Aviation explained: Take-off performance
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- เผยแพร่เมื่อ 15 ก.ค. 2020
- When preparing for a flight, we always plan for the worst-case scenario, and that is an engine failure at the most critical moment during take-off. We must either be able to stop the aircraft safely, or we must be able to continue the take-off and climb to a safe altitude.
We have to consider a long list of variables, and if we had done the calculations manually, we would never have been able to depart because the conditions can change faster than we are able to revise our calculations. Thankfully, there are more some better methods...
This video is based on ATR 72 performance data, but the principle is valid for all transport category airplanes.
There's one error in the presentation. Can you find it?
Attributions:
Smithsonian Channel: F-18 landing • The Intricate Skill Th...
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I am John Mohale, a beginner pilot and I am fascinated by your lectures and your explanations. Keep it up!
Captain Nordal, I like how you say "winds from" 120 degrees. Most people would say "winds at". You are more precise 👌
Excellent and a most professional production. I love your style of delivery and the illustrations you use are engaging. Excellent V1 Stop/Go video even if quality as you pointed was not glossy it was a vivid learning lesson. Am totally subscribed even if I no longer fly the ATR since 2012 I like to go through your content because of its high quality of knowledge and seriousness of presentation. If you have any video you intend to produce for Command upgrade sim and line training purposes please share its link. Much obliged Sir! I experienced a real Engine failure at take- off at 400 ft om ATR42-320 on a short strip in 2007 but because I saw the situation coming due to engine degradation trends and other signs like Air Condition smoke, I was able to manage the situation well. I had also 2 weeks prior done a thorough base training after a 7.5 year lapsed rating. keep up the great content Capt.Magnar!
Really glad to subscribe your channel. I'm an aerospace technician and recently passed ATR 42/72 theoretical element and doing OJT on this aircraft. Will wait for your further informative videos
very informative and well-structured explanation from a great expert!
Thank you Capt!
Such an amazing video!!! Nicely done!
Thank you capt.your knowledge is perfect.
Another very interesting and detailed presentation. Thank you.
Very well explained captain!
Very interesting presentation. Thank you.
Thank you very much for this very interesting lecture !!
Kind regards from The Netherlands.
Bravo, very informative & nicely explained. Good job & thank u :)
Very interesting video. Thank you.
very knowledgeable, 👏🏼🙏🏼 thank you Captain. Looking forward for more 😁
fantastic video Captain!
Captain Nordal, please upload more videos on the ATR 72. You really make it easy to understand
I will. It just takes some time to put them together.
Captain it’s always full of knowledge to watch ur video
you are much better then lecturer
Great stuff. Keep it up, great for training etc thank you.
Amazing video, very useful, keep going.
thank you capt, waiting for the next video always
Excellent videos. Hope you consider producing more.
Thank you. More videos are in the making.
Very informative video. Thank you Sir.
that entry deserves more than one, but at least 10 likes I - unfortunately - can't provide. thank you!
Very nice thanks again Captain!
Brilliant and very informative. Can't understand why someone disliked?
The SPS is a lifesaver for us in the airlines although we did manual calculations during training but I’m just used into using that amazing software
Thank you, Captain
Excellent.
Thanks a lot captain
You REALLY want Magnar in charge when there's a problem on take-off!
Sir,
An amazing video.
Nice video, I miss the ATR
great captain could you make videos about net ceiling and gross ceiling and HDR all about engine out in flight for atr thankx
Hi Magnar. First of all I want to congratulate you for your excellent work. Be sure that I am your number 1 fan. Regarding the TOD and TOR takeoff distances that you explain in the video, I would like to clarify that although in both cases the image shown includes a clearway, it should only be considered in the case of the TOD, since as I understand, the TOR is only considered when a clearway does not exist. Am I right?. The topic is a bit complicated. Thank you very much again.
Very informative.geat honour to you sir.
Thanks captain
Awesome
The two seconds allowance for stopping at V1 is BEFORE V1. Not after. By V1, the pilot must have made the decision to stop and made the first actions to begin stopping such as applying the brakes etc.
Since I was introduced to transport category aircraft performance, the certification criteria have changed. It is assumed that the engine fails 1 second before V1. Pilot reaction is 1 second, which means the pilot will start to act at V1. PM should call V1 in such a way that the call is finished when reaching V1. To give a margin for aircraft reaction time, it is calculated the aircraft continues to travel at V1 speed for 2 seconds before the aircraft begins to brake.
Hey Magnar!
Could you please take the time to explain the Boost function? When and how it is used, and what it actually does?
Also, do you get a better take-off performance if using "full power"? aka, slamming the PL's to the wall?
What about using 100%overdrive on the CL's?
Thank you for awsome content, and happy landing!
When it comes to power, an engine has two limitations: Mechanical and thermodynamical. At low density altitudes, the limitation is mechanical. As the density altitude inceases, the engine will sooner or later reach the thermodynamical limit, resluting in reduced power. The boost funciton increases maximum temperature, allowing for more power in such conditions. However, this comes at a cost, as a higher temperature reduces engine life. If you use boost at every take-off, engine life will be shortened by 20%.
Normal take-off power is 90% of available power. You can use 100% power by moving the power levers to the "ramp" position. But again, this comes at a cost, as the engine runs with a higher temperature.
Slamming the power levers to the wall will give 115% power (and overheat). This is only used in an emergency, for examle a windshear at low altitude.
Normally, it is not nevessary to set the CL to 100% override, because propeller NP (RPM) is always 100% at takeoff. You set the CL to 100% OVRD during single engine operations, when you need extra drag to decelerate before configuring the aircraft for landing, or when you anticipate turbulence during landing. The engine response is more crisp when the propellers are rotating at 100%.
Please make more videos on ATR performance at climb cruise and landing as well
Noted
Excellent, very well explained 👌... If you could post more videos wrt meteorology, RTR, Law it will be very helpful for Aviation students.
Thank you for your feedback. However, the subjects you suggest do vary around the world. This is especially true when it comes to aviation law. Through my career, I have followed eight different set of rules. Therefore, I will put my efforts into what I know best, and that is ATR aircraft and aviation safety.
Hello Capt, where can I find the ACN values for ATR 72 600?
www.eddh.de/x-files/dl_files/acn-tables.pdf
Capt what is the procedures if we got one eng over speed just before touch down?
Overspeed in the gas turbine or the propeller? A turbine overspeed is unlikely as the power is already low. A propeller overspeed will result in higher drag. But since you are about to touch down, it will rarely affect your speed thanks to the inertia in the airplane. However, you will experience a yaw that must be corrected with the rudder.
One question Captain, when we use the SPS software on a long runway but with obstacles close to the runway, there is a RTOW, which is logical, but what I do not understand is why this RTOW is increased if the bleeds are selected off (T.O torque are 90% in both cases, bleed on/off), thank you.
I cannot answer that. It might have to do with the setup in the SPA software. I suggest that the person responsible for performance calculations in your company check it out. The company can also ask ATR Support. They are very helpful.
@@FlywithMagnar Thank you for your answer, I will ask, from my understanding, if the T.O. Torque is 90% bleed on/off, the RTOW should be the same, is that correct? Regards
Yes
@@FlywithMagnar Thank you!! Great work what you are doing with your videos, it is really helpful
Hi, do you happen to have a fb or instagram account? I would love to ask you a couple of questions about the atr - i am not typed on the plane, i fly 737ng, but i have always been a great fan of turboprops in general and of atr’s in the specific. Many thanks
It's better with email: magnar.nordal@gmail.com
Fly with Magnar many thanks for your availability and willingness, my email address is barrichelloair
Fly with Magnar thanks i shot you an email, feel free to answer whenever you have time. Many thanks
Good to see you, Magnar.
I was the one who asked you before.
I am training for ATR.
Your video is very helpful to me.
I have a question about landing distance.
According to QRH LANDING DISTANCE CHART,
Weight 43000lbs
・WET GROOVED：3470FT
・WET NON-GROOVED：3410FT
I thought WNG had a longer LANDING DISTANCE than WG due to less friction.
Why does WG have a longer landing distance than WNG?
thank you.
I cancel my question.
I would like to sincerely apologize for my mistake.
Let me ask you another question.
I would like to ask about Landing Distance of Single Engine Operation.
The VAPP displayed on the Performance Page during single engine operation is 113kt.（41000lb, no wind Factor）
This seems to mean "NOT LESS THAN VGA (112kt).
I learned that "When VAPP is increased" does not apply when using this VAPP（113kt）.
VAPP on Both Engine is 101KT.
So OEI VAPP（113kt） is 12KT more than AEO VAPP（101kt）.
Why is the Landing Distance not multiplied by 1.15 though?
Is the Landing Distance of OEI VAPP (113kt) and AEO VAPP (101kt) the same?
thank you.
@@tomonoriizawa3921 have you ever heard of e- mail?
First of all: Thank you for your work! Its so great and detailed. According to my simulation experience in the MSFS the ATR72 isnt a plane with "STOL"-capabilitys. Its more likely a "SL"-Plane since it needs decades for takeoff but can land on super short runways. 😂 Is this real?
When ATR was launched in the early 1980's, the CEO stated that they would not focus on the STOL market, as it was too small to be commercially viable.
At max weight, and standard conditions, an ATR 72 needs 1,315 m runway to take off and 915 meters to land. I have operated the aircraft on 900 m long runways. That means weight limitations for both takeoff and landing.
ATR is now testing a STOL version of the ATR 42, the 600S. It will be suitable for 800 m runways. Why is ATR interested in the STOL market today? Because Dash-8-100 and -200 are not produced any more.
@@FlywithMagnar u are awesome, thank you
A possibility to get in touch with you Captain would be an honour
Capt Muhammad
Q400
I can't believe they use crappy iPad computers for that. They have no error correction code memory, they have ARM processors with a huge list of errata. It's ridiculous. An iPad is going to cause a plane crash someday. Pilots can't be using toys like iPads for life-critical computations. If there was an auto-pilot app that hooks up to the iPad through USB, would pilots use it? Apparently, they would.