Airspeed of military planes

True. But normally 250 is adhered to for civilian types in the U.S. until
ATC is advised of the necessary speed and authorizes it. I currently teach
the MD-80 and on those that can go up to 159,500# for Take Off the minimum
maneuvering speed for a clean wing is 260 KIAS. We teach to set 250 in the
autothrottle window for takeoff. Bank angle 15 is also set for takeoff.
250 is OK with 15 degrees of bank. When ATC agrees to the higher speed (for
aircraft separation purposes), we set the higher speed and then increase
bank angle to 30 degrees. If an immediate turn is mandatory for safety we
can extend leading edge slats (which reduces maneuvering speed by about 40
knots) and go to 30 degrees of bank at 250.

B-58 Hustler History: http://members.cox.net/dschmidt1/
-

" Most waivers are for safety. Probably a B-52 with a good load needs
all the speed it can get on climbout.


But a waiver isn't needed for safety. The regulation permits an aircraft,
civil or military, to be operated at the minimum safe airspeed if the
minimum safe airspeed for any particular operation is greater than the
maximum speed otherwise permitted.


§ 91.117 Aircraft speed.

(a) Unless otherwise authorized by the Administrator, no person may
operate
an aircraft below 10,000 feet MSL at an indicated airspeed of more than
250
knots (288 m.p.h.).

(b) Unless otherwise authorized or required by ATC, no person may operate
an
aircraft at or below 2,500 feet above the surface within 4 nautical miles
of
the primary airport of a Class C or Class D airspace area at an indicated
airspeed of more than 200 knots (230 mph.). This paragraph (b) does not
apply to any operations within a Class B airspace area. Such operations
shall comply with paragraph (a) of this section.

(c) No person may operate an aircraft in the airspace underlying a Class B
airspace area designated for an airport or in a VFR corridor designated
through such a Class B airspace area, at an indicated airspeed of more
than
200 knots (230 mph).

(d) If the minimum safe airspeed for any particular operation is greater
than the maximum speed prescribed in this section, the aircraft may be
operated at that minimum speed.

"Darrell" wrote in message
news:qGBQb.65209$XD5.36267@fed1read06...

True. But normally 250 is adhered to for civilian types in the U.S. until
ATC is advised of the necessary speed and authorizes it. I currently teach
the MD-80 and on those that can go up to 159,500# for Take Off the minimum
maneuvering speed for a clean wing is 260 KIAS. We teach to set 250 in
the
autothrottle window for takeoff. Bank angle 15 is also set for takeoff.
250 is OK with 15 degrees of bank. When ATC agrees to the higher speed
(for
aircraft separation purposes), we set the higher speed and then increase
bank angle to 30 degrees. If an immediate turn is mandatory for safety we
can extend leading edge slats (which reduces maneuvering speed by about 40
knots) and go to 30 degrees of bank at 250.


ATC cannot authorize or require deviation from the 250 KIAS speed limitation
below 10,000 MSL, except within airspace delegated to Houston approach
control, and then only for departing aircraft.

"Steven P. McNicoll" wrote...

ATC cannot authorize or require deviation from the 250 KIAS speed limitation
below 10,000 MSL, except within airspace delegated to Houston approach
control, and then only for departing aircraft.

....and the Houston experiment is about to end:


ALPA OPERATIONS BULLETIN 2004-01

SUBJECT: Houston (IAH) High Speed Departure Test Program


BACKGROUND: In December 1997 the FAA began a field test at Houston
Intercontinental Airport (IAH) to determine whether the 250-knot speed
restriction for aircraft operating below 10,000 MSL within Class B airspace
could be increased or eliminated.

Shortly after this test began, ALPA identified to FAA and industry
representatives numerous safety concerns including Class B Airspace excursions,
increased mid-air collision risk, and increased potential for catastrophic bird
strikes. Our concerns were highlighted by the damage sustained by a Delta 727
on departure from IAH on January 9, 1998.

After lengthy discussions and some valid scientific analysis, FAA Flight
Standards, in July 2003, determined that it couldn't quantify the risk presented
by birds. Based on the data from the test, the FAA is unable to design a risk
analysis that will prove the safety of the operation. The well-documented
increase in the wildlife populations of large flocking birds was a determining
factor in this finding.

The FAA has decided to discontinue the test. Once internal FAA coordination is
complete, ATC will no longer be authorized to allow aircraft to exceed 250 KIAS
below 10,000 feet MSL. However, this internal coordination must not delay
pilots from immediately discontinuing participation.

RECOMMENDATION:

Therefore, effective immediately, pilots should not accept an ATC clearance for,
or request ATC authorization to, exceed 250 knots below 10,000 feet in Houston
Class B Airspace.

Contact the ALPA Engineering and Air Safety Department at 800-424-2470 with
questions and comments.

Captain John Cox
Executive Air Safety Chairman

January 16, 2004