Goldenshield From United States of America, joined Jan 2001, 5490 posts, RR: 13 Reply 7, posted (7 years 3 months 2 weeks 6 days 1 hour ago) and read 4552 times:
V1 = maximum speed that a takeoff may be aborted if an engine is lost.
Vr = speed at which rotation should occur
V2 = minimum flight safety speed. This is the minimum speed that will allow the aircraft to climb out on one engine.
There are many, many other V speeds as well, but that's not the scope of this thread.
[Edited 2006-03-03 03:50:23]
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EssentialPowr From United States of America, joined Sep 2000, 1820 posts, RR: 2 Reply 8, posted (7 years 3 months 2 weeks 6 days 1 hour ago) and read 4509 times:
The call outs also vary greatly from company to company.
On the 727 and ERJ for ex, V1/Vr were/are typically the same number - unless a V1 reduction is made. This would be due to a contaminated runway, for example, in which an earlier decision speed helps mitigate the probability of executing a rejected take off.
EssentialPowr From United States of America, joined Sep 2000, 1820 posts, RR: 2 Reply 11, posted (7 years 3 months 2 weeks 6 days ago) and read 4448 times:
Goldenshield, here are 2 examples...
Embraer certifies and flys the ERJ in the landing config at the top of the white arc for an approach speed. Most ERJ operators in the US add 5-10 kts to this value for their ref and target speeds. This varies from airline to airline. Cont EXpress, before the XJT days, was white arc plus 10 for both values (which were separated by 5 kts). About 3 years ago, they went to "white arc" plus 5 kts due to the fact that 5 kts makes a big diff for a transport category a/c in terms of landing distance, which corresponds to revenue. Because these values were published in FAA approved manuals, the new values had to reapproved by the FAA, but are certainly airline specific.
EssentialPowr From United States of America, joined Sep 2000, 1820 posts, RR: 2 Reply 14, posted (7 years 3 months 2 weeks 6 days ago) and read 4436 times:
The 2nd example is takeoff performance...Boeing never published a comprehensive, reduced thrust takeoff profile for the 727. Why? Because it was fleet specific. NWA had a fleet that consisted of a/c from several manufacturers (Hughes Airwest, Republic, Eastern, etc) with thrust combinations that were too expansive for Boeing to consider. NWA used JT8D-9s, -15s, -17s, and 17 Aprs... and was approved for an Intermix for those engines, meaning an a/c could have 3 different dash types on the same a/c.
If you've followed this so far, then you'll follow the rest. That variation was airline specific, therefore the V speeds were as well. Not a huge difference, but a significant difference...
CosmicCruiser From United States of America, joined Feb 2005, 2222 posts, RR: 16 Reply 17, posted (7 years 3 months 2 weeks 5 days 15 hours ago) and read 4289 times:
Quoting Goldenshield (Reply 10): V speeds are figured from performance tables set by the manufacturer. I've never heard of 'airline specific' speeds.
I THINK what the post is referring to is what CALLOUTS do airlines use. This would/ could be airline specific. I can say that here we used to call 80, V1, rotate,positive rate AND V2 in the 727; in the MD-11 we don't call V2 because the FMS is going to guide you to V2+10 with all eng and V2 with an eng. out so it's a superfluous call. For app/ldg there are no airspeed calls(for us) except "Betty's" calls at 500', 50, 40, 30, ..etc.
Pihero From France, joined Jan 2005, 3588 posts, RR: 72 Reply 24, posted (7 years 3 months 2 weeks 5 days 4 hours ago) and read 4105 times:
During the takeoff roll it is better to have a quiet cockpit apart from the very important call outs :
Ready to go, the captain announces "Takeoff, V1 is xxx kts"
Once the thrust is set PNF announces "parameters stable"
PF calls out the FMA "Man Flex XX° SRS RWY NAV and A/THR armed "
-100Kts (for ASIs xcheck and the signal that from now on we'll only reject for an engine failure or a severe structural damage)
25 EssentialPowr: In the US it's typically called a "sterile cockpit." Some airlines use "parameters stable" others use "thrust set, xx.x%N1". The takeoff profile callo
26 PhilSquares: The takeoff callouts are really airline specific. For example, on the 744, the calls vary from a few airlines I've been involved with. For instance, s
27 EssentialPowr: "The takeoff callouts are really airline specific" ...I think we've made that point!
28 PhilSquares: And your point is? Judging by the responses, that point, while written, hasn't been made.
29 EssentialPowr: I respectfully disagree. Did you take the time to read the entire thread? I think it's been rather well made, with examples, and in fact you restated
30 PhilSquares: Like I said, judging by the comments, people either didn't read that or just didn't care. I didn't know this forum was restricted to one correct resp