Butter

Had a captain point out to me recently, in the Canada CRAR on the second page under Speed Restrictions, below 10000ft it is 250kts (EXCEPT ON DEPARTURE).

FliFast

In Hong Kong the Ocean 2A/B departures state Max speed 250/ blw 11000 (eleven) feet.

In addition there is a speed restriction until the first turn Porpa in one direction and something-or-other when departing 25L.

But here's the skinny poop, if you do 250/110 even after being approved high speed, you jam the departure corridor up like an airplane-lav after a code red.

Most heavy jets fly better in a clean config. For the 747 classic, V2 +100 is around 288 and in the MD-11 the VCL speed is about the same.

So the next time you're approved high speed, it is mostly to get you out of the terminal area as soon as possible so as to launch more jets into the departure funnel.

On the MD11, at max gross weight you can make Envar (the FIR between Taipei control and HKG) at FL290 by maintaining 310 kts after Porpa then ECON climb out of 10,000 feet which is usually 355 knots.

I guess the the only caveat is hopefully the birds aren't filed for the same departure route.

FF

FliFast

250 blw 10,000 in the U.S.

The FARs go on to say that unless needed for operation reasons.

Most widebodies below require above 250 blw 10K to clean up. My intrepretation of the FARs (No, I'm not an expert, nor even close) is that you should give a courtesy call to either clearance delivery and/or departure control that you will be exceeding 250/blw10K for operational reasons but it is not required. Most ATC controllers can put 2 and 2 together if you are in a widebody aircraft departing heavy on a long flight.

Huck

O.K. smarty pants, I fly above 250 on climbout when we're heavy. Now go paint something.

But I don't do it on arrival. Ever. And if the captain does I tell him I'm uncomfortable with it and won't sit beside him at the big green table when he gets to explain what the bird did to us (see photos, above).

I know you guys understand that kinetic energy is the square of velocity.....

FR8Hauler

Besides that what is the rush? Fly the flight planned speeds. Flying around at the speed of heat hoses us. Makes the historical data times go down thus allowing the optimizer to cram more legs with shorter layovers for less pay down our throats. I always fly .83 or less, descend at 290 and go 250 below 10,000 unless directed by ATC or Vcl dictate otherwise. Now if you have a jumpseat you need to catch it is a different story.

31wins

Haven't some of you been into somewhere (cologne comes to mind) where you're at maybe 11-12,000' the controller says something like "descend to 3000', maintain high speed"?

They want you to go faster than 250kts.

Busboy

I could swear that the company put out a directive to not accept "high speed" below 10,000', some time ago.(unless operationally req'd)

I have no idea where it is, though. FCIF? E-MAIL?. Some obscure training module? Comm update? Flight Coordination announcement? Straight in Approach? Maybe under one of the caps on the yoke?

But, I'm also in the "fly it by flt plan" mode, these days.

31wins

If you're heading 270 doing 250, and the goose is heading 090 doing 20 will there be more damage than if the goose was in still air?

Please...keep the hammer down and forget about it.

This is why the windshields are heated.

Huck

I watched ol' Klepto do .85 on a redispatch once. Burned up half of our "pad." I said something about it and he said, "I get bravo zulus for going fast...."


That radome ain't, nor is the skin (again, see above).

Do what you want, but somebody's going to kill a crewmember someday "keeping your speed up" for ATC. And you as PIC get to take the blame. All of it.

31wins

Since I've been a big time airline pilot (15yrs), it's been my experience that:

"I always do....this....that...or the other...." with respect to any particular situation or set of circumstances is BS.

It don't work that way.