SLC has been training ground controllers lately. Which usually means one set of taxi instruction quickly followed by another voice cutting in and saying "SkyWest XXX, hold position!" and then a completely different set, or something like that...crazy at first but I think we're all getting used to it.

I went into NAS Pensacola one time for the overhead break and had a trainee controller on the tower frequency. I had been cleared for the overhead and when I hit the initial I was told to follow the T-34C on mid-downwind. I had to chuckle to myself as I requested a depart and re-enter for the overhead and was approved.

After coming back around to land and during the roll out I politely informed the young controller that I was unable to follow a T-34C in the pattern at any time; 135 kts in the pattern or so doesn't mesh well with 80 kts

USMCFLYR

better than the skywest crew at ORD last year that said "unable" when told to slow to 180 on the downwind. THAT was hilarious, and embarrassing to listen to at the same time.

He/she needed you to turn and wanted to give you as much lattitude as possible on your descent. I would interpret the instructions to mean: "I need you eventually at 9000. I would give you PD but I have crossing traffic ahead and at WTEVA, so do it this way."

1. Descend to 9000.
2. Slow to 200
3. turn 10 degrees
4. Say heading
5 expect 5 in five
Why #4? Maybe radically different winds aloft (frontal passage). Idon't know, but he needs it. So I add that three second radio call to my "do" list.
#5? Hmmm... maybe for lost comms protection? Remember highest of MEA, Expected or Assigned? Or maybe just as a courtesy...


Read them back, and do what you read back, and you will be fine.

They need to read their own rules, to wit:


2/16/06 7110.65R

Chapter 5, Section 7
PDF page 241 of 492

Speed Adjustment 5−7−3
TO MACH (Mach number),
or
(number of knots) KNOTS.
NOTE−
When specifying descent prior to speed reduction, consider
the maximum speed requirements specified in 14 CFR
Section 91.117. It may be necessary for the pilot to level off
temporarily and reduce speed prior to descending below
10,000 feet MSL.
d. Specify combined speed/altitude fix crossing
restrictions.
PHRASEOLOGY−
CROSS (fix) AT AND MAINTAIN (altitude) AT (specified
speed) KNOTS.
EXAMPLE−
“Cross Robinsville at and maintain six thousand at
two three zero knots.”
REFERENCE−
FAAO 7110.65, Numbers Usage, Para 2−4−17.
FAAO 7110.65, Altitude Information, Para 4−5−7.
5−7−3. MINIMA
When assigning airspeeds, use the following
recommended minima:
a. To aircraft operating between FL 280 and
10,000 feet, a speed not less than 250 knots or the
equivalent Mach number.
NOTE−
1. On a standard day the Mach numbers equivalent to
250 knots CAS (subject to minor variations) are:
FL 240−0.6
FL 250−0.61
FL 260−0.62
FL 270−0.64
FL 280−0.65
FL 290−0.66.
2. If a pilot is unable to comply with the speed assignment,
the pilot will advise.
b. When an operational advantage will be
realized, speeds lower than the recommended
minima may be applied.
c. To arrival aircraft operating below 10,000 feet:
1. Turbojet aircraft. A speed not less than
210 knots; except when the aircraft is within 20 flying
miles of the runway threshold of the airport of
intended landing, a speed not less than 170 knots.
2. Reciprocating engine and turboprop aircraft.
A speed not less than 200 knots; except when the
aircraft is within 20 flying miles of the runway
threshold of the airport of intended landing, a speed
not less than 150 knots.
d. Departures:
1. Turbojet aircraft. A speed not less than
230 knots.
2. Reciprocating engine and turboprop aircraft.
A speed not less than 150 knots.
e. Helicopters. A speed not less than 60 knots.
REFERENCE−
FAAO 7110.65, Methods, Para 5−7−2.
5−7−4. TERMINATION
Advise aircraft when speed adjustment is no longer
needed.
PHRASEOLOGY−
RESUME NORMAL SPEED.
NOTE−
An instruction to “resume normal speed” does not delete
speed restrictions that are applicable to published
procedures of upcoming segments of flight, unless
specifically stated by ATC. This does not relieve the pilot
of those speed restrictions which are applicable to 14 CFR
Section 91.117.

read it again.... the sub pp before your highlight states:

b. When an operational advantage will be
realized, speeds lower than the recommended
minima may be applied.

Yes, that is correct. There are minimum speeds that ATC can assign. But they can assign anything if they need. If a pilot says unable, then that solves the question. If they assign me 150kts when I'm 10 miles out, I'll do it if thats what it takes for me to shoot the approach. I'm eventually going to be down to 130-140 anyway, so who cares.

i'm gonna need to brush up on 91.117 after i get out of this skyhawk....

The other day going into D.C. at FL250 I was asked to Slow to My Slowest Practicable speed. I don't know but I probably get the stick shaker at about 170 at that altitude????

You should have a chart for that in your manual, but I wouldn't go below .68 in a jet without checking the chart. The charted min speeds for the CRJ are surprising low.