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

You need to download CAP393 from the NATS websitevololiberista

I think it would clear up a lot of questions from us amateurs (and possibly indicate why an option is unavailable)!

Or our solicitors... :( There's a good example of what's needed athttp://www.learnerdriving.com/learn-to-dri...ycode.php?sec=7complete with spelin mistaeks

Why would I like to request 250 relief on approach? Because I would like to do CDA from time to time, which is sometimes difficult to stay above the limit with flaps up. Then when reaching 3000 I would like to do standart ILS approach. Simple and easy.

Why would I like to request 250 relief on approach? Because I would like to do CDA from time to time, which is sometimes difficult to stay above the limit with flaps up. Then when reaching 3000 I would like to do standart ILS approach. Simple and easy.

I think it is perfectly clear from other comments that what you want to do is firstly not done in real life. Secondly against standard practice thirdly contrary to international air law. fourthly extremely dangerous. The sim allows you to fly around like a drunk sky jockey with complete disregard to any ATC instructions. If that's what you want to do then so be it. But, if you want to be under ATC control that means you MUST observe the rules and their instructions. There is no in between. Your choice is between the two options!!!! With your attitude let's hope that you never become a real pilot!!!vololiberista

Why would I like to request 250 relief on approach? Because I would like to do CDA from time to time, which is sometimes difficult to stay above the limit with flaps up. Then when reaching 3000 I would like to do standart ILS approach. Simple and easy.

I get that, but you must also be flying an aircraft that is capable. It is like asking for an ILS CAT IIIc approach flying a Cessna. You can't do it, you are not flying an appropriate aircraft.There was a very specific incident with aircraft flying at high speeds at low altitudes back in the 50's I think that caused this rule to be implemented, and on every approach chart I have ever seen, 250 under 10,000 is always printed somewhere on it. And there is nothing wrong with lower the slats on your aircraft far from the terminal area (flaps 1 on most modern aircraft) to increase the drag so you are under 250. And some planes are designed to descend with spoilers fully deployed, (the 767 has explcit instructions in the ops manual to not treat spoilers like you would on other aircraft, that being a last resort. It is expected to have to deploy the spoilers while in descent to keep the speeds down.)

I can boil down all the good and correct wisdom your fellow flight simmers are trying to impart to you into one short sentence to memorize: Just because you can do something, doesn't mean you should do something. There, I said it and I'm glad.

It's strange how many of you think that the famous 250/10k restriction is somehow universal. Well it's not. It depends on the country, airspace, aircraft type, local procedures and a horde of other factors. It's only universal in FAA airspace, and even there the FARs state that below 10.000 feet barometric altitude, the aircraft must maintain a maximum of 250 KIAS or minimum clean speed if greater. It was put in place by the FAA at the beginning of the jet-age after a disastrous mid-air collision over the Boston coast...

It's strange how many of you think that the famous 250/10k restriction is somehow universal. Well it's not. It depends on the country, airspace, aircraft type, local procedures and a horde of other factors. It's only universal in FAA airspace, and even there the FARs state that below 10.000 feet barometric altitude, the aircraft must maintain a maximum of 250 KIAS or minimum clean speed if greater. It was put in place by the FAA at the beginning of the jet-age after a disastrous mid-air collision over the Boston coast...

It is certainly universal in European airspace, and South East Asia. It is the general rule. And if one wants to abide by ATC instruction and they say "Reduce speed to 250" then that is what one does. If I want to ignore the Sim ATC and fly at any speed at any altitude then that's easy to do. But that in no way mirrors real life and if attempted would court certain danger!vololiberista

It's strange how many of you think that the famous 250/10k restriction is somehow universal. Well it's not.

It is about as universal a regulation can be. I guess you wont see it enforced flying in a third world country where ATC is sparce, but you still should follow it, just for safety stand point.

Americans have strange sense of humour that evertything outside North America or not FAA regulated is... 3rd world country.

That's true often times -- just a side remark though, let's not do politics here okay..... as a part time safety consultant for the Finnish CAA, I can vouch for the fact that in our country (and more generally in many other European countries) the restriction only applies in specific airspaces. Additionally, terminal procedures (e.g. SID/STAR) have their own limits. See for example the EFHK RWY 04R SID chart attached. As far as arrivals (IFR) are concerned, our controllers can lift any speed restrictions as they see fit -- the same for departures.

Perhaps in Suomi ATC realizes that MD-11 can be heavy sometimes :) What I would like to point is that:1. 250 for departures is lifted on many occasions;2. 250 on arrivals CAN be lifted if agreed and instructed by ATC ONLY.The main point or concern is here whether it could be possible to implement random rule where pilot requests lift of 250 and is randomly agreed to request. it could be done the same way we are assigned slower speeds than 250 on arrival (I get 210 from time to time).Also I would like to pioint out for 100th time. 250 is fine and is standard, but can be lifted - if agreed with ATC.

Americans have strange sense of humour that evertything outside North America or not FAA regulated is... 3rd world country.

He is talking about Africa probably in which ATC is very sparse.vololiberista

He could also talk about some other countries in Asia? Right? :(

That's true, and the speed restriction logic above is what I agree with 100% for ICAO airspace... further discussion welcome...