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TAKE-OFF Speeds V1, Vr, V2! Explained by “CAPTAIN” Joe

TAKE-OFF Speeds V1, Vr, V2! Explained by “CAPTAIN” Joe

Dear friends and followers, welcome back to my channel today I’ll be answering another very important question Joe, in many videos I can hear the pilots say this while performing a takeoff “V1” “Rotate” “V2” So what is all these ? These three speeds play a major part during takeoff roll so let’s look at them in closer detail Okay first to know this again is a basic introduction about takeoff speeds The speeds we’re talking about today will always follow in that order: V1 Vr or rotate and V2 and these speed apply no matter if you sit in a little twin engine Cessna or a Boeing 747 The speed definition is for either plane the same Okay let’s look at V1 Imagine yourself in the cockpit of your plane and apply takeoff thrust to your engine and as you gently accelerate down the runway you come to a point where you reach V1 So by the book V1 is defined as the speed beyond which the takeoff should no longer be aborted Meaning that in case you experience any trouble with your plane before reaching V1 The classic example would be an engine failure, you would immediately abort your takeoff and would apply all necessary matters to bring the aircraft to a stop Although the use of full reverse thrust is not mandatory I’ll come back to that in a second So in this video here this Airbus A319 applied takeoff thrust and due to a technical malfunction had to abort to takeoff prior reaching V1 Just listen to the sound of the engines Now the autobrake system comes active and immediately applies pressure to the brake cylinders the ground spoilers are deployed so are the reversers and the plane and crew come to a safe stop on the runway The smoke you can see here is coming from the brakes as they are the primary force slowing down the aircraft Now let’s say there were to be an engine failure so one of the reverses would be inoperative and therefore full reverse thrust can’t be added to the braking measures as mentioned before Because V1 needs to be calculated prior every takeoff taking into acount airplane weight, runway length wing flaps setting, engine thrust used, runway surface contamination and environmental factors and even the aircraft brakes to assure yourself that any given failure prior reaching V1 you’ll have enough runway leftover to come to a complete stop Now if it’s just a minor failure you can continue to takeoff but that’s a whole another video about the stop or go decision making and besides that this is one of the reasons why the captain keeps his hand on the throttle until the pilot monitoring calls out V1 and then he moves his hands away from the throttle to not inadvertently abort the takeoff after V1 in case of a failure So in case you experience any serious malfunction after V1 You’ll have to commit yourself to continue the takeoff otherwise a takeoff abort will lead to a runway overrun and could severely damage your plane Next speed to call out is Vr or better known as Rotate By the book, Vr is defined as the speed at which the pilot begins to apply control inputs to cause the aircraft nose to pitch up after which it will leave the ground Again Vr is also calculated prior takeoff in accordance with aircraft weight, environmental facts etc. And it’s the point where the generated lift over the wings becomes higher than the aircraft weight keeping it on the ground Easiest way to memorize Vr is the point where the nose will leave the ground and vortexes are created at the wing tips which rotate behind the aircraft And the point where the main gear leaves the ground that’s the point where you have reached Vlof, the liftoff speed Next speed is V2 Now some airlines still have the standard operating procedures to call out V2 Please comment below if you fly with such airline it would be great to know Okay, again, by the book V2 is defined as takeoff safety speed, the speed at which the aircraft may safely climb with one engine inoperative Okay let’s go back to all engines operatives Now imagine all is normal you takeoff and someone would measure your height above ground at the end of the runway like in this picture here The height measured is the so-called screen height Now let’s go back to V2 and our engine failure situation In case one engine fails you need to maintain the speed of V2 in order to leave the runway at a screen height of 35 feet or higher and maintain the climb rate at V2 to be clear of obstacles in the departure sector and you should be able to maintain that speed and climb rate until reaching one engine out acceleration altitude where you then gain speed and retract the slats and flaps and continue with the emergency procedures This video here is a great example for V2 As you can see the Boeing 757 hit a bird just after liftoff and the engine was severely damaged The pilots maintained V2 and the respective climb rate retracted the gear and performed all the necessary emergency procedures flew a traffic pattern and landed the airplane safely The reasons therefore is when local authorities design departure routes including obstacle avoidance procedures They predict that your aircraft is at least capable of maintaining V2 with one engine and the gear retracted and guarantee obstacle collision protection But trust me there’s a little bit more to it so this was just a basic explanation of V2 Okay I hope you enjoyed this short little video about the takeoff speeds next week’s video will be all you need to know about ram air turbines so stay tuned for that and tomorrow I will be uploading my 100,000 followers thank you video so please make sure to check that out because I need your feedback on that video you’ll see why Thanks for your time, see you next Thursday and make sure to subscribe to my channel and check out my Instagram account @flywithcaptainjoe All the best
your Captain Joe


But WHY do they say ROTATE instead of TAKEOFF? What’s rotating? I know Cpt Joe briefly mentioned it,, but will someone please explain?

Do small plane pilots follow the same? For example to small planes with tail drag wheels do they still call it rotate when they get up to speed and the tail comes up first?

Cheers Boss, well understood mate. I've just loaded my copy of Flight Simulator X on a cool Acer tower desktop with windows 8.1 & setup a nice layout of my cockpit" where I've located the keyboard, Logitech joystick & a cool mouse that has a red ball that turns-spins by finger. So keen to pick a nice Boeing plane, make a destination waypoint map & stretch my wings & I want to have a better knowledge of tasks a real pilot will have to make the correct settings/control inputs to safely take-off, clime, heading clime rate,  altitude  max level & speed by the auto-pilot control inputs then descend plane by a safe distance  from the runway & the rate of descend using waypoints then a sweet floorless landing. With what any person can access on the awesome, wonderful & beautiful WORLD WIDE WEB, google & YouTube is  Flight School course of classes & writing everything in short & simple meanings into a study notebook. So far I've took lessons with setting the flaps for take-off & the V calls made when a plane is running down runway & lifting to the sky.I have a question to ask & what is the law, rules with the planes interments/gauges & the pilot using metric or imperil numbers when being called out in the cockpit or the traffic control town?Thanks Caption Joe…

Hey Joe, why don't you reply ro our comments? Please do that! I'll be happy if you do that because mentour pilot mostly does that.

"V2 is the safe take off speed which you can maintain with only 1 engine operating"… So then what happen if you have an engine failure after V1 but before you reached V2 ?? (a scared passenger)

As an inexperienced pilot… Your tips have made me better… You are my mentor from afar. Much love cpt.

Hello Captain Joe, if you see this comment I would like to ask a question. Do pilots get excited for take offs or is it business as usual? I always wondered this since I as a passenger always get excited for takeoffs.

I don’t want to give you a big head captain joe but do all pilots know all this stuff? Also, what country are you from? I’m surprised that the airline you work for doesn’t try to prohibit you from doing these videos. I could imagine that some airlines wouldn’t want is knowing “too much,…” any comments?

I all ways wondered what rotate meant. so its when the angle of attack creates enough vacuum behind the wing, forcing the air down? or air rotates down?

If my plane fks up rollin down the run way and the engines die after V1, thats what brakes and EMAS is for. Burnt up brakes, blown tires and an over run with a dented plane is better than 150 people dead at the end of the run way…

Good to know. I do hear V1 mostly spoken out whether by the pilots or computer. Basically, point of no return. Lol. Commit.

i am 13 , but still like your video. I have a goal to become a pilot of an A-320. and want to learn more about Aviation

I am just a passenger hanging out on the pilot platform just to be educated about how a plane flies, I have no knowledge about aviation I am just curious. I am even a subscriber, can you believe it? hahaha

I understand Vr. It's the speed (given the plane and inputs) that you can achieve flight with. Let's say that's 150 knots. It doesn't matter whether you get that with 3,000 meters remaining runway or 30. It's a matter of achieving lift, regardless of remaining runway. But my question is, does V1 decrease depending on remaining runway? If you're 50 feet from the end, you need to be going 20 knots or less to stop. Under 20, you can stop. Not committed. Over 20? You can't stop in 50 feet. You're committed. So with 50 feet remaining, V1 (for this craft, and a given payload, fuel weight, slope, traction, etc.) is 20 knots. But if you have 3000 meters ahead of you, you can be going 200 knots and can stop. If that's true, then V1 should not necessarily precede the 150kn Vr. This seems simple as can be. What am I missing here?

Don't know if questions are still being answered on this video, but I have one. Are there scenarios where on take off, that you have past the point to safely decelerate, yet taking that option is still advised? What I mean is, it seems like there would be cases where risking overshooting the runway is much less a risk than if you were to go airborne. Rather than having to go hundreds of feet in the air at high speeds seems a lot more dangerous than going off the runway at 30 or 40 mph or even higher speeds, which seems like a much better option to me. Is there any scenario that would lead to that decision?

But if you get to V1 and there is engine failure isn’t it better to stay on the runway and brake even if you are going to fast? I hear both is bad but in the air is more dangerous cause what goes up will blow up down. At least on the ground dangerous too but you are on the ground and maybe can live and have minor injuries.

Let’s meet in person and have lunch. Where can we meet? You are a true professional and want to pick your mind. You are a true leader by leading with your examples.

is there no way to make like a filter? Car intakes have filters. Can't they put a mesh or something in front of the big fan blades so a bird getting caught in it doesn't cause a problem?

Молодец !!! Грамотно и без золотых звёзд. Снимай и показывай!

5:54 – 6:02 – those people on that plane must've been freaking out so badly. Imagine looking out the window and seeing that as you're taking off.

Is it not better to overrun the runway a small distance at low speed instead of taking off if a failure occurs a second or two after the V1 callout? Instead of taking the risk crashing into a neighbourhood shortly after takeoff?(In case of engine failure or similar)

Is committing worth it if both engines are broken/hydraulics failure to avoid an overrun? Can you please make a video on this?

Last time I flew solo was when the Mrs threw me out the bedroom window 😉
Flying is something That’s always fascinated me, and it’s interesting to see how it all works in simple terms nice one Joe 👍

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