Arrow/Archer Speeds

VA FORMULA / Va2 =Va√w2/w1
Va2=Maneuvering speed (at the weight you are trying to find)
Va =Maneuvering speed at max gross weight
W2=Actual airplane weight
W1=Maximum weight

Arrow V-SPEEDS IN KIAS

KIAS

/

REMARKS

Vso / 55 / Stall speed gear down, flaps 40°
Vs / 60 / Stall speed gear up, flaps 0°
Vr / 65-75
50-60 / Rotation speed
Short field
Vx
Vy / 72 G↓
78 G↓ / Best angel of climb
Best rate of climb
Vx
Vy / 78G↑
90G↑ / Best angle of climb
Best rate of climb
Vy / 104 / Cruise climb
Vfe / 103 / Maximum flap extension speed
Va / 118 / Maneuvering speed @ 2750 lbs. G.W.
Va / 96 / Maneuvering speed @ 1865 lbs.
Vle / 129 / Maximum speed with gear extended
Vlo up / 107G↑ / Maximum gear retraction speed
Vlo dn / 129G↓ / Maximum gear extension speed
Vno / 146 / Maximum structural speed
Vne / 183 / Never exceed speed
Vglide / 79 / Best glide, Gear and Flaps ↑
Maximum demonstrated crosswind 17 kts

ARCHER V-SPEEDS IN KIAS

SPEED

/

KCAS

/

KIAS

/

REMARKS

Vne / Never Exceed / 148 / 154 / Do not exceed this speed in any operation
Vno / Max Structural
Cruise Speed / 121 / 125 / Do not exceed this speed except in smooth air, and then only with caution.
Va / Maneuvering Speed
2550
1634 / 111
89 / 113
89 / Do not make full or abrupt control movements above this speed.
Vfe / Maximum Flap Extend Speed
All flaps / 100 / 102 / Do not exceed this speed with flaps down.
Vx / Best Angle of Climb Speed / 64 / .Greatest altitude gain for the shortest horizontal distance
Vy / Best Rate of Climb Speed / 76 / Greatest altitude gain for the shortest time

MARKING

/

KIAS VALUE OR RANGE

/

SIGNIFICANCE

White Arc / 45-102 / Full flap operating range. 45 is Vso.
Green Arc / 50-125 / Normal operating range. 50 is Vs.
Yellow Arc / 125-154 / Operations must be conducted with caution and only in smooth air.
Red Line / 154 / Maximum speed for all operations.
HIGHER ARCHIE OF AIRSPEEDS
A / Indicated
Airspeed
(IAS) / Reading off of airspeed indicator. IAS does not reflect variations in air density as you climb to higher altitudes. IAS is also uncorrected for installation (position) and instrument errors.
B / Calibrated
Airspeed
(CAS) / IAS corrected for installation and instrument errors. To determine calibrated airspeed, read indicated airspeed and then correct it by using the chart or table in the POH.
C / True
Airspeed
(TAS) / True speed your plane travels through the air. Calibrated airspeed corrected for altitude and nonstandard temperature. For a given IAS, TAS increases with altitude.
D / Groundspeed
(GS) / Actual speed of your airplane over the ground. True airspeed adjusted for wind. GS increases with tailwind, decreases with headwind.

The pitot-static system provides impact, or ram, air pressure to the airspeed indictor.

The speed of your airplane through the air is determined by comparing ram air pressure with static air pressure – the greater the differential, the greater the speed.

If the pitot-tube becomes block and the drain hole remains clear, ram air no longer is able to enter the pitot system. Air already in the system will bent through the drain hole, and the remaining pressure will drop to ambient (outside) air pressure. Under these circumstances, the airspeed indicator reading decreases to zero, because the airspeed indicator senses no difference between ram and static air pressure.

If the drain hole becomes blocked as well than the airspeed indicator acts like an altimeter.

If the pitot tube, drain hole, and static system all become blocked in flight, changes in airspeed will not be indicated, due to the trapped pressures.