{"id":22066786,"date":"2026-09-13T16:17:50","date_gmt":"2026-09-13T14:17:50","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/far-91-117-250-knot-speed-limit-below-10000-feet\/"},"modified":"2026-09-13T16:18:39","modified_gmt":"2026-09-13T14:18:39","slug":"far-91-117-250-knot-speed-limit-below-10000-feet","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/it\/far-91-117-250-knot-speed-limit-below-10000-feet\/","title":{"rendered":"FAR 91.117: Why Airliners Slow to 250 Knots Below 10,000 Feet"},"content":{"rendered":"\r\n<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n\r\n<p>Sit at the front of a descending airliner and you can feel the moment. The nose comes up a fraction, the engines spool, and a low rumble rises through the floor as the speedbrakes bite. The aeroplane has just arrived at 10,000 feet with too much energy, and it is now throwing that energy away on purpose.<\/p>\r\n\r\n<p>Pilots do not hate 10,000 feet. But it is the least comfortable altitude in the sky to be asked to fly at, and almost every reason traces back to one short paragraph of American regulation written after the worst airline disaster the world had seen.<\/p>\r\n\r\n<p>Below 10,000 feet you are slow, you are burning fuel at a rate that would horrify your dispatcher, you are not allowed to talk about anything except flying the aeroplane, and you are surrounded by everyone else arriving and departing. Above it, all four problems ease at once.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;border-left:4px solid #5C91FF;padding:20px 24px;margin:26px 0 30px;font-size:15px;line-height:1.75\">\r\n<p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p>\r\n<p style=\"margin:4px 0\"><strong>Regulation:<\/strong> 14 CFR 91.117 (FAR 91.117), &ldquo;Aircraft speed&rdquo;<\/p>\r\n<p style=\"margin:4px 0\"><strong>The limit:<\/strong> 250 knots indicated airspeed below 10,000 feet MSL<\/p>\r\n<p style=\"margin:4px 0\"><strong>Tighter limits:<\/strong> 200 knots below a Class B shelf, and 200 knots within 4 NM of a Class C or D primary airport at or below 2,500 feet AGL<\/p>\r\n<p style=\"margin:4px 0\"><strong>Current text dates from:<\/strong> Docket 18334, 54 FR 34292, 18 August 1989; last amended 1993<\/p>\r\n<p style=\"margin:4px 0\"><strong>Origin:<\/strong> a speed rule issued by the Federal Aviation Agency after the 16 December 1960 New York mid-air collision, 134 dead<\/p>\r\n<p style=\"margin:4px 0\"><strong>Europe:<\/strong> SERA.6001 applies 250 knots IAS below FL 100, but only in some airspace classes<\/p>\r\n<p style=\"margin:4px 0\"><strong>Speed at 10,000 ft:<\/strong> 250 knots indicated is roughly 290 knots true on a standard day<\/p>\r\n<\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What FAR 91.117 actually says<\/h2>\r\n\r\n<p>The rule is four short paragraphs, and most of the arguments about it come from people who have only ever read the first one. Here it is in full, from the current Code of Federal Regulations.<\/p>\r\n\r\n<p>Paragraph (a): <em>&ldquo;Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.).&rdquo;<\/em><\/p>\r\n\r\n<p>Paragraph (b) drops the ceiling to 200 knots at or below 2,500 feet above the surface within four nautical miles of the primary airport of a Class C or Class D airspace area, and explicitly exempts Class B, where paragraph (a) governs instead. Paragraph (c) sets 200 knots in the airspace underlying a Class B area and in any VFR corridor cut through it.<\/p>\r\n\r\n<p>Paragraph (d) is the one that matters most and gets quoted least: <em>&ldquo;If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.&rdquo;<\/em> A heavy jet that cannot hold 250 knots in a particular configuration is not breaking the rule by flying faster. It is following it.<\/p>\r\n\r\n<p>Two details are worth pinning down. The limit is <em>indicated<\/em> airspeed, not ground speed, so a jet showing 250 knots with a 70-knot tailwind is legally compliant while crossing the ground at 320 knots. And the altitude is 10,000 feet <em>MSL<\/em>, not above ground level, which is why the rule effectively vanishes over Colorado and bites hard over Florida.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/fJYMZOOIG18\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The collision that wrote the rule<\/h2>\r\n\r\n<p>On the morning of 16 December 1960, United Air Lines Flight 826, a brand-new Douglas DC-8-11 registered N8013U, was being vectored towards the Preston intersection over the New York terminal area in snow and low cloud. One of its two VOR navigation receivers had failed. The crew reported the failure to the company but not to air traffic control.<\/p>\r\n\r\n<p>Flight 826 flew through Preston without noticing and kept going. According to the Federal Aviation Administration's own account of the accident, the DC-8 was doing more than 300 knots indicated as it turned to intercept Victor 123, which meant it covered the eight miles to Preston in a little over a minute and the following eleven miles in under two.<\/p>\r\n\r\n<p>At 10:33 it struck Trans World Airlines Flight 266, a Lockheed L-1049 Super Constellation named <em>Star of Sicily<\/em>, descending towards LaGuardia. The Constellation fell on Miller Field on Staten Island. The DC-8 carried on north-east and came down at Seventh Avenue and Sterling Place in Park Slope, Brooklyn, destroying or damaging ten buildings. All 84 people aboard the United jet died, all 44 aboard the TWA aircraft died, and six more were killed on the ground. The toll of 134 made it the deadliest airline accident in history at the time.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/twa-lockheed-super-constellation-n6907c-star-of-sicily.jpg\" alt=\"TWA Lockheed L-1049 Super Constellation N6907C Star of Sicily at Chicago Midway\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">N6907C, the TWA Super Constellation <em>Star of Sicily<\/em>, photographed at Chicago Midway in December 1957. Three years later it was destroyed in the collision over New York. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<p>The Civil Aeronautics Board laid the blame on the United crew for leaving their clearance, but it named the speed in the same sentence, and that sentence is why every jet in American airspace slows down today.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;The board determines that the probable cause of this accident was that United Flight 826 proceeded beyond its clearance limit and the confines of the airspace allocated to the flight by Air Traffic Control. A contributing factor was the high rate of speed of the United DC-8 as it approached the Preston intersection, coupled with the change of clearance which reduced the enroute distance along VICTOR 123 by approximately 11 miles.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Civil Aeronautics Board<\/strong> &mdash; probable cause finding, United 826 \/ TWA 266 accident report<\/div><\/div><\/div>\r\n\r\n\r\n<p>The regulatory response was fast. Within months the agency had a speed rule on the books &mdash; but it was not the rule we have now, and the difference is the most widely repeated error about 91.117.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/Jl29NPpEkT8\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The first version was much narrower<\/h2>\r\n\r\n<p>People describe the 250-knot limit as if it arrived fully formed in 1961. It did not. The FAA's summary of the post-accident actions records a speed rule prohibiting aircraft from exceeding 250 knots <em>when within 30 nautical miles of a destination airport<\/em> and below 10,000 feet, with an exception where the safety requirement of tactical jets dictated a higher minimum speed.<\/p>\r\n\r\n<p>That is a terminal-area rule, not a blanket one. Outside thirty miles of where you were going, you could still push it. The blanket version that applies everywhere below 10,000 feet MSL came later, and the text now in force carries a 1989 docket number with amendments through 1993. The eCFR records no substantive change since.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/douglas-dc-8-11-early-jet-airliner.jpg\" alt=\"Douglas DC-8-11 in early United Air Lines service\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A Douglas DC-8-11, the same early variant as United 826. The DC-8 was barely a year into airline service when the collision happened, and closing speeds in the terminal area had roughly doubled in a decade. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Why 250 knots is such an expensive way to fly<\/h2>\r\n\r\n<p>Here is the part that has nothing to do with regulation and everything to do with physics. An airspeed indicator measures dynamic pressure, not speed. As you climb, the air thins, and the same indicated reading corresponds to a progressively higher true airspeed. The FAA's <em>Pilot's Handbook of Aeronautical Knowledge<\/em> offers a rule of thumb of roughly two percent per thousand feet; the real figure depends on temperature and pressure.<\/p>\r\n\r\n<p>Work it out at 10,000 feet on a standard day and 250 knots indicated is about 290 knots true. Take the same jet to 36,000 feet and a far lower indicated speed produces a true airspeed north of 450 knots. The aeroplane is not just allowed to go faster up high. It gets the speed almost for free.<\/p>\r\n\r\n<p>The engines feel it too. A turbofan is designed to work in cold, thin air at high altitude, where it can be run near its most efficient setting. Down at 10,000 feet in dense air, the airframe drags harder and the engines run further from their sweet spot to hold a speed that is, in true terms, unimpressive. Nobody publishes a single clean number for the penalty because it depends on type, weight and temperature, but every airline flight plan tells the same story: time spent low is time spent expensive.<\/p>\r\n\r\n<p>That is why an airliner held down at 10,000 feet for a long arrival sequence starts to worry its crew. Fuel that was planned to be burned at altitude is being burned in the worst place possible.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The exceptions almost nobody quotes<\/h2>\r\n\r\n<p>The blanket reading of the rule is wrong in three useful ways.<\/p>\r\n\r\n<p>First, paragraph (d) already covered above: if minimum safe airspeed exceeds the limit, fly the minimum safe airspeed. This is a real operational relief, not a loophole, and it is how heavy aircraft in certain configurations stay legal.<\/p>\r\n\r\n<p>Second, the offshore carve-out. The Aeronautical Information Manual states plainly that the 250-knot restriction does not apply to US-registered aircraft operating beyond twelve nautical miles from the coastline within the US Flight Information Region in Class E airspace below 10,000 feet MSL. The 200-knot limit under a Class B shelf still applies.<\/p>\r\n\r\n<p>Third, the floor. Controllers are not free to slow you to a crawl either. The AIM's recommended minimums for assigned speed adjustments are 210 knots for arriving turbojets below 10,000 feet, dropping to 170 knots within twenty flying miles of the landing airport, and 230 knots for departing turbojets. Pilots complying with a speed assignment are expected to hold it within plus or minus 10 knots.<\/p>\r\n\r\n<p>What the AIM will not let you do is treat an ATC speed assignment as permission to break the regulation.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;Pilots are reminded that they are responsible for rejecting the application of speed adjustment by ATC if, in their opinion, it will cause them to exceed the maximum indicated airspeed prescribed by 14 CFR section 91.117(a), (c) and (d). IN SUCH CASES, THE PILOT IS EXPECTED TO SO INFORM ATC. Pilots operating at or above 10,000 feet MSL who are issued speed adjustments which exceed 250 knots IAS and are subsequently cleared below 10,000 feet MSL are expected to comply with 14 CFR section 91.117(a).&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>FAA Aeronautical Information Manual<\/strong> &mdash; paragraph 4-4-12(i), Speed Adjustments<\/div><\/div><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Ten thousand feet is a boundary, not just a speed limit<\/h2>\r\n\r\n<p>Speed is only the most famous thing that changes at 10,000 feet. For airline crews it is also the line where the conversation stops.<\/p>\r\n\r\n<p>FAR 121.542, the sterile flight deck rule, states that no certificate holder shall require, nor may any flight crewmember perform, any duties during a critical phase of flight except those required for the safe operation of the aircraft. Critical phases are defined to include taxi, take-off, landing and all other flight operations conducted below 10,000 feet except cruise flight. The FAA imposed it on all commercial flights in 1981 after a run of accidents in which crews had been distracted by conversation at exactly the wrong moment.<\/p>\r\n\r\n<p>So the descent through 10,000 feet does several things at once. The speed comes back to 250 knots or less. The small talk ends. Cabin crew are seated. The workload climbs while the margin shrinks. It is the busiest, most regulated, least efficient block of air an airliner flies through, and crews are happy to be above it or on the ground below it rather than parked in the middle.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/ArMidXVeNzE\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Europe draws the line differently<\/h2>\r\n\r\n<p>European pilots talk about FL 100 rather than 10,000 feet, and the rule they are working to is not 91.117 but SERA.6001, the airspace classification table in the European rules of the air. The number is the same &mdash; 250 knots indicated &mdash; but the coverage is not.<\/p>\r\n\r\n<p>Under SERA the limit applies to VFR flights in Class C, and to all flights in Class D, E, F and G below 3,050 metres, which is 10,000 feet. It does not apply in Class A or Class B. The stated reasoning is instructive: the limit exists to help pilots visually acquire traffic that is not being separated for them. Where full separation is provided, the argument for a blanket speed cap falls away.<\/p>\r\n\r\n<p>That is a different philosophy from the American one, which caps almost everything below 10,000 feet MSL regardless of whether separation is being provided. In practice European crews still see the same thing on a radar-vectored departure: level off, accelerate above FL 100, and the day gets cheaper.<\/p>\r\n\r\n<p>None of which makes 10,000 feet a bad altitude. It is simply the altitude where the sky is at its most crowded, its most regulated and its least efficient &mdash; three good reasons to pass through it rather than live in it.<\/p>\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>Why is there a 250-knot speed limit below 10,000 feet?<\/summary><div class=\"a\">The limit reduces closing speeds in the crowded airspace around airports, where traffic converges and pilots and controllers need time to see and resolve conflicts. It traces back to the 16 December 1960 collision between United Air Lines Flight 826 and TWA Flight 266 over New York, in which the DC-8 was doing more than 300 knots indicated when it overflew its clearance limit. The Civil Aeronautics Board named the DC-8&rsquo;s high speed as a contributing factor, and the Federal Aviation Agency issued a speed rule within months.<\/div><\/details><details><summary>What does FAR 91.117 actually say?<\/summary><div class=\"a\">14 CFR 91.117(a) states that unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots. Paragraph (b) sets 200 knots at or below 2,500 feet above the surface within four nautical miles of a Class C or D primary airport, paragraph (c) sets 200 knots beneath a Class B shelf or in a Class B VFR corridor, and paragraph (d) allows a higher speed if the minimum safe airspeed for the operation exceeds the limit.<\/div><\/details><details><summary>Is the 250-knot limit indicated airspeed or ground speed?<\/summary><div class=\"a\">It is indicated airspeed. A jet showing 250 knots on the airspeed indicator complies with 14 CFR 91.117 even if a strong tailwind is pushing its ground speed well past 300 knots. Indicated airspeed also means the true airspeed rises with altitude: 250 knots indicated at 10,000 feet on a standard day is roughly 290 knots true.<\/div><\/details><details><summary>Can ATC authorise more than 250 knots below 10,000 feet?<\/summary><div class=\"a\">Not in normal operations. The FAA&rsquo;s Aeronautical Information Manual reminds pilots that they are responsible for rejecting a speed adjustment that would make them exceed the limits in 14 CFR 91.117, and that they are expected to inform ATC when they do. A pilot given a speed above 250 knots at or above 10,000 feet is expected to slow to comply once cleared below 10,000 feet, without being told.<\/div><\/details><details><summary>Are there places where the 250-knot limit does not apply?<\/summary><div class=\"a\">Yes. The Aeronautical Information Manual states that the 250-knot restriction does not apply to US-registered aircraft operating beyond twelve nautical miles from the coastline within the US Flight Information Region, in Class E airspace below 10,000 feet MSL. The separate 200-knot limit beneath a Class B area or in a Class B VFR corridor still applies. Paragraph 91.117(d) also permits a higher speed when the minimum safe airspeed for the operation is greater than the limit.<\/div><\/details><details><summary>Does the 250-knot rule apply in Europe?<\/summary><div class=\"a\">Europe has an equivalent but not an identical rule. Under SERA.6001 in Commission Implementing Regulation (EU) No 923\/2012, a 250-knot indicated airspeed limit applies below 3,050 metres, which is 10,000 feet, to VFR flights in Class C and to all flights in Classes D, E, F and G. It does not apply in Class A or Class B. The stated purpose is to help pilots visually acquire traffic that is not being separated for them.<\/div><\/details><details><summary>Why don&rsquo;t airliners cruise at 10,000 feet?<\/summary><div class=\"a\">Because it is the most expensive altitude they can fly at. The air is dense, so drag is high; the turbofans are far from their efficient operating point; and the 250-knot speed limit caps the true airspeed at roughly 290 knots on a standard day, against 450 knots or more in the thirties. An airliner held down at 10,000 feet burns fuel that was planned to be burned at altitude, which is why long low-level holds make crews nervous.<\/div><\/details><details><summary>What else changes at 10,000 feet besides the speed limit?<\/summary><div class=\"a\">For US airline crews, the sterile flight deck rule. 14 CFR 121.542 prohibits any flight crew duties during a critical phase of flight other than those required for the safe operation of the aircraft, and defines critical phases to include all operations below 10,000 feet except cruise. The FAA applied it to all commercial flights in 1981 after a series of accidents involving crews distracted by non-essential conversation.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"Why is there a 250-knot speed limit below 10,000 feet?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The limit reduces closing speeds in the crowded airspace around airports, where traffic converges and pilots and controllers need time to see and resolve conflicts. It traces back to the 16 December 1960 collision between United Air Lines Flight 826 and TWA Flight 266 over New York, in which the DC-8 was doing more than 300 knots indicated when it overflew its clearance limit. The Civil Aeronautics Board named the DC-8\u2019s high speed as a contributing factor, and the Federal Aviation Agency issued a speed rule within months.\"}},{\"@type\":\"Question\",\"name\":\"What does FAR 91.117 actually say?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"14 CFR 91.117(a) states that unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots. Paragraph (b) sets 200 knots at or below 2,500 feet above the surface within four nautical miles of a Class C or D primary airport, paragraph (c) sets 200 knots beneath a Class B shelf or in a Class B VFR corridor, and paragraph (d) allows a higher speed if the minimum safe airspeed for the operation exceeds the limit.\"}},{\"@type\":\"Question\",\"name\":\"Is the 250-knot limit indicated airspeed or ground speed?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"It is indicated airspeed. A jet showing 250 knots on the airspeed indicator complies with 14 CFR 91.117 even if a strong tailwind is pushing its ground speed well past 300 knots. Indicated airspeed also means the true airspeed rises with altitude: 250 knots indicated at 10,000 feet on a standard day is roughly 290 knots true.\"}},{\"@type\":\"Question\",\"name\":\"Can ATC authorise more than 250 knots below 10,000 feet?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Not in normal operations. The FAA\u2019s Aeronautical Information Manual reminds pilots that they are responsible for rejecting a speed adjustment that would make them exceed the limits in 14 CFR 91.117, and that they are expected to inform ATC when they do. A pilot given a speed above 250 knots at or above 10,000 feet is expected to slow to comply once cleared below 10,000 feet, without being told.\"}},{\"@type\":\"Question\",\"name\":\"Are there places where the 250-knot limit does not apply?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. The Aeronautical Information Manual states that the 250-knot restriction does not apply to US-registered aircraft operating beyond twelve nautical miles from the coastline within the US Flight Information Region, in Class E airspace below 10,000 feet MSL. The separate 200-knot limit beneath a Class B area or in a Class B VFR corridor still applies. Paragraph 91.117(d) also permits a higher speed when the minimum safe airspeed for the operation is greater than the limit.\"}},{\"@type\":\"Question\",\"name\":\"Does the 250-knot rule apply in Europe?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Europe has an equivalent but not an identical rule. Under SERA.6001 in Commission Implementing Regulation (EU) No 923\/2012, a 250-knot indicated airspeed limit applies below 3,050 metres, which is 10,000 feet, to VFR flights in Class C and to all flights in Classes D, E, F and G. It does not apply in Class A or Class B. The stated purpose is to help pilots visually acquire traffic that is not being separated for them.\"}},{\"@type\":\"Question\",\"name\":\"Why don\u2019t airliners cruise at 10,000 feet?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because it is the most expensive altitude they can fly at. The air is dense, so drag is high; the turbofans are far from their efficient operating point; and the 250-knot speed limit caps the true airspeed at roughly 290 knots on a standard day, against 450 knots or more in the thirties. An airliner held down at 10,000 feet burns fuel that was planned to be burned at altitude, which is why long low-level holds make crews nervous.\"}},{\"@type\":\"Question\",\"name\":\"What else changes at 10,000 feet besides the speed limit?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"For US airline crews, the sterile flight deck rule. 14 CFR 121.542 prohibits any flight crew duties during a critical phase of flight other than those required for the safe operation of the aircraft, and defines critical phases to include all operations below 10,000 feet except cruise. The FAA applied it to all commercial flights in 1981 after a series of accidents involving crews distracted by non-essential conversation.\"}}]}<\/script><p><em>Sources: eCFR, 14 CFR 91.117 &ldquo;Aircraft speed&rdquo;; FAA Aeronautical Information Manual 4-4-12, &ldquo;Speed Adjustments&rdquo;; FAA Lessons Learned From Transport Airplane Accidents, Douglas DC-8 N8013U; Civil Aeronautics Board accident report, United 826 \/ TWA 266; 14 CFR 121.542; FAA Pilot&rsquo;s Handbook of Aeronautical Knowledge; Commission Implementing Regulation (EU) No 923\/2012, SERA.6001.<\/em><\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\">\r\n<p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p>\r\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/70-50-takeoff-rule-faa-aim-abort-point\/\">The 70\/50 Takeoff Rule: What the FAA Says and Where It Fails<\/a><\/p>\r\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/mayday-pan-pan-squawk-7700-pilot-radio-phraseology\/\">Mayday, Pan-Pan and Squawk 7700: What Pilots Say on the Radio<\/a><\/p>\r\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/coffin-corner-aerodynamics-stall-mach-high-altitude\/\">The Corner of the Sky That Kills Both Ways<\/a><\/p>\r\n<p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/shortest-takeoff-distance-aircraft-valdez-stol-records\/\">Shortest Takeoff Distance: From Valdez STOL Records to Airliners<\/a><\/p>\r\n<\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Sit at the front of a descending airliner and you can feel the moment. The nose comes up a fraction, the engines spool, and a low rumble rises through the floor as the speedbrakes bite. The aeroplane has just arrived at 10,000 feet with too much energy, and it is now throwing that energy away [&hellip;]<\/p>\n","protected":false},"author":23,"featured_media":22066270,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-22066786","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>FAR 91.117: Why Airliners Slow to 250 Knots Below 10,000 Feet | MiGFlug<\/title>\n<meta name=\"description\" content=\"Why FAR 91.117 caps aircraft at 250 knots below 10,000 feet, the 1960 collision that wrote the rule, and the exceptions pilots rarely quote.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, 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