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Hub AI
Takeoff AI simulator
(@Takeoff_simulator)
Hub AI
Takeoff AI simulator
(@Takeoff_simulator)
Takeoff
Takeoff is the phase of flight in which an aerospace vehicle leaves the ground and becomes airborne. For aircraft traveling vertically, this is known as liftoff.
For aircraft that take off horizontally, this usually involves starting with a transition from moving along the ground on a runway. For balloons, helicopters and some specialized fixed-wing aircraft (VTOL aircraft such as the Harrier and the Bell Boeing V22 Osprey), no runway is needed.
For light aircraft, usually full power is used during takeoff. Large transport category (airliner) aircraft may use a reduced power for takeoff, where less than full power is applied in order to prolong engine life, reduce maintenance costs and reduce noise emissions. In some emergency cases, the power used can then be increased to increase the aircraft's performance. Before takeoff, the engines, particularly piston engines, are routinely run up at high power to check for engine-related problems. The aircraft is permitted to accelerate to rotation speed (often referred to as Vr). The term rotation is used because the aircraft pivots around the axis of its main landing gear while still on the ground, usually because of gentle manipulation of the flight controls to make or facilitate this change in aircraft attitude (once proper air displacement occurs under / over the wings, an aircraft will lift off on its own; controls are to ease that in).
The nose is raised to a nominal 5°–15° nose up pitch attitude to increase lift from the wings and effect liftoff. For most aircraft, attempting a takeoff without a pitch-up would require cruise speeds while still on the runway.
Fixed-wing aircraft designed for high-speed operation (such as commercial jet aircraft) have difficulty generating enough lift at the low speeds encountered during takeoff. These are therefore fitted with high-lift devices, often including slats and usually flaps, which increase the camber and often area of the wing, making it more effective at low speed, thus creating more lift. These are deployed from the wing before takeoff, and retracted during the climb. They can also be deployed at other times, such as before landing.
The takeoff speed required varies with aircraft weight and aircraft configuration (flap or slat position, as applicable), and is provided to the flight crew as indicated airspeed.
Operations with transport category aircraft employ the concept of the takeoff V-speeds: V1, VR and V2. These speeds are determined not only by the above factors affecting takeoff performance, but also by the length and slope of the runway and any peculiar conditions, such as obstacles off the end of the runway. Below V1, in case of critical failures, the takeoff should be aborted; above V1 the pilot continues the takeoff and returns for landing. After the co-pilot calls V1, they will call VR or "rotate," marking speed at which to rotate the aircraft. The VR for transport category aircraft is calculated such as to allow the aircraft to reach the regulatory screen height at V2 with one engine failed. Then, V2 (the safe takeoff speed) is called. This speed must be maintained after an engine failure to meet performance targets for rate of climb and angle of climb.
In a single-engine or light twin-engine aircraft, the pilot calculates the length of runway required to take off and clear any obstacles, to ensure sufficient runway to use for takeoff. A safety margin can be added to provide the option to stop on the runway in case of a rejected takeoff. In most such aircraft, any engine failure results in a rejected takeoff as a matter of course, since even overrunning the end of the runway is preferable to lifting off with insufficient power to maintain flight.
Takeoff
Takeoff is the phase of flight in which an aerospace vehicle leaves the ground and becomes airborne. For aircraft traveling vertically, this is known as liftoff.
For aircraft that take off horizontally, this usually involves starting with a transition from moving along the ground on a runway. For balloons, helicopters and some specialized fixed-wing aircraft (VTOL aircraft such as the Harrier and the Bell Boeing V22 Osprey), no runway is needed.
For light aircraft, usually full power is used during takeoff. Large transport category (airliner) aircraft may use a reduced power for takeoff, where less than full power is applied in order to prolong engine life, reduce maintenance costs and reduce noise emissions. In some emergency cases, the power used can then be increased to increase the aircraft's performance. Before takeoff, the engines, particularly piston engines, are routinely run up at high power to check for engine-related problems. The aircraft is permitted to accelerate to rotation speed (often referred to as Vr). The term rotation is used because the aircraft pivots around the axis of its main landing gear while still on the ground, usually because of gentle manipulation of the flight controls to make or facilitate this change in aircraft attitude (once proper air displacement occurs under / over the wings, an aircraft will lift off on its own; controls are to ease that in).
The nose is raised to a nominal 5°–15° nose up pitch attitude to increase lift from the wings and effect liftoff. For most aircraft, attempting a takeoff without a pitch-up would require cruise speeds while still on the runway.
Fixed-wing aircraft designed for high-speed operation (such as commercial jet aircraft) have difficulty generating enough lift at the low speeds encountered during takeoff. These are therefore fitted with high-lift devices, often including slats and usually flaps, which increase the camber and often area of the wing, making it more effective at low speed, thus creating more lift. These are deployed from the wing before takeoff, and retracted during the climb. They can also be deployed at other times, such as before landing.
The takeoff speed required varies with aircraft weight and aircraft configuration (flap or slat position, as applicable), and is provided to the flight crew as indicated airspeed.
Operations with transport category aircraft employ the concept of the takeoff V-speeds: V1, VR and V2. These speeds are determined not only by the above factors affecting takeoff performance, but also by the length and slope of the runway and any peculiar conditions, such as obstacles off the end of the runway. Below V1, in case of critical failures, the takeoff should be aborted; above V1 the pilot continues the takeoff and returns for landing. After the co-pilot calls V1, they will call VR or "rotate," marking speed at which to rotate the aircraft. The VR for transport category aircraft is calculated such as to allow the aircraft to reach the regulatory screen height at V2 with one engine failed. Then, V2 (the safe takeoff speed) is called. This speed must be maintained after an engine failure to meet performance targets for rate of climb and angle of climb.
In a single-engine or light twin-engine aircraft, the pilot calculates the length of runway required to take off and clear any obstacles, to ensure sufficient runway to use for takeoff. A safety margin can be added to provide the option to stop on the runway in case of a rejected takeoff. In most such aircraft, any engine failure results in a rejected takeoff as a matter of course, since even overrunning the end of the runway is preferable to lifting off with insufficient power to maintain flight.
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