Gregjet From United States of America, joined Nov 2000, 115 posts, RR: 0 Posted (9 years 7 months 2 weeks 3 days 1 hour ago) and read 8914 times:
Well this might be a stupid question but how should I take off in a commercial aircraft. I mean I got the just of it because I been flying for about 5 years but I never really knew if I was doing it right. I just guess I thought my self. Bit I stop for about a year and a half now and I want to start again but I want some incite on how other people fly. But this is what I use to do.
2.climb I climb to about 10000 feet at .38 and a climb rate of 2000 then when I got to 10000 feet I went to .40 and climb rate of 1800 then at 15000 I speeded up to .45 and climb rate of 1800 still then at 20000 I went to .50 and 1600 and at 25000 I went to .55 and 1400 and at 30000 I went to .60 and 1200 all the way to my cruising altt.
It may be wired but it worked for me SO any comments just get at me
Mir From United States of America, joined Jan 2004, 22241 posts, RR: 55
Reply 1, posted (9 years 7 months 2 weeks 2 days 23 hours ago) and read 8906 times:
Stages of climb for me:
1) Takeoff and initial climb: I use takeoff power (about 90-95% N1) and, once off the ground, maintain V2+15 up to about 2000ft AGL, with whatever rate of climb that gives me (can vary depending on aircraft type and weight).
2) Transition to normal climb: I reduce power to climb power (about 85-92% N1) and pitch down to accelerate to 250kts while retracting the flaps. I try to maintain a 700-1000fpm climb during this part, though sometimes it has to be slower.
3) Normal climb: I maintain cruise power, and pitch up to maintain 250kts, with whatever rate of climb that gives me (can vary). At 10,000ft, I use the same technique as in step 2 to accelerate to 300kts, when I pitch up to maintain that speed. I maintain 300kts until I get to my cruise mach number, and then I maintain that all the way up to my cruise altitude.
Of course, if ATC requires something else I have to change some of the phases. But this works most times.
7 billion, one nation, imagination...it's a beautiful day
SWISSER From , joined Dec 1969, posts, RR:
Reply 2, posted (9 years 7 months 1 week 5 days 4 hours ago) and read 8770 times:
You can however use the autoflight/performance functions,
most modern Boeings and Airbusses are very capable of doing so!
put in your SID, constraints of altitude and airspeed in the FMC or MCDU.
like 250 KIAS below FL100, and according to the CI or Cost index of your route, the flight computer will compute the best performance according to the data it recieved from you, like for instance it will start accelarating to 280 to 300 KIAS above FL100 and will assign the cruise airspeed automatically at for instance FL330, M.78 to M.83.
If you do it right in the Airbus for instance, you practically have to punch one button called AP1 or AP2 (autopilot) and the plane will fly itself until you start descending!
You will safe fuel according to the automated path, and the plane will constantly compute the best performance and adjust the climb rate automatically!
Off course ATC is of the issue and with a simple button pull you can override the computer and insert your information, pushing the button will put the control back the flight computer!
This is how it's done in reality in the modern Airbus/Boeing and can easely be simulated on add-ons like PSS, PMDG etc.!
and in fact Airbusses are designed to operate like that, Boeings only have 1 or 2 switches more to press, but it's very similar!
You can however use the functions too without a programmed FMC or MCDU,
all flight computers know there constaints automatically and compute the engine performance instantly!