Originally Posted by
NoyGonnaDoIt
Huh?
Maneuvering speed is a structural-related limitation. I'm not sure that it does change with the aircraft's category. The general rule that the max gross weight number is always listed (if there's only one number, it's for max gross). Listing others is pretty much optional, although airplanes that have a wider range of possible weights will tend to list more since Va for 6-seat airplane with lots of fuel and baggage capacity will be significantly lower when someone flies it solo with only a headset and a kneeboard with only 1 hour of fuel left. So I guess that if utility category means less max gross, a manufacturer might well opt to list a Va for max weight when operating in that category.
btw, I don't think anyone mentioned it, but the formula for calculating maneuvering speed (or any load limited V-speed for that matter) at any weight is
V1=V2 * Sq Root (W1/W2)
Where:
V1=Airspeed being calculated
V2=Published airspeed for a given weight
W1=Weight for which airspeed is to be determined
W2=Gross weight for which airspeed is published
Va for light aircraft, the manufacturer bases it on load limit factors. Going from category to category changes the load limit factors (3.8normal to 4.4utility). A 4.4 load limit will allow more airspeed at less weight. Notice how 172s' are placarded with "Va = 105". The safety factor is 1.5 for structural items.
Usually the formula used for (light aircraft manufacturers) Va is Va = stallspeed * sqrt(limit positive load limit factor)
One thing to consider doing, let say aerobatics, is that certain high-g maneuvers require a higher entry speed than Va. Of course these maneuvers are symmetrical, but it really just depends on the amount of residual energy. I think Assymetrical loading has a little more to do with a Vd/Va interpolation.