REFLECTOR::Re:Pure Jet Velocity XL

[Robin Ream]

Richard,

    I'm not an engineer, period.  -  BUT, it logically follows in your
reasoning about the catastrophic results of exceeding Vne in level flight
that we're talking about theVelocity and other similar canards being
inherently dangerous; even in a moderate dive it's not that hard to exceed
Vne in any type of aircraft.  According to your data there's only two ways
to get down in a canard:  A nice slow descent, or straight down nose first
in an unrecoverable canard stall...  Hmmm.  Something about those choices
aren't particularly appealing.  ------------------  Anybody want to buy a
Velocity now?

Robin



----- Original Message ----- 
From: <richard@riley.net>
To: <reflector@tvbf.org>
Sent: Wednesday, February 11, 2004 12:38 AM
Subject: REFLECTOR::Re:Pure Jet Velocity XL


> Simply put, I believe an airplane that can exceed it's Vne in level flight
> is extraordinarily dangerous.
>
> Your pilot may have the discipline to never open up the throttle while at
> cruise speed and altitude.  I believe most don't have that discipline, at
> least, I wouldn't want to stake my life on it.
>
> At 08:13 PM 2/10/04 -0500, you wrote:
> >At 07:55 PM 2/7/04, Richard Riley wrote:
> >
> >Richard,
> >
> >It is always disconcerting to read contributions like this, which raise
> >fears based on very little factual information, and a great deal of
> >speculation.
> >
> >It is also rather annoying that anyone reading your e-mail would be
> >excused from assuming you are referring to the Velocity Jet as shown on
> >the http://x-jets.com/ web site. I can't imagine you are, because you
have
> >not discussed this aircraft with me or my partner at any time, and I have
> >no idea where you get the numbers and engine type that you quote.
> >
> >Let me say quite clearly to everyone on this list, that we do not feel
> >compelled to operate outside of the envelope of a standard Velocity XL
RG.
> >
> >Whether you choose turbojet power or a reciprocating engine, The VNE and
> >Critical Mach Speed of the airframe remain the same. A jet engine is
> >simply a very good power to weight ratio, not a license to exceed VNE or
> >other airframe limits including Mcr.
> >
> >Those limits have been estimated for our airframe, and prudent placard
> >limits have been set. All this was done at a very early stage, before an
> >engine choice was finalized. We did not simply bolt a jet engine on the
> >back end and cross our fingers. All the systems on our plane have been
> >designed for routine flight above 20K. Our project represents a safety
> >conscious and carefully engineered next step in Experimental aviation. If
> >you are curious, just watch for more news on the web site.
> >
> >The engine, by the way, is a GE-T58-8F  NOT a Honeywell T55. The Mcr of
> >the Main wing airfoil is the lowest at M=.54, which  equates
approximately
> >to 240 Kts IAS at 25K, 218 Kts IAS at 25K, and 199 Kts IAS at 29K. The
> >reference you give is excellent. However, it would be better to read it
> >from the start of the
> >chapter  http://142.26.194.131/aerodynamics1/High-Speed/default.htm  with
> >particular note of the way drag increases as Mcr is approached. Also note
> >how Mcr may be increased.
> >
> >Best Regards,
> >
> >Andreas P Christou
> >andreas@x-jets.com
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
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