V-speeds are the standardized airspeed reference points every pilot must know. This tool collects the FAA-defined V-speeds into a single searchable glossary so student pilots can study and CFIs can build quick pre-flight briefings without flipping through a textbook.
How it works
Each V-speed is a named airspeed defined by FAR Part 1 and the aircraft’s type certification. The tool stores, for every code, its full name, a plain-English definition, a representative value range for GA singles and light twins, and the flight phase where it matters. Typing in the search box filters by code, name, definition text, or use case, so you can find a speed by what you remember about it rather than its exact abbreviation.
The colored arcs on a standard airspeed indicator are built directly from these
speeds: the green arc spans Vs1 to Vno, the white (flap) arc spans Vs0 to
Vfe, the yellow caution arc spans Vno to Vne, and the red radial line marks
Vne.
Key V-speed relationships every student pilot must understand
Understanding how V-speeds relate to each other, not just memorizing their definitions, is what makes them useful in the cockpit.
The stall speeds (Vs0 and Vs1) form the floor of the useful airspeed range. Vs0 is stall speed in the landing configuration with full flaps and gear extended; Vs1 is stall speed in a specified clean configuration. Because flaps increase lift coefficient, Vs0 is always lower than Vs1. The white arc starts at Vs0 and ends at Vfe (max flap extended speed), defining the regime where flaps can be used.
The structural limits (Vno and Vne) define the safe operating envelope. Vno (maximum structural cruising speed, green arc upper limit) is the top of the normal operating range in rough air. Above Vno and below Vne is the yellow caution arc — fly there only in smooth air. Vne (never exceed) is the red line; exceeding it risks flutter and structural failure.
The maneuvering speed (Va) is often misunderstood. It is not simply “the turbulence speed” — it is the maximum speed at which full, abrupt single-control deflection will not overstress the airframe. Crucially, it decreases with lighter weight because a lighter aircraft needs less aerodynamic force to reach the structural g-limit. Va for an aircraft at maximum gross weight may be 10–15 knots higher than Va at minimum solo weight, which is why some POHs publish a table.
Vx versus Vy is a classic confusion point. Vx (best angle of climb) gives the most altitude gained per unit of horizontal distance — needed to clear an obstacle. Vy (best rate of climb) gives the most altitude per minute. Vx is slower than Vy, and the two speeds converge at the aircraft’s absolute ceiling, where they meet. During a short-field departure, use Vx until clear of obstacles, then transition to Vy.
The airspeed indicator arcs — a visual memory aid
| Arc | Color | From | To | What it means |
|---|---|---|---|---|
| White | White | Vs0 | Vfe | Flap operating range |
| Green | Green | Vs1 | Vno | Normal operating range |
| Yellow | Yellow | Vno | Vne | Caution — smooth air only |
| Red line | Red | Vne | — | Never exceed |
Multi-engine V-speeds: V1, Vr, and V2
These three speeds are primarily used by multi-engine and transport category aircraft and appear in private and instrument training in the multi-engine context:
- V1 (takeoff decision speed) — the last moment at which you can abort the takeoff and stop on the remaining runway. After V1, the committed course of action is to fly.
- Vr (rotation speed) — the speed at which you apply back-pressure to lift the nose. V1 is always at or below Vr.
- V2 (takeoff safety speed) — the minimum speed to maintain after engine failure during climb. Climbing at V2 provides a defined obstacle clearance margin.
Tips and notes
Memorize your own aircraft’s numbers from the POH — the ranges here are study aids, not operating limits. For checkride preparation, be ready to explain not just what each speed is, but why it changes with weight, configuration, and altitude. The FAA Knowledge Test emphasizes understanding over memorization, and Designated Pilot Examiners frequently probe the reasoning behind speeds like Va and Vx/Vy during oral exams.