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Takeoff safety speed. The speed at which the aircraft may safely climb with one engine inoperative. [7] [8] [9] V 2 min: Minimum takeoff safety speed. [7] [8] [9] V 3: Flap retraction speed. [8] [9] V 4: Steady initial climb speed. The all engines operating take-off climb speed used to the point where acceleration to flap retraction speed is ...
The takeoff decision speed V 1 is the fastest speed at which the pilot must take the first actions to reject the takeoff (e.g. reduce thrust, apply brakes, deploy speed brakes). At speeds below V 1 the aircraft can be brought to a halt before the end of the runway. At V 1 and above, the pilot should continue the takeoff even if an emergency is ...
A headwind will reduce the ground speed needed for takeoff, as there is a greater flow of air over the wings. Typical takeoff air speeds for jetliners are in the range of 240–285 km/h (130–154 kn; 149–177 mph). Light aircraft, such as a Cessna 150, take off at around 100 km/h (54 kn; 62 mph). Ultralights have even lower takeoff speeds.
The first critical speed during takeoff (at which a pilot must decide whether to continue with takeoff or abort it) is called the "decision speed", or V 1, beyond which it would be unsafe to abort the takeoff. Rotation is begun at the speed known as V R. Rotation at the correct speed and to the correct angle is important for safety reasons and ...
The takeoff decision speed, ... Boeing 747-8 rejected take-off test, 2011 This page was last edited on 9 September 2024, at 12:52 (UTC). Text is ...
Boeing employees and executives watched on as the final 747 jet took off from Washington. Customer demand for the plane had diminished as Boeing and Airbus developed more fuel efficient two-engine ...
The upper deck was stretched more on the 747-8. The 747 cockpit roof section also has an escape hatch from which crew can exit during the events of an emergency if they cannot do so through the cabin. The 747's maximum takeoff weight ranges from 735,000 pounds (333 t) for the -100 to 970,000 pounds (440 t) for the -8.
Unfortunately this implies a high jet velocity, which makes the engines noisy, particularly at low speeds/altitudes and at take-off. [26] Therefore, a future SST might well benefit from a variable cycle engine, where the specific thrust (and therefore jet velocity and noise) is low at take-off, but is forced high during supersonic cruise ...