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Originally Posted by tgrayson  Not quite true. The way it used to read was "The maximum sea level takeoff weight or any lesser weight necessary to show VMC" Part 25 still reads this way. The thing is, most often it was necessary to use a lighter weight in order to show a Vmc, because at max gross, the aircraft will usually stall first.
Regardless of the regulation, the normal practice for flight testing is and was to use the lightest weight. I have little faith that anything in the POH is accurate in regards to how the test was actually performed. The writers probably just copied the regulation. |
Interesting, I read through the whole 23.149 CAR 3 (early 23.149), I could not find where it said lesser weight necessary to show VMC. Even the airplane flying handbook says that it didnt regulate what weight it was to be determined at (12-28)
2nd of all, even IF it said that, I believe that reg was a way to test VMC, not base their determination off it. The Seminole would VMC at sea level before it would stall at gross weight, I believe the test pilots tested VMC at a higher altitude, at a light weight, then converted it to a sea level and to gross weight, I think you may be getting confused on the difference what weight they tested VMC at, and what weight VMC is calculated to be, because its obvious that test pilots could not test what VMC speed is at at gross weight at 10,000 feet.
3rd, why would Piper calculate VMC at a light weight, and not even put it in the POH, when CAR 3 didnt even mention weight? that would make their numbers look bad.
My MEI Examiner (June Bonesteel for you PHX guys) was big into this, and actually busted another student for telling her that the Seminole was tested at a light weight...(not the only reason he busted btw) which is the only reason I studied up on it.
Im not sure what part 25 says, and what it has to do with the testing process