What is the permitted airspeed (knots)...?

Question

In the taxi way... is it more or less 20 knots?

from 0 to 3000 msl is 210

from 3000 to 10000 is 250

10000 to FL180 is 280

and FL180 is whatever as long as the engines permit it or what...?

by the way when you appraoch to an airport is there any airspeed that you need to follow?

and in different airspaces for example is it quite the same to pass through bravo and charly airspace?

Answer 1

in general, taxi speeds should not exceed 20 knots (although 25 knots is quite ok), but of course it depends on the aircraft type, weather (rain) etc. However, a lot of pilots taxi faster. Typically at airports where you have to taxi a lot, and where there is no big traffic.

Another "big" speed limit is this: 250 knots below 10,000 ft. I never heard something of 210 below 3000 ft.

After FL100, you can make any speed. I think you are confusing the 18,000 ft with the transition altitude (from QNH to standard 1013.25 hPa). Although the 18,000 ft transition is typical for the USA. In Germany, it is just 5000 ft.

Basically, when over 18,000 ft, you make the speed which is in your flight plan. For commercial planes, normal cruise speeds are mach 0.86. You will not exceed mach 0.9 however. Basically, you could make any speed you want (however, ATC must accept). So even a mach 2.0 is ok.

When you approach an airport, you basically have to be under 250 knots when under 10,000 ft. ATC will then ask for sure that you make another speed (like 230, 210). Or, you have to adapt your speed via the arrival charts (STAR). So, there is written a point where you have to be at 220 knots and 6000 ft.

When passing airspaces, it depends on if you are IFR or VFR. VFR and IFR have both some restictions (so in one airspace you are not allowed to pass 250 knots for both flight rules). Each airspace has its own "rules", for each flight rule.

Answer 2

There's nothing written (at least that I've been able to find) regarding taxi speeds other than FAR 91.13 regarding "careless or reckless operation".  Essentially it's common sense.  In flight school I've heard it taught that you should taxi no faster than a "fast walk".  If you're a new pilot or if it's snowy/icy, or if you're taxiing in a congested area I would tend to agree with this.  I also think there are places you can taxi faster.  For example, at Indianapolis, the location of the runways require a long taxi - sometimes 2 miles.  The taxiways are straight and in good weather I go about 20 knots on these (on larger aircraft if you taxi much faster it's rather hard on the tires).  Just the other day I lost nosewheel steering right in the middle of a 90-degree turn.  The taxiways were wet so I was going slow and I was glad I was.  The  other thing to consider is that when it snows the ramps & taxiways are usually in much worse shape than the runways.  Sometimes they have braking action listed as "poor" when the runways are actually quite good.  So far this year I think there were 3 or 4 airliners that skidded off icy taxiways.  It's particularly bad after you've landed and are turning off the runway.  Like I said earlier, the runway may be in pretty good shape and you assume the taxiways are the same.  You start to turn off and, at some point in your turn, lose control and go into the grass.  I read an article in a Flying magazine many years ago where the writer said that when landing in snowy/icy conditions slow down to the point where you have to add power to exit the runway.  I've never forgotten this and it has kept me out of trouble.

If you're at or above 10,000 feet you can go as fast as you want (of course Mach 1 is not allowed but that's seldom an issue for civilians).

Class C or D airspace: below 2,500 AGL and within 4nm of the "primary airport": 200 KIAS (ATC may override this).  This happened to me yesterday at Milwaukee, a Class C airport.  We took off and the tower told us to accelerate to 250 knots as soon as possible.

There is no 200 knot speed limit for operations in proximity (2,500 & 4) to the airport if you're in Class B airspace.  Unless otherwise instructed by ATC you can hold 250 as long as possible until it becomes necessary to slow down to land.

If you're operating in the airspace below Class B or if you're in a VFR corridor within Class B the limit is 200 KIAS.

Answer 3

"HIGH SPEED TAXIWAY.....designed to define the path of aircraft traveling at high speed (up to 60 knots) from the runway center to a point on the center of the taxiway."  [Pilot/Controller Glossary].

From 0 to 3000 MSL the limit is 210 knots?  No.  In Class C or D airspace the limit is 200 knots at or below 2500' above the surface within 4 nm of its primary airport.  But ATC can authorize you to exceed 200 knots.  [FAR 91.117, and AIM 3-2-4 and 3-2-5].  

Below 10,000' MSL the limit is 250 knots?  Not if a faster airspeed is an operational necessity.  

10,000' MSL to FL 180 the speed limit is 280 knots?  No.

When within 4 nm of the primary airport in Class C or D airpace, and at or below 2500' from the surface be slowed to 200 knots or less.  If you want to exceed 200 knots there, request to exceed 200 knots and get authorization.

Answer 4

Varies depending on airport.

an example:

Maximum speed on taxiway segments are:

Taxiway segment: 15 Kts

RET segment: 20 Kts

Taxi-lane segment (arrivals): 7 Kts

Taxi-lane segment (departures): 6 Kts This speed is different to the previous one due to the pushback procedure.

The approach airspeed will vary depending on the controllers requirements for distance of separation between two aircraft.

The minimum is obviously the minimum airspeed the aircraft is capable of.

The air above the continental United States has been divided up into different classifications by the FAA. These classifications are called  "Class A", Class B", "Class C", "Class D", "Class E", and "Class G". Federal  

Air Regulations describe what type of flights, minimum equipment  requirements, minimum visibility requirements, etc for each class of  airspace. Let's take your example.

Class "B" (or often called "Class BRAVO")  airspace is the area above and around the biggest and busiest airports. ATC  has positive radar control of the aircraft in that airspace.

Class "C" (or  often called "Class CHARLIE") airspace is the area above and around smaller  airports. ATC has positive radar control of the aircraft in that airspace  also. These airspaces have different boundaries, depending on what classification they are, and what geographic features they may cover.

In certain classes of airspace... for example Class BRAVO airspace, aircraft  must request clearance from ATC to enter the airspace, even if it is to just  fly through this airspace. They have to request this clearance before they can enter the boundary for that airspace.  

When an aircraft calls ATC and requests to fly through the Class BRAVO airspace, ATC will give them the clearance to do so by saying something like  "Mooney 1234 Romeo Lima, you are cleared through the Bravo airspace." This  simply means that the aircraft has permission to enter and fly through that  airspace. Why do the call it Bravo? While the predominant language for international aviation is English, not everyone speaks English as their native language. This can lead to lots of misunderstanding, and potentially  

fatal situations. It was decided by the International Civil Aviation  Organization that all spoken letters would be given an agreed-upon "Name",  in order that everyone from all over the world can understand which letters  are which. This is what they came up with:  

  

A=Alpha  

  

B=Bravo  

  

C=Charlie  

  

D=Delta  

  

E=Echo  

  

F=Foxtrot  

  

G=Golf  

  

H=Hotel  

  

I=India  

  

J=Juliet  

  

K=Kilo  

  

L=Lima  

  

M=Mike  

  

N=November  

  

O=Oscar  

  

P=Pappa  

  

Q=Quibec  

  

R=Romeo  

  

S=Sierra  

  

T=Tango  

  

U=Uniform  

  

V=Victor  

  

W=Whiskey  

  

X=X-ray  

  

Y=Yankee  

  

Z=Zulu  

http://www.eggheadcafe.com/forumarchives...