Va and turbulent air penetration speed.

Thanks Roy...

And it didnt take me long to find more than I ever wanted to know about
this, too.. Stuff that brought me back flashbacks of my physics and
calculus classes..

Your formula breaks it down a little more simply than what I did stumble
across.. http://142.26.194.131/ and
http://142.26.194.131/aerodynamics1/Lift/index.htm

I will be puttering around with this and will see what I can come up
with, and if its useful.

Now... a question about realities.. The POH nazi's will say that the
Word as written is good, praise be to the POH... if I base flight
decisions and speeds on MY calculated numbers rather than the max weight
sea level standard day numbers published in the almighty POH.. am I
going to be asking for trouble here?

This originally was to come up with weight specific Va for the crib
sheet.. but I see (or was reminded of the basics) that Vs is weight
dependent too... even if the difference is negligible in the small spam
cans with only 300 pounds of fuel.

Dave

Roy Smith wrote:

Dave S wrote:

I have an Excel Spreadsheet application that does W&B and plots it on a
graph... The form also lists certain speeds that are "static": Vx/Vy,
Vne, etc.. I would like to modify this form to list Va dependent on
the given calculated gross weight


Easy. Va as published is for max gross weight, and goes down with the
square root of weight. So:

MGW = Max Gross Weight
W = Weight of the aircraft at a given moment
Va = Maneuvering speed as published in the POH
Va,w = Maneuvering speed for a given weight

Va,w = Va * sqrt (W / MGW)

Stall speeds (Vs0 and Vs1) both follow the same formula, and so does
your final approach speed, which is usually calculated as 1.3 * Vs0.
So, if you really want to do landings right, you should calculate your
weight at the end of the flight (taking into account fuel burn),
calculate a Vs0 based on that, and multiply by 1.3 to get your proper
final approach speed (keeping in mind that the multiplication needs to
be done in CAS, not IAS).

It turns out that for the majority of light airplanes, the difference
between max gross and a reasonable minimum landing weight (pilot and
minimum fuel) is a small enough percentage of max gross that stall speed
only varies a few knots between the upper and lower limits. As a
result, most people don't bother with this (nor is it often taught in a
private pilot course), and they never have a problem. On a bigger plane
where half the takeoff weight can be fuel, it's a much more significant
issue and these calculations are done for every takeoff and landing.

If you were really paranoid, you could calculate Vfinal and Va for three
loadings: pilot and minimum fuel, max gross, and halfway in between,
then keep these on your cheat sheet. In flight, just take a WAG which
of those you are closest to and use the appropriate number.