Implications of.....keeping the speed up

Mxsmanic wrote:

Robert M. Gary writes:


Does it seem odd that a guy flying something doing 250 knots is asking
about basic FARs?


I think it better for him to ask than to roll dice.

It would be better to do neither.

Sam Spade writes:

It would be better to do neither.

How would he know what speed to fly?

--
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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."