William Seger - Epically Fails - Again

[johndoeX]

In Seger's newest blunder - he claims that Vne for small aircraft is essentially the same as Vd for large aircraft, so he can hold onto some sort of "Margin" above Vd, since his latest VG diagram shows an "Overspeed Margin" between Vne and the end of the flight envelope.

Now for reality...

NASA VGH (velocity,load factor and altitude) recorders were installed on 12 types of turboprop and turbojet aircraft during the period 1960-61. Analysis of these data showed that the operation speeds Vno were being exceeded significantly more frequently than had been experienced in operations of piston-engined transports.

Because of the structural implications of these studies, the regulatory agencies and industry dropped the use of Vne for commercial transports certified under FAR 25. In 1964 the maximum operating limit speed Vmo was introduced in FAR 25.1505; i.e., “Vmo Speeds; The maximum operating limit speed (Vmo/Mmo airpseed or Mach number, whichever is critical at that particular altitude) is a speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a higher speed is authorized for flight test or pilot training.” - Structural Loads Analysis for Commercial Transport Aircraft: Theory and Practice - Ted L. Lomax - Google Books

(emphasis mine)

Vne in use on smaller aircraft is essentially 90% of Vd as mandated by the FAA.

As I have been trying to explain to Seger, ad nauseum, the margin for airspeed is between Vmo and Vd on Transport Category Aircraft.

Vd is the end of the flight envelope on all aircraft (small and large), regulated by the FAA. Period.

"Small aircraft" Flight Envelope.

Transport Category Flight Envelope

Now... it is game over, Seger.