Thank you very much for your precious explanation, Captain. You simplify the challenging problem, making it as straightforward as counting from 1, 2, 3.
Interesting video - thanks! I think when we get into the habit of briefing our takeoffs and landings consistently, we are much more prepared for emergencies. When we get complacent, that's when the trouble starts. Really enjoy your videos!
Thank you Captain! While my profession in aviation is elsewhere and I have only flown for a hobby, when observing, and knowing the concept, I have often wondered why sometimes so little attention is given to the stop/go margins available when planning a takeoff. After all, these routinely vary from mere meters to kilometers. Some crews do brief this routinely, and I am happy to ride with their company.
I am working on my license, got the written in front of me right now. This is an excellent explanation that I will always keep in mind! (Even if I have some time ahead of me before multi engine or commercial.)Thanks for doubling as a great source of information :)
Kjempebra Magnar. Så godt forklart, og enkelt og forstå. «Keep up the good work» Takket være dine videoer, har ATR blitt min favoritt å fly i den nye Microsoft Flightsimulator. Flyr den på mange av Widerøes ruter fra Trondheim til Namsos, Brønnøysund, Sandnessjøen og opp til Bodø 😊
@@FlywithMagnarJa, så det på TV (Dagsrevyen) at ATR var i Norge, for å presentere flyet 😊 Bør vel absolutt være noe for WF. Flere av DASH-maskinene er vel 40 år gamle. Så kan du bli Chief-Pilot og instruktør for WF 😂😂
Another question why isn't in use stopper between starting takeoff and V1? if you don't achieve V1 before time ends abort takeoff. something is wrong: not enough power, bad preflight calculations, unexpected drag (ex breaks still partially engaged). That also would allow use V1 speed in single engine airplanes, V1 would indicate if you accelerate as expected (max V1=Vr-5ktn), and on short runways (if V1
Such a system must take into account aircraft weight, runway slope, runway surface condition, wind, and available engine power. It will be the resposibility of the pilot to insert those data into the computer. However, most accidents happening during take-off happen because the pilot did not make any calculations at all. No automation in the world can prevent stupidity.
several airplanes had catastrophic failures like elevator stuck after vr or collition with something in runway they rejected after v1 some of them stoped before the end other ended with a runway excurtion but they didnt have the option to continue. 2 md80 got elevetor stuck so investigation determined good pilot action aborting after v1 in thoese catastrofic situations (unable to fly)
Another question Is a AoA (angle of atack) is always the same regardless mass of aircraft for best glide, best climb(Vx), fastest climb (Vy), if yes why speeds are in use, not AoA for that scenarios. (will be easier to remember one AoA vs always different speed because different mass of aircraft.)
AoA can be used once airborne, but you can't use it for V1/VR because before VR your nosewheel is still on the ground and the AoA is irrelevant. What might be interesting is - especially with an HUD - an FMS-calculated VR at which point the flight director, up to this point pinned to the horizon, pops up to rotate attitude, and then once the AoA sensor starts giving relevant data, use that to drive the FD vertical axis... I'm not sure anybody civilian has that yet, though. Aftermarket AoA in general aviation, yes, but not *integrated* in Part 25 aircraft... and you really don't want your scan going all over the place when you've got a 200' hill in front of you and the possibility of a gimpy engine.
@@derdere7803 make sense, in my question AoA will need have average indication from last 1-2s. another complication of system, that would need two displays immediately and average. So a assumed correctly that in simulated condition with no pilot input and perfectly smooth air, AoA would be always the same?
Modern aircraft with glass cockpit do have AoA indication. It is used to show the onset of the stall warning (red band on the speed tape). Unfortunately, the red band tends to move a lot when flying in turbulence, so it cannot be used to maintain a stable speed during initial climb after take off, or during approach. Based on the actual weight of the aircraft, the FMS calculates all speeds used for climb, cruise and approach. Those speeds are shown with colored markers on the speed indicator. The same applies to flaps extension and retraction speed, which depends solely on the airspeed. When it comes to the approach speed, the FMS also takes into account reported headwind component and wind gusts. Therefore, using AoA to determine best speeds has more disadvantages than benefits.
@@FlywithMagnar very good and valid points. On top of those, the aoa indicator itself works in reverse direction with pilot commands, which can be confusing. I would imagine at the heat of the moment this reverse sense would cause misjudgments. I would agree though that it’s a nice to have secondary instrument.
would not doing a successful rejected-takeoff after V1 in the simulator imprint the possibility of an incorrect/dangerous procedure on the Trainee... slightly encouraging the kind of behavior making them a worse pilot??? margins are the result of accidents, so, I think all of us have a healthy respect in maintaining them.... I would be a little concerned doing something that gives the idea a margin is superfluous or unnecessary, just because, this could make a person make a wrong call in the very "high-stress" environment of an actual serious emergency. enjoying your channel and it's discussions.
