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Turbulent air penetration speed

Structural failure accidents, often from getting too friendly with thunderstorms, kill both people and what little good press GA is able to garner. In the last decade, 50 accidents—about 10 per cent of all accidents—were due to in-flight structural failure. Add the delays between the real weather and what you see on the tablet and the result may find you uncomfortably close to the heart of the worst of it and forever immortalized in NTSB records. Of course, severe turbulence is not limited to convection. Flying on the leeward side of a mountain range with strong winds across the range or getting too close to a much larger aircraft can make for some punishing turbulence as well. In your initial flight training, your instructor probably told you to slow to maneuvering airspeed VA in turbulence, and to simply keep the aircraft upright while accepting altitude deviations.
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Everything about V Speeds Explained

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Everything about V Speeds Explained | Flying

There are a series of compound lies in the G Airplane Flight Manual , Limitations, when it comes to speed, among those:. But let say you believe both of those numbers. Why would you want to "penetrate" turbulence so much faster than maneuvering speed? But if it is really turbulent, if you want to avoid exceeding airframe stress limits, the numbers will be considerably lower. The G Aircraft Operating Manual does offer a minimum speed of 1. Of course that is just my technique, you do what you think is safe. Everything here is from the references shown below, with a few comments in an alternate color.
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Airspeed & Turbulence: Easy Adjustments

For those with a background in Aeronautical Engineering, the formulae presented in those paragraphs may be an adequate explanation of the two terms and their differences. For the rest of us a more practical explanation may be appropriate. Part 25 of the CFRs outlines the design criteria for Transport category aircraft.
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But is there a difference between VA and VB? What is it, and when do you use them? Which should we be concerned more with as a pilot, and when? And airplanes are stressed to lower negative-G limits than their positive G-load limit—what about negative-G encounters in turbulence? As the definition states, VA is the maximum speed at which the pilot can safety apply abrupt control deflections.
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