Arrow/Archer Speeds
Va2 =Va√w2/w1
VA FORMULA
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
Vso
Vs
Vr
Vx
Vy
Vx
Vy
Vy
Vfe
Va
Va
Vle
Vlo up
Vlo dn
Vno
Vne
Vglide
KIAS
REMARKS
55
60
65-75
50-60
72 G↓
78 G↓
78G↑
90G↑
104
103
118
96
129
107G↑
129G↓
146
183
79
Stall speed gear down, flaps 40°
Stall speed gear up, flaps 0°
Rotation speed
Short field
Best angel of climb
Best rate of climb
Best angle of climb
Best rate of climb
Cruise climb
Maximum flap extension speed
Maneuvering speed @ 2750 lbs. G.W.
Maneuvering speed @ 1865 lbs.
Maximum speed with gear extended
Maximum gear retraction speed
Maximum gear extension speed
Maximum structural speed
Never exceed speed
Best glide, Gear and Flaps ↑
Maximum demonstrated crosswind 17 kts
ARCHER V-SPEEDS IN KIAS
Vne
Vno
Va
SPEED
Never Exceed
Max Structural
Cruise Speed
Maneuvering Speed
2550
1634
KCAS
148
121
KIAS
154
125
REMARKS
Do not exceed this speed in any operation
Do not exceed this speed except in smooth
air, and then only with caution.
111
89
113
89
Do not make full or abrupt control
movements above this speed.
102
64
Do not exceed this speed with flaps down.
.Greatest altitude gain for the shortest
horizontal distance
Greatest altitude gain for the shortest time
Vfe
Maximum Flap Extend
Speed
100
All flaps
Vx
Best Angle of Climb
Speed
Vy
Best Rate of Climb
Speed
KIAS VALUE OR
MARKING
RANGE
White Arc
45-102
Green Arc
50-125
Yellow Arc
125-154
Red Line
154
76
SIGNIFICANCE
Full flap operating range. 45 is Vso.
Normal operating range. 50 is Vs.
Operations must be conducted with caution and only in
smooth air.
Maximum speed for all operations.
HIGHER ARCHIE OF AIRSPEEDS
A
Indicated
Airspeed
(IAS)
B
Calibrated
Airspeed
(CAS)
C
True
Airspeed
(TAS)
D
Groundspeed
(GS)
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.
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.
True speed your plane travels through the air. Calibrated
airspeed corrected for altitude and nonstandard
temperature. For a given IAS, TAS increases with
altitude.
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.