Another odd interview question
12-18-2008 | 01:52 PM
#21
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From: L Side
alvrb211,
Agreed, about Vmcg and Vmca for that matter, but on the A320 the highest of either is less than/equal to 110 KCAS. Though possible, not usually a factor at the V-speeds that I'm accustomed to seeing. If Vmcg/a is a factor, then a stop decision is the way to go especially since the speeds would be so low to begin with.
Agreed, about Vmcg and Vmca for that matter, but on the A320 the highest of either is less than/equal to 110 KCAS. Though possible, not usually a factor at the V-speeds that I'm accustomed to seeing. If Vmcg/a is a factor, then a stop decision is the way to go especially since the speeds would be so low to begin with.
Last edited by dundem; 12-18-2008 at 01:53 PM. Reason: re-word
12-18-2008 | 04:48 PM
#23
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From: UnemploymentJet
Completely off topic, while dead heading on the Boston shuttle Tuesday, a lady sitting next to me commented on the fact that she had been involved in three airlline accidents and a flight where a baby had been delivered. Specifically, one such incredible disaster happened when the airplane got airborne, encountered windshear, and then the pilots brought it back down and over ran the runway, broke up and burned. She exited via the overwing exits. Did I mention that she also looked like she owned 100 cats?
I just had a DA moment ... hahaha. reference 4m 34s YouTube - Lt. Napoleon
-Fatty
I just had a DA moment ... hahaha. reference 4m 34s YouTube - Lt. Napoleon
-Fatty
12-18-2008 | 06:47 PM
#24
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From: Flying the SEC
I guess I should qualify my remarks. Every airplane in the Air Force that I came in contact with had a refusal speed. I also taught SUPT for 12 years. That is a lot of TOLD discussions. The T-1 had S1 and Rot and Vr and CEFS and CEFL and VMCG and VMCA and a whole lot of other alphabet soup definitions.
12-19-2008 | 05:55 AM
#26
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12-19-2008 | 06:33 AM
#27
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From: 767er Captain
While I agree with you that the post was strange.. and I might add even over the top with some kind of underlying angst... it is not racist. People need to stop throwing that tag around so much.
Steve
12-19-2008 | 08:20 AM
#28
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From: Non-flying Pilot
this talk of Vmcg and Vmca is irrelevant if all engines are running.
if one has an engine failure on take-off with an windshear? the only discussion would be where the wreckage is located.
V1 - the aircraft might not be able to stop on the remaining runway/stopway after this speed
Vmu - the aircraft will liftoff
Vr - since it is above Vmu, the aircraft will also liftoff, and since it also a marginal amount faster than Vs, the aircraft will fly.
V2 - the aircraft would probably climb better at this speed than Vr
and ultimately, is holding any of these speeds in windshear realistic? since Vr is so close to Vs, and conveniently labeled, once can consider it the minimum. outside of that effective limitation, getting the aircraft to climb is the only concern.
if one has an engine failure on take-off with an windshear? the only discussion would be where the wreckage is located.
V1 - the aircraft might not be able to stop on the remaining runway/stopway after this speed
Vmu - the aircraft will liftoff
Vr - since it is above Vmu, the aircraft will also liftoff, and since it also a marginal amount faster than Vs, the aircraft will fly.
V2 - the aircraft would probably climb better at this speed than Vr
and ultimately, is holding any of these speeds in windshear realistic? since Vr is so close to Vs, and conveniently labeled, once can consider it the minimum. outside of that effective limitation, getting the aircraft to climb is the only concern.
12-19-2008 | 08:25 AM
#29
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From: At the Blue Line
The DAL procedures specify that you would fire wall (ie cook) the engines and rotate with 2,000' feet of runway left even if you haven't reached VR. If you think about it this is the logical choice. Statics show that you are almost guaranteed to crash attempting to abort above V1, but may very well be able to fly under the circumstances. The ability to safely fly in that situation is, as someone said, an unknown, but it's less of an unknown that the likely outcome of the alternative. (aborting after V1, history shows an almost guaranteed crash)
Also, in some cases aborting after 80kts (high speed) have lead to negative out comes to some flights.
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