http://www.legacy-innovations.com/Build ... e-factory/

Here is the web page for the build.

Vne is 90% of dive speed which is an indicated airspeed. This would usually include remaining within flutter margins as well, but since it's an experimental they could not have foreseen all of the different engines and altitudes it would operate in. I'd definitely want to talk with Velocity about that and do some testing with a parachute and a close eye on the control surfaces in a dive. I believe the deltahawk twin-v will be pushing these limits and have probably had these conversations.

I think it's a cool plane but needs de-ice. Not sure if the termawing is still produced.

Flutter is generally a factor of TAS even though Vne is typically expressed as IAS. If you take an experimental designed for the teens or below, put a big turbine on it and go to the flight levels, you may be exceeding the design limits.

Gliders often have tables as they must drop VNe (as an IAS) at high altitudes due to TAS/flutter limits with long floppy wings. 200 seems like a nice round number, I wonder what the velocity test flight data looks like - maybe there is some room there.

I am sure there is a big safety margin built into the kit provider's numbers because the quality of the build will have an impact. Any slop in the control system increases risk, and Velocity does not have control over that.

Gliders often have tables as they must drop VNe (as an IAS) at high altitudes due to TAS/flutter limits with long floppy wings. 200 seems like a nice round number, I wonder what the velocity test flight data looks like - maybe there is some room there.

The rule of thumb is reduce Vne 2%/1000 ft above whatever altitude flutter becomes limiting.

In the example above that is 9500 ft.

In the example above 9800 ft.

You would have been the primary candidate for the Twin Raptor if Peter ever made it that far.

I am not certain of the accuracy of this, but I was told once that it is unlikely any experimental will ever be certified for FIKI due the the testing required to achieve that certification.

To my knowledge after considerable searching, no experimental has ever been certified for FIKI.

What would it even mean for an experimental to be "certified for FIKI"? FIKI certification is a FAR 23 or 25 (depending on the aircraft) thing; neither applies to experimental aircraft.

I haven't ever been specifically looking, but I don't ever recall seeing operating limitations for an experimental that prohibit flight into know icing conditions.

I am not certain of the accuracy of this, but I was told once that it is unlikely any experimental will ever be certified for FIKI due the the testing required to achieve that certification.

I am not certain of the accuracy of this, but I was told once that it is unlikely any experimental will ever be certified for FIKI due the the testing required to achieve that certification.

You are absolutely correct John - here is the placard from a PW-6 glider.

10,000m, what a coincidence