Is there a way to lift 250 speed limit at arrilval phase? I take it off for take off and it works nice, however never got a chance to get 250 lifted for approach phase...

Is there a way to lift 250 speed limit at arrilval phase? I take it off for take off and it works nice, however never got a chance to get 250 lifted for approach phase...

First of all, at or below FL100 you must be at 250IAS unless a)ATC tells you or :( the SID or STAR you are using has a speed restriction built in. So basically there is no need to lift the the speed limit. You have to comply. It is part of air law!!vololiberista

This I know, the point is that ALWAYS I get restritction to cross bla bla bla 250knots or sometime less. I can live with less as this happens in life, but why ALWAYS 250? Many occasions there is no speed limit until lets say FL50 - depends on location and flight hour...

This I know, the point is that ALWAYS I get restritction to cross bla bla bla 250knots or sometime less. I can live with less as this happens in life, but why ALWAYS 250? Many occasions there is no speed limit until lets say FL50 - depends on location and flight hour...

Hi,As vololiberista has already said the 250kt restriction below 10,000ft is a universal rule for arrivals. Even Concorde had to abide by it! :( However, when RC clears you down to 12000ft / FL120 40 miles out you can fly as fast as you wish until cleared below 10,000 /FL10. This rule applies to 'far-side' approaches. For near-side approaches you must be no faster than 250kts and for a comfortable descent you should probably be closer to 210kts.The 250kt rule allows controllers to separate aircraft easier for approach. Imagine if some of them were at 300kts or more. It would make life so much more difficult.I'm curious about no speed limit under FL50. Source?

I'm curious about no speed limit under FL50. Source?

I have never heard of such a thing!!!!!vololiberista

Easy... i think you misunderstood the no speed limit under FL50 as this would be impossible for any approach :)What I wanted to say, that in real life there are occasions where the speed limit is lifted below FL100 to something like FL50. FL50 is only example and could vary at or above from it. I know that even Concorde had to slow down and F18 too, but as sometimes RC gives nice slow speeds (like 210 or so) it would be nice for it to say, Decend to FL70, speed 2-8-0 knots. Not to mention that it couls also give rate of descend, but this maybe a option for RC5 :)

Easy... i think you misunderstood the no speed limit under FL50 as this would be impossible for any approach :)What I wanted to say, that in real life there are occasions where the speed limit is lifted below FL100 to something like FL50. FL50 is only example and could vary at or above from it. I know that even Concorde had to slow down and F18 too, but as sometimes RC gives nice slow speeds (like 210 or so) it would be nice for it to say, Decend to FL70, speed 2-8-0 knots. Not to mention that it couls also give rate of descend, but this maybe a option for RC5 :)

I doubt very much whether RC5 or any other ATC programme will contain such an option! Rules are rules! Speed restrictions are vigorously enforced in the descent phase and occasionaly lifted by ATC as and when they see fit. That's that! Concorde also had to observe speed limits. On average I have been given a "No speed" order by ATC about twice a month in my flying career. That's less than 2%. You will NEVER get a lifting of a speed restriction during descent.vololiberista

Easy... i think you misunderstood the no speed limit under FL50 as this would be impossible for any approach :)What I wanted to say, that in real life there are occasions where the speed limit is lifted below FL100 to something like FL50. FL50 is only example and could vary at or above from it. I know that even Concorde had to slow down and F18 too, but as sometimes RC gives nice slow speeds (like 210 or so) it would be nice for it to say, Decend to FL70, speed 2-8-0 knots. Not to mention that it couls also give rate of descend, but this maybe a option for RC5 :)

Lifting a speed restriction for departures is common in the UK as the controllers want to get the aircraft away from their area as soon as possible. That's why you have the option in RC4.Those speed calls you mention are for approach but your example is impractical in a real world scenario and also in FS/RC. Are you really telling me you could descend a 747 or 777 at 280kts down to FL50 and then slow up sufficiently quickly to land safely? I don't think so.What I have suggested for v5 is that your speed is monitored when on final approach and restrictions such as maintain 160 to 4 DME are applied as that is common at Manchester and probably elsewhere. But RC has to have rules that apply universally so any proposed rules have to be more considered when applying them.

Good that you mention Heavies... those are out of the question, but smaller jets... could work out. Please forget FL50, this was only example, if you like we can shift to FL70 Few times in real life I was a witness of... A320 being told to maintain above 350 - it was 280 if I can remember well all the way down to given by me FL50 - then we have TA and plane decelerated to approach clean speed (BTW i know that it happens that ATC gives pilot intruction to maintain clean speed an then slown down to... whatever is necessary).I know about departures.The example of A320 was in the middle of the night with ZERO traffic in the area.

It's not me you have to convince. :( JD and Doug have the final say over what's possible and what isn't. Actually it's Doug who JD listens to and liases with for FAA rules. We also have ICAO controllers for rules in other parts of the world.He may add his six penneth to the debate.

i believe that still you do not understand my intentions. I am not trying to convince you nor I am not trying to say that FAA rules are worth of nothing, it was a thought of something that can happen on some ocassions.

i believe that still you do not understand my intentions. I am not trying to convince you nor I am not trying to say that FAA rules are worth of nothing, it was a thought of something that can happen on some ocassions.

The answer to your query is NO! It can't and doesn't happen at least in ICAO territoryIn FAA jurisdiction all sorts of terrifying things happen like children talking to pilots!!!!! As far as the rest of the world is concerned that is ICAO, you will never see or hear of what you have described. In the sim you can fly at any speed you like at any altitude. But, if you wish also to be under ATC control you MUST observe international air law. In UK airspace even minor transgressions will loose you your licence!!!!!!! (an FAA licence is invalid in the UK anyway!!)So the way for you to play it is a) Ignore any ATC instruction and do what you want. b.) Observe ATC instructions to the letter.A simple choice!!!!!vololiberista

i believe that still you do not understand my intentions. I am not trying to convince you nor I am not trying to say that FAA rules are worth of nothing, it was a thought of something that can happen on some ocassions.

I understand where you're coming from. You just want a little more variety below 10,000ft. That's understandable. Our real world controllers on the team keep making the point about more randomness so it's not lost on us. I'm sure JD will take it on board and do what he can.

I just dont understand why you would want to do this? There is a reason you can ask for 250kt relief on takeoff, so if you are flying a heavy aircraft with a full fuel load, like a 747 fueled up for a 10 hour haul, then you will be so heavy that your cleanup speed will exceed 250 kts. Since it is no nice for those living near the airport to have huge jumbo jets flying around with the flaps lowered so it can maintain a manuvering speed of less than 250 kts, ATC will almost certainly allow the aircarft to clean up and fly at the minimum safe clean speed. Every chart I have seen always says not to exceed 250kts under 10,000 or minimum safe speed. But for approach, assuming you are not in an emergency situation where you are landing right after takeoff, and can only dump certain tanks, you will land heavy, but in normal procedures, you will be plenty light enough no matter what aircraft you are flying to fly at 250 kts, and plus, when you are that close to the terminal, why would you want to fly faster, it just makes it that much harder to stay on course. It is just common aviator knowledge, 250 kt when climbing to 10,000 feet, 240 kt when descending through 10,000 feet, 230 when on a downwind leg, 210 when on base, 180 until the OM, then base your deceleration on flap speeds.

Hi all,I'll just stick my oar in here. I don't fly in the real world, just in my armchair but I've been wondering if there is a 'How to avoid breaking the law when in the air for dummies' available anywhere. Something brief & clear like Cras's last sentence in the previous post.In the UK when you learn to drive there's a heavy obligation on the learner to go out and buy a 5GBP, 50 page pamphlet called 'The highway code'. It has lots of pretty pictures and is a distillation of UK road & transport laws & regulations. I've thought since starting simming that there ought to be something similar for flying but don't know where to look.I think it would clear up a lot of questions from us amateurs (and possibly indicate why an option is unavailable)!Regards,D