Dom,

 

Ah so!.  I am just an ordinary low altitude, bad attitude pilot.  Early on I studied what it meant to be operating a GA aircraft above 18,000 ft.  To me, the drawbacks weren't worth the effort for my planned missions and the purpose of flights where I would be PIC.  Thus, I remain below that altitude and have forgotten all the considerations for flight above it.  My mind is a small, capacity limited device which requires frequent cleaning in order to pack in new stuff. 

 

Your "old" friend,

 

Scott  

 

Dom “old” chap

 Grayhawk, OLDER chap (heh heh), et al as well,

 Just because I took another step into the future a week ago, no –two weeks ago.

 Seems to me that Vne definition is related to a visible connection to the pilot – i.e., the ASI. Having instant TAS read-out hasn’t altered that and I didn’t mention that while flogging along in the jet above FL260 plus the Vmo/Mmo represented by the barbers pole reduces the Vmo but the Mmo remains the same.

In the Lancair, which I refer to as the “poor man’s affordable jet”, those of us who remain below 10,000 feet need only refer to the Vne represented on the ASI. If you are in a higher performing Lancair at altitude particularly the IVP and again the turbo, then limiting Mach No. must be considered I should think.

Yeah.

Right.

That’s it for now.

Ciao

Dom