Nice clear explanation. Good work! I really appreciate how you show professional behaviour in the cockpit. Short, clear communication between pilot and co pilot. You both knew exactly what you and the other person were doing. Stuff like that is why flying is the safest mode of transport
why in single engine aircraft don't use V1 speeds. you call V1 before specific point or abort. Decision Point = DP DP is a point on runway that allows accelerate to V1 and safety stops with propeller at lowest drag setting/idle trust, and if V1 is higher than Vr-5kts than V1 = Vr-5kts, and DP is recalculated for new V1 (Vr-5kts) and DP can be closer if checking object on/near runway is before previous calculated DP. (changing DP require to recalculate V1) V1 / DP are calculated with 95% expected takeoff thrust/power. That will be last check of: 1: engine have expected power. 2: weight is calculated properly. 3: density altitude is calculated properly. 4: there is no extra/unexpected drag.
6:30 For a 4 engine aircraft why would the all engine takeoff weight be the limiting factor? Surely your going to need “more runway” if you lose an engine regardless the thrust to weight ratio, if you then lose and engine and you are already maxed out on your standard takeoff field length you aren’t going to be able to complete an accelerate go takeoff. You may be able to abort the takeoff but then that wouldn’t be a balanced field as the accelerate stop is within the length of the runway and the accelerate go would be over the length of the runway in order to reach V2 at the screen height.
Calculating normal takeoff is a great example of pure bureaucratic inefficiency. How could accelerate-go ever be shorter than a normal all engine takeoff? Accelerate to v1 is the same for all 3 cases, and an engine out will always reduce acceleration and climb performance after v1 thus requiring more distance to the 35ft clearance height. I find it humorous that airlines contract with outside companies send in all the gross weight and weather data calculate v1 and transmit the answer back, as if it requires a reserved block of time on an IBM Power mainframe. This isn't protein folding, the smallest onboard embedded microprocessors can do these calculations and without network outage problems. Why not have the FMS calculate v1?
I was informed that if your in a twin prop loosing a single engine means you loose more than just half your power, you loose performance and your now carrying dead weight on the wing of a plane with only 1 single engine. I dont care still. I'd rather have 2 engine s
Yeah sort of like that, though in many planes normal takeoff power is not 100% max power so you do have a little extra to give the remaining engine. Small twins are generally known for rather gutless single engine performance, which is more about saving costs both up front and on fuel; and the designers assume that maybe 10% of flights in that type will really be using significant payload capacity, 90% will be running light. Commercial size aircraft on the other hand are rarely flown light as they would loose money, so they are designed assuming they will be near full 90% of the time and thus have a bit more engine headroom.
Absolutely phenomenal content.
Nice clear explanation. Good work! I really appreciate how you show professional behaviour in the cockpit. Short, clear communication between pilot and co pilot. You both knew exactly what you and the other person were doing. Stuff like that is why flying is the safest mode of transport
As GA pilots, we should take aircraft-ops and calcs a wee bit more seriously.
Great video! Thank you guys! Keep it coming I have my airline interviews coming up soon.
Great content guys, video is well edited, love the the visuals
Keep it up
Thank you, you made it clear and simple.
Keeps me Sharp. All the Best.
Well put together w great graphics. Clear and concise. Nice job.
Terrific presentation and fantastic visuals.
V1 is sweet spot. And that decide to fly or no fly.
why in single engine aircraft don't use V1 speeds. you call V1 before specific point or abort.
Decision Point = DP
DP is a point on runway that allows accelerate to V1 and safety stops with propeller at lowest drag setting/idle trust,
and
if V1 is higher than Vr-5kts than V1 = Vr-5kts, and DP is recalculated for new V1 (Vr-5kts)
and
DP can be closer if checking object on/near runway is before previous calculated DP. (changing DP require to recalculate V1)
V1 / DP are calculated with 95% expected takeoff thrust/power.
That will be last check of:
1: engine have expected power.
2: weight is calculated properly.
3: density altitude is calculated properly.
4: there is no extra/unexpected drag.
Another great video. Best aviation channel on UA-cam!
6:30 For a 4 engine aircraft why would the all engine takeoff weight be the limiting factor? Surely your going to need “more runway” if you lose an engine regardless the thrust to weight ratio, if you then lose and engine and you are already maxed out on your standard takeoff field length you aren’t going to be able to complete an accelerate go takeoff. You may be able to abort the takeoff but then that wouldn’t be a balanced field as the accelerate stop is within the length of the runway and the accelerate go would be over the length of the runway in order to reach V2 at the screen height.
Fantastic production quality and explanations!
Fabulous Video and explanation. Beyond professional - love it!
At or beyond makes a difference !
I just hope the folks are still working. I live near Orlando and the skies that are usually packed with aircraft have been empty all year.
Stunning videoclips 🌹🕊
Great video! Found it very helpful.
Nicely done.
I love the video, thank you.
Great video
7:06 Pay close attention to this.
Excellent, excellent video!
Thank you so much
from the thumbnail and 0:01 i didn’t know if this was real or fake lol.
Thank you...
This has NOTHING to do with Part 91 -vs- Part 121.
Part 91 operations in Part 25 airplanes DO require balanced field calculations.
My god, who is the first officer? she is BEAUTIFUL
Calculating normal takeoff is a great example of pure bureaucratic inefficiency. How could accelerate-go ever be shorter than a normal all engine takeoff? Accelerate to v1 is the same for all 3 cases, and an engine out will always reduce acceleration and climb performance after v1 thus requiring more distance to the 35ft clearance height.
I find it humorous that airlines contract with outside companies send in all the gross weight and weather data calculate v1 and transmit the answer back, as if it requires a reserved block of time on an IBM Power mainframe. This isn't protein folding, the smallest onboard embedded microprocessors can do these calculations and without network outage problems. Why not have the FMS calculate v1?
toga is norm t/o at brickyard? no flex?
SSaugaCriss Flex TO is the norm at Republic.
@@350smooth9 'toga set' must of been for these filming purposes.
We program a flex number in the MCDU. When we put the thrust levers at TO/GA FADEC sets that flex number
this is REAL video OMG
excellent vid; sub!
I was informed that if your in a twin prop loosing a single engine means you loose more than just half your power, you loose performance and your now carrying dead weight on the wing of a plane with only 1 single engine. I dont care still. I'd rather have 2 engine s
Yeah sort of like that, though in many planes normal takeoff power is not 100% max power so you do have a little extra to give the remaining engine. Small twins are generally known for rather gutless single engine performance, which is more about saving costs both up front and on fuel; and the designers assume that maybe 10% of flights in that type will really be using significant payload capacity, 90% will be running light.
Commercial size aircraft on the other hand are rarely flown light as they would loose money, so they are designed assuming they will be near full 90% of the time and thus have a bit more engine headroom.
Be careful! This information is incorrect! A 35ft screen height OEI is ONLY assured when runway is dry!!!
Brazillian Aircraft !
I guess he didnt lose an engine cus the chick pilot said two in reverse
Great video ！
great video