mobilepolice
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I think this is been beaten to death a bit but I want to get others takes on it.
My 1980 Piper Seneca II's POH published VNE speed is in IAS and CAS. Both are 195 knots.
I cruise at 165-170 TAS and on a regular basis can come pretty close to that 195 limitation on TRUE airspeed.
This isn't IAS and CAS, which is what the limitation is published as.
I was flying yesterday, descending from 17,500 with a friend in the right seat and told him that it's a relatively big deal to descend under power in the airplane, because it puts you close to VNE.
He disagreed, and said that the limit is only for IAS/CAS, not TAS and that I was free to run the needle all the way up to the red line on the dial (not that it would be possible at that altitude)
Some research online finds this to be a hotly debated subject, but what I wanted to ask the community here is if anyone has seen in any Piper POH any statement about VNE being related to or listed with a TAS speed as well?
Thanks
My 1980 Piper Seneca II's POH published VNE speed is in IAS and CAS. Both are 195 knots.
I cruise at 165-170 TAS and on a regular basis can come pretty close to that 195 limitation on TRUE airspeed.
This isn't IAS and CAS, which is what the limitation is published as.
I was flying yesterday, descending from 17,500 with a friend in the right seat and told him that it's a relatively big deal to descend under power in the airplane, because it puts you close to VNE.
He disagreed, and said that the limit is only for IAS/CAS, not TAS and that I was free to run the needle all the way up to the red line on the dial (not that it would be possible at that altitude)
Some research online finds this to be a hotly debated subject, but what I wanted to ask the community here is if anyone has seen in any Piper POH any statement about VNE being related to or listed with a TAS speed as well?
Thanks
