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jet-planes-landing-and-taking-off-data Air traffic control may request the aircraft to loiter and jet planes landing and taking off data its turn for the next phase. One square on the distance line represents as much as feet and one square on the speed can be as much as 2 knots. The old school method of chasing through charts was time consuming and prone to error; but it taught pilots to understand what numbers were "about right" for a variety of conditions. You will soon figure out what are reasonable V-speeds and landding are not. Fata, 28 Marcha few feet before the runway end Click photo for a larger image. The take-off maneuver is basically a result of an imbalance between the forces of lift, weight, thrust and drag.

In simpler words, if the engine fails before V1, the pilot can stop the airplane within the stop distance and if it fails after , the pilot must necessarily take-off.

A US Airways Boeing in the initial climb. Photo Credit: Mr. T in DC. There are many other speeds involved during the take-off phase in the flight of jet airplanes, such as minimum control speeds, max brake energy absorption speed and maximum tire speed.

However, the above listed have a more prominent role in the take-off phase of an aircraft. The three take-off steps common in all jet airplanes can be viewed in the above video of an Emirates Airbus A departing from Manchester. Federal Aviation Administration, Flight standards Service.

Airplane Flying Handbook. Trevor, T. Almost half of all accidents occurs during the final approach and landing stages. These are also the most devastating accidents. Fatal accidents are also likely to occur during the climbing stage.

If the aircraft left the gate with undetected faults, these may become apparent during the climb, as the first stage taking place off the ground, and could prove dangerous. This could turn out to be difficult, however, as the aircraft is flying low and may have already lost some of its capabilities.

I recommend that instead of simply briefing the numbers, ala "V1 is , V2 is , and if we have to come back, VREF is. For example: "We are taking off using flex power on a cool day, dry runway, and we weigh 60, pounds. Our V1 is and V2 is We need just under 5, feet of runway. So what good does this do? I think after ten or twenty takeoffs you will start to develop a sense for how much runway is needed for various conditions. You will soon figure out what are reasonable V-speeds and what are not.

You may not be able to detect a 2-knot or foot error, but you will might be able to figure out someone made a large input error. The best way to get a sense of the real world versus the world of spaghetti charts and computerized takeoff and landing data is to fly an old, underpowered airplane on missions that required you to maximize every drop of fuel and inch of runway.

I don't recommend it, but that is how I started as a copilot in the KCA. We spent a lot of time pouring over charts to insure we could make it off the runway, even if just barely so.

As an engineer, I had supreme confidence in those numbers. Even if the book said we needed every inch of a runway, I knew with absolute confidence that we could lose an engine at V 1 and either takeoff or abort. No sweat. Then one day we lost an engine and had to rotate in the overrun about 10 to 15 knots below rotation speed.

The math didn't work. The airplane was old, the drag coefficient from the wrinkled skin was higher than the design. The engines didn't put out quite as much thrust as the good folks at Pratt intended. No matter the excuse, I never again looked at the numbers the same way. If the balanced field came out to anywhere near the runway length, it was time to reconsider.

As I write this, I just got finished yesterday reviewing a friend's autobiography that spends much of its length extolling the poor performance of the stretched MD series. He says they simply put in a plug ahead and aft of the wings and called it good.

Then today , I got this in the inbox:. Maarten, 28 March , a few feet before the runway end Click photo for a larger image. Maarten TNCM two days ago. The caption was, "We paid for the whole runway, we use the whole runway! Maarten, 28 March , a few feet after the runway end Click photo for a larger image. There were more photos after this and the airplane climbed out just fine, leading me to believe it was operating on both engines.

That begs the question: if they had lost one of those engines, would they have gone swimming? I get quite a lot of email and every now and then one strikes me as poetry. Here is just such an email. Mistakes have been made but corrected it seems during stops for pax pickup and a quick turn home. V speeds will show much lower if not entered manually. But not always. The boss has an inert fear of wasting time. This adds to the pressures of getting things done accurately. As you know, a 40 minute turn provides the fertile ground for a mistake.

An error. Or not seeing an error. Or expectation bias. Tons of distractions This way we are forced to input the data. It literally only takes minutes and gives both of us a chance to clear out any cobwebs. Always remember that Eddie, when you get right down to it, is just a pilot. He tries to give you the facts from the source materials but maybe he got it wrong, maybe he is out of date.

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