Take off Performance Calculation
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- เผยแพร่เมื่อ 5 ส.ค. 2024
- In this video, we are going to talk about Take-off Performance Calculations.
You will learn why during the Jet Commercial operations we take off with the minimum thurst required.
Once you copy the weather at your departure aerodrome and you receive the load sheet from the ramp agent you must calculate the take-off performances.
It is important to calculate them in order to come up with a specific take-off thrust setting that allows you to perform a take-off safely meeting the requirement.
The factors to take into consideration when calculating the take-off performances are the weather, the weights, and the aircraft configuration.
In the old days, we calculated the take-off performances using paper tables, nowadays pilots are equipped with the Electronic Flight Bag that has a performance calculator software that makes the calculation for them.
You can reduce your take-off thrust by using the fixed derate and/or the Assumed Temperature method (for Boeing aircraft).
When using the fixed derate take-off thrust the engines are electronically limited to a specific take-off thrust N1 percentage.
If you use the Assumed Temperature Method combined with the FIxed derate you will limit the engine take-off thrust even further.
The main goal is to use, and set, the right take-off thrust for every take-off.
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Disclaimer:
THIS VIDEO IS FOR ENTERTAINMENT PURPOSES ONLY.
NOT FOR REAL-LIFE OPERATIONS.
PLEASE REFER TO THE OFFICIAL MANUAL AND DOCUMENTATION.
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![Real Boeing Pilot - 737 Simulator Full Flight PART1 [Cold and Dark Up to 24000 feet].](http://i.ytimg.com/vi/uKvNbiJXoUc/mqdefault.jpg)
![Real Boeing Pilot - 737 Simulator Full Flight PART1 [Cold and Dark Up to 24000 feet].](/img/tr.png)
![Boeing 737 Engine Failure During Takeoff. - [Airline Pilot Actions & Maneuvers].](http://i.ytimg.com/vi/FpBZLuc8lqw/mqdefault.jpg)
![Low Visibility Ground Operations & LVTO - [What You Need To Consider When The Visibility Is Low].](/img/n.gif)
Comment below with your questions and thoughts! Have a great day
Captain Gabriel.. you are the best, thank you for detailed explanation🙏
Many thanks for your support!
U are pointing very rare and important subjects Captain 👍👍please continue 😇
I'm glad you like the videos!! Thanks for the kind comment!!
Outstanding explanation and demonstration! Thank you
You are very welcome!!
Excellent video, Everything clearly explained, thank you so much, I love your channel!
I'm glad to read that the channel is helping you!! You are very welcome!!
Thanks for the video, captain!💝💝
You are more than Welcome!
Good Day Capt,thank you so much for this new video....really appreciated ...Gracia
You are welcome
Many thanks Great and helpful video.
Hey, many thanks for watching and for another kind comment!! Really appreciated!! Don't hesitate to ask any quesitons you might have! Have a great day!
Very well done... thank you.
You are welcome!! Have a great day
Good day captain
Can you explain in your nice way
The difference between choosing BALANCE PLUS or OPTIMUM when selecting v1/vr
And
NONE OR FIXED
OR
OPTIMUM
WHEN
SELECTING
IC ((improved climb))
ON THE OPT ON THE IPAD
AND WHEN TO CHOOSE EVERYONE
Many thanks for your video Idea, I will take it into consideration for a future video 👍 I hope you liked the video
Good Day Capt,during your flight experience 15 years have you ever experience one engine failure on B737?
1.what is the first thing a pilot should do if one engine failure in flight occured?
2. if let say left engine failed should pilot fly with right rudder input to compensate yaw due to asymetrical thrust?
Hey, I have never experienced and full engine failure in the real B737, however I practise the engine failure case many many times in the simulators.
The first thing is to fly the plane, so you should do what ever is requred to keep the plane under control.
Yes, on B737 the pilot needs to apply the rudder to compensate the yaw. Left engine faliure requries a right rudder as you correctly said!
Let's say due to backtracking restrictions (damaged surface of the runway), we have to use a runway intersection, and we are not using the full runway length from the threshold. Then the runway available for takeoff for the aircraft is reduced, by, say 200ft. Then how can I get this info. in the FMC, or the Onboard Performance Calculation tool, so that it calculates the optimum thrust setting, for the takeoff?
The EFB does not contain any INTX list, in my sim, it remains un-selectable, because the EFB does not get the INTX Database correctly. And what info. shall I enter in the takeoff page in the FMC?
Hey, great questions! The Opt should have a notam section where you can shorten the Length on the runway and then base your performance on the new TODA/TORA. Let me know if I answered your question.
Hello Gabriele,
Did you read the post from yesterday about paintkit?
Hey,
No I haven't, anything interesting??
Hey.
If you want to create an own repaint for the PMDG 737NGXu you need a paintkit.
A paintkit contains all the parts of the aircraft which can be painted.
Like engine cowlings, blended winglets, split scimitar winglets, vertical stabilizer ect ect.
If you want to use a paintkit you need a paint program like photoshop.
As far as i know all advanced and professional repainter use photoshop.
I mean painters for aircrafts and AI traffic.
If you want to make a repaint for the -800 version, you need the paintkit for the -800 model.
Same for other models.
At PMDG you can download the paintkits for free.
pmdg.com/paint-kits/
Personally i never made a repaint.
I am sure that you can also get informations in the PMDG forum.
@@ahmedsmart1120 Thank you for your support I will look into that!
Hello Gabriel you are lucky to fly 800 with 737400CL you have opposite problem and most of summer days you have to do no bleed toff or even unpresurized but that is out of way ...I would like to ask you nex example : in ENGM snowtam says that RWY condition is 474747/020202/BA 3 (RWY is hot sand aplied) ..will you use ICE or DRY snow condition in EFB? I cannot see in this EFB contamination depth or BA?
Hey, many thanks for watching! I hope you found the video interesting.
Depending on the procedure of the Operator you might have to insert the snowtam or motne datas into a table and than figure out what data you should use to calculate your performance in case of contaminated runway.
I haven't check the simulator EFB performance for contaminated runway yet. I will make a video about that.
@@PILOTCLIMB I checked with documentation and dry snow of 2 mm and sandeed ice is not consider as contaminated rwy .. as BA 3 a use low friction data charts and hope I was on the save side :))
@@samuelcv6565 very good!! Which documentations did you check?
@@PILOTCLIMB OM -B chapter performance than operation on contaminated rwy and there was stated that 2 mm of snow is les then 3 mm of WED(water equivalent depth) so I dont need to use this contaminated RWY tables so there was only one way to use low FC data as there awas sanded ice with BA of 3 and make sure that antiskid, reversers and speedbrake is operative and assume temp is not alowed ....thats all if you find different procedure let me know :) (if there is 2cm of snow instead of 2 mm that should be tricky one:)), but there is another sentance if you have both LF coeficient and contamination type use conatmination type charts :)))) I have a big mish mash with it :))))
Hello Pilot Climb could you possibly email the files for the OPT?
Hey, I don't have the P3D anymore
@@PILOTCLIMB I meant for the real OPT Good sir
@@PILOTCLIMB I have been looking for years it's what you use on your EFB to calculate takeoff performance