V speeds

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V speeds are speeds that define certain performance and limiting characteristics of an aircraft. They are established by the manufacturer during design and testing, and are specific to the aircraft model. Usually "V speeds" are relative to the air through which the aircraft is moving and are thus airspeeds. In many cases, they are defined by reference to the standard atmosphere or other specific conditions, and/or at the aircraft's maximum gross weight, and the pilot is responsible for calculating the effective value based on the actual weight and air density. In other cases the indicated airspeed, the value uncorrected for atmospheric pressure differences (height and temperature), is useful directly by the pilot. E.g. the indicated stall speed V_S remains essentially constant for all heights and temperatures while the true stall speed increases as pressure lessens.

In the U.S., V speeds are stated in knots or, for older aircraft models, miles per hour. For faster aircraft, some speeds are also defined by Mach number. Typically, V speeds are given for an aircraft at maximum gross weight, and should be adjusted downward if the aircraft is flying lighter.

Contents 1 Speeds frequently used in General Aviation 2 Speeds used in high performance aircraft and other reference speeds 3 Non-regulatory speeds 4 Speeds indicated on Airspeed Indicator

[edit] Speeds frequently used in General Aviation

V_A

design maneuvering speed (stalling speed at the maximum legal G-force, and hence the maximum speed at which abrupt, full deflection, control inputs will not cause the aircraft to exceed its G-force limit). Maneuvering speed is limited by aircraft structural characteristics.

V_FE

maximum flap extended speed (a different maximum speed may be specified for partial flap extension).

V_LE

maximum landing gear extended speed. The maximum speed at which the aircraft may be flown with the landing gear extended. V_LE is always higher than V_LO

V_LO

maximum landing gear operating speed. The maximum speed at which the aircraft may be flying while raising or lowering the gear. V_LO is always lower than V_LE

V_MC

minimum control speed with the critical engine inoperative.

V_NE

never-exceed speed.

V_R

rotation speed. The speed of an aircraft at which the pilot initiates rotation to obtain the scheduled takeoff performance. It must be greater or equal to the V₁ speed.

V_NO

maximum structural cruising speed (the maximum speed to be used in turbulent conditions) or can refer to the velocity of normal operation. V_NO is specified as the upper limit of the green arc on many airspeed indicators. This speed is specific to the aircraft model. The range above V_NO is marked on the airspeed indicator as a yellow arc from V_NO to the V_NE.

V_REF

reference landing approach speed; speed (in calm air) at the landing screen height of 50 ft. Often used by pilots as a base from which to calculate speeds to be used during landing, and calculated as a margin over the stall speed - usually 1.3×V_S0.

V_S

the stalling speed or the minimum steady flight speed at which the airplane is controllable. Usually synonymous with V_S1.

V_S0

the stalling speed or the minimum steady flight speed in the landing configuration.

V_S1

the stalling speed or the minimum steady flight speed obtained in a specific configuration (usually a configuration "clean" of flaps, landing gear and other sources of drag).

V_X

speed for best angle of climb. This provides the best altitude gain per unit of horizontal distance, and is usually used for clearing obstacles during takeoff.

V_Y

speed for best rate of climb. This provides the best altitude gain per unit of time.

[edit] Speeds used in high performance aircraft and other reference speeds

V_B

design speed for maximum gust intensity.

V_C

design cruising speed.

V_D

design diving speed. Usually 1.4×V_NO.

V_DF/M_DF

demonstrated flight diving speed.

V_EF

the speed at which the critical engine is assumed to fail during takeoff.

V_F

design flap speed.

V_FC/M_FC

maximum speed for stability characteristics.

V_FTO

final takeoff speed.

V_H

maximum speed in level flight with maximum continuous power.

V_LOF

lift-off speed.

V_MO/M_MO

maximum operating limit speed.

V_MU

minimum unstick speed.

V_SR

reference stall speed.

V_SR0

reference stall speed in the landing configuration.

V_SR1

reference stall speed in a specific configuration.

V_SW

speed at which onset of natural or artificial stall warning occurs.

V_TOSS

takeoff safety speed for Category A rotorcraft.

V₁

critical engine failure recognition speed. V₁ is the minimum speed in the takeoff, following a failure of the critical engine at V_EF, at which the pilot can continue the takeoff with only the remaining engines. Any problems after V₁ are treated as inflight emergencies. In the case of a balanced field takeoff, V₁ is the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance and the minimum speed at which the takeoff can be continued and achieve the required height above the takeoff surface within the takeoff distance. In this context, V₁ is the takeoff decision speed.

V₂

takeoff safety speed. Also called takeoff screen speed, the minimum speed in the second segment of a climb following an engine failure.

V_2min

minimum takeoff safety speed.

[edit] Non-regulatory speeds

These values are not defined by FAA regulations.

V_BE

best endurance speed; the speed that gives the greatest airborne time for fuel consumed. This may be used when there is reason to remain aloft for an extended period, such as waiting for a forecast improvement in weather on the ground.

V_BG

best power-off glide speed; the speed that provides maximum lift-to-drag ratio and thus the greatest gliding distance available.

V_XSE

speed for best angle climb with the critical engine inoperative.

V_YSE

speed for best rate of climb with the critical engine inoperative.

V₂

t/o safety speed

V₃

steady initial climb speed with all engines operating

V₄

steady climb speed with all engines operating to be achieved by 400 ft gross height

V_a

design maneuvering speed

V_c

design cruising speed.

V_clmax

max coefficient of lift speed.

V_d

design diving speed

V_dmin

minimum drag

V_df

demonstrated flight diving speed

V_ef

the CAS at which the critical engine is assumed to fail

V_f

design flap speed

V_fe

max flap extended speed

V_fto

final t/o speed

V_imd

minimum drag

V_imp

minimum power

V_h

max speed in level flight with max continuous power.

V_le

max landing gear extended speed

V_lo

max landing gear operating speed

V_lof

lift-off speed

V_mbe

max brake energy speed

V_md

minimum drag

V_mc

minimum control speed with critical engine inoperative

V_mca

minimum control speed, air

V_mcg

minimum control speed, ground

V_mcl

minimum control speed, approach and landing

V_me

max endurance

V_mo

max operating limit speed

V_mp

minimum power

V_mr

max range

V_mu

minimum unstick speed

V_nd

max structural cruising speed

V_p

aquaplaning speed.

V_ra

rough air speed

V_ref

reference landing speed

V_s

V-stall

V_so

stall speed in landing configuration

V_s1

stall speed in a specified configuration

V_s1g

one g stall speed

V_sr

reference stall speed

V_sse

safe single engine speed

V_t

threshold speed

V_tmax

max threshold speed

V_x

best angle of climb

V_xe

best angle of climb, single engine

V_y

best rate of climb

V_yse

best rate of climb single engine

[edit] Speeds indicated on Airspeed Indicator

V speeds are nearly always given as Indicated Airspeed (IAS), so that pilots can read them directly off the airspeed indicator (ASI). ASIs carry color-coded markings that give the pilot an immediate reference, as follows:

• V_S0

bottom of white arc.

• V_S

bottom of green arc.

• V_FE

top of white arc.

• V_NO

top of green and bottom of yellow arcs. The yellow arc is a caution, as speeds in this region may add dangerous stress to the aircraft, and are only to be used in smooth air when no turbulence or abrupt control inputs are expected.

• V_NE

red line and top of yellow arc.

• In addition, on a light multi-engine aircraft, V_YSE is indicated by a blue line, and V_MC is indicated by a red line near the bottom of the green arc.