This should be more popular video than the previous one. I think that is interesting for many people... Not for the pilots in this case, but it helps to develop the channel even more. Well done! Great intro, btw.
@@MentourPilot I agree - you do a GREAT job and I am learning so much! Please explain high speed stall and low speed stall vs altitude. I saw this in a U-2 video and you just mentioned it in another video - I am intrigued. I know what low speed stall is at low altitude but there is a 'window' for high altitudes that I'd like to learn about. TNX
@@MentourPilot Very good video sir. I really enjoy this kind of content. I think you could have a part two to this where you explain the rotate process in more detail. I have always been curious about how this lift of the ground is achieved i.e. what mechanical parts of the plane is involved when rotation occurs? It would be an interesting thing to see. By the way, this may be my third or fourth request for such a content. Keep up the good work you're doing Captain!
I never heard of these V speeds until I started watching these heavy drama YT shows. Explain the stuff that’s really important, like Vy, Vx, Va, Vfe, Vne … getting those wrong may result in rapid unplanned disassembly of you and your aircraft ;)
Brilliant explanation Petter! I always thought V1 was the calculated speed you needed to achieve based on weight of plane, wind speed, air pressure and temperature, at least that is how i was trained 35+ years ago when i was getting my PPL, or are we using the same terms? Love your clear, sanguine and vocal intonation, truly amazing, would fly on any plane you were left seating with utter confidence.
Visible at 12:43 is my favourite speed of the list: VWWO - Maximum windshield wiper operating speed. My other two favourites are visible at 12:14 VLLE (Maximum landing light extend speed) and VLLO (Maximum landing light operating speed). "You want to go a certain speed? We got a V for that." The best description however goes to the VLO visible at 12:16 : "In an emergency involving loss of control - when the ground is getting close and the airspeed is quickly approaching redline - forget about this speed. Throw the gear out!" Some of these speeds are awfully specific or simply plain weird: 1. VDEC - Multiengine piston and light multiengine turboprops accelerate/brake decision speed. Doesn't this collide with V1? 2. VENR - En route climb speed with critical engine inop 3. VFS - Final segment jet takeoff with critical engine inop 4. VMCA - "Most critical" engine inop, 5 degrees of bank, gear up, flaps up and so on. I didn't know there is a "most critical" definition. Critical is usually the highest form of failure.. 5. VMCG - Minimum ground control speed not using nose wheel with engine failure during takeoff roll for jets, turboprops and transport category aircraft 6.VMO/MMO - Maximum speed before top side barber poles reach your current speed, depending on wing design 7. VS1 - This is the clean stall speed (gear and flaps up), although "clean" is up for debate 8. VSSE - Minimum safe single-engine speed for multi-engine plane for training 9. VTOSS - Category A rotorcraft - that type is only mentioned this once in the whole list I just wonder why they don't have a V35D: Speed at which a 35 degree bank angle will not cause more than 500 feet per minute sink rate. Or maybe add a VML: Maximum landing speed at which the tires with regular pressure at 500 feet above MSL have a 20% speed margin to exploding. I do hope, my ficticious speeds will not be added to the ICAOs list and asked at any ones flight exam :D
Does the landing light extend speed apply to Boeings and Airbuses as well? I’m not aware of manufacturers like Bombardier or ATR but I am aware the McDonnel Douglas (although now Boeing) MD80s had extendable landing lights so having a V speed for landing light extension makes sense. Do other manufacturers have it as well or are they just built flush into the wing?
@@aqimjulayhi8798 I'm not a pilot myself. Just looked for that speed in use at all and the only aircraft I could find using that speed is the Cessna Citation 650. That speed is probably standardized but mostly irrelevant. It would only apply to plants or helicopters that have extensible landing lights. I guess the rule is that these are fixed. Having them extendable is just another piece of mandatory equipment which could fail and additional weight which could be avoided.
You are a great teacher, Petter. You explained that in a way that I could understand, and I did not feel I was being condescended to. You are just like my brother, who teaches physics and calculus at university!
Learned a lot from this video, always wondered why you remove your hand from the thrust levers like that. Glad to see Molly! I do have to watch your videos twice at times because I love watching the dogs. They are good co-hosts. :)
Thanks to watching many of your other videos, I'd understood V1 changed due to the aircraft involved and it's takeoff weight, and that below that mark the take-off could be aborted, whilst above it should not. However, despite my understanding of physics, inertia and momentum and my experience of road vehicles (a.k.a the difference between my small car and a big articulated lorry, for example), it hadn't occurred to me that V1 is LOWER the heavier the aircraft gets. However, when explained the way you did it, it makes perfect sense. A bigger aeroplane is going to need a longer stopping distance, and thus the decision whether to take off or not needs to be made sooner! Thanks for the brilliant explanation, Petter! 👍
I have absolutely no plans to be a pilot, I just think it's good to know knowledge. Between Petter and Captain Joe I know how airlines work but there is always something they hit us with that I never thought of. Pilots are just ultra-smart people
You slowed down when saying “very” this time. It took me a few videos to understand what you were saying before. Hahahahaha Thanks for all your videos. A little bit of knowledge helps me assuage some of my fears of flying.
Love the accessible technical explanation and the new intro and transition wipes between video cuts. Dzięki! Ps. Your Mentour branding evolution does not go unappreciated!
You had mentioned that you'd do a video on OPT. I couldn't seem to find it if you've already done so. If not, could you please explain OPT in details? All your videos and posts are top notch!!! Thank you!
I just got into a new type a couple years ago. The plane has all the basic systems that any other transport category aircraft has with the exception that the manufacturer decided to rename and re-acronym EVERY. THING. That first check ride was quite a test!
@@77thTrombone They did not and I did not ask. However, the primary language of this manufacturer is not English and the translated books, while not as bad as they could be, are riddled with spelling errors and concepts that don't seem to translate well to English.
@@aafjeyakubu5124 ah, yes. I have immediate ideas, but will only observed that certain languages seem remarkably more prone to issues of "concepts that don't translate well" than others. That trait could be considered a form of technical security. Happy flying!
It would be nice if you had a t-shirt that had your logo and your saying on it? Something that as well says Mentour Pilot with something that is not just one type of thing but represents you, your channel, and is a bit more generic? Nice video. It would be nice if you could have a few videos talking about the different V speeds etc? If you had 4 additional videos talking about 10 for each you could cover those over a little bit of time.
Mentour, I don't know if you did it to simplify the message, but there are a couple of misconceptions in this video. 1- V2 is not the best climb angle speed, or the best-anything: it is barely a safe climb speed, a speed that meets certain controllability requirements and that ensures a certain minimum climb gradient with one engine inoperative. That is why It is required that if you decide to continue the take-off after an engine failure at V1 the plane must be able to achieve 35ft AND V2 over the departure threshold (or the clearway if there is one). You mentioned the screen height but not V2 as part as the requirements when defining V1. 2- V1 is not necessarily the latest speed where you can start rejecting the take-off and stop on the runway, nor the soonest speed where you can continue the take-off after an engine failure. V1 is rather a speed SELECTED BY THE OPERATOR within a range of speeds that meet that criteria (unless the take-off weight is runway-limited). There is ONE value of V1 which is called "balanced field V1" that makes the ASD (accelerate-stop distance) equal to the TOD (take-off distance after an engine failure or 115% of the take-off distance with no engine failure, whatever is greater, in both cases with the requirement of achieving 35ft and V2). That ASD=TOD is called the balanced field length, and it is the minimum runway length from which the airplane can operate in these conditions (weight, wind, density altitude, etc...). If the runway is longer than the balanced field length, then there will be a range of speed that meet the V1 criteria and the operator has to choose one within that range, although the practice of performing reduced-thrust take-offs can offset the excess runway available (with a lower thrust you will have both a longer TOD and a longer ASD) and runway length is one of the limiting factors of how much the thrust can be reduced in a reduced-thrust take off (you can reduce it up to the point where ASD = TOD = runway length, assuming no clearway and no stopway or a clearway of the same length as the stopway).
What are you trying to instruct? Mentour used best correctly, to say otherwise is misleading. What Mentour said implies V2 is the best climb speed one can maintain flight with one engine. If you have a correction, actually use an explanation that makes sense or link a response video.
@@ConnanTheCivilized ... Except that what you said is incorrect. During a normal take-off you typically exceed V2 by 35 ft and achieve V2+10 / V2+20 at the end of the rotation and hold it for the initial climb. If an engine fails during rotation and you already achieved more than V2, you are not supposed to slow down to V2, because V2 is not the best anything. It is the MINIMUM speed you need to achieve if an engine fails before V2 (but after V1). If you think that anything I said in my post is incorrect, please point it out specifically.
Great Video - thanks for that! To my understanding there is a little mistake in the graphics at 3:13. It should be LOF instead of LO (= maximum landing gear operating speed).
V speeds are very interesting especially when u graduate to multi engine higher performance aircraft. Any one V speed can be critical to flight and or managing emergencies. Vzrc was particularly determining with the Concorde accident in Paris and makes for fascinating reading regarding a/c performance.
Thank you for another very explicative video. I paused more than a dozen times to read the scrolling notes. Many aren't true speeds, but rate of change? Regards, EDIT: On the back portion of the aircraft, painted blue, do I see Star constellations, or is just a dot and lines pattern? Very nice Intro.
Planning to be a pilot here :D And I have a question. If you were to abort takeoff because of an engine failure, would you use the reverse thrusters? P.d. I do know they are not taking into consideration when calculating V1
Reversers are deployed on all engines (even the failed one) but only idle reverse thrust is used. The RTO auto brakes handle the rest of the stopping. This basically reverts the majority of the idle thrust of the operating engine into a resistance/braking force since even an idling engine produces some thrust! Using anything above idle reverse on the operating engine(s) would create adverse yaw that nose wheel steering cannot compensate for, and the rudder may not have enough authority if the airspeed is too low. Hope this helps two years later!
Dear Mentor Pilot, I was of the assumption; Environmental circumstances with the plane performance capabilities determine v1 v2 etc. * air density * temp * humidity *wind Gravity/performance * weight *thrust * lift (mainplane) * drag All these factors contributing to the minimum distance for flight. The POH for each plane will give measurements.🙊🙉
Summary of this video: V1 is the speed where you cannot abort the takeoff. If you do, it will result in a runway excursion. Vr is the speed where the aircraft rotates. V2 is the safe single-engine speed.
In a light airplane like mine I don't have a defined V1 but always have an abort point, and if I'm not in the air by then I reject the takeoff. At the airport where I learned to fly it was the 1000 foot marker (on a 2100 foot runway). At my current airport it's the first taxiway after the threshold, about 1500 feet.
before watching, i guess one point will be "situational awareness". Well, i must have learnt something watching the videos, though i am not in the aviation industry
Thank you very much for this. List is V speeds . . great! My first experience in light and heavy lift military helicopters. Later to light and transport category military and civilian fixed-wing. Interesting contrast between rotary-wing and fixed-wing procedures. Fortunate to live both.
After you leave the runway.. without gaining altitude you get to see how far the airport mows the grass.. A cessna 310 can land ok on semi hard grass.. but mud not so much. Bending the nose wheel strut is expensive. And i dont know how expensive thankfully
Positive rate/gear up happens before reaching V2. V2 isn't typically called unless there is an engine failure requiring a V2 climbout. V2+10 is sometimes called because that's when flap retraction can occur.
Amazing video. So is it possible that there is no V1 point at all if the runway is extremely long? So you could reject even after reaching the take-off speed?
Great video Mentour Pilot you should do video on how long-haul flight crews work, and you should do if pilots are allowed to rest in the cabin during midflight and if they are allowed to sit in the cabin on takeoff and landing and I Know on QF A380 Flights they have 2 Captains, 2 First Officers and 1 Second Officer and they also sometimes carry an Engineer onboard and i would like to know how they do their shifts on the flight deck and their rest pattern with 5 Pilots and an Engineer onboard. Then they have 23 Cabin crew for 420 passengers. Whereas the seat map on the lower deck is 14 seats in First Class in a 1-1-1 configuration, 32 Premium Economy Seats in a 2-4-2 configuration and 253 Economy Seats in a 3-4-3 configuration and whereas the seat map on the upper deck is 70 Business Class seats in a 1-2-1 configuration and 60 Premium Economy seats in a 2-3-2 configuration so that brings the seats 420 passengers.
Get 20% discount on the yearly subscription of Brilliant by using this code 👉🏻 brilliant.org/Mentourpilot/
With a dual engine failure on a 737 you don’t reject the takeoff, the takeoff rejects YOU!
deserves more likes
basically the plane rejects the takeoff itself
Tupolev Tu-154*
just like the bell doesn’t dismiss you, but the teacher does.
That dog pillow is very life-like!
😂😂
Dogs just feel super relaxed & comfortable around him. Cesar Milan may be the "Dog Whisperer," but Mentour is the "Dog Tranquilizer."
Can't believe I went back to look D'oh! 🤣
Its an electric simulated dog. You can see that when it moves. You can see where the charge cable goes
This should be more popular video than the previous one. I think that is interesting for many people... Not for the pilots in this case, but it helps to develop the channel even more. Well done! Great intro, btw.
Thank you my friend! I will try and continue to develop the channel 😉
@@MentourPilot I agree - you do a GREAT job and I am learning so much! Please explain high speed stall and low speed stall vs altitude. I saw this in a U-2 video and you just mentioned it in another video - I am intrigued. I know what low speed stall is at low altitude but there is a 'window' for high altitudes that I'd like to learn about. TNX
@@MentourPilot Very good video sir. I really enjoy this kind of content. I think you could have a part two to this where you explain the rotate process in more detail. I have always been curious about how this lift of the ground is achieved i.e. what mechanical parts of the plane is involved when rotation occurs? It would be an interesting thing to see. By the way, this may be my third or fourth request for such a content. Keep up the good work you're doing Captain!
@@MentourPilot I have yet to be disappointed you always make fantastic videos thanks for the good work!
Love the new intro! 👍
Thank you!
Absolutely Fantastic!
@@andrasdudas8226 yes, yes it is!
I like the older one
I like the older one
I never heard of these V speeds until I started watching these heavy drama YT shows. Explain the stuff that’s really important, like Vy, Vx, Va, Vfe, Vne … getting those wrong may result in rapid unplanned disassembly of you and your aircraft ;)
Thanks for all those scrolling speeds. It helps a lot when simming.
Glad to help!
I've heard an interesting quote: 'speed is life, altitude is life insurance'. Now it explains it!
@Mickey Finn haha. Toxic much?
My favorite aviation quote is weather related. It is: Taking off is optional, landing is mandatory!
"speed is life" means the faster you move the slower your time is
@Mickey Finn do you want me to buy you positive attitude merch. ;) Just take it easy, dude.
@Mickey Finn the faster you move through space the slower you move through time
Another great video! How have I only just noticed the green and red cushions - nice touch!
Like the new style intro. Good to see you featuring a 737 instead of a 777.
Excellent video Petter! Great Explanation! #AbsolutelyFantastic
How did you get early access to the video? (Patreon) Sponsor?
Thanks my friend!
Brilliant explanation Petter! I always thought V1 was the calculated speed you needed to achieve based on weight of plane, wind speed, air pressure and temperature, at least that is how i was trained 35+ years ago when i was getting my PPL, or are we using the same terms? Love your clear, sanguine and vocal intonation, truly amazing, would fly on any plane you were left seating with utter confidence.
I get the feeling this channel will be a good resource for me over the next year. Thanks. Subbed.
Visible at 12:43 is my favourite speed of the list: VWWO - Maximum windshield wiper operating speed. My other two favourites are visible at 12:14 VLLE (Maximum landing light extend speed) and VLLO (Maximum landing light operating speed). "You want to go a certain speed? We got a V for that."
The best description however goes to the VLO visible at 12:16 : "In an emergency involving loss of control - when the ground is getting close and the airspeed is quickly approaching redline - forget about this speed. Throw the gear out!"
Some of these speeds are awfully specific or simply plain weird:
1. VDEC - Multiengine piston and light multiengine turboprops accelerate/brake decision speed. Doesn't this collide with V1?
2. VENR - En route climb speed with critical engine inop
3. VFS - Final segment jet takeoff with critical engine inop
4. VMCA - "Most critical" engine inop, 5 degrees of bank, gear up, flaps up and so on. I didn't know there is a "most critical" definition. Critical is usually the highest form of failure..
5. VMCG - Minimum ground control speed not using nose wheel with engine failure during takeoff roll for jets, turboprops and transport category aircraft
6.VMO/MMO - Maximum speed before top side barber poles reach your current speed, depending on wing design
7. VS1 - This is the clean stall speed (gear and flaps up), although "clean" is up for debate
8. VSSE - Minimum safe single-engine speed for multi-engine plane for training
9. VTOSS - Category A rotorcraft - that type is only mentioned this once in the whole list
I just wonder why they don't have a V35D: Speed at which a 35 degree bank angle will not cause more than 500 feet per minute sink rate. Or maybe add a VML: Maximum landing speed at which the tires with regular pressure at 500 feet above MSL have a 20% speed margin to exploding.
I do hope, my ficticious speeds will not be added to the ICAOs list and asked at any ones flight exam :D
Does the landing light extend speed apply to Boeings and Airbuses as well? I’m not aware of manufacturers like Bombardier or ATR but I am aware the McDonnel Douglas (although now Boeing) MD80s had extendable landing lights so having a V speed for landing light extension makes sense. Do other manufacturers have it as well or are they just built flush into the wing?
@@aqimjulayhi8798 I'm not a pilot myself. Just looked for that speed in use at all and the only aircraft I could find using that speed is the Cessna Citation 650.
That speed is probably standardized but mostly irrelevant. It would only apply to plants or helicopters that have extensible landing lights.
I guess the rule is that these are fixed. Having them extendable is just another piece of mandatory equipment which could fail and additional weight which could be avoided.
You are a great teacher, Petter. You explained that in a way that I could understand, and I did not feel I was being condescended to. You are just like my brother, who teaches physics and calculus at university!
Learned a lot from this video, always wondered why you remove your hand from the thrust levers like that. Glad to see Molly! I do have to watch your videos twice at times because I love watching the dogs. They are good co-hosts. :)
Very useful video for my training,many Thanx Cpt!
11:45 Another interesting Mentour Pilot video. One semantic comment: In fact, Velocity, Vitesse, etc are all derived from the Latin word Vēlōcitās.
Yes, I have to say, I had always assumed that V stood for Velocity! 😂
Thanks to watching many of your other videos, I'd understood V1 changed due to the aircraft involved and it's takeoff weight, and that below that mark the take-off could be aborted, whilst above it should not. However, despite my understanding of physics, inertia and momentum and my experience of road vehicles (a.k.a the difference between my small car and a big articulated lorry, for example), it hadn't occurred to me that V1 is LOWER the heavier the aircraft gets. However, when explained the way you did it, it makes perfect sense. A bigger aeroplane is going to need a longer stopping distance, and thus the decision whether to take off or not needs to be made sooner!
Thanks for the brilliant explanation, Petter! 👍
I rather this kind of videos instead of the news. It’s always great to know more about the operation of the aircraft.
That new intro is absolutely fantastic!
I have absolutely no plans to be a pilot, I just think it's good to know knowledge. Between Petter and Captain Joe I know how airlines work but there is always something they hit us with that I never thought of. Pilots are just ultra-smart people
74gear is good too :)
You slowed down when saying “very” this time. It took me a few videos to understand what you were saying before. Hahahahaha
Thanks for all your videos. A little bit of knowledge helps me assuage some of my fears of flying.
Love the accessible technical explanation and the new intro and transition wipes between video cuts. Dzięki!
Ps. Your Mentour branding evolution does not go unappreciated!
That new intro was nice!! getting better and better with every video!!
Great video as always, Petter.
I just realized how nostalgic the cabin chime you use for the 'Subscribe' graphic is for me. I miss it!
Very cool new intro Peter. As always big fan of the educational content as always.
Mate I love your channel. I love aviation and you give so much info on aircraft. Keep up the good work
New intro is soo good
Thank you for these explanations. It really helps me to understand what’s going on in the cockpit, as an ATC.
You had mentioned that you'd do a video on OPT. I couldn't seem to find it if you've already done so. If not, could you please explain OPT in details? All your videos and posts are top notch!!! Thank you!
The new intro is fantastic! Great content, too, as always!
ICAO: We need to make things easier to remember and communicate
Also ICAO: Here are our 46 V speeds
I just got into a new type a couple years ago. The plane has all the basic systems that any other transport category aircraft has with the exception that the manufacturer decided to rename and re-acronym EVERY. THING. That first check ride was quite a test!
@@aafjeyakubu5124 did the manufacturer ever provide a good reason for distinguishing itself that way?
@@77thTrombone They did not and I did not ask. However, the primary language of this manufacturer is not English and the translated books, while not as bad as they could be, are riddled with spelling errors and concepts that don't seem to translate well to English.
@@aafjeyakubu5124 ah, yes. I have immediate ideas, but will only observed that certain languages seem remarkably more prone to issues of "concepts that don't translate well" than others. That trait could be considered a form of technical security. Happy flying!
Whoa! Your intro just went from 737NG to Max! All big graphics for the bigs new screens!
Ooooooo 😯😯😯😯 I love the new intro! Good job Petter 👍🏽
Aye!!!! New intro and yet another absolutely fantastic video! You love to see it, you really do!
It would be nice if you had a t-shirt that had your logo and your saying on it? Something that as well says Mentour Pilot with something that is not just one type of thing but represents you, your channel, and is a bit more generic? Nice video. It would be nice if you could have a few videos talking about the different V speeds etc? If you had 4 additional videos talking about 10 for each you could cover those over a little bit of time.
Mentour, I don't know if you did it to simplify the message, but there are a couple of misconceptions in this video.
1- V2 is not the best climb angle speed, or the best-anything: it is barely a safe climb speed, a speed that meets certain controllability requirements and that ensures a certain minimum climb gradient with one engine inoperative. That is why It is required that if you decide to continue the take-off after an engine failure at V1 the plane must be able to achieve 35ft AND V2 over the departure threshold (or the clearway if there is one). You mentioned the screen height but not V2 as part as the requirements when defining V1.
2- V1 is not necessarily the latest speed where you can start rejecting the take-off and stop on the runway, nor the soonest speed where you can continue the take-off after an engine failure. V1 is rather a speed SELECTED BY THE OPERATOR within a range of speeds that meet that criteria (unless the take-off weight is runway-limited). There is ONE value of V1 which is called "balanced field V1" that makes the ASD (accelerate-stop distance) equal to the TOD (take-off distance after an engine failure or 115% of the take-off distance with no engine failure, whatever is greater, in both cases with the requirement of achieving 35ft and V2). That ASD=TOD is called the balanced field length, and it is the minimum runway length from which the airplane can operate in these conditions (weight, wind, density altitude, etc...). If the runway is longer than the balanced field length, then there will be a range of speed that meet the V1 criteria and the operator has to choose one within that range, although the practice of performing reduced-thrust take-offs can offset the excess runway available (with a lower thrust you will have both a longer TOD and a longer ASD) and runway length is one of the limiting factors of how much the thrust can be reduced in a reduced-thrust take off (you can reduce it up to the point where ASD = TOD = runway length, assuming no clearway and no stopway or a clearway of the same length as the stopway).
I liked this comment just because of how long it was. Nice story book
What are you trying to instruct? Mentour used best correctly, to say otherwise is misleading. What Mentour said implies V2 is the best climb speed one can maintain flight with one engine. If you have a correction, actually use an explanation that makes sense or link a response video.
@@ConnanTheCivilized ... Except that what you said is incorrect. During a normal take-off you typically exceed V2 by 35 ft and achieve V2+10 / V2+20 at the end of the rotation and hold it for the initial climb. If an engine fails during rotation and you already achieved more than V2, you are not supposed to slow down to V2, because V2 is not the best anything. It is the MINIMUM speed you need to achieve if an engine fails before V2 (but after V1). If you think that anything I said in my post is incorrect, please point it out specifically.
just saw the new intro! very cool! great vid!
Thank you! Glad you liked it!
outstanding vid... the copilot on the sofa is too sweet :-)
Great explanation♥️thank you so much
you are a good teacher!
Great Video - thanks for that! To my understanding there is a little mistake in the graphics at 3:13. It should be LOF instead of LO (= maximum landing gear operating speed).
A runway excursion sounds like an exciting day out. Reminded of flight BA38 on 17 January 2008 - the most expensive lawnmower ever used at Heathrow!
thankyou for the best most through explaination of the v speeds!! i now can totally understand it now!! great great video!!
Very nice explanation
Much appreciate and i really love your new intro sir
Thank you it was very informative
Damn!!! I love your intro mentour pilot looks very futuristic and sci fi
V speeds are very interesting especially when u graduate to multi engine higher performance aircraft. Any one V speed can be critical to flight and or managing emergencies. Vzrc was particularly determining with the Concorde accident in Paris and makes for fascinating reading regarding a/c performance.
Thank you for another very explicative video. I paused more than a dozen times to read the scrolling notes. Many aren't true speeds, but rate of change?
Regards,
EDIT: On the back portion of the aircraft, painted blue, do I see Star constellations, or is just a dot and lines pattern?
Very nice Intro.
I think those are all speeds, though some can involve a ROC of something else.
great intro and video
I love your videos but I enjoy those ones more when you have your dog by your side :)
Thank you for your brilliant videos. They are so easy to binge watch!
Sorry I missed all of your merch plug at the end I was too busy pausing the video to read all the V speeds :D
Thanks I finally understand what we’re the pilot is saying while taking off.
Good!! That was my aim!
Already knew but good vid! 👍
Great stuff!
Fantastic video. One of my personal favorites. I’m buying a shirt right now! Stay safe and healthy everybody
I'd really like your conversation capital!! Keep up the hard work sir
Many thanks petter
Glad you liked it!
So do you always try to take off as quickly as possible, or is it always dependent on weight and runway conditions /length?
The new intro is looking good
Hey captain Peter the new intro is amazing love it
Greet stuff!!
You changed up the intro! Good job on doing that smoothly.
Peter, great new intro you got there!
V1-Rotate means I am going somewhere warm!!
That’s hopefully true!!
LMAOOO hell yeah bro !
Just about to do my performance exam! Brilliant help petter!
Nice new 738 intro
That reg is for an A350 lol
Great video Mentour i hope you have an absolutely fantastic weekend my friend.
You too!
Planning to be a pilot here :D
And I have a question. If you were to abort takeoff because of an engine failure, would you use the reverse thrusters?
P.d. I do know they are not taking into consideration when calculating V1
Reversers are deployed on all engines (even the failed one) but only idle reverse thrust is used. The RTO auto brakes handle the rest of the stopping. This basically reverts the majority of the idle thrust of the operating engine into a resistance/braking force since even an idling engine produces some thrust! Using anything above idle reverse on the operating engine(s) would create adverse yaw that nose wheel steering cannot compensate for, and the rudder may not have enough authority if the airspeed is too low. Hope this helps two years later!
Great video Sir, I always enjoy your lessons!
Your dog is so cute. Your video clip is very useful.
Nice new animation
I love your vids I learn from you
Perfect, then I’ve achieved my goal
Dear Mentor Pilot, I was of the assumption;
Environmental circumstances with the plane performance capabilities determine v1 v2 etc.
* air density
* temp
* humidity
*wind
Gravity/performance
* weight
*thrust
* lift (mainplane)
* drag
All these factors contributing to the minimum distance for flight. The POH for each plane will give measurements.🙊🙉
Summary of this video: V1 is the speed where you cannot abort the takeoff. If you do, it will result in a runway excursion. Vr is the speed where the aircraft rotates. V2 is the safe single-engine speed.
In a light airplane like mine I don't have a defined V1 but always have an abort point, and if I'm not in the air by then I reject the takeoff. At the airport where I learned to fly it was the 1000 foot marker (on a 2100 foot runway). At my current airport it's the first taxiway after the threshold, about 1500 feet.
Thank you so much
before watching, i guess one point will be "situational awareness".
Well, i must have learnt something watching the videos, though i am not in the aviation industry
Hello mentour pilot from a sunny North cyprus.
nice new intro
0:38 oooh cool new intro!!!
For us passengers.......Is there a V-D speed? You know.............Velocity for Drink Time?
Good Job thank you
I really appreciate the time you put on making these amazing videos. Have Absolutely fantastic day Mentour
Thank you very much for this. List is V speeds . . great! My first experience in light and heavy lift military helicopters. Later to light and transport category military and civilian fixed-wing. Interesting contrast between rotary-wing and fixed-wing procedures. Fortunate to live both.
After you leave the runway.. without gaining altitude you get to see how far the airport mows the grass..
A cessna 310 can land ok on semi hard grass.. but mud not so much. Bending the nose wheel strut is expensive. And i dont know how expensive thankfully
thanks for the video, really helpful!
Oooo new animation for your intro😎, Awesome informative vid
@@Capecodham huh?
Thank you!
love the new intro !
Another absolutely fantastic video!
Ιt should be V1, VR.... V2, positive rate, gear up. VR was replaced by simply "rotate" while V2 is not even called out.
Isn't this because V2 is nearly always the same, or very close, to VR?
@@kbg990 thats why
Vr=Rotate
Positive rate/gear up happens before reaching V2. V2 isn't typically called unless there is an engine failure requiring a V2 climbout. V2+10 is sometimes called because that's when flap retraction can occur.
@@kbg990 No. V2 is usually significantly higher than VR.
Hi mentour! I love your videos and i am a huge fan from Romania. i want to be a pilot in the future
Excellent’! I wish you the beet of luck!
Thank you!
Fantastic new intro
Amazing video. So is it possible that there is no V1 point at all if the runway is extremely long? So you could reject even after reaching the take-off speed?
My question, too.
Like your new intro
I really love the new intro!
Nice intro
Great video Mentour Pilot you should do video on how long-haul flight crews work, and you should do if pilots are allowed to rest in the cabin during midflight and if they are allowed to sit in the cabin on takeoff and landing and I Know on QF A380 Flights they have 2 Captains, 2 First Officers and 1 Second Officer and they also sometimes carry an Engineer onboard and i would like to know how they do their shifts on the flight deck and their rest pattern with 5 Pilots and an Engineer onboard. Then they have 23 Cabin crew for 420 passengers. Whereas the seat map on the lower deck is 14 seats in First Class in a 1-1-1 configuration, 32 Premium Economy Seats in a 2-4-2 configuration and 253 Economy Seats in a 3-4-3 configuration and whereas the seat map on the upper deck is 70 Business Class seats in a 1-2-1 configuration and 60 Premium Economy seats in a 2-3-2 configuration so that brings the seats 420 passengers.
Yes I want a t-shirt!