SFTY 335

Chapter 3 Questions
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1. How is maneuvering speed determined?

Maneuvering speed is the highest speed at which full deflection of the controls
about any one axis are guaranteed not to overstress the airframe. In other words,
full deflection of controls at speeds below the maneuvering speed will not cause
structural damage to the airframe; rather, the aircraft will stall before it breaks.
An important exception to this adage is the case of American Airlines Flight 587
Airbus A300 (November 12, 2001), where the first officer (pilot flying)
commanded stop-to-stop full rudder commands in response to wake turbulence
at speeds significantly lower than maneuvering speed Va; yet the vertical
stabilizer separated in-flight (stall did not occur), causing the eventual
disintegration of the airframe and the loss of 260 lives.
Maneuvering speed is stall speed multiplied by the square root of the limit load
factor. Normal category limit is 3.8 Gs, the square root of which is 1.95. If, for
example,
the flaps-up stalling speed is 70, the maneuvering speed would be 70 * 1.95 =
136.5.
The maneuvering speed decreases as the aircraft's weight decreases from
maximum takeoff weight because the effects of the aerodynamic forces become
more pronounced at lower weights, as a result of decreased angle of attack. If
speeds higher than maneuvering speed were maintained, excessive lift forces
could cause structural damage at full deflection of the elevator.
Maneuver speed can be calculated by
V p = Vs (Sqrt LLF)
where
Vp = maneuver speed (knots)
Vs= stall speed (knots)
LLF = limit load factor

2. How does bank angle affect maneuvering speed?

Maneuvering speed, also known as corner speed, is identified on the V-G
diagram as the point of intersection between the aerodynamic limit line and
the structural limit line. When the aircraft operates below this speed, the
aircraft will stall before the limit load factor is reached. If operated above this
speed, the aircraft can exceed the limit load factor before it stalls. At the
maneuver airspeed, the aircrafts limit load factor will be reached at the lowest
possible airspeed.

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SFTY 335
The formula for the maneuver airspeed, Vp is Vp = Vs sqrt(LLF). The bank angle
determines the load factor in a level turn, thereby affecting maneuvering speed.
The maximum permissible bank angle and the lowest possible airspeed are at Vp,
resulting in a minimum radius of turn.

3. Describe high speed limit.

High speed limit is the flight parameter, which the aircraft should never intentionally exceed.?
Using the V-G chart, high speed is represented as Limit Speed, or (V-Sub L) and noted on the
aircraft instruments as redline speed.? High speed limit can consist as over-speed during straight
and level flight or during over loading during maneuvering.

4. Describe the possible results if the high speed limit is exceeded.

1.
2.
3.
4.
5.

The possible results if the high speed limit is exceeded are

Aeroelastic problems caused by aileron reversal, divergence, flutter
Structural failure due to high dynamic pressure
Compressibility problems for non-supersonic aircraft
Loss if directional stability at high Mach numbers
Aerodynamic heating problems

5. Describe aerodynamic heating.

Aerodynamic heating is the heating of an object in a very high-speed flow due to
compression and friction within the boundary layer around the object.
Aerodynamic heating problems result from two different causes.
The first problem is the heating of the air at the engine intakes. All jet engine
compressors are designed to operate sub-sonically. When the airplane is flying
supersonically the air must be slowed to subsonic speed. This occurs when the
air passes through one or more shock waves. Each shock wave slows the air,
compresses and heats it. The faster the airplane flies, the more the air is heated
and, consequently, the engine produces less thrust.
Embry-Riddle Aeronautical University

SFTY 335

The second type of aerodynamic heating is produced by the air being

compressed at the leading edges of wings and tail surfaces. These regions are
known as stagnation points. This type of heating weakens the metal surfaces.
The stagnation temperature of the Mach 2 aircraft is about 250F while the Mach
3 aircraft has a stagnation temperature of about 650F.

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