I've never seen or heard of Vb being published for light aircraft.

Mike
MU-2


"Robert Moore" wrote in message
. 8...
Ray Andraka writes:
How does one know if the turbulence is great enough that you
should slow down to Va to keep from structurally damaging the
airplane?

"David Megginson" wrote
If you have to ask, slow down.

"Marty Ross" wrote
In reviewing the Warrior II's performance numbers in preparation
for my recent trip across California, I realized that Va would
be much lower than I had always considered it (given that it's
just me inside, with gas burning off towards reserve only). The
Va that's written on my lapboard is 111 KIAS, however that's
figured at gross weight (2325 lbs). It goes down all the way to
88 KIAS (at 1531 lbs.), so I was surprised to see how slow I
need to go, according to normal procedures, when it gets
turbulent in the Warrior (e.g., I should slow down to mid-90's)!

Somehow I thought that the speed for maximum gust intensity was
Vb, not Va. Is Vb not the top of the "green arc"?
Va means "acceleration loads" as in pilot induced loads through the
use of the a/c controls.
Vb means "gust loads" as in weather induced loads.

Are pilots slowing un-necessarily?

From FAR Part 1:
VB means design speed for maximum gust intensity

From FAR Part 23:
Section 23.341: Gust loads factors.
(a) Each airplane must be designed to withstand loads on each
lifting surface resulting from gusts specified in §23.333(c).
(d) Design speed for maximum gust intensity, VB. For VB, the
following apply:
(1) VB may not be less than the speed determined by the
intersection of the line representing the maximum positive lift,
CNMAX, and the line representing the rough air gust velocity on
the gust V-n diagram, or VS1vng, whichever is less, whe

"Marty Ross" wrote
I specifically note this POH's references to "good operating
practice used in all aircraft" and "the structural loads caused
by gusts" as they relate to another question (of turbulence
causing increased airframe stress) on this thread.

Despite what the POH states, this is not the procedure used in
all aircraft.

Bob Moore
ATP CFI