As far as my knowledge goes: There is a 250 kt speed limit under the altitude of 10.000 feet. This screenshot seem to show an aircraft below 10.000 feet and traveling at 285 kts at the time i captured the screenshot.
I don't think this aircraft posed any threats to other aviation traffic as there is no other traffic in the airspace. I was just curious.
Shortly after: I see this aircraft taking off from the same airport. Doing the same thing as the first plane.
First of all, this aircraft was flying in Europe, not in FAA land. In Europe there is no general limitation to 250 knots below 10000 ft. There is no EASA airspace restrictions, every country has their own set of rules. There are airspaces that have speed restrictions below 10000 ft, others don't and sometimes aircraft are allowed to go faster than 250 knots with ATC permission.
Secondly, the 250 knots is an indicated airspeed limitation. At 10000 ft, 250 KIAS (Knots Indicated Air Speed) will be approximately 289 KTAS (Knots True Air Speed). And then there is the additional effect of wind. With a strong tailwind you can exceed 350 knots ground speed while still flying below 250 KIAS.
Thirdly, the data in the image you linked is provided by ADS-B. ADS-B can transmit either ground speed or air speed. Under the European ADS-B mandate, aircraft must transmit ground speed, not air speed. But since this mandate will not affect this particular aircraft until December 7, 2017 it might very well be transmitting True Air Speed.
Note that ADS-B data is not purely derived from GPS. The Mode S transponder which provides the ADS-B out functionality on this aircraft is attached to various data channels and is getting Indicated Airspeed, barometric vertical rate. In fact ADS-B vertical rate is preferably from a barometric source.
As far as my knowledge goes: There is a 250 kt speed limit under the altitude of 10.000 feet. This screenshot seem to show an aircraft below 10.000 feet and traveling at 285 kts at the time i captured the screenshot. I don't think this aircraft posed any threats to other aviation traffic as there is no other traffic in the airspace. I was just curious. EDIT: Shortly after: I see this aircraft taking off from the same airport. Doing the same thing as the first plane.
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
My only detailed experience with carburetors is in aircraft. I'm pretty familiar with the principles behind float-type carbs, but I recently saw a schematic for a "downdraft carburetor" with a choke valve. This got me curious, so I did a little research and found that what I'm used to is an "updraft carburetor", and that (according to wikipedia) they fell out of fashion in the automotive industry in the 1930s. Why is the updraft carburetor design so prevalent in aviation? Does an updraft carb actually have a choke valve? Images below to provide a little context for those of us who
I had posted the question below on a New York Times article, but did not get any useful replies. The series of six successful Inmarsat pings known to exist, MAY carry enough information to say if the plane most likely went along the S or the N arc we see in reports. Unfortunately, only the last ping (at 8:11AM) is available publicly. Here is the basic idea on extracting the information..., of course) giving us a series of most likely positions at 3:11AM, 4:11AM, 5:11AM, etc. If the trajectory of these sequence of spaces has a N/S directionality, we can say with some confidence
I am searching some airports databases and I find some airports with the same IATA code with different ICAO codes. Is it mistake in the database? Is it OK? For example: Beaufort MCAS - Merritt Field (ICAO KNBC IATA BFT) Beaufort County Airport (ICAO KARW IATA BFT) Edit: Another example; Paamiut Airport (ICAO BGPT IATA JFR ) Paamiut Heliport (ICAO BGFH IATA JFR ) Another example with 40 km between them: Desierto de Atacama (IATA: CPO – ICAO: SCAT) Chamonate (IATA: CPO – ICAO: SCHA)
In February 2014 a co-pilot hijacked Ethopian Airlines flight 702 and took it to Switzerland. Now in March there is some speculation that Malaysia Airlines flight 370 may have been hijacked and destroyed by the pilots - maybe they took a nose dive into the Andaman Sea? So my question is this: is there an automatic or say anti-pilot warning system on commercial airliners? In other words, a system that is non-maskable (can't be disabled by the pilot) and which will automatically warn ATC about unexpected conditions (like a sudden decrease in altitude)?
was in the cockpit while the other one was outside, following standard regulations. DGCA however, got wind of this, and turned out to be not in a very festive mood. Mid-air Holi celebrations
So every once in awhile I see an article talking about the air traffic control strikes in Europe like this one: European air traffic controllers to strike. How does this affect me if I am flying to Europe? Do they just close the doors and all airspace becomes uncontrolled airspace? I'm guessing not, but that's what I envision when I hear that! What happens if they go on strike while I'm over the ocean on my way there?
In Did this aircraft illegally exceed 250kts below 10,000ft? it was mentioned that unlike here in the US, EASA does not have a 250 kt. speed limit below 10,000 ft. So does this mean that are we allowed to go as fast as we want? Mach 8? ;-) What is the maximum indicated airspeed specified by EASA when operating in the European Union?
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane... a simple explanation of the above case. Edit: I am attaching two screen shots of two sets of equations from two sources. Links to the books are included below. Both sources state these are longitudinal equations of motion although their general form differ from each other. I think I got to understand one point: these equations were derived considering translation motion on the x and z planes