How Maneuvering Speed Protects Your Aircraft | Why Maneuvering Speed Changes with Weight
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- čas přidán 21. 03. 2022
- You've heard of maneuvering speed, but do you know what happens to the aircraft above and below that speed, and how maneuvering speed can protect your aircraft from structural damage. Also, there is an interesting reason why maneuvering speed changes with weight, and it has to do with stall speed, load factor, angle of attack, and the aircraft's load limit.
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This is the single best explanation/demonstration of the relationship between maneuvering speed and weight that I have ever come across.
I found that most concepts in earning my PPL were either intuitive, or made sense quickly after some explanation.
This concept never made intuitive sense, and other explanations were never truly satisfying.
With this explanation, it finally feels like an intuitive understanding.
I’m a CFI and I’ve been recommending your videos to my student who really need a better visual than my crappy board drawings. Your animations help a ton! What program do you use to make such great visuals? Love the content, please give us more!
Thanks for sharing it! Glad it's helpful.
I'm pretty certain that this is pulled from FS2020
The videos are done using a number of apps in the Adobe suite, plus Audacity for sound and a bit of PowerPoint. MSFS20 is used here for "in flight" clips
I do the same with my students
I know I've probably said it before, but please don't stop making content! Your videos and explanations are amazing! Extremely helpful....
No plans to stop! Hope you plan to keep watching!
This is a FANTASTIC explanation. I have never been able to intuit the reason why VA speed decreases with a decrease in weight, and your explanation made it so simple. Thank you!
You are a holy terror to GA ground school media! If you keep this up everybody will have to raise the bar on their programs or politely concede their business to you. Bravo!
I live in Colorado. The turbulence here gets insane sometimes. It freaks me the f out so I always fly 10 below maneuvering because of the crazy mountain waves we get, my airspeed can easily jump 20 or 30 knots when flying perpendicular to the ranges.
Great insight for us East coast pilots who only deal with the Blue Ridge "Mountains"
I always hit a rough patch just northeast of co springs. lost my coffee to the ceiling once
I'm just going to all of these videos and commenting "Finally!" because every explanation is the only sensible explanation that is somehow never ever given.
You are the single best resource on the internet for these kinds of videos. Thank you very much for what you do. I am a EASA PPL(A) holder and as they say, you (should) never stop learning. I find myself watching your videos regularly just to repeat some things that might have gone forgotten over time and also learning new stuff, like all the IR topics you cover. We all need to keep up our theory game in the cockpit.
This has to be the best explanation I've found so far, Excellent videos and will definitely recommend it to my students.
This is another area where I think AoA indicators and LRI (Lift Reserve Indicator) do not get their due consideration. Not only can a LRI show you when you getting dangerously close to a stall but they can show you when you have an excessive amount of lift reserve which means you are above your Va. And it automatically adjusts for weight without the pilot having to look up Va in the POH.
Agree. Haven't flown with an LRI have had an AoA indicator on board.
Great explanation! It is way better to understand this than just to memorize numbers. Another reminder of how important it is to know your weight and thus your Va. Thx for posting!
I asked 5 different instructors what maneuvering speed was. None ever painted a complete picture and none of them were nearly this clear about where it comes from and why it's important. Loved it.
The best explanation I've ever heard from all the years I've flown. Great job.
That is simply an outstanding explanation (with PERFECT graphics) on maneuvering speed as defined in the POH. There’s another concept that outside of the defined curriculum for PPT but it would be fascinating to see it get your treatment: DMMS or “defined minimum maneuvering speed” - this is gaining tracking from a number of folks pushing for more advanced PPT training (AQP) to bring down the number of stall/spin accidents (by GA aircraft of all types) that borrows from the big iron boys. I know it’s outside of your wheelhouse, and I LOVE the content you are producing, but you’ve got such a comprehensive way of explaining concepts, it would be great to see this someday. In the meantime, I’m looking at signing up for your ground school - if all the content there is like this free content on CZcams, that’s a huge win!
Thanks so much Chris! You mention an important concept, dealing less with Va-maneuvering speed per se, and more I think with the problem of getting too slow in a critical phase of flight like takeoff or approach. A recent video we did on Vx vs Vy, touches on this, especially the end of the video with the engine failure after takeoff and how being slower than best glide requires a pitch down to unload the wing which is less than ideal! On the approach side, it's definitely one of the problems with circling approaches and how we're taught to hold altitude while loading up the wing in turns at slow speeds, ugh.
It is completely based on BS
I hope you enjoy making these videos because you are really good at conveying the material in a way that is understandable to us not flying for a living.
This is by far the best instruction channel on YT. You operate with excellence Sir. Thank you!
The easiest explanation I’ve ever seen! I always have hard time explaining it to myself, but now I should be good. Thank you!
Glad to hear it! Stop by again.
@@flightinsight9111 I do all the time, your content is the easiest to understand, memorize and use it anytime.
@@flightinsight9111 great visuals and content! Been a great tool while learning and studying for my PPL Written
Best explanation of this topic I have seen. Keep up the great work!
I agree with previous comments. Best explanation I’ve seen yet. Love this channel!
Super well done video that actually made a lot of sense
This is such an excellent video. I feel that maneuvering speed it very misunderstood among instructors, and this video is comprehensive and explains in such a clear way what maneuvering speed is.
Awesome video, thank you for explaining it
You always come in clutch right when I need these!
This was explained so well! Could have done with these during my theory training!
This is one of the better explanations I have seen. Good for any level pilot. Some other explanations from others don’t approach it as well as this.
Best explanation of maneuvering speed I’ve seen anywhere.
Interesting & professionally explained. Thanks.
Perfect explanation. Thank you 😀
Excellent explanation - thank you!
These videos will be quite helpful in a few months when I start my flight training.
Your videos are just fantastic. Thanks!
This has by far been the best video I have seen on this yet. Working on my CFI. When I says this by far the best, trust me I watch hours of aviation video per day for fun!
Do you do paid lessons as well?
This is explained so well here!
very beautifully explained
extremely good explanation of Va ..Bravo and Thank you!😊
Thank you so much, this was well explained🤝🏾
Brilliant, brilliant, brilliant explanation of maneuvering speed and why it decrease with weight, which is counterintuitive.
Great presentation. Thanks
Thank you thank you thank you, I have not been able to properly rationalize why Va works and explain it back to my instructor when he asks
I was completely missing the relation Va has with Angle of Attack, all the dots just connected
Cannot thank you enough for this, newly subscribed!
I absolutely love these videos.
This is a well done video, very clearly explained. HOWEVER, there is a common misconception about Va (Design Maneuvering Speed) that it will always protect you from the G-limit while you are below it, this is incorrect. Va is only required by law to protect the flight control surfaces, not the whole airframe, it is completely legal for the manufacturer to design the plane so it can exceed the G limit even while below Va.
So just because you are below Va, it doesn't necessarily mean the G-limit cannot be exceeded, it depends on what speed the designers decide to set as Va. Many manufacturers will set Va to provide protection from the G-limit, but some may not. The correct speed which always ensures the plane will stall before exceeding the G-limit is called Vo, or the Operating Maneuvering Speed.
Cool video! I've been wondering why maneuvering speed goes down as weight goes down.
Concur with these comments, best explanation of Va I’ve seen. Great work.
This is great! Thank you!!
Makes much more sense reading theory after watching this video. 💯
Any video on spins and spiral dives?
Solid explanation.
I believe there's a typo in the graphic at the 3:20 mark. The AoA is 8˚ (4x the level cruise 1 g AoA=2˚), the load factor is 4g (8,000/2,000), but the diagram is labeled "6000 lbs LIFT." I believe that should be labeled 8000 lbs.
Love your lessons. They are the best.
Your videos are great! I'm glad I found your channel.
Thanks, glad to have you!
Nice video.
My load factor increases all week until critical load factor weekends; I pitch up on Friday's and Saturday's
Great explanation! Quick question, in the scenario where you were pitching up, wouldn't you always see a reduction in the airspeed unless you add more power? I'm imagining that as you pitch up, the resultant reduction in speed would get you below the maneuvering speed before you have a change to exceed the max load factor?
Stepping into commercial, this somehow seems relevant. LOL. Great stuff as always!
Excellent demonstration of this counter intuitive concept!
Yes it is counterintuitive. I still have to work out the various steps in my head each time I try to explain it.
Recommend you to all my students, thank you!
Nice, I tend to think of it as "you'll stall the plane before bending it"
So if I got this right above VA you'll rip the wings off before you stall, below VA you'll stall before you rip the wi gs off?
Great video for a high level understanding. The explanation makes the concept intuitive. But I do think the explanation makes some assumptions that should be noted. This theory uses the same 4G load factor for the structural limits of the wings. But a "G" is a measure of acceleration, not force (F=ma), and therefore the amount of Gs the airframe can handle should be higher when flying with less weight because FORCE defines the airframe structural limits not ACCELERATION. The Cessna 172N load factor limit at 2300lbs is 3.8G, while the load factor limit at 1900lbs is 4.4G (which works out because (2300/2000)*3.8=4.4). With lesser weight the aircraft should be able to handle more Gs, so this model isn't completely accurate. Other assumptions include each "x" degrees of AoA increase equates to one G, but the relationship isn't really linear. But once again, overall the video is a very intuitive explanation of this concept and extremely helpful.
Thanks for the helpful animation!
Question here - when climbing, you put your plane at an AOA and full power, so how does load factor / stall play here?
Hi Coral. When lift is greater than weight, there will be a load factor higher than 1g, like if we pull back on the stick. In a steady climb though, lift returns to equaling weight so load factor is back to 1. Hope that makes sense
So in utility category, Va is supposed to be more correct?
I swear you are 3blue1brown , same voice, same great teaching
This is some complex shit. But so well explained
Hopefully not overly complicated in the content! It does bake your noodle a bit though.
Is it possible to become an atc in Usa, for non us residents?
I'm not the most knowledgeable about the process for becoming an ATC, but I know US citizenship is required to be an FAA controller. Here is a link that may be helpful. www.faa.gov/levelup
@@flightinsight9111 thanks for reply!
Your voice sounds remarkably like Grant from 3Blue1Brown.
I’ve heard that and googled it to see. Don’t hear the resemblance myself (listening to your own voice is weird anyway) but glad to be compared with a talent like that!
This is the exact way I always explained this concept to my students. Any other way and even I get confused...
I owe you royalties then! Haha yeah it is confusing the minute this becomes over explained.
the aircraft flying on the terrestrial plane.
4:50 you're welcome
Va: The maximum airspeed at which you can go Full Tilt Bozo on the elevator and still have wings.
Depends on the design of the aircraft, the law does not require Va to protect the aircraft from exceeding the G limit, Va is about the design of the control surfaces only. Many aircraft are designed so you cannot exceed the g-limit at or below Va, but not all as it is up to the aircraft designer. Its perfectly legal for the manufacturer to design the aircraft so that it CAN exceed the G limit even while below the published Va, and so long as the control surfaces (e.g. elevator) are not damaged then the aircraft is still compliant. The speed where you can't exceed the G-limit before stalling is called Vo.
This is perhaps the only situation where you err on the slow side. In transport category airplanes (airliners) we use Vb- turbulence penetration airspeed (slower than Va). Engineers calculate Vb by determining the airspeed increase experienced in large updrafts: 1,500- 3,000 FPM depending on flight level. Many airliners experienced structural damage flying Va into rough weather. Encountering a strong updraft would increase IAS well above Va and they would lose the stall relief protection. I haven't flown GA airplanes in decades but I'm wondering if the industry is exploring a Vb for light aircraft. Fly safe.
First comment 💪🏾
First reply!
@@flightinsight9111 I love this channel, thanks for all you do for us!
Excellent clip; If I may, we should get more familiar with the correct kilograms unit "mass" and let loose "weight" (Newtons). In this case, talking about forces, Newtons may be better, but than you have to convert the aircraft's mass in pounds into Newtons.
i believe jesus is the solution
Absolutely BS.
If I created a new material called McCrackium that had the same strength as aluminum, and the same volume, but made the whole aircraft have nearly zero density. Could the aircraft survive a 1000 g turn? Of course.
When you consider an airplane, of *infinite* mass, flying a *_ballistic path_* , and then "pulls up". The wings pop off.
The G meter, in the aircraft, is not a universal measure of the stress in the wing spar, empennage, and engine mount(s).
Just as an AoA meter is a better indicator of impending stall, a strain gauge on the spar (etc.) is a better indicator of impending over stress.
Aerospace "engineers" are generally really dumb.
"we risk structural damage to the airframe".
learned that lesson the hard way, flying loop-de-loops in a piper cherokee. the flight club banned me for lfe. made some great youtube content though!
3.8g is a nice suggestion, but rules were made to be broken.
you haven't lived until you've mastered the hook manoeuvre, and pulled 9g in a cessna 172. the most intense five seconds of your life, before the wings snap off. pack a parachute!