Vx and Vy are easy to confuse, but they are critical V-speeds that every pilot must know. Having trouble remembering them? Nate shows you the secret! www.groundschool.com
Personally, in a single engine aircraft, I ALWAYS like to do my initial climb at Vx in _congested areas,_ and then transition to Vy after reaching about 1000 ft. AGL. This way, if I have an engine failure, I still might have a decent amount of RUNWAY beneath me, or at least I would not have traveled too far, giving me more options to make an emergency landing. Further, if I used Vx instead of Vy, I would be at a significantly higher altitude, after leaving the "runway vicinity", once again giving me more options. This is never officially taught anywhere (don't really know why, but it makes perfect sense). Now, if I'm in a rural (or flat) area, where there is nothing but fields or empty space with plenty of emergency landing options, then Vy works just fine!
@747-pilot Thank you for the explanation. I am a new pilot, about 120 hrs, but came to that conclusion whatching this video and a discussion in this channel between your Lead instructor(Gold seal) and another wise many hours pilot. I know some people will say, but what if you have an engine failure, well, if you did your Take off briefing right!, and were trained right!, you HAVE TO KNOW to lower the nose INMEDIATELY after the engine fails or starts to fail. My early instructor really bolted these things in my head from the begining. He will go: "oh, look" pointing somewhere to the side, or some other diversion, then BUM!!!, He will cut power without saying anything during take off just to see how fast I was, my reaction, then inmediately prepare for a rough landing ahead or if with enough altitud, turn back. Usually after takeoff I will count in my head at each hundred ft to know that about >500-600 AGL or more, I could return to the field, turning into the wind (if w cross W) at 45* angle or more, NOT LOADING THE WING and being coordinated. Last saturday went to Collins Field in Texas, KJDD, at around 7 pm, Density altitud was 3500, field elev 500, and we were in a 172M w 2 on board, a few g less than full, and you could feel the struggle to climb, but still at Vx. Not many fields to land after you take off to the North. Once over 700 then lowered nose to Vy. From then all good to climb to 4500 to go back to T31. Thank you again for the comments, specially from someone with extended XP. Helps a lot to keep you on your toes. Safe flying everyone, God bless you all!!
Love love love how this was made so simple. If it's possible could you do a video on slipstream. How it affects take off. What can be done to counter it. Does it affect when you are coming to land...
I just find it inconvenient how X and Y are right next to each other in the alphabet, and Vy and Vx both accomplish similar tasks. Both of those combined make it hard for me to remember which is which lol.
The Velocity is controlled by the angle on climb, right? Both in the cases will have full power settings as far as throttle and mixture is concerned. Is the correct.
Technically yes because true altitude changes with altitude and temperature. But V speeds are read off the ASI, which doesn’t account for altitude or temperature.
This video is exactly what I needed. I needed that comparison side by side. Thank you.
Same here
Personally, in a single engine aircraft, I ALWAYS like to do my initial climb at Vx in _congested areas,_ and then transition to Vy after reaching about 1000 ft. AGL. This way, if I have an engine failure, I still might have a decent amount of RUNWAY beneath me, or at least I would not have traveled too far, giving me more options to make an emergency landing.
Further, if I used Vx instead of Vy, I would be at a significantly higher altitude, after leaving the "runway vicinity", once again giving me more options. This is never officially taught anywhere (don't really know why, but it makes perfect sense). Now, if I'm in a rural (or flat) area, where there is nothing but fields or empty space with plenty of emergency landing options, then Vy works just fine!
Yes, but I like to see what's in front of me now and again, bird strike for example, or god forbid another aircraft
@747-pilot Thank you for the explanation. I am a new pilot, about 120 hrs, but came to that conclusion whatching this video and a discussion in this channel between your Lead instructor(Gold seal) and another wise many hours pilot.
I know some people will say, but what if you have an engine failure, well, if you did your Take off briefing right!, and were trained right!, you HAVE TO KNOW to lower the nose INMEDIATELY after the engine fails or starts to fail.
My early instructor really bolted these things in my head from the begining. He will go: "oh, look" pointing somewhere to the side, or some other diversion, then BUM!!!, He will cut power without saying anything during take off just to see how fast I was, my reaction, then inmediately prepare for a rough landing ahead or if with enough altitud, turn back.
Usually after takeoff I will count in my head at each hundred ft to know that about >500-600 AGL or more, I could return to the field, turning into the wind (if w cross W) at 45* angle or more, NOT LOADING THE WING and being coordinated.
Last saturday went to Collins Field in Texas, KJDD, at around 7 pm, Density altitud was 3500, field elev 500, and we were in a 172M w 2 on board, a few g less than full, and you could feel the struggle to climb, but still at Vx. Not many fields to land after you take off to the North. Once over 700 then lowered nose to Vy. From then all good to climb to 4500 to go back to T31. Thank you again for the comments, specially from someone with extended XP. Helps a lot to keep you on your toes. Safe flying everyone, God bless you all!!
Superb. No chit chat, pure info with very nice illustration. Tnx
Glad you liked it!
Super helpful, the visuals are what made it clear. Thanks!
It was complicated for me to understand these things before I see the video; thanks a lot 💪🏻🧠
Gonna have to watch again my mind was focused on the hour glass
Excellent graphics! Thank you
Top! You are a really instructor! Congrats.
You couldn't make it easier if you tried. Great video, excellent explanation, many thanks!
these production values and visualizations are top notch
Super helpful and short it was exactly what i need ❤️❤️❤️
Brilliant graphic representation at the end
Thanks, David!
Love love love how this was made so simple. If it's possible could you do a video on slipstream. How it affects take off. What can be done to counter it. Does it affect when you are coming to land...
This one doesn't answer your question directly, but it does cover spiraling slipstream:
ua-cam.com/video/53p76WSqy-Y/v-deo.html
So helpful! Thank you! Subscribed!
Awesome! Very helpful
I just find it inconvenient how X and Y are right next to each other in the alphabet, and Vy and Vx both accomplish similar tasks. Both of those combined make it hard for me to remember which is which lol.
Awesome. Thank you so much!
Just curious why the letters x and y were chosen? Did/do they mean something specific or are they arbitrary?
Fantastic, thank you!
Thank you very much, Sir.
You are most welcome
Thank you!!
Thank you 😊
Thank you!
The Velocity is controlled by the angle on climb, right? Both in the cases will have full power settings as far as throttle and mixture is concerned. Is the correct.
Other way around, the velocity controls the angle of climb and rate of climb. Remember that Vx and Vy are just specific airspeeds.
Thank you! Thats what i needed.
Awesome!! thank you!!, i noticed there is also a Vr, which is even lower than Vx ?? what does the "Vr" mean?
Vr is rotate speed
I bought the course and had to come to UA-cam to find this lesson again. in what section can I find it?
Hi, Betto. This is one of our UA-cam videos. It's not a lesson, although the material is taught in the course.
think of the axis on a graph...angle of climb would be less ground cover x best angle and vy = best rate of climb
Remembered this from PPL back in 1980. Guess I'm not senile just yet.
Wow. Just subbed.
Thank you)
Best angle and best rate of climb.
Amazing
Where was this gold mine all along!!
Ty
Straight up. No B.S. I like it.
does Vx change as we gain altiitude?
Technically yes because true altitude changes with altitude and temperature. But V speeds are read off the ASI, which doesn’t account for altitude or temperature.
slower airspeed. Why cant everyone start with that? Thats why it takes longer. Jeez. THANK YOU!
You try to give the video more brightness it will be great if you do
last letter is faster :))
I am a sim pilot ha ha.. Thank You for the video
Any time!
999th like
Vx e”x”treme rate of climb.
wrong,, its extreme angle
Thank you!
Thank you 😊
Thank you!
You're welcome!