I have starting applying these principles to driving my car through traffic lights. V1, I can stop but people behind me are going to be upset and my tires are going to hate me. VR, rotate, I can maybe stop but I coming in hot and spinning. V2, yeah I am not stopping, screw the light.
Man, i’ve been flying for 41 years. Started in Cessnas at 19, 8 years USAF (including T38 instructor), and with a major US airline for over 30 years. With all that, i STILL watch your informative videos as a sort of refresher between and just prior to my training events (of course, i’m in the books as you’d expect), but it’s amazing how much one forgets, thus the term “refresher training”. Your videos are great refreshers for those of us who are old heads. Our standard brief: “Any problem under 80 knots we’ll abort. Between 80 knots and V1, we’ll only abort for engine failure, engine fire, predictive winds shear alert, or for any problem rendering the aircraft unable to fly. After V1, we’ll consider it an airborne emergency and continue the takeoff”.
My briefing sounds more or less the same but I believe it's pretty much depending on the plane you operate. (sure, heavy jet might be different but I'm a turboprop guy)
I have a question: Let’s say you reach V1 and all of your engines go out somehow. Wouldn’t it be safer to abort and use the remaining runway to lose as much kinetic energy as possible, rather than taking off because you have reached V1? My reasoning being that you’re far more likely to bleed off your energy on the ground, since trying to take off after reaching V1 with no engines will most likely result in something worse than what would happen on the ground. I mean no ill intent with my question. I just want to learn.
Student pilot here…. This is very helpful! I’m just flying a tiny Cessna at this point but I like seeing how everything applies to even larger aircraft!
I worked as an airport engineer at Heathrow for a number of years and it always amused me when pilots who obviously knew all the practical application of the rules asked me to explain the full theory behind them. I always thought that if they had been trained in the full theory, the rules would have been obvious and they would have been less likely to make mistakes.
But I want to become a pilot. Im 22 but I went back to school because Im an Immigrant so it was quite hard to live as I need to pay bills. and Aviation Course is so expensive so hopefully I can be a pilot one day.
Great explanation. The only time I heard these terms was in a film called "Rough Cut" with Burt Reynolds and Lesley Ann Down. Both methods are used. The gem courier plane uses "V1... Vr... V2" and the thieves' plane uses "V1, Rotate... V2".
As an airplane enthusiast and a graduate in physics-maths and having done a bit of simulator flying on Cessna 125 I found your video very informative. You are gifted with excellent power of expression giving out the best possible explanation in least of words and time.
Captain Joe, One of my heroes is Captain Al Haynes of Flight 232. This is the Capt. who had to land his DC10 in Iowa with all three hydraulic systems destroyed. He made it to the field, but a wing grazed the tarmac right at touchdown and it cartwheeled out of control, but he saved most of his passengers and all the flight crew. They say that a lot of pilots have tried to land that flight in a simulator and no one got anywhere near the airport. Have you tired this or something similar in a simulator?
Captain Joe, that was the best anyone has ever explained any part of a takeoff procedure that I have ever heard. Thanks Captain Joe! Frankie t Bronx country.
Excellent description of these speeds. I just retired from a major US airline after 34 yrs (20 yrs as Captain of a Boeing 757). We never call out V2 but do call out V1 and ROTATE. You do a really nice job of explaining this topic.
I retired a month ago after 35 years. The automatic voice on the airplane called out V1 PM called rotate. The 757 was my all time favorite airplane to fly. We had the Rolls Royce engines with lots of power.
@@warrenoids It is definintely not. Although most planes are made of aluminium, it has got nothing to do with working in the aluminium tube industry and has got nothing to do with flying planes. :)
@@charleskingsworth354 how can you know whether he does use aluminium tubing as a joke about him flying. You can't say what he did and didn't mean by that statement boomer lmao
Hi Captain Joe, Your channel is absolutely amazing! This channel is by far the best channel on youtube! Keep up the good work! An idea is to make a series with you in the cockpit of various planes and show us around.
Smit Asher Thank you! Yes I went crazy about the top* one and found it is a Condor B757-300, (the longest narrow-body jet ever produced) which is why it looks so stunning haha! The other two I'm not sure, but A320 & 737 makes sense since Joe is an A320 pilot haha! Thanks again!
Captain Joe every time when i see the plane landing the nose gear lifts up before touch down. what if all the landing gears would touch down at the same time. I mean the main landing gear and the nose gear at the same Time?? could you please tell me that. I am really curios to know that please captain joe.
Takeoff procedures (Atc clearance) Autobrakes:RTO Wait for the engines to spool up TOGA throust 80 knots V1 Vr/rotate (V2) Positive climb Gear up Takeoff procedures complete.
Nich Meikle American Airlines (i’m on the 777), we don’t call V2. After “rotate”, we call “positive rate, gear up”...and that’s it. Probably like you, flight director commands an acceleration to V2 + 20 after engine failure, or a reduction to V2 + 20 if failure is above that. look forward to your flow-through!
I wish i can become a pilot... I feel like child when i learn new things of planes.. thank so much JO. I learn so much. keep up good work. Who knows one day.
thanks capt Joe. our 737-800 ingested birds into both engines on rotation out of Darwin. power was reduced and fuel dumped. we landed safely but heavily back at Darwin. both engines were flushed. the cores were okay. master alarm for overweight landing checked. two hours later we flew off safely against the wind. this was because a bushfire was burning and bird strike was again a factor if we took off into the wind on that duty runway. ATC and delay for new takeoff calculations. best regards.
Captain Joe hi capitain joe my name is gonzalo panduro i just want to tell you can you pleace make a video about turbulace on a plane i am not afraid of flying but i do get scare when i fly in turbulace should we be afraid of turbulace or not can a plane get damages with severd turbulace thank you.
Dave Hull I've only been in a big plane twice, going and coming back. I found the take offs and landings somewhat interesting especially sitting behind the wing where I could observe the control surfaces as we flew out and back in. Besides that I was bored out of my mind except for a period of some turbulence :-)
@@gonzalopanduro4654 Just about any turbulence you might ever happen to be in, no matter how bad, is way less than what the plane is designed for. Suppose the wing tips are bouncing up and down by say a whole meter on either side of neutral position, and the cabin is making all sort of creaking sounds? Well, the wings must pass a test during aircraft certification where they are deflected with hydraulic jacks to more like 5 meters upward, and even then all of the flaps/slats/etc have to be able to operate! As for all the noise in the cabin coming from the overhead baggage containers during turbulence, those aren't part of the aircraft structure, though of course they have to meet certain strength requirements. So you can relax (or try to) while the aircraft does what it is designed very well to do.
It is also worth mentioning that before takeoff, pilots set Autobrakes to RTO (Rejected Takeoff). This means that if the Pilot Flying sets Idle Thrust, the brakes will automatically start applying maximum braking power. This is why pilots keep their hands on the thrust levers just until reaching the V1 speed. (Some airlines even have the rules that BOTH pilots should have their hands on the thrust lever.)
Hi caption Joe👨🏾✈️thank you so much for your enjoyable videos.I'm 70 & fighting terminal cancer with God's help, but still enjoying anything to do with aircraft✈️ (to me they look like beautiful majestic giant birds in the sky!) &have been fascinated by &passionate about aircraft since I was a little girl after my dad took my brother& I to his place of work (RAF training centre @Hendon NW London)in the 1950's where he was a projectionist in the cinema &where there was a mock cockpit which my brother&i would play on and jump down the chute! My 1st flight in 1956 was on a B.E.A. Elizabethan which had 3 distinguishable tail fins. I used to fly a lot & would sometimes ask the pilot if I could go into the cockpit during the flight to look at the instruments etc & chat to him & 1st officer, but after 9/11 obviously that wasn't allowed, only after we'd landed.Growing up my parents would take us to Heathrow Airport to enjoy plan-spotting; In those days we could name every aeroplane/airline, but I'm not so good these days &don't live near an airport. Sadly, in March 2020 my flight to see my adopted Kenyan children and also my Christian co-worker at our community projects, was cancelled due to Covid lock-down & since then I've got too unwell with the cancer to fly. But when I watch aviation videos - information videos like Captain Jo's or flight footage of takeoffs&landings etc - it's as if I'm flying again! May the Good Lord whom I love&serve, bless & keep you dear Captain Jo and all who work in the aviation industry, especially those who keep us safe - the pilots & cabin crew, engineers & control tower etc. - with greetings & thanks from this young@heart old-timer in England UK🇬🇧
@@mubassirzaman7202 Not true. The captain is the final authority on the jet. The captain is presumed to be more experienced. The captain is most likely the one held responsible for errors. Getting the fourth stripe is a big deal.
Make sens now for student pilot to convert vx, vy, vcruse. Thank you so much for this great explanation and knowledge around the speed and practice. You are the best Captain 😊💎🦋🎼
Is V1 a function of the aircraft or the runway? What if you are on an old military runway which is incredibly long, would V1 be more than Vr? Surely runways exist where you could easily brake to a stop from Vr, right?
Doug Gale in such a case you simply ignore the V1 and call “rotate”. Most commuter turbo props have short enough runs that the V speed charts only have Vr and V2 (VYse). Very good question BTW.
Great question. You will find if you are in a position where a) you have a very long runway, or b) a very small/light aeroplane (therefore a large unnecessary amount of runway available) theoretically speaking V1 would probably be larger than Vr, but is prohibited from being lower than Vmcg. This is to ensure that directional control is still maintained on the runway in the event of an engine failure above Vmcg but below V1. In the event that a calculation places V1 greater than Vr, V1 must be reduced to be equal to Vr. To ensure other safety considerations are met, V1 is also limited by Vmbe, and Vtyre.
When that is the case, Aka every takeoff at DFW for us V1 and Vr are the same eg V1-141 Vr-141 V2-158.
4 года назад
A captain here too! Proud pilot employed currently by KLM/Air France. Formerly worked for Alitalia, Lufthansa and Qantas. Love my job, even if this pandemic has forced me out of work for a brief amount of time.
Hello CJ, I got a Ford Galaxy, every day when i drive it, I feel like i am flying an aeroplane. I always say V1, Rotate. but from now onwards when i am at a critical speed of 30 mph , I will say V2. thanks for the good explanation.
Capt: your explanation is clear and ok. From more than 25 years to now (when I flew gliders) I think all the airports must -as it's geographically possible- extend his runway's lenght (both directions) for use as "brake spaces". Maybe a 500 meters extensions in each direction. It's no cheap, I know, but in those cases, V1 will never apear, and many runway excursions (even in landings) and many lives and airframes could be saved.
It's not very probable. As there are not that long runways for this. But anyways, after you are already climbing, there is apparently no need to abort the takeoff anymore.
In thoses case you typically set V1 equal to Vr, or it's often placed just a couple of knots below Vr to allow for the time to call out "V1" (like V1=135, Vr=137 and the PM would call out "V1 Rotate!" with almost no pause in between the two). Basically it just means you're committed to the takeoff the moment you initiate the takeoff maneuver.
It's important during low visibility procedures. When the aircraft is on descent shortly before touchdown, the "Minimums" altitude is called out. If the pilots don't see the runway at this altitude (height), they have to go around and perform another landing. Most often it's from 50ft to 200ft above ground. If the pilots see the runway, they say "Continue" or "Landing" to continue the landing. (obviously)
I have no qualms or ego/pride problems going around. If it's not looking correct, I don't care what anyone waiting on the ground says when I get down. However many times, whatever it takes, it's what I'm trained to do.
Dupont Eric it is the minimum altitude they can be at to make a decision to go missed on an approach. Once they reach that height they look for certain runway markings, if they see them they may continue and land, if not they go missed.
Ah, well yes that is exactly what it is. Vr literally stands for "velocity for rotation" which is when the wings are producing more lift than the weight of your plane. The question is do you know how much your plane weighs? In an F-16 at lean weight the speed would be around 140kts. Fully loaded with maximum ordinance it's a little over 180kts. Luckily in a lighter aircraft the pilot can generally feel when he reaches Vr as you can feel a drifting sensation as the planes wings lightens the friction from the wheels on the ground. On larger aircraft that sensation is less apparent and therefore they must be aware of the absolute minimum and exceed it slightly to be certain. But all in all the Vr can vary considerably as a result of many factors, weight being only one. A wet runway will slow you down, a tailwind increases Vr and hot air is thinner than cold air as is high altitude takeoffs as opposed as those at sea level. So there is no set Vr as many factors come into play. Luckily a larger aircraft is less affected than a smaller one therefore the Vr range is narrower and the minimum rotation speed a little more forgiving to calculate. One last thing, after rotation the aircraft must have enough power to accelerate, even slightly, because if it remains exactly horizontal wings will suffer from a lack of attack angle resulting in loss of lift leading to an unrecoverable tail stall. Planes can't fly fully horizontally at low speeds and even when they reach cruise speed they have a slightly positive angle of attack.
@@mikebarker9187 I am so tired for support Mike. The trolls are blaming CAS for lack of support. What your rivals truck is getting away. Not my problem. Tell my fellow Americans. Our next target is American traitors. Trump supporters are not welcome among the American Allies. They are our targets, it is that serious. Capt. Tamre' Colby USAFE/NATO CAS
Hit the brakes and pray. It will likely end in a runway overrun but some runways have arrester beds at the end, which are designed to stop an aircraft which overshoots the runway. If not you may crash into some runway lights, damaging the aircraft but I thinks this is better than an impossible takeoff, followed by a stall and crash. If your runways ends directly in front of a wood with big trees... I think you're done.
I fly for Landmark, Orbit, Soar, Pacifica and World Travel Airlines (the default airlines in FSX) and I will yell out "V2!" as loud as I can with my headphones on. My wife looks at me strangely and the dog jumps up out of a dead sleep and growls. Does that answer your question Joe?
At execujet (a charter company in south africa) we definitely still call V2 due to the fact that we could fly multiple planes in a day. The V2 call is just assurance for the PIC
@Glenn, i think you could safely stop, if the remaining runway lenght is enough. You have to engage brakes and spoilers and also thrust reverse (not much useful with both engines failure, but it should help a little bit). @Allfresco, takeoff??? Are you serious? Maybe at V1 you have the SPEED to takeoff, but with both engines failure, pls tell me where do you find the THRUST to takeoff, gain a safe altitude, turn around back to the airport and perform a safe landing. Simply you cant. Cool joke dude ^_^
Glenn Watson that's really unlikely to happen, there are almost none cases in comparison to all the flights that happens everyday, however, I would try to brake, if the runway is long enough you should be able to, if not, just pray that there won't be any tree, highway, cliff, any terrain or object that would destroy and burn the shit out of your plane
I only fly DCS but find your video's very interesting and informative. My wife, on the other hand, has absolutely no interest whatsoever in aeroplanes but has now watched all of your video's many times over... ummmm... maybe it's just the shirt... I might get one!
I'm a seafarer by profession but it appears very more interesting to me to learn about navigating an aircraft. I have RFS in my phone to practice what i have learnt in this video
But does V1 actually apply (in that sequence or at all) to small, slow aircraft on long runways? Cos we can reasonably abort (even shortly after the takeoff) and still stop on the active at Vr 'and beyond'.
i have a great idea...! when you hit the most subscribes then you should take the plane and give us (your subscribers) a ride around the world... captain...
During take off if engine gets failed then how much possibility is there to save the plane ✈️ and can captain go for safe landing ??? Most of time I choose train instead of plane because of all these things always in my mind ??? I will be extremely thankful if you explain about it . Please
Meraj Ahmad Khan all air planes with 2 or more engines are capable of flying with one engine and all planes are capable of flying with no engines aka gliding
Meraj Ahmad Khan all transport category aircraft are certified to continue climb on one engine (provided the V2 single engine climb out speed is attained. ). For airline (and most) pilots an engine out is a procedural non event that we’re trained operate through with religious vigor and muscle memory.
Check youtube for "Gimli glider" for a story about a total engine failure. A jumbo jet ran out of fuel and became a glider. Pilot landed the plane in one piece, after performing certain impressive glider maneuvers which are typically not performed with large jets.
@@vonnikon It's an amazing story. The pilot did gliding as a hobby and so looked at the plane as a huge glider. Thing was, he didn't know the airport had been changed into a recreational area (including golf course), lot of people & kids playing, having cookouts etc. and yet the plane did not hit anyone on the ground when it landed. Amazing.
@@AapeliSeveri unless you live in Japan, those trains are safe! And I would say a non commercial transport that is safer than airplanes would be helicopters due to auto rotation
I have starting applying these principles to driving my car through traffic lights. V1, I can stop but people behind me are going to be upset and my tires are going to hate me. VR, rotate, I can maybe stop but I coming in hot and spinning. V2, yeah I am not stopping, screw the light.
this made it so much easier to understand what he explained in the vid
😂😂😂
Brilliant!
ROTFL!
And VF - for V flash - of the stoplight camera taking your licence plate...
As a licensed Aircraft Dispatcher[retired]. I find your videos filling a lot of updated information which expands my Knowledge. Keep it coming.
Currently fjnishing my dispatch course all the way from Kenya a place where the coirse is not so common
Currently thinking about this as a career, would you recommend it to someone just starting out?
@@umulkheirabdullahi9269 Thats so dope I'm going to do my license for dispatch wish me kuck
Man, i’ve been flying for 41 years. Started in Cessnas at 19, 8 years USAF (including T38 instructor), and with a major US airline for over 30 years. With all that, i STILL watch your informative videos as a sort of refresher between and just prior to my training events (of course, i’m in the books as you’d expect), but it’s amazing how much one forgets, thus the term “refresher training”. Your videos are great refreshers for those of us who are old heads.
Our standard brief:
“Any problem under 80 knots we’ll abort.
Between 80 knots and V1, we’ll only abort for engine failure, engine fire, predictive winds shear alert, or for any problem rendering the aircraft unable to fly.
After V1, we’ll consider it an airborne emergency and continue the takeoff”.
My briefing sounds more or less the same but I believe it's pretty much depending on the plane you operate. (sure, heavy jet might be different but I'm a turboprop guy)
.
@@alexanderpeterap ITS B737 BRIEFING
I have a question:
Let’s say you reach V1 and all of your engines go out somehow.
Wouldn’t it be safer to abort and use the remaining runway to lose as much kinetic energy as possible, rather than taking off because you have reached V1?
My reasoning being that you’re far more likely to bleed off your energy on the ground, since trying to take off after reaching V1 with no engines will most likely result in something worse than what would happen on the ground.
I mean no ill intent with my question. I just want to learn.
@@IbnuCuruk yeah you are correct.
Student pilot here…. This is very helpful! I’m just flying a tiny Cessna at this point but I like seeing how everything applies to even larger aircraft!
1:49 When your mum calls you for dinner while playing fly-simulator
mum! I cant stop because i am at rotate speed!!
Lol
Aaah, good one😂
P
Happend to me... so i crashed the plane if I have to go I'll take you all with me
As an inexperienced pilot... Your tips have made me better... You are my mentor from afar. Much love cpt.
I worked as an airport engineer at Heathrow for a number of years and it always amused me when pilots who obviously knew all the practical application of the rules asked me to explain the full theory behind them.
I always thought that if they had been trained in the full theory, the rules would have been obvious and they would have been less likely to make mistakes.
Am I the only one here who is not a Pilot or anything related to Aviation at all?
No, I imagine quite a few of us "non-fliers" are watching these as well.
But I want to become a pilot. Im 22 but I went back to school because Im an Immigrant so it was quite hard to live as I need to pay bills. and Aviation Course is so expensive so hopefully I can be a pilot one day.
I don’t fly either
Nope.
Algún día será.
Great explanation. The only time I heard these terms was in a film called "Rough Cut" with Burt Reynolds and Lesley Ann Down. Both methods are used. The gem courier plane uses "V1... Vr... V2" and the thieves' plane uses "V1, Rotate... V2".
4:58 STALL STALL STALL STALL
Most definitely
nahhhh that is going well
*MCAS has entered the chat*
As an airplane enthusiast and a graduate in physics-maths and having done a bit of simulator flying on Cessna 125 I found your video very informative. You are gifted with excellent power of expression giving out the best possible explanation in least of words and time.
Captain Joe, One of my heroes is Captain Al Haynes of Flight 232. This is the Capt. who had to land his DC10 in Iowa with all three hydraulic systems destroyed. He made it to the field, but a wing grazed the tarmac right at touchdown and it cartwheeled out of control, but he saved most of his passengers and all the flight crew. They say that a lot of pilots have tried to land that flight in a simulator and no one got anywhere near the airport. Have you tired this or something similar in a simulator?
Captain Joe, that was the best anyone has ever explained any part of a takeoff procedure that I have ever heard. Thanks Captain Joe! Frankie t Bronx country.
Captian Joe my dude.... You don't even want to know how many flight simmers you give these tips to
me
Me too! :D
Ya me
Me
Swim its
Excellent description of these speeds. I just retired from a major US airline after 34 yrs (20 yrs as Captain of a Boeing 757). We never call out V2 but do call out V1 and ROTATE. You do a really nice job of explaining this topic.
I retired a month ago after 35 years. The automatic voice on the airplane called out V1 PM called rotate. The 757 was my all time favorite airplane to fly. We had the Rolls Royce engines with lots of power.
Thanks Joe, This video helps me to apply V1 and V2 at home too during any quarrel as the explanation is very clear. I always try to remain at V1
AirProud95 would say: "Rotatè"
Indeed
Correct name is groundpound69, please correct yourself, full readback required.
Correction, it's Spaceman49
Request denied. Please alt f4 at your own convenience (paraphrasing but its something like that)
Call sign Sauce Boss going inverted in a 747 :)
Your lectures helps me a lot and made me fell in love with aviation even more!
Thanks Joe, I fly an Embraer E110 for Adrenalin skydive in Australia. We call V2 on every sortie.
Then how come on your channel, it says that you work in the aluminium tubing industry. I think you are lying.
I believe “sortie” is a term for military pilots only
@@charleskingsworth354 Aluminum tubes are another word for airplanes.
@@warrenoids It is definintely not. Although most planes are made of aluminium, it has got nothing to do with working in the aluminium tube industry and has got nothing to do with flying planes. :)
@@charleskingsworth354 how can you know whether he does use aluminium tubing as a joke about him flying. You can't say what he did and didn't mean by that statement boomer lmao
hey JO can you "PLEASE" do a video on flaps, slats and spoilers!
I was gonna say that as well xD
Bikestail er Yeah do it
that matches perfectly with the topic "landing speed"
Just did xD
Yes I´m working on it :)
1:48 When you forgot your earphones.
When your mum calls Dinner whilst on flight simulator...
He said, "Just listen to the sound of the engines"
@@minitrundle /muddying tolk
@@rituparnadas5081 /knòck quiz
In 2020 - when going out and forgot your mask
What a gem for aviation enthusiasts, thank you mate !
Great to see you have reached 100k, deserved it!
Thanks Owen!
Captain Joe That's ok 🙂
Congrats on 1 mill 4 yrs later
@@veggieov3035 4 years later and still here
Hi Captain Joe,
Your channel is absolutely amazing! This channel is by far the best channel on youtube! Keep up the good work! An idea is to make a series with you in the cockpit of various planes and show us around.
Soren Mugridge YEEEESSS!
Correct
Soren Mugridge you are not airbus
Excellent insight as usual!!!!!!!!!
You are such a great teacher captain Joe. I wish i could be a pilot one day. Greetings from Namibia Windhoek.
Captain Joe is sheer delight. Love watching his mini-docs!
Nice video as always Captain Joe!
My pleasure !
Captain Joe Does anyone know what 3 models Joe has behind him? They're beautiful!
Reese Knittle the top one might be a 757 or an airbus a321
The middle is a 737
The bottom is an a321
Smit Asher Thank you! Yes I went crazy about the top* one and found it is a Condor B757-300, (the longest narrow-body jet ever produced) which is why it looks so stunning haha! The other two I'm not sure, but A320 & 737 makes sense since Joe is an A320 pilot haha! Thanks again!
Reese Knittle the other two I'm sure ! They are a 737-800 and a320 respectively;)
Merci pour vos explications et le temps que vous consacrez pour faire vos belles vidéos 😊
Dear Joe , the knowledge which you give on your channel is just awesome. Thank you!
My pleasure!
Captain Joe All the best Sir!
Captain Joe
every time when i see the plane landing the nose gear lifts up before touch down.
what if all the landing gears would touch down at the same time. I mean the main landing gear and the nose gear at the same Time??
could you please tell me that.
I am really curios to know that
please captain joe.
@@aayushpatel298 Nose up helps reduce airspeed.
RTL or BBC should give you a TV show dude :)
dafuq, who is still watching TV
TheKeule33 me, so you can stfu, and live with it.
This is the TV show. And it's better here at RUclips then over at TV.
Wtf not RTL ! Captain Joe is to good for "assi TV"
tv is dying so just stick to youtube
Takeoff procedures
(Atc clearance)
Autobrakes:RTO
Wait for the engines to spool up
TOGA throust
80 knots
V1
Vr/rotate
(V2)
Positive climb
Gear up
Takeoff procedures complete.
Take off procedures may want to include lifting the flaps, else you're going to have a very slow flight to your destination.
Envoy (American eagle) V2 callout - yes
Nich Meikle American Airlines (i’m on the 777), we don’t call V2. After “rotate”, we call “positive rate, gear up”...and that’s it. Probably like you, flight director commands an acceleration to V2 + 20 after engine failure, or a reduction to V2 + 20 if failure is above that.
look forward to your flow-through!
"ladies and gentlemen, our inflight meal for today will be roasted quail!"
Quail
Are they breaded and nugget-sized? Might not really be quail :)
Charred, thinly sliced, and seasoned lightly with jet fuel. Delish.
I'm sure Reina happy Mike you still hacked me before belleville job
😅😅😅
Excellent video which explains complex concepts in layman's terms. Need videos more frequently than once a week. Just subscribed to this channel.
I wish i can become a pilot... I feel like child when i learn new things of planes.. thank so much JO. I learn so much. keep up good work. Who knows one day.
Everyone can be a pilot if they try hard enough🙂.Good luck
Thank you Captain Joe, I new what V1 and VR meant but I didn't know what V2 means, this video was very helpful thanks again
My pleasure :)
Bomber Mayday Does anyone know what 3 models Joe has behind him? They're beautiful!
Captain Joe, you are such a great instructor. I learn a lot watching your videos. Congrats from Brazil.
It is good to hear and see all your videos. Keep going Captain Joe!!
thanks capt Joe. our 737-800 ingested birds into both engines on rotation out of Darwin. power was reduced and fuel dumped. we landed safely but heavily back at Darwin. both engines were flushed. the cores were okay. master alarm for overweight landing checked. two hours
later we flew off safely against the wind. this was because a bushfire was burning and bird strike was again a factor if we took off into the wind on that duty runway. ATC and delay for new takeoff calculations. best regards.
Oh dear, that sounds like a very very long day :(
Captain Joe hi capitain joe my name is gonzalo panduro i just want to tell you can you pleace make a video about turbulace on a plane i am not afraid of flying but i do get scare when i fly in turbulace should we be afraid of turbulace or not can a plane get damages with severd turbulace thank you.
actually turbulence is fun.
Dave Hull
I've only been in a big plane twice, going and coming back. I found the take offs and landings somewhat interesting especially sitting behind the wing where I could observe the control surfaces as we flew out and back in. Besides that I was bored out of my mind except for a period of some turbulence :-)
@@gonzalopanduro4654 Just about any turbulence you might ever happen to be in, no matter how bad, is way less than what the plane is designed for. Suppose the wing tips are bouncing up and down by say a whole meter on either side of neutral position, and the cabin is making all sort of creaking sounds? Well, the wings must pass a test during aircraft certification where they are deflected with hydraulic jacks to more like 5 meters upward, and even then all of the flaps/slats/etc have to be able to operate! As for all the noise in the cabin coming from the overhead baggage containers during turbulence, those aren't part of the aircraft structure, though of course they have to meet certain strength requirements. So you can relax (or try to) while the aircraft does what it is designed very well to do.
It is also worth mentioning that before takeoff, pilots set Autobrakes to RTO (Rejected Takeoff). This means that if the Pilot Flying sets Idle Thrust, the brakes will automatically start applying maximum braking power. This is why pilots keep their hands on the thrust levers just until reaching the V1 speed. (Some airlines even have the rules that BOTH pilots should have their hands on the thrust lever.)
It’s always interesting to watch videos of Captain Joe in free time... I loved the starting theme of ATC!!
Wow these videos are awesome. Precise, thorough, just about the best explanation I've ever heard.
Hi caption Joe👨🏾✈️thank you so much for your enjoyable videos.I'm 70 & fighting terminal cancer with God's help, but still enjoying anything to do with aircraft✈️ (to me they look like beautiful majestic giant birds in the sky!) &have been fascinated by &passionate about aircraft since I was a little girl after my dad took my brother& I to his place of work (RAF training centre @Hendon NW London)in the 1950's where he was a projectionist in the cinema &where there was a mock cockpit which my brother&i would play on and jump down the chute! My 1st flight in 1956 was on a B.E.A. Elizabethan which had 3 distinguishable tail fins. I used to fly a lot & would sometimes ask the pilot if I could go into the cockpit during the flight to look at the instruments etc & chat to him & 1st officer, but after 9/11 obviously that wasn't allowed, only after we'd landed.Growing up my parents would take us to Heathrow Airport to enjoy plan-spotting; In those days we could name every aeroplane/airline, but I'm not so good these days &don't live near an airport. Sadly, in March 2020 my flight to see my adopted Kenyan children and also my Christian co-worker at our community projects, was cancelled due to Covid lock-down & since then I've got too unwell with the cancer to fly. But when I watch aviation videos - information videos like Captain Jo's or flight footage of takeoffs&landings etc - it's as if I'm flying again! May the Good Lord whom I love&serve, bless & keep you dear Captain Jo and all who work in the aviation industry, especially those who keep us safe - the pilots & cabin crew, engineers & control tower etc. - with greetings & thanks from this young@heart old-timer in England UK🇬🇧
JOE IS ONLY A FIRST OFFICER!!?!?!
Look at his shoulder stripes, only three!
he definitely knows whats he's talking about in a very constructive way
wow you're so smart he hasnt said a 100 times
mmmm, already noticed. But being a first officer in a plane and being a Captain isn't such a big difference.
@@mubassirzaman7202 Not true. The captain is the final authority on the jet. The captain is presumed to be more experienced. The captain is most likely the one held responsible for errors. Getting the fourth stripe is a big deal.
@@oscarb9139 True.... but both are recpectfully same type of knowledge on the aircraft.
I think flying is awesome! I have great respect for pilots! Love this informative channel!
Very well explained and educational. Why would anyone give this a thumbs down?? Thumbs up for this vid.
This really helped - I have an Aviation interview tomorrow and have to explain alot of aerodynamics. Thank you captain Joe!
Is the Bird okay?
It would come out as cooked chicken. Edible for hungry people trying to survive on an isolated runway
I'm sorry to say this, but the bird did not make it, there will be a memorial this week.
i think he loved the sensation of adrenaline and asked for a 2nd turn)))
I think it is well done.
This just in the bird came forward on how the engine touched it
Sharing information like this is mighty generous of these guys. The bonus is you begin to actually experience it.
OOH, ram air turbine coming up! Cool! My favorite part of the Gimli Glider!
Make sens now for student pilot to convert vx, vy, vcruse. Thank you so much for this great explanation and knowledge around the speed and practice. You are the best Captain 😊💎🦋🎼
Your explination of V1 is better than others Ive heard. Thanks
Hi Captain Joe, can you make a video about SPATIAL DISORIENTATION in avaition. Thanks.
Is V1 a function of the aircraft or the runway? What if you are on an old military runway which is incredibly long, would V1 be more than Vr? Surely runways exist where you could easily brake to a stop from Vr, right?
Doug Gale in such a case you simply ignore the V1 and call “rotate”. Most commuter turbo props have short enough runs that the V speed charts only have Vr and V2 (VYse). Very good question BTW.
Great question. You will find if you are in a position where a) you have a very long runway, or b) a very small/light aeroplane (therefore a large unnecessary amount of runway available) theoretically speaking V1 would probably be larger than Vr, but is prohibited from being lower than Vmcg. This is to ensure that directional control is still maintained on the runway in the event of an engine failure above Vmcg but below V1. In the event that a calculation places V1 greater than Vr, V1 must be reduced to be equal to Vr.
To ensure other safety considerations are met, V1 is also limited by Vmbe, and Vtyre.
When that is the case, Aka every takeoff at DFW for us V1 and Vr are the same eg V1-141 Vr-141 V2-158.
A captain here too! Proud pilot employed currently by KLM/Air France. Formerly worked for Alitalia, Lufthansa and Qantas. Love my job, even if this pandemic has forced me out of work for a brief amount of time.
5:05 woah steep climb
Vertical takeoff xd
1:48 When you forgot your wallet
Capt. Joe, thank you so much for all your videos, you are a great teacher and lecturer.
Capt Joe, thanks for sharing your knowledge. Very interesting!
Episode lenght:
What normal people see: 7:17
What i see: Boeing 717
What i see
Video lenght:7:18
Hello CJ, I got a Ford Galaxy, every day when i drive it, I feel like i am flying an aeroplane. I always say V1, Rotate. but from now onwards when i am at a critical speed of 30 mph , I will say V2. thanks for the good explanation.
Wow! That was so interesting. I learned a lot that l always wondered about! Nice!
Takeoff is my favourite part of the ride
Capt: your explanation is clear and ok.
From more than 25 years to now (when I flew gliders) I think all the airports must -as it's geographically possible- extend his runway's lenght (both directions) for use as "brake spaces". Maybe a 500 meters extensions in each direction. It's no cheap, I know, but in those cases, V1 will never apear, and many runway excursions (even in landings) and many lives and airframes could be saved.
can vr come before v1? when the runway is really long for example?
no, it can be the same as vr but never lower
Allfresco thx :)
It's not very probable. As there are not that long runways for this. But anyways, after you are already climbing, there is apparently no need to abort the takeoff anymore.
In thoses case you typically set V1 equal to Vr, or it's often placed just a couple of knots below Vr to allow for the time to call out "V1" (like V1=135, Vr=137 and the PM would call out "V1 Rotate!" with almost no pause in between the two). Basically it just means you're committed to the takeoff the moment you initiate the takeoff maneuver.
On the ATR series for example, V1 is often the same as VR. V1 can never be more :)
4:50 wow what a take off...
👋gracias por sus palabras y comentarios joe 🙏👍✈️👮♀️.
Aunque lleva años el vídeo. , siempre es bueno recordarlo. Cuídese joe ((( muy joven se ve)).
太棒了，又有中文字幕，讓我了解V1/VR/V2的定義。
Hey Joe¬ Can you do a vid on the life of a pilot, and give us rosters and wakeup times etc, as i am sure this will be interesting!
That was good , took me back 35 years , a great refresher !
What does "Minimum" means when it is landing ? Some Pilots says then "Continue".
It's important during low visibility procedures. When the aircraft is on descent shortly before touchdown, the "Minimums" altitude is called out. If the pilots don't see the runway at this altitude (height), they have to go around and perform another landing. Most often it's from 50ft to 200ft above ground. If the pilots see the runway, they say "Continue" or "Landing" to continue the landing. (obviously)
I think the pilots have to decide if the aircraft is stable and continue the landing or unstable and go-around. :)
I have no qualms or ego/pride problems going around. If it's not looking correct, I don't care what anyone waiting on the ground says when I get down. However many times, whatever it takes, it's what I'm trained to do.
Video in the making!
Dupont Eric it is the minimum altitude they can be at to make a decision to go missed on an approach. Once they reach that height they look for certain runway markings, if they see them they may continue and land, if not they go missed.
as the Italians would say: rotazione
Hahaha :))))
Seriously, you're the coolest pilot out there. Don't forget to wave to the plane spotters and then.. jetblast :)
And here I thought they'd say, V/Rotini!
or ro-tá-te as airforceproud would say :D
maiksir7 blog it
As always Joe, clear and concise! Thanks for the video. Its helping with my revision for an airline interview.
Duh. I always thought that Vr was when the plane had accelerated sufficiently to rotate through a horizontal plane and become airborne.
Ah, well yes that is exactly what it is. Vr literally stands for "velocity for rotation" which is when the wings are producing more lift than the weight of your plane. The question is do you know how much your plane weighs? In an F-16 at lean weight the speed would be around 140kts. Fully loaded with maximum ordinance it's a little over 180kts. Luckily in a lighter aircraft the pilot can generally feel when he reaches Vr as you can feel a drifting sensation as the planes wings lightens the friction from the wheels on the ground. On larger aircraft that sensation is less apparent and therefore they must be aware of the absolute minimum and exceed it slightly to be certain. But all in all the Vr can vary considerably as a result of many factors, weight being only one. A wet runway will slow you down, a tailwind increases Vr and hot air is thinner than cold air as is high altitude takeoffs as opposed as those at sea level. So there is no set Vr as many factors come into play. Luckily a larger aircraft is less affected than a smaller one therefore the Vr range is narrower and the minimum rotation speed a little more forgiving to calculate. One last thing, after rotation the aircraft must have enough power to accelerate, even slightly, because if it remains exactly horizontal wings will suffer from a lack of attack angle resulting in loss of lift leading to an unrecoverable tail stall. Planes can't fly fully horizontally at low speeds and even when they reach cruise speed they have a slightly positive angle of attack.
Excellent Capt. T. Colby.
@@mikebarker9187
I am so tired for support Mike. The trolls are blaming CAS for lack of support. What your rivals truck is getting away. Not my problem. Tell my fellow Americans. Our next target is American traitors. Trump supporters are not welcome among the American Allies. They are our targets, it is that serious.
Capt. Tamre' Colby
USAFE/NATO CAS
1:44 airplane sounds are so satisfying
I think V1 is better because it can heal from blood while V2 can’t. Also didn’t the V2 crash somewhere in the Greed layer?
Who else feels smarter after watching this?🙋♂️
Antonov-32 procedure requires calling out V2 and V3
Love your videos, as a pilot student ,it helps.
1:57 Come on let's fly! Maybe not...
captain what if both engines fail?..surely you have to abort the take off
Very unlikely but I guess everyone would risk the runway overrun!
jasdeephardcore Absolutely. You don't have another choice. There are a few exceptions to aborting after V1 and this is most definitely one of them.
Captain Joe yeah i guess was just wondering... in case of both engines getting in contact with bird or even runway obstacles (after V1)
Hit the brakes and pray. It will likely end in a runway overrun but some runways have arrester beds at the end, which are designed to stop an aircraft which overshoots the runway. If not you may crash into some runway lights, damaging the aircraft but I thinks this is better than an impossible takeoff, followed by a stall and crash. If your runways ends directly in front of a wood with big trees... I think you're done.
stormeagle28 yeah😂😂 hope it doesn't happen to anyone...
As a CPL and flying instructor I knew all this, but still enjoyed you presentation...
I fly for Landmark, Orbit, Soar, Pacifica and World Travel Airlines (the default airlines in FSX) and I will yell out "V2!" as loud as I can with my headphones on. My wife looks at me strangely and the dog jumps up out of a dead sleep and growls. Does that answer your question Joe?
haha, your comment made me laugh ;)
Dimebag Dio Kilmister Does anyone know what 3 models Joe has behind him? They're beautiful!
a-319, a-320,a-321
Hmmm...so an additional item on the before takeoff checklist..."Sleeping pooch on board.snoring.."...Check !
Hey Joe could you please do a video on ANTI ICE?
now I KNOW THAT THANK YOU
Can you please do a video about the sharklets/winglets on an airbus a320?
4:21 China southern airlines 🔥
At execujet (a charter company in south africa) we definitely still call V2 due to the fact that we could fly multiple planes in a day. The V2 call is just assurance for the PIC
Mitch Jansen please send biltong.
how 2 fly at 4:53
wieger kieboom
Thats must be animation
Its can not in real
OHRLY?
Space shuttle Status
What happens if all the engines fail after V1? Eg a twin engine failure in a Airbus A320.
I like your optimism.... :-)) BTW you should ask Sully....
take off and then hope for the best (try to glide back)
You crash, simple as that. Airliners are required to survive any single system failure, not multiple system failures.
@Glenn, i think you could safely stop, if the remaining runway lenght is enough. You have to engage brakes and spoilers and also thrust reverse (not much useful with both engines failure, but it should help a little bit).
@Allfresco, takeoff??? Are you serious? Maybe at V1 you have the SPEED to takeoff, but with both engines failure, pls tell me where do you find the THRUST to takeoff, gain a safe altitude, turn around back to the airport and perform a safe landing. Simply you cant. Cool joke dude ^_^
Glenn Watson that's really unlikely to happen, there are almost none cases in comparison to all the flights that happens everyday, however, I would try to brake, if the runway is long enough you should be able to, if not, just pray that there won't be any tree, highway, cliff, any terrain or object that would destroy and burn the shit out of your plane
I only fly DCS but find your video's very interesting and informative. My wife, on the other hand, has absolutely no interest whatsoever in aeroplanes but has now watched all of your video's many times over... ummmm... maybe it's just the shirt... I might get one!
You are my idol!
Thanks :)
very true!
This is the very first time I watched your vid. with my jaw drop out of amazement! #awesomecaptainjoe
excellent video clarity of explanations is superb thank you Captain
Thanks Captain Joe👍 that was great,looking forward to seeing more. Cheers 🇦🇺👍
2:28 Question: So every pilot need to calculation himself?
Yucheng nope, the aircraft can calculate itself (at least with airliners)
No the pilot has to calculate it
5:51 I like the puffs of fire it makes.
I'm a seafarer by profession but it appears very more interesting to me to learn about navigating an aircraft. I have RFS in my phone to practice what i have learnt in this video
4:56
*Yo...Yo..Yo!! it's gonna Stall!*
But does V1 actually apply (in that sequence or at all) to small, slow aircraft on long runways? Cos we can reasonably abort (even shortly after the takeoff) and still stop on the active at Vr 'and beyond'.
i have a great idea...!
when you hit the most subscribes then you should take the plane and give us (your subscribers) a ride around the world...
captain...
He would need to buy an $100mil plane
That sounds like a plan(e) :)
Captain Joe puns for days!
lol
You would need a few A380's to do that :)
Great vid!
During take off if engine gets failed then how much possibility is there to save the plane ✈️ and can captain go for safe landing ??? Most of time I choose train instead of plane because of all these things always in my mind ??? I will be extremely thankful if you explain about it . Please
Meraj Ahmad Khan all air planes with 2 or more engines are capable of flying with one engine and all planes are capable of flying with no engines aka gliding
Meraj Ahmad Khan all transport category aircraft are certified to continue climb on one engine (provided the V2 single engine climb out speed is attained. ). For airline (and most) pilots an engine out is a procedural non event that we’re trained operate through with religious vigor and muscle memory.
Check youtube for "Gimli glider" for a story about a total engine failure. A jumbo jet ran out of fuel and became a glider. Pilot landed the plane in one piece, after performing certain impressive glider maneuvers which are typically not performed with large jets.
@@vonnikon It's an amazing story. The pilot did gliding as a hobby and so looked at the plane as a huge glider. Thing was, he didn't know the airport had been changed into a recreational area (including golf course), lot of people & kids playing, having cookouts etc. and yet the plane did not hit anyone on the ground when it landed. Amazing.
@@AapeliSeveri unless you live in Japan, those trains are safe! And I would say a non commercial transport that is safer than airplanes would be helicopters due to auto rotation