I cannot say, that I have ever heard that one on the frequency.

Secondly, how much time does one save doing 300 vs 250, a couple of minutes?

 

[hmmm]

It saves getting ahead of traffic in line on approach witch gets you to the gate faster because of some sort of delay or weather or vectoring ATC gave you. ATC knows what your company filed ETA is compared to the other guys and will help if they can if you sound like your competent.


You can help controllers by learning that when they say they were on the land line it means they were telling the next controller what they have cleared you (or someone else) to do so you (or the other guy) don't need to waste time telling the next controller you were cleared direct so and so. This is S.O.P. It doesn't means he was talking to his wife. The next controller already knows what you were cleared to do unless the last controller tells you to let the next controller know something.

Every time a controller hands you off to some other guy this controller has already talked to the next controller and told him what he has cleared you to do. He has double work compared to you. Although I would and do tell the next guy your cleared a particular speed if its outside the standard reg if you have asked for a high speed descent below 10000 above 250. But for example if the third controller hasn't cleared you for normal speed on climbout if they restricted you, query can we get normal speed.

You also don't have to bother the busy approach controller and he would apreciate it if you didn't say " You already gave us a heading of 180 and we're doing that." or " You already cleared us to descend to 6000 and we are passing 7300 for 6000".

Just repeat the frickin cleareance and continue if you are already doing it. He's f ckng busy and just double checking his work by repeating it. He'll apreciate it if you just repeat the clearance.

 

[fokkerjet]

Re: Re: FAR 91.117

[

Are you trying to say that every time ATC authorizes me to do a 300 foot per minute climb cause the pig CRJ is not making it to assigned altitude at 500 fpm I am in violation.
------------------------------------------------------------------------------------


Hmmmm -job. Why don't you get your **CENSORED****CENSORED****CENSORED****CENSORED**ing attitude adjusted and get into the books a little bit..................read an AIM sometime d!ckhead! Let me give you a page out of the Jeppesen J-Aid for you to read when you get your head out of your arse...........US 4-4-5 , section 4-4-9 ADHERENCE TO CLEARANCE. This, dumb arse, is not a regulation, it's an expectation from ATC.

--------------------------------------------------------------------------------

And every time I ask for a high speed descent below 10000 of 300 kts and ATC approves because I am trying to help my pax make their connection I am in violation.

---------------------------------------------------------------------------------


Humjob........

Let's go to the AIM again! In the J-Aid page 4-4-8, section 4-4-11 SPEED ADJUSTMENTS, it's pretty clear what is expected by you, that even you should beable to understand!



Out [/B]

 

[trainerjet]

You also don't have to bother the busy controller and he would apreciate it if you didn't say " You already gave us a heading of 180 and we're doing that." or " You already cleared us to descend to 6000 and we are passing 7300 for 6000"

Just repeat the frickin cleareance and continue if you are already doing it. He's f ckng busy and just double checking his work by repeating it. He'll apreciate it if you just repeat the clearance.

Another know-it-all who has the ba11s to call everyone else "dumb sh!t".


What an a$$hole. I'm sure the Captains at your company are all chomping at the bit to fly with you.

Loser.

 

[hmmm]

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.

The Capts at my company and FAA inspectors that I have been working with for a very long time have taught me most of this.

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. I wonder why they are always inviting me back down for dinner and paying for my meal.... Maybe they're gay.... hmmmmmm Naaaa I don't think so but remember I'm a stupid guy that when I ask for a clearance to do a 300 knot high speed descent below 10000 and ATC approves it and I "adhere" to that clearance I do so. And also the dumb sh t that when the pig CRJ is having a hard time climbing at 500 fpm I ask for a clearance to climb at 300 fpm and ATC approves it I "adhere to that also. I guess I'm just flat busting the regs. I'm a reg buster I guess. Know not everyone is a dumb sh t. Just a couple people.

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.

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.


Ass h le Out

 

[hmmm]

Re: Re: Re: FAR 91.117

By the way Gay Fokker This was about getting a clearance from ATC to deviate from the reg.

Maybe you didn't read that.