Takeoff and Landing Speeds

 Disclaimer:  This has been modified for Simulator Flying.  There are more details and more stipulations for Real World Pilots.  Some items have been left out because with out the proper charts and equipment things can not be calculated like they need to be.  This is for reference only.  Although all the info obtained here is from Real World Pilot Training it is not advisable that you use this info only for the Real World.

With the new system and possible failures I think it is time to introduce you to doing things the proper way.  Failures will only occur if we let our states get to low.  The only failures that are programmed in at this time are engine and structural (landing gear mainly).  The following is an explanation of your Vspeeds and how to use them. 

Vs – Stall speed (minimum safe operational speed of the craft with the plane still being able to be maneuvered)

Vs1 – Stall speed at the climb and cruise configuration (everything retracted)

Vs0 – Stall speed in a landing configuration (gear and flaps extended)

V1 – Decision speed on takeoff.  This speed is used during takeoff to decide if you have enough runway to meet all requirements for takeoff.  If you loose an engine before you reach this speed you must abort.  If you loose and engine after this speed is reached you must proceed with the takeoff.

Vr – Rotation speed.  At this speed you lift the nose of the plane off the runway in the takeoff attitude.  At the moment your nose wheel leaves the ground your wings are starting to produce lift and the wingtips begin to make there turbulence.

VLO – Liftoff speed

V2- This is takeoff speed which must be reached by the time the plane is 35 feet above the threshold of the runway.  If you are in a multi engine (2 engines) plane this is basically the best climb speed for a single engine.

Vref – This is the speed at which the plane should be flying when is cross the threshold of the runway when landing and at an altitude 35 feet above the runway threshold. 

We are considered Transport Pilots.  Weather you are carrying cargo or passengers you are still responsible for meeting the minimum requirements for takeoff.  By using your speeds your takeoff and landing will be easier to accomplish

 Takeoff

On takeoff the plane should be at a weight that will allow for safe takeoff and to meet the speeds and distances required.  According to Transport Pilot Regulations a plane cannot be taken off the runway if you cannot not meet your correct speeds and obtain at bare minimum 35 feet above (AGL) all airport obstacles withing the airport boundaries.    The planes flight path is considered as 35 feet above the runway at the end of the takeoff distance (runway threshold) to a minimum altitude of 1500 feet AGL.

Immediately after liftoff you should retract your landing gear.  Landing gear being extended during climb out does several things.  It slows the plane down.  The landing gear and it’s doors creates excess drag. By retracting the gear the plane is streamlined and can gain speed faster.  Landing gear can get caught on obstacles during takeoff if the pilot errors and does not meet the minimums.  Also if the pilot climbs above Vle (Speed at which landing gear can be extended)  the doors and/or landing gear itself can be damaged.

The climb out attitude and speed (V2) must be maintained until you are a minimum of 1500 feet AGL at which time you will transition from takeoff configuration to cruise configuration by retracting your flaps.  At this point you will transfer from your V2 to a cruise climb speed and reduce the angle of attach to a cruise climb attitude.  Most of our larger aircraft due and initial clime of 1800 feet with the autopilot engaged.  This can be maintained during the takeoff attitude and must be reduced to a cruise climb of 800-1000 ft/min after the 1500 AGL is reached and the speed may be increased to no more the 250 knots until above 10,000 feet.

There is a lot happening during a takeoff but following these guidelines will keep you the pilot safe and able to fly another day as well as getting your passengers safely to there destination.

Landings

The main speeds you need to watch on landing is Vs1, Vso, VLo, Vref.  If at any time during your landing you drop below any of your stall speeds you will stall the plane and when you are so close to the ground you may not have enough altitude to recover from the stall.  VLo is watched cause you don’t want to damage your landing gear while extending it.  Vref is very important because if you don’t have your Vref at the threshold you may float down the runway to far while you bleed of speed for your landing and end up running out of runway  during your landing ground roll.

The guidelines for Vref are as follows.  On downwind or during a procedure turn you must use your Vref speed + 30 knots.  On your baseleg or on your inbound approach to your final turn you should use Vref + 20 knots.  On final (once you turn your final turn into the runway and are lining up for landing) Vref + 10 knots.  After crossing the Localizer on an ILS approach you will be at Vref + 10 knots.  During your descent as you get closer to the runway you will begin drop in more flaps which will slow the plane down it also changes the lift on the wings producing more lift as the cord of the wings is increased.  When dropping flaps on your approach you will notice the plane will slow down.  During this slowing down you will need to apply more power to maintain the required speeds.  You will be Maintaining the Vref + 10 all the way in until you are about 400 feet above the ground at which point you will drop your last notch of flaps and begin to bleed your speed down to Vref.  The one correction you need to make to your Vref is to add half of the wind being reported to by tower to your final Vref speed.  Example:  If tower has informed you the wind is 12 knots you would half that which is 6 knots. You Would then add the 6 knots to your Vref speed.   DO NOT FALL BELOW VREF.

Roundout and Flare

At which time you cross the threshold you will cut the engines to idle and continue your descent onto the runway.  You will notice after cutting your throttle and beginning your roundout that the speed begins to bleed quickly.  You may need to add a sudden burst of thrust just before touchdown in order to maintain Vref - 5 knots.  You must continue the descent or you run the risk of stalling the plane above the runway.  When you see the eye illusion of the runway growing wider you will begin your flare.  The round out and the flare both slow your descent into the runway (Vertical Descent).  During your flare you are doing what is called aerodynamic braking.  You are exposing more of the planes surface to the wind and slowing yourself down even further, bleeding off more speed.  At this point you are just above stall speed, Vref is Vs + (1.3).  The object of the flare is to hold the plane off the runway (don’t force the plane to land) and to decrease your rate of descent into the runway.  At this point if you have succeeded in doing everything correctly you will have a nice soft landing (hopefully).  Remember if you fall to far below Vref during your roundout and flare you run the risk of a tail strike.