REFLECTOR::Re:Pure Jet Velocity XL

[reflector@tvbf.org]

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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