Memory clues: Vs1 "Shit in" (Gear and flaps) Vs0 "Shit out"; Vx = Best angle of climb (because the x has more "angles" than the y) therefore Vy = Best rate.
Prepping for my PPL check ride. Here I go… VX(best angle of climb) I would use this to clear any obstacles near the end of the runway. I would transition to VY ASAP to increase cooling into the engine. VY(best rate of climb) I would use this for a standard climb out of an airfield with no obstacles nearby. VS(stall speed “clean”) I would use this (stay above it) when landing with no flaps or performing power on stalls. VSO(stall speed landing configuration) I would use this (stay above it) when landing with flaps and performing power off stalls. VA(not sure what it’s called but it’s the speed where I can yank on the yolk and the plane would stall before it fell apart) I would use this during incredibly turbulent conditions. VFE(maximum speed flaps can be extended past 10*) I would use this when on final for landing and I am in the white arc and can deploy flaps past 10* VNO(normal operating speed) I would use this for max cruise speed in clean or mildly turbulent conditions. VNE(never exceed) I would never use this.
I had my PPL checkride at FTY with the same guy who gave Delta airline pilots their checkrides...this was back in 1993. He started out telling me to plan a flight to a particular airport. After about 5 minutes, he came back in the room and said that time was up...we're going. I wasn't really ready, but we left anyway. Halfway to our destination, he said that the weather had changed and I had to reroute to another airport. While I was trying to plot a new course, I didn't notice that my heading was drifting. We ended up over some small town...but I had no idea where I was. The answer? Look at the name of the town on the water tower! From there, I think we went into stalls and unusual attitudes. Of course, I had to put my head in my lap while he was putting us into an unusual attitude. After recovering from the last unusual attitude, he immediately reached over and pulled the engine and told me to make an emergency landing. I initially setup on a field with some cows and old wooden fences in it. However, I decided to go for a field a little further away that didn't have cows and fences. Unfortunately, it was too far away and we would have crashed into a stand of pine trees. He failed me on the engine out procedure and said he wanted me to come back and repeat just that part. BTW, he told me that the field with cows and fences was the best choice because I could have driven over the fences and steered around the cows. I was really rattled by the experience and decided to be extra cautious on my way back to my home airport (LZU). I didn't want to accidently fly into ATL's class B airspace, so I kept turning the dial on my VOR more and more to stay well north of that airspace. I eventually saw PDK in the distance and knew I was okay. So, I called PDK to tell them that I was just a few miles west of them and wanted to fly over. They almost immediately asked me to "ident"...and when I did...they informed me that I was about to fly over Dobbins Air Force Base in Marietta. Oops. Yes, it was a very long day that day, but one that I will never forget. I don't fly anymore, but I will always enjoy the memories that were made during that part of my life.
GPS ipad makes all that flying s snap....looks like you kinda had a sick as a ppl examiner...my ride was pretty quick ,28 years ago .....pretty much ho up ,where are you ,turns ,...fast,,, landed and bam ......my instrument ticket was a partial redo though
@@danielb516 Of course if your GPS goes down, you need to know how to navigate with VOR. A tough ppl examiner is actually doing a favor in the long run by exposing pilots to situations like engine out/stalls/unusual attitudes!
I would always stay out of the yellow arc (unless there is life threatening situation that makes you go there). I do not want to get into the habit of considering it relatively safe and then one day encountering wind-sheer that suddenly increases my airspeed into Vne.
Common misconception is that Vne is a fixed (CAS) number as with the other V-speeds. Vne is only that speed marked on the ASI at Sea Level Density altitude. Vno is equal to Vne when the aircraft is at it Service Ceiling density altitude with Vne moving from the red line towards the yellow/green line as the aircraft gains altitude (Vne is a designated TAS, not CAS)
If you are flying at or near Vne speeds in any aircraft you are asking for trouble under most circumstances. Why do it? If the aircraft is too slow for you....get a faster one.
VX when climbing out and needing max altitude over time, VY normal climb when time doesn’t matter, also when coming back down as it’s best glide speed. VNo not usually used for me, but can use when air is smooth straight and level. VA on take off, VSO when landing. VX and VY are typically close to stall speeds when doing 45/60 degree turns (as a rule of thumb) Our planes 60 degree is around 78 and VY is 76 for example.
Forget a check ride. No pilot should fly solo without knowing these speeds for the airplane they're flying. I'm pretty astonished that any student would make it to a check ride without knowing this stuff.
@@larrygreen8912 I am going for my PPL checkride very soon and your comment on DMME really opened my eyes. I talked with my instructor on this and it was great conversation and a great learning experience on something I did not know about! Thanks!
@@Hedgeflexlfz Stall speed changes based on load factor. That is connected to your gross weight. If you really wanna be safe know your max over the numbers speed and use that in calm air. In cross winds add 5kts of speed over the numbers. In banks never exceed 30 deg. in the pattern. Or if you have an AoA meter, refer to it and bank however you want.
Here are all (about 75 of them): en.wikipedia.org/wiki/V_speeds In reality, the most important speeds are (all flaps), pattern, approach, over the numbers, rotate, you will climb at full throttle after takeoff so just watch your stall on best angle if you need it, cruise efficient, cruise fast, turbulence, and not exceed. Match them with a V and you are golden, else just know the numbers for your plane by heart. Or if you are flying a twin and/or a jet, then there are more.
Jon, love all your videos. Va is used for maneuvers such as Steep Turns and also when flying through turbulent air. Vx: when there is an obstacle I need to get over on take off Vy: normal take off climb speed is when I’d use this Vfe: obviously when using flaps Quick question to you: you mentioned Vno as normal operating speed which I always think to but why is it named Max Structural Cruise? Vno should be the whole green range. Thanks!!!
10 hours in on a Cessna 150. VA about 110MPH in moderate turbulence but decrease speed as turbulence increases, Vx about 65MPH to gain altitude over the shortest distance traveled (to avoid obstacles on takeoff), Vy about 78MPH to climb to the desired altitude in the shortest amount of time (if able on take off or once clear of obstacles), and I'm flying 5-10 MPH under VNE to lose altitude STAT in the event of an emergency that poses an immediate risk for loss of life, (Hypoxia or fire).
Hey Jon, learning on a 172 (PPL). Vs-stall speed clean config 48 Vso- stall speed landing config 40 Not sure when I will use those, but will avoid those because I don’t want to stall. Vr- rotation speed 55 when I pull back the yoke Vx-best angle of climb 62 to cross an obstacle will give you best altitude gain over a distance covered. Vy- best rate of climb 74 will give you best altitude gain over time. Use it all the time for normal takeoff. Va- maneuvering speed 2550 105 1990 90 turbulence penetration speed. Used on bumpy days. Has to do with putting stresses on the aircraft and make it stall before causing damage to the aircraft. I know there’s a way to calculate it, I will be happy to get the formula from you. Vno-structural speed 129 not sure when you will use it. Maybe when tower asks you for best speed? (Happened to me). Vne- never exceed 163 you can break the aircraft Vfe10- max flaps extended 10 degrees 110 used abeam the numbers or 1000 foot marks. Vfe 20/30- max flaps extended 20 and 30 degrees 85. Used when landing. I think this is it, let me know if I missed anything.
Jon, I know what I forgot. Best glide speed Vg 68 will give you distance of loss of altitude, meaning you can go further without an engine. Used in emergencies.
Tower request for best forward speed...never give more than you can safely handle at your level of experience nor in excess of Va in turbulence OR expected turbulence (you mentioned Vno in regard to ATC request). Our group of caravans would converge on Newark each evening and ATC came to expect higher approach speeds from all of us for sequencing with larger jet traffic. Not a problem until a "new line pilot" was hired and did not have the "familiarity" with the airplane the rest of had. One controller showed disappointment with this pilot as in "Why can't you keep up like the others?" There was a silence on the radio. I was also on approach and keyed my mike to inform the controller of the new pilot's status. Several airline's chimed in with "Weathers good, give the guy some space" and "Cut him some slack". End of story...don't let any one hustle you, ever.
Fun fact: I was asked what Vg was. I didn't know, so I looked in the FAR/AIM - it wasn't in there either! Turns out I'd only seen it written Best Glide Speed. I didn't feel bad when I didn't know something that wasn't in the FAR/AIM :)
I fly a pa-28 My vxs 73 vy 68 vne is the red line vne never fly at or above it would stress the wings vfe is 100 and 103 is first set flaps. Comment critique or comment if I got it right from memory
If VA is the maximum speed you can fly the plane at wo structurally damaging it I would think as weight decreases the number would increase because there is less load? Where am I not thinking this correctly?
Jason Griffin I’m a PPL student as well. If you arrange the v speeds in order, they can actually tell a story from takeoff to landing. Write it 30 times and you’ll remember the speeds.
@@yogevbarshavit that is so funny, and for what aircraft the one you fly in the morning or at noon a twin at 2 pm or shuttle when landing at the end of the day?
Fly the descent (in smooth air) as fast as you can without overspeeding the prop. I don't understand why people pull the power back so much for a slow descent.
Va does change dependent on your gross weight and that changes during flight as you burn fuel. Rule of thumb? In smooth air it's not an issue. In the bumps simply pull back the throttle and slow until the bumps aren't hitting you as harshly. Feeling that comes with experience. And if still in doubt just fly the middle of the green arc...you can't lose there.
I would only fly Vne if the wind is calm, no expected turbulence and I wanted to get from point A to point B a little quicker. JMHO. Keep the shiny side up. W
You'll find it on every multi-engine piston airplane out there, and rarely see it on single engines...that's exactly why we make these videos...to show you all of the stuff you're not going to know going into your checkride and make sure you are ready!
@@fly8ma.comflighttraining199 That would definitely explain it lol. I’m only using single engine piston driven aircraft. I passed my written last Tuesday and definitely appreciate your excellent videos. They helped tremendously. If I would have had more time, I certainly would have used your ground school. My check ride is in less than two weeks. I’m definitely sweating it after seeing all these videos talking about bow the entire experience lasted 5+ hours.
Just saying what everything is and pointing where it is on that particular airspeed indicator isn’t doing anything for me. As a student pilot I’m more confused watching this. I appreciate the effort but it’s simply not helpful to someone who has 0 idea what v speeds are which is the point of the video
I had a question pertaining to failed checkrides do airlines shun you if you have two?I’m embarrassed to say I have two so far for my private and my private multi add on. I passed my instrument but I feel like a horrible pilot even though I know I am not. I am worried because I heard it is very hard to pass a CFI checkride the first time and feel like that would be my third whenever I got to it.Any help would be greatly appreciated.
No, but if they ask you just be upfront about it, I busted my ATP ride for having the radio too loud. but that was way back in 1982. Where busting check rides might become a problem is when you are flying under FAR 135 or 121. If asked about it to lie about it, they will already know the answer. I never held it against a pilot I was looking at to hire. We all have bad days from time to time. It's a stressful thing. just do your best, you will be fine.
As said before...be upfront about it...not the end of the world. For airlines today where it's just a machine to hire a bunch of guys asap...2 is fine...3 failed rides may be a deal breaker for some companys, but not all. Either way, if you end up with 3 on your record, explain why and what you learned from the failures and how you plan to be successful in the future!
FLY8MA.com Flight Training I have 3 bust. I had all 3 bust on instrument. I have talked to some that say yes we will hire you and others that say no. But you are right just be upfront saves your time and theirs.
V SPEEDS SHOULD MATCH WHAT YOU ARE DOING Vne makes sense WHY AND WHO CAME UP THIS THIS ANY WAY. THE V CODES SHOULD BE EASY TO understand and they change with the weight and DA of the of the day. And are only at full gross weight.
All those 12 different speeds should be marked, not hidden from the pilot. Specially on emergencies you need a line for Vgl and another line for flaps needed.. Too many crashes due in the stress of the emerg. the pilot used the wrong speed for the weigh and missed the field, or forgot to use flaps, used the wrong speed and stalled at 10 feet over terrain and flipped over, etc. Why hide what is soo dam important.. I put a blue line on Vgl and silver line on FLAPS NEEDED speeds.. The silver line for flaps needed I put it from the blue line Vgl speed down to the minimum short field speed. The students and even 3k hour pilots love them..
Lucy O'Neil VA maneuvering speed. FAA thing. They want you to know it for turbulence. It is the speed at which you can move a single control surface to its full range. They only grantee that a single surface not multiple without having structural damage to the plane. The speed is set by the manufacturer typically they give gross weight and empty weight. Everything else in the middle is a guess to me. Yes there is a formula to figure it out at any weight but I don’t remember the formula to do it and in the moment I just fly closer to the slower speed. Hope this helps explain it to you.
I once heard that Vx will typically be around 2 o’clock and Vy around 4 o’clock on the ASI. Not sure if that always holds true but I thought it an interesting point!
Airspeed determinations should be a balanced decision using as much data input from ATC & conditions aloft. In other words, a smart pilot chooses the most efficient/effective airspeed with respect to safety. The real question is can you make the right choice of airspeed with minimal info/data during peak situational awareness/pilot workload conditions? That will be easier if you have a good co-pilot to help keep you “ahead” of the aircraft. Thanks hope this helps!
This is all not helpful have no Idea what you talking about, the Vs need to be printed out so that those of us who are still studying, can understand what your saying... Sorry man this makes no sense.
Hi, im going to start pilot trainning soon, my goal is to become an airlines pilit, i always wanted to talk to you about one thing if you allow me to have a word with you, well, i saw why you quit being an airlines pilit it make sence but there is another side it didnt make since, its that being an airlines pilit isnt about money, you get paid for living but you fly for passion, you fly a huge air crafts, is it realy smart step from you or stupid one, that depends of how everyone look on it, but for me for example i realy dont have money but i have hope now by my parents support, tell me plz for a man like me comes from a community where being a pilot is like being an astronout in your country, 200 dollars you talked about here in my country are like 800 dollars in your country, so i will be able to change my and my family life, we will get the chance to do what we wasnt able to do, i can then pay my brothers trainning so we both be pilots then, what do you think, please im always here in your channel, subscriber, i view some of your videos but not all becouse i have collage, i want to hear your openion? Second thing i respect that disition you get to travel arround the world but that need a lot of money, i think. What can you advice me to be able to do this things when i dont have a good ammount of money, money isnt everything, but everything costs money thats the issue me and my family and all the world is facing, tell me here in this comment if you have eny advice, if you already uploaded a video about it link it here too plz, if not then i would like you to share us a video about that it will be appreciated. If interested in more contact: Instagram: instagram.com/vitaly_salah/ Discord: discord.gg/wFAJsDE RU-vid: ru-vid.com/show-UChFqpC_AdHEk68sB0-RAGhw Thanks,, Vitaly Salah 👨✈️
Any presentation that starts with "Hey guys. What's up?" should be questioned. I wonder if this presenter uses this slang when talking to ATC. "Hey guys. N123JO. What's up?"
