William Seger - Epically Fails - Again

[William Seger]

3. Sorry, Cap't Bob, but I have an unimpeachable source.

Last edited Sat Jun 28, 2014, 01:51 AM - Edit history (1)

He's a world famous expert on all aspects of aviation. His name is Rob Balsamo who posted on the Pilots for 9/11 "Truth" forum:

Yes, it is the same in all aircraft (not 160, but the meaning of Vne), which is what I been trying to tell you. Vne is the same thing as Vd.
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Again, Vne is the same thing as Vd. It is the end of the flight envelope and the start of the structural failure zone for every aircraft on this planet, and as you agree, it is determined by flutter.

And on the Above Top Secret forum (posting as NewAgeMan), world famous expert Rob Balsamo posted:

Basically, Vno was replaced with Vmo, and Vne was replaced with Vd on Jets.

Small/slower aircraft still use Vno/Vne because you wont exceed those limits as fast as you would in a Jet.

again, there is no difference between Vne and Vd. They are the same.

Vne/Vd is the end of the flight envelope and the start of the structural failure zone for every airplane on this planet.

Of course, there is some small chance that even a world famous expert like Rob Balsamo might not know what he's talking about, so it's best to check another source:

The velocity corresponding to the right-hand side of the V-n is called the VNE or the velocity never to exceed.

So, sorry, Cap'n Bob, I know you're desperate to be right about something here, but it looks like Rob Balsamo was right: For planes with a defined Vne, it is the the end of the flight envelope, whereas the modern equivalent is Vd/Md.



So, according to Rob Balsamo, I was correct to suggest that in this diagram, the point labeled Vne is the end of the flight envelope, which would be equivalent to Vd/Md today, and the green zone between Vno and Vne would be equivalent to to the range between Vmo and Vd for modern planes:



And anyway, if you had actually read the text that was taken from (and had a clue what it means), it would be obvious that the yellow zone is the margin of safety provided by multiplying ALL loads by a factor of safety.

So again, what is your basis for claiming FAR 25 doesn't mean what it says? Where are the test results that told you the maximum speed for a 767 is 425 KEAS? Why should anyone believe "impossible speed" from someone who doesn't seem to understand how planes are designed?







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