Great video!! I have a CFI EOC presentation tomorrow and this will really help me with the speeds on my airplane and correlating them with this Vg diagram. Easy to understand and perfectly explained. Thank you!!
Dude! You are a gentleman and a scholar. Great video that helped me to understand the Vg diagram in a way that I never did before. Much appreciated, sir!
Finally found this excellent video where everything makes sense; I’ve been trying to understand this graph but other videos missed to explain important info such as using the accelerated stall region to protect the airplane’s structure and being able to recover inmeaditly
excellent and thanks for the refresher. The only caveat I'd add to significantly lowering airspeed well below maneuvering speed in turbulence would be the possibility of not only an accelerated stall, but also of an inadvertent spin in IMC conditions. We're all taught rudder opposite to recover from a spin in vmc, but not many are taught to step on the high wing (in the turn coordinator) to recover in IMC (and loss of fuel as a result of an inverted spin is a whole different question - I'd heard of turbulence flipping a Cessna 172 upside down during mountain flying at ground school - my personal limits for mountain flying are that winds aloft have to be less than 20kts but that alone isn't a guarantee. At an air safety institute seminar a few years back there was an accident case study where such a likely cause was presented. I wouldn't be so sure about entering an accelerated stall in turbulence and IMC so not sure about slowing down well below Va. Thanks much, safe flying and great summary.
@@fly8ma.comflighttraining199 ❤️ recommended your channel to a friend who's also an engineering student & pilot in training... Can't say "thank you" enough!
Great explanation!Just learned many things here and got some more questions to search for answers. Well, one of them is: why the yelow region is bounded by 4.5G like green region ? I mean, if yellow arc stands for caution and fly in smooth air, does it mean a not-smooth air is what makes you bounce over 4.5G? In my opinion, like other types of graphs ive seen around (elec. or mec. engineering) its like another curve is missing. May be a descent curve from 4.5G at maneuvering speed down to 0G in red line. Thanks anyway for your time
For certified aircraft, VNE is the highest speed that the manufacturer has certified the airplane for. It is not just rough air or maneuvers that are of concern, but aerodynamic conditions like flutter as well. Some of these conditions can be divergent which means that once it starts, recovery is not possible. Essentially, nobody knows how the plane will behave in this region. If you are tempted to burn off some altitude in smooth air, be aware that you will be entering dark territory. With ADS-B, the FAA will be able to review your flight if it comes to their attention. Generally, the FAA won't look at that record unless there is a triggering event which can be as simple as a complaint from someone on the ground. At that point, the lawyers get involved.
Great video! Does lowering the maneuvering speed by lowering weight also bring the positive g structural damage limit down (closer to the 1G load factor)?
very helpful video ,..and if you please i want know how max air speed restrictions and aircraft limitations are determined for a certain airplane ,,,thank you in advance
This might sound silly, but with stall speeds, do you use power-on or power-off stall speeds? This has to do with both standard and aerobatic flying (I'm basically doing some performance estimates of WWII aircraft and I'm not sure which figures to put in).
Hey, I love your videos and I'm binge watching them now. However, I'm skeptical when you say it's "impossible" to get into the structural damage zone when below maneuvering speed. What if it's a REALLY intense storm (obviously you should not be flying in)? I would think that the updrafts could still apply such a force to the wings that you can still get to the structural damage zone.
Greetings Jon! I have a quick question, I was looking over one of the aviation questions that asks, “ If the airspeed is increased from 110 knots to 150 knots during a level 45° banked turn, the load factor will...” At first I chose the load factor will increase as well as the stall speed. But the correct answer appears to be the load remain the same but the radius turn will increase. But at the above quiz question, I thought when you make a turn your load factor and stall speed will automatically increase? Or is it because the throttle is increased that’s why there’s no change in load factor and stall speed? Or that’s just say I don’t increase the throttle, and I make a turn, then in this case both the load factor and stall will increase? Thank you!
Published Va speed is the lesser of the two, so flying below Va means you're just as safe to do full nose down deflection as you are to pull up at full deflection.
How did they get the negative load factor while in fact the load factor is the ratio of force acting an airplane over the gross weight.? anyone can explain?
So long as you can get your medical card I see no reason why you couldn’t learn to fly. I am 43 and would get my private pilot license if I could afford it. I would assume being a pilot is like having a CDL, you have to be able to get medical clearance/card.
This is a good presentation except for one fact. If you overload the airplane it can fly straight okay but if you turn you start ramping up the forces and you slam into the ground. You might have four or five times the way to the airplane of Lyft in a straight line at a high speed but if you turn a little bit that's not going to be true it's going to be a lot less. All of these aircraft take off overloaded in a straight line and barely make it they get off the ground a little ways and they turn a little bit and that's when she crashes.
This video isn't about the weight and balance of the aircraft. It is about the load factor on an aircraft in reference to speed which is not the same as exceeding the gross weight of the aircraft. Which if you do happen to exceed the gross weight it can have dire consequences such as not even being able to leave ground effect or worse stall on takeoff.
@@fly8ma.comflighttraining199 I thought of the video about airplanes and not smacking into the ground.If It was just about you and the chart I guess the fact that an airplane turning stalls and spins into the ground at a much higher speed. I think it's a great video if you fly an airplane that only goes straight.
@@fly8ma.comflighttraining199 I also mentioned turning. You have that pilot thing where you want to focus on me being wrong but you want to ignore where I'm right. Your stall speed goes up when your turn radius radius decreases perfect weight perfect balance perfect pilot perfect perfect perfect perfect. If you begin to turn or you are turning in any of these conditions on this chart you have a higher stall speed any chance to spin into the ground because of the radius of the turn. If I ever need a pilot or I ever need lessons on flying in a straight line and never turning you're my go-to guy.
Absolutely one of the best explanations I’ve found on why Va changes with weight. Thank you !
Glad it was helpful!
Glad it was helpful!
Great video!! I have a CFI EOC presentation tomorrow and this will really help me with the speeds on my airplane and correlating them with this Vg diagram. Easy to understand and perfectly explained. Thank you!!
Dude! You are a gentleman and a scholar. Great video that helped me to understand the Vg diagram in a way that I never did before. Much appreciated, sir!
I think you're the only guy on YT that can explain this. I was intimidated by the chart image at first but finally clicked on it. *SO GLAD I DID*!!
Much appreciated, and I'm glad that it helped!
I am working on my CFIA Written. THANK YOU FOR THIS!
Finally found this excellent video where everything makes sense; I’ve been trying to understand this graph but other videos missed to explain important info such as using the accelerated stall region to protect the airplane’s structure and being able to recover inmeaditly
glad you have been finding our videos useful jose!
Fantastic video that wraps up Va, Vg diagram, and Load Factor and Airspeeds. Super helpful and clear. Thanks Jason!
I just want to say thank you, you made this chart so simple to understand
This video is so helpful! I always come to your channel for the best explanations! Thank you brother!
Really glad to hear it! Let us know how we can support your flight training.
At 1:22 Vno actually stands for maximum structural cruising speed. But great video for explaining the vg diagram.
Excellent explanation on the Vg diagram. Now it makes a lot of sense. Thank you so much, really appreciate this video.
Hey! I'm glad you found it helpful!
This video was absolutely great! I'm currently preparing for my CFI check-ride and I wanted to freshen up on some of this stuff. Thank you
Hey! We're so glad this was able to help you out, thanks for watching and good luck on your check ride!
Thanks for putting this out there. Very helpful.
Love your videos man! Working on CFI and i use your videos as supplemental material to study
Glad they've helped! Keep up the hard work!!
excellent and thanks for the refresher.
The only caveat I'd add to significantly lowering airspeed well below maneuvering speed in turbulence would be the possibility of not only an accelerated stall, but also of an inadvertent spin in IMC conditions.
We're all taught rudder opposite to recover from a spin in vmc, but not many are taught to step on the high wing (in the turn coordinator) to recover in IMC (and loss of fuel as a result of an inverted spin is a whole different question - I'd heard of turbulence flipping a Cessna 172 upside down during mountain flying at ground school - my personal limits for mountain flying are that winds aloft have to be less than 20kts but that alone isn't a guarantee.
At an air safety institute seminar a few years back there was an accident case study where such a likely cause was presented.
I wouldn't be so sure about entering an accelerated stall in turbulence and IMC so not sure about slowing down well below Va.
Thanks much, safe flying and great summary.
Thanks! I am working with gpl and this helped me a lot😍 Sorry my english skills by the way😂
Thank you!!! Clear & simple explanation ☺☺☺
Glad that it helped ya!
@@fly8ma.comflighttraining199 ❤️ recommended your channel to a friend who's also an engineering student & pilot in training... Can't say "thank you" enough!
Great explanation!Just learned many things here and got some more questions to search for answers.
Well, one of them is: why the yelow region is bounded by 4.5G like green region ? I mean, if yellow arc stands for caution and fly in smooth air, does it mean a not-smooth air is what makes you bounce over 4.5G?
In my opinion, like other types of graphs ive seen around (elec. or mec. engineering) its like another curve is missing. May be a descent curve from 4.5G at maneuvering speed down to 0G in red line.
Thanks anyway for your time
Birds: "Airplane. Get it!"
XDD
So glad I found you!
Very good explanation! Thank you!
John, great video and explanation! Many thanks! CFI wannabe right here! 😆
AH-HA Moment at about 9:19! Thanks for the explanation
For certified aircraft, VNE is the highest speed that the manufacturer has certified the airplane for. It is not just rough air or maneuvers that are of concern, but aerodynamic conditions like flutter as well. Some of these conditions can be divergent which means that once it starts, recovery is not possible. Essentially, nobody knows how the plane will behave in this region. If you are tempted to burn off some altitude in smooth air, be aware that you will be entering dark territory. With ADS-B, the FAA will be able to review your flight if it comes to their attention. Generally, the FAA won't look at that record unless there is a triggering event which can be as simple as a complaint from someone on the ground. At that point, the lawyers get involved.
thanks for the video! this stuff is so fun!
v speeds are cool!
Glad it helps! Safe Flying!
such a great video, thanks for explaining!
THANK YOU. Great Explanation
Great video! Does lowering the maneuvering speed by lowering weight also bring the positive g structural damage limit down (closer to the 1G load factor)?
I believe so
Great job!!! Thanks!
Thanks buddy its very interestingly clear too. Peace. 👏🏿
perfectly explained!
Glad it was helpful!
Thank you !! Great video
Awesome video as always Jon - thank you!!!
Thanks! Fly Safe!!
Excellent explanation 👍
very helpful video ,..and if you please i want know how max air speed restrictions and aircraft limitations are determined for a certain airplane ,,,thank you in advance
great video! thank you! please make moreeeeeeeeeeeeee
This might sound silly, but with stall speeds, do you use power-on or power-off stall speeds? This has to do with both standard and aerobatic flying (I'm basically doing some performance estimates of WWII aircraft and I'm not sure which figures to put in).
it's too hard but realistic. Hope to get more videos and tutorials
Is there a mathematical formula for determining various Va speeds based on various weights?
Hey, I love your videos and I'm binge watching them now. However, I'm skeptical when you say it's "impossible" to get into the structural damage zone when below maneuvering speed. What if it's a REALLY intense storm (obviously you should not be flying in)? I would think that the updrafts could still apply such a force to the wings that you can still get to the structural damage zone.
This video led me to downloading the PDF he's using. #winning
Great video!!
how did you do it can you share with me , thank you
Great video, thank you very much
Greetings Jon! I have a quick question, I was looking over one of the aviation questions that asks, “ If the airspeed is increased from 110 knots to 150 knots during a level 45° banked turn, the load factor will...”
At first I chose the load factor will increase as well as the stall speed. But the correct answer appears to be the load remain the same but the radius turn will increase.
But at the above quiz question, I thought when you make a turn your load factor and stall speed will automatically increase? Or is it because the throttle is increased that’s why there’s no change in load factor and stall speed?
Or that’s just say I don’t increase the throttle, and I make a turn, then in this case both the load factor and stall will increase?
Thank you!
Why stall speed is higher when negative load factor of 1?
Published Va speed is the lesser of the two, so flying below Va means you're just as safe to do full nose down deflection as you are to pull up at full deflection.
Your the best
What section of the POH?
How did they get the negative load factor while in fact the load factor is the ratio of force acting an airplane over the gross weight.? anyone can explain?
best video
fantastic job! thank you.
very nice video
what is limit load factor and ultimate load factor?
Limit Load is the maximum load an Aircraft is expected to experience during its normal operation
"and it bumps them up into the orange or red range here... and they break the wings off and they die"
Oh my.
Great
job
Thanks! Safe Flying!
thnx a ton
many thanks
as an Aircraft Maintenance Student this helped me
Great video. Can I still be a pilot at 35 yrs of age?
All Sizons of course you can, im 21 and taking the course in portugal and i have collegues older than 35
So long as you can get your medical card I see no reason why you couldn’t learn to fly. I am 43 and would get my private pilot license if I could afford it. I would assume being a pilot is like having a CDL, you have to be able to get medical clearance/card.
Ez explanation!
It's so weird going from flying a jet to watching videos of cessenas lol
This is a good presentation except for one fact. If you overload the airplane it can fly straight okay but if you turn you start ramping up the forces and you slam into the ground. You might have four or five times the way to the airplane of Lyft in a straight line at a high speed but if you turn a little bit that's not going to be true it's going to be a lot less. All of these aircraft take off overloaded in a straight line and barely make it they get off the ground a little ways and they turn a little bit and that's when she crashes.
This video isn't about the weight and balance of the aircraft. It is about the load factor on an aircraft in reference to speed which is not the same as exceeding the gross weight of the aircraft. Which if you do happen to exceed the gross weight it can have dire consequences such as not even being able to leave ground effect or worse stall on takeoff.
@@fly8ma.comflighttraining199 I thought of the video about airplanes and not smacking into the ground.If It was just about you and the chart I guess the fact that an airplane turning stalls and spins into the ground at a much higher speed. I think it's a great video if you fly an airplane that only goes straight.
@@fly8ma.comflighttraining199 I also mentioned turning. You have that pilot thing where you want to focus on me being wrong but you want to ignore where I'm right. Your stall speed goes up when your turn radius radius decreases perfect weight perfect balance perfect pilot perfect perfect perfect perfect. If you begin to turn or you are turning in any of these conditions on this chart you have a higher stall speed any chance to spin into the ground because of the radius of the turn. If I ever need a pilot or I ever need lessons on flying in a straight line and never turning you're my go-to guy.
👌👌👌
big like
the video image is too poor, you need to fix it more
I'm questioning your taste if this is your favorite diagram