91.703 (3) questions.

[TUCKnTRUCK]

For the entirety of my career, I’ve taken 91.703(3) to mean that except for 250 below 10, allowing parachutes and towing gliders- adhere to Part 91..
“Except for §§ 91.117(a), 91.307(b), 91.309, 91.323, and 91.711, comply with this part so far as it is not inconsistent with applicable regulations of the foreign country where the aircraft is operated or Annex 2 of the Convention on International Civil Aviation; and” so long as it doesn’t interfere with operations or regulations abroad.

I’ve run into a pilot who swears that we have to adhere to the “most restrictive” rules must do 250/10k everywhere. I am drawing a blank. Seems to me that every IPC class I’ve taken it was agreed that 250/10k only applied within 12nm of the contiguous U.S. and Alaska, 250 below bravo applies everywhere for us.

Mostly just looking to see if I’ve heard correctly… or need to fill out some ASAP’s. (Joking)

 

[Cherokee_Cruiser]

Um, I mean, you do know why 250 knots below 10k exists, right? Bonus points for naming the two big accidents that led to the 250 knot limit.

Other than widebodies that can’t meet that requirement, I would hope Corpies are adhering to the 250 knots below 10k in the United States. And if you’re not, get your Corp outta my airspace

 

[TUCKnTRUCK]

Um, I mean, you do know why 250 knots below 10k exists, right? Bonus points for naming the two big accidents that led to the 250 knot limit. Other than widebodies that can’t meet that requirement, I would hope Corpies are adhering to the 250 knots below 10k in the United States. And if you’re not, get your Corp outta my airspace

Should probably reserve this thread for those who depart domestic U.S. airspace…. You do know that 250/10K doesn’t exist in most of the rest of the world right? (That’s what this question is about)

 

[Skåning]

I think you have to adhere to the 250/10k anywhere if you’re in a N-registered thingy

Unless prohibited by performance.

 

[bimmerphile]

he doesnt even have the capacity to comprehend what the question is about. just pat him on the head and move along

I would read that as a “try to comply with 91 as best you can without being a giant PITA in other countries”

 

[T/O w/FSII]

Um, I mean, you do know why 250 knots below 10k exists, right? Bonus points for naming the two big accidents that led to the 250 knot limit.

Other than widebodies that can’t meet that requirement, I would hope Corpies are adhering to the 250 knots below 10k in the United States. And if you’re not, get your Corp outta my airspace

Congrats on making yourself look like a fool.

Again.

 

[T/O w/FSII]

I went through this once when starting a 135.

Some grey areas. The AIM says you can in 4-4-12 9 J

“j. Speed restrictions of 250 knots do not apply to U.S. registered aircraft operating beyond 12 nautical miles from the coastline within the U.S. Flight Information Region, in Class E airspace below 10,000 feet MSL.”

But ICAO annex 2 says you must use the rules of your home country when in international waters. So that would be 91.117.

But the FAA also doesn’t have a way to enforce that. Because, it’s open air. It’s a whole thing.

So I have always done it (hauled ass) because I really don’t care that much.

 

[Cherokee_Cruiser]

Sure, other countries don’t have the 250 knot rule. I doubt that physics cared for the physical location (country) when this happened:

1960 New York mid-air collision - Wikipedia

en.m.wikipedia.org

TWA Flight 553 - Wikipedia

en.m.wikipedia.org

Anyway

In your case, seems like a grey area. I’ll leave that to those experts to figure out. When in doubt, why not just be conservative?
Slower speeds buy time, buying time helps increase time of traffic detection and avoidance. Yea / Nay? Seems like a great safety benefit to trade off with minimal flight time loss (250 kts to 10k).

 

[T/O w/FSII]

Sure, other countries don’t have the 250 knot rule. I doubt that physics cared for the physical location (country) when this happened:

1960 New York mid-air collision - Wikipedia

en.m.wikipedia.org

TWA Flight 553 - Wikipedia

en.m.wikipedia.org

Anyway

In your case, seems like a grey area. I’ll leave that to those experts to figure out. When in doubt, why not just be conservative?
Slower speeds buy time, buying time helps increase time of traffic detection and avoidance. Yea / Nay? Seems like a great safety benefit to trade off with minimal flight time loss (250 kts to 10k).

Yea, this isn’t the 1960’s anymore.

And you know what physics doesn’t care about either?

The difference between 250 and 300 when you run into another jet. They are still coming apart.

This isn’t the thread for you. The Alaska thread is over there.

 

[TUCKnTRUCK]

Sure, other countries don’t have the 250 knot rule. I doubt that physics cared for the physical location (country) when this happened:

1960 New York mid-air collision - Wikipedia

en.m.wikipedia.org

TWA Flight 553 - Wikipedia

en.m.wikipedia.org

Anyway

In your case, seems like a grey area. I’ll leave that to those experts to figure out. When in doubt, why not just be conservative?
Slower speeds buy time, buying time helps increase time of traffic detection and avoidance. Yea / Nay? Seems like a great safety benefit to trade off with minimal flight time loss (250 kts to 10k).

The rest of the world doesn’t do VFR like we do- and most of their procedures don’t restrict until you transition from FL to altitude again. Conservative in a lot of these places suddenly mean you are doing 250 when they expect you at 340… which causes traffic conflicts.

It is far safer to be going the speed of traffic on an arrival than to be the one guy suddenly brake checking the entire stack.

 

[TUCKnTRUCK]

I went through this once when starting a 135.

Some grey areas. The AIM says you can in 4-4-12 9 J

“j. Speed restrictions of 250 knots do not apply to U.S. registered aircraft operating beyond 12 nautical miles from the coastline within the U.S. Flight Information Region, in Class E airspace below 10,000 feet MSL.”

But ICAO annex 2 says you must use the rules of your home country when in international waters. So that would be 91.117.

But the FAA also doesn’t have a way to enforce that. Because, it’s open air. It’s a whole thing.

So I have always done it (hauled ass) because I really don’t care that much.

I think 91.117 limits you, however 91.701 (1) (3) give specific relief from those areas. The only one that really doesn’t seem to is under the shelf of B… say MIA/BOS/SFO etc

 

[NovemberEcho]

I just wish zee Germans would remember 250/10k when they’re in the US. They’re the only ones who consistently check in at 7,000 doing whatever speed center last assigned.

 

[CFI A&P]

I’ll leave that to those experts to figure out.

This isn’t a subject for you, and it shows because you didn’t even read or comprehend what the original post was about before injecting your irrelevant opinion on the matter. Time to shuffle off.

 

[Cherokee_Cruiser]

This isn’t a subject for you, and it shows because you didn’t even read or comprehend what the original post was about before injecting your irrelevant opinion on the matter. Time to shuffle off.

 

[Autothrust Blue]

Sure, other countries don’t have the 250 knot rule. I doubt that physics cared for the physical location (country) when this happened:

1960 New York mid-air collision - Wikipedia

en.m.wikipedia.org

TWA Flight 553 - Wikipedia

en.m.wikipedia.org

Anyway

In your case, seems like a grey area. I’ll leave that to those experts to figure out. When in doubt, why not just be conservative?
Slower speeds buy time, buying time helps increase time of traffic detection and avoidance. Yea / Nay? Seems like a great safety benefit to trade off with minimal flight time loss (250 kts to 10k).

Look, I know your flight releases VERY OCCASIONALLY occasionally say 'FLAG' for the type of operation nowadays, but this isn't it.

 

[CFI A&P]

View attachment 80975

Have you ever operated an aircraft outside of the US that wasn’t 121 scheduled service?

 

[Autothrust Blue]

I just wish zee Germans would remember 250/10k when they’re in the US. They’re the only ones who consistently check in at 7,000 doing whatever speed center last assigned.

They're relieved at getting something faster than Green Dot assigned.

 

[MikeD]

One I have a to still keep in front of mind, especially when given a descent through 10k, since 250/10K was never a thing we had to bother with in the fighter jet days.

 

[Kingairer]

One I have a to still keep in front of mind, especially when given a descent through 10k, since 250/10K was never a thing we had to bother with in the fighter jet days.

“…my apologies, in my last jet I could go as fast as I wanted and you couldn’t see me anyways”

 

[Cherokee_Cruiser]

Have you ever operated an aircraft outside of the US that wasn’t 121 scheduled service?

What do you think I got, a death wish?