It got to that time of day again..around beer o'clock... and the subject of turbulent penetration speed came up again.....and again I have several interesting theories
so what i suggested was lets farm it out to the guys on PPrune to help solve this riddle...
Theories did vary as the night progressed, the most popular was that Vturb was dependant on weight and could be calulated out with various methods, we did find this thoery and a proof calculation for a PA28 on the web but the power died before we could save it, so we ajourned back to the bar to continue.
1)My theory was that usually the one published in manual is calculated for the max all up weight of the aircraft, and reduces with weight to give you almost a Vturb max and Vturb min for want of a better description for max and min weight, and that speeds outside of this range either higher or lower, would be similarly detrimental to the structure of the aircraft... as in flying 20 knots above would do similar degree of stress and damage as flying at 20 knots below
2) The second theory was that any speed below the one published in the manual was acceptable to decrease the stress's on the airframe while doing the bumpy stuff.... some how this dont seem right to me but I cant prove either way if its right..
way off the mark...??? well I hope not too much... pppplease put me out of my misery as next week I'm sure we going to get onto that no-no subject of how does a fly manage that approach, flare and landing onto the ceiling.....
HELP !!!
