I was very pleased to read the “mea culpa” and clarification in your May issue to the effect that pilots of certified aircraft do not have to make their own independent calculation of the appropriate indicated VNE speed for each altitude within its operating altitude range. As you noted, FAR 23.1545(c) requires the manufacturer to make that information available to the pilot in the language you put in bold in the 288
Mea Culpa
I was very pleased to read the "mea culpa" and clarification in your May issue to the effect that pilots of certified aircraft do not have to make their own independent calculation of the appropriate indicated VNE speed for each altitude within its operating altitude range. As you noted, FAR 23.1545(c) requires the manufacturer to make that information available to the pilot in the language you put in bold in the sidebar. You have a great magazine which is studied carefully by pilots interested in safety. So it is very important that misleading articles be corrected or clarified as you did in this instance. Congratulations to your readers who caught the error and to Aviation Safety for the correction.
Key Takeaways:
- The magazine clarified that pilots are not required to independently calculate VNE speed for different altitudes, as manufacturers provide this information as per FAR 23.1545(c).
- Flying an aircraft with a known broken component, such as a landing gear retraction mechanism, without proper investigation, logging, and potentially a ferry permit, is illegal and poses safety risks.
- The WINGS Program has been updated from a 20-phase system to a three-level, credit-based program (Basic, Advanced, Master) that allows for individualized pilot proficiency plans, which can also count as a flight review or for instructor certificate renewal.
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