HBadger wrote:
I’m confused by this. Could you rephrase? Does it depend on IFR vs VFR? Let’s say I want to do a legal 300kts low approach at a controlled airfield, how would that work?
If it is classes D & E & G (controller ATZ) – 250kts for all traffic by enforced by SERA VFR or IFR.
if it is class C – 250kts SERA limit for VFR traffic and no SERA limit for IFR traffic. Which means you could do 300kts approach under IFR in Class C.
Let’s say I want to do a legal 300kts low approach at a controlled airfield, how would that work?
Guess we’re talking IFR here. It works in that ATC states “no speed limit” or similar wording, thereby waving the speeds as published by each airport. Then you can fly your 300kts approach at will, timely plan your deceleration, and of course observe the aircraft’s limitations such as bird impact speed for the windscreen, etc.
Same works on a departure.
Now a low approach, as you specifically mention, or tower buzz (TopGun?) might be something else… though making your famous 300kts approach followed by a GA, you would have again to comply to the published speed limit, the more so if obstacle dictated 
How does “no speed restriction” tie out with obstacle clearances and protected area while under IFR?
Even if one picks Category E they still have limits: 250kias on IAF-IF leg? 230kias for final? and 240kias for circling?
I imagine one has to to turn more than 25deg to stay in the protected areas of a T-shape RNP
- or OpenAIs ChatGPT
I asked the AI to: Write a short info about stupid questions in general aviation that you’ve always wondered about
And out came this:
It’s understandable that people new to general aviation may have questions that seem silly or insignificant to those who are more experienced. However, it’s important to remember that no question is a stupid question when it comes to aviation, as safety is the top priority in this industry.
One question that may seem silly, but is actually quite common, is about the proper way to address a pilot. Some people may be unsure whether to use “Captain,” “Pilot,” or some other title, and may be hesitant to ask for fear of appearing ignorant. In reality, there is no one “correct” way to address a pilot. In a professional setting, it is appropriate to use the pilot’s rank or title, such as Captain or First Officer. In a more casual setting, it is generally acceptable to simply use the term “pilot.”
Another question that may seem silly is about the use of specific aviation terms or acronyms. It’s easy to feel overwhelmed by all the technical language used in aviation, and it’s common for people to be hesitant to ask for clarification for fear of appearing clueless. However, it’s important to remember that everyone has to start somewhere, and it’s better to ask for clarification than to make assumptions and potentially put yourself or others in danger.
In conclusion, there are no stupid questions in aviation. It’s important to always seek clarification and ask for help if you are unsure about something, as safety is the top priority in this industry.
Then I asked : What is EuroGA, and the AI answered:
EuroGA (short for “European General Aviation”) is a website and online community for general aviation enthusiasts in Europe. It provides a platform for pilots and aviation enthusiasts to share information, experiences, and knowledge about general aviation in Europe. The website features forums for discussions about various topics related to general aviation, as well as resources such as information about airports, aviation events, and aircraft for sale. EuroGA also provides a platform for users to connect with each other and form a community of like-minded individuals who share a passion for general aviation.
Ibra wrote:
How does “no speed restriction” tie out with obstacle clearances and protected area while under IFR?
According to the AI, the answer is:
In the context of instrument flight rules (IFR), “no speed restriction” means that there are no specific speed limitations or constraints for an aircraft to adhere to, and the pilot has the discretion to select an appropriate speed for the flight. However, this does not mean that the pilot can ignore all other safety considerations and fly at any speed they choose.
While operating under IFR, pilots are still required to maintain a minimum altitude and comply with any published altitude restrictions, as well as maintain a safe distance from obstacles and other aircraft. Pilots must also observe protected areas, such as national parks or military training areas, and avoid flying over these areas unless specifically authorized to do so.
In addition to these considerations, pilots must also take into account the performance capabilities of their aircraft and the conditions of the flight, such as weather and turbulence. They must also ensure that they are operating the aircraft within its design limits and capabilities.
Therefore, while “no speed restriction” means that there are no specific speed limits that must be followed, pilots must still ensure that they are operating the aircraft safely and in compliance with all other relevant regulations and guidelines.
No need to think anymore with an AI
Do these regulations apply to military aircraft under military radar control?
Maoraigh wrote:
Do these regulations apply to military aircraft under military radar control?
The answer is:
Military aircraft operating under military radar control may have different regulations and guidelines to follow compared to civilian aircraft operating under instrument flight rules (IFR).
In general, military aircraft are subject to the same safety considerations as civilian aircraft, such as maintaining a safe distance from obstacles and other aircraft, and avoiding protected areas unless specifically authorized to do so. However, military operations may involve additional considerations and restrictions due to the unique nature of military missions.
For example, military aircraft may be required to follow specific routing instructions or altitude restrictions in order to avoid areas of conflict or other potential hazards. They may also be required to maintain specific speeds or maneuvering capabilities in order to fulfill their mission objectives.
Additionally, military aircraft may have different equipment and capabilities compared to civilian aircraft, and may be able to operate safely at higher speeds or in different conditions. Military pilots are trained to operate these aircraft in accordance with their specific capabilities and mission requirements.
Overall, while military aircraft operating under military radar control may have different regulations and guidelines to follow compared to civilian aircraft operating under IFR, they are still subject to safety considerations and are required to operate in a safe and responsible manner.
What is different in EuroGA vs other aviation fora?
I would suggest that the principal difference is that other fora exist for profit.
This could be because they exist to promote a publication or commercial product or because they exist to generate a profit from advertising.
Peter has had a very different approach from the beginning. He doesn’t want it to be income orientated, but rather wanted to create a polite and knowledgeable place to discuss aviation. That has largely been self reinforcing, in that because of his moderation approach, the people who stick around are those who agree with that approach and in effect, it’s become the ‘culture’ of this forum and to a reasonable extent is self policing.
Long may it last!
NAT Texting…
