Vmcg (Minimum Control Ground) - [Why You Should Reject The Takeoff If An Engine Fails At Low Speed?]
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- Опубликовано: 6 янв 2021
- In today's video, we are going to talk about the Vmcg, Minimum Control Ground Speed.
The Vmcg is the minimum speed at which, using only the Aerodynamic Surfaces, such as, the rudder, you will be able to maintain the directional control during take-off should an engine failure occur.
The Minimum Control Ground Speed must be lower than the V1 decision Speed and it is only applicable for ground operations.
This is so because, if you experience an engine failure above the V1 you should continue the takeoff and if you are not at Vmcg or higher, at the moment of the engine failure, your rudder won't be able to contrast the yaw moment caused by the engine operative.
The lower the power setting you use for takeoff the easier will be to control the Aircraft laterally in case an engine failure occur.
That's why during narrow runway operations we use the minimum thrust required for a safe take-off.
So as you can see the Vmcg is a crucial speed during the takeoff phase, and it all depends on how effective is the rudder when applying full deflection should an engine failure occur during the take-off.
Always remember that if an engine fails before the V1 you should stop the takeoff.
Check my V1 RUclips video by clicking the following link:
• V1 Takeoff Speed - [de...
Watch the Takeoff speed video here: • V1 VR V2 - [Take off s...
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Disclaimer:
THIS VIDEO IS FOR ENTERTAINMENT PURPOSES ONLY.
NOT FOR REAL-LIFE OPERATIONS.
PLEASE REFER TO THE OFFICIAL MANUAL AND DOCUMENTATION.
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Comment below with your questions and thoughts! Happy Landings!
I could listen to you talking about aviation for hours haha.
You have a gift for teaching so well ! Thanks a lot
Thanks for your great support! My pleasure
That is a great explanation sitting perf exam next week so appreciate this ! I kept getting confused
Glad to read this!
Great, simple, clear explanation of VMCG regardless if you're flying a multi-engine piston or a 747-8! Blue skies and happy landings. - 747-8 Captain
Many thanks for your feedback!
Great video captain! Simple explanation, like it!
That's awasome! I'm glad you liked it!!
Thank you very much for this very interesting video! you are a good teacher!!!
I'm glad you liked the video!! Thanks for watching and the kind comment!! 🙏
love you man... your classes really helped me pass MET exam.
I'm glad my effort helped you!
thank you a lot! 👍🏼
Helpful video!
nice! helped a lot tks man
You are very welcome!
That's the best explanation I could ever understand....Thanks alot sir
I'm glad you liked the video!! Don't hesitate to ask me any questions when watching the rest of the videos. Have a great day!
excelent for POF and PERF
Thanks for watching
great explanation. THANKS!!!
You are more than welcome!! Don't hesitate to ask any question syou might have when watching the rest of the PILOTCLIMB Channel videos!! Have a great day!
Thank you very much captain
You are more than welcome! Thanks for watching!!
Thank you captain
You are very welcome!
Awesome video
Thanks
why we must not use controls like thrust, brakes and steering during Vmcg determination?
nex topic , why derate increase payload on short and contaminated RWYs(vmcg) ....:)? And why we cannot use assume temperature on those RWYs?..:) Have a nice day
Hey, I'll take your suggestion into consideration for a future content
Just so that I am clear about it. If the critical engine failure happens below Vmcg, the rudders are not as effective in maintaining directional control. Therefore, the pilot would have to use other methods (such as steering the aircraft with the tiller or adjusting engine thrust of the engine operating accordingly). So wouldn't that make RTO more complicated below Vmcg?
Please make a video to clarify the difference between RNAV and RNP approach Captain.
As always thank you very much.
Many thanks for watching !!! I will do more videos about RNAV and RNP soon!
Stay Tuned!
So let’s say we are using TOGA thrust and VMCG is 110, while V1 is 115 kts. If there is an engine failure at 105 kts which will lead to a rejected takeoff, I understand that for the first few seconds while the live engine is retardin to idle, even “full rudder deflection” will not be sufficient to keep the centerline. we have to use the NWS, and/or asymmetrical braking to keep the A/C aligned. Do you agree?
Your example is great, however, normally we don't use the NWS during a rejected takeoff. It is very important to cut the engine's power very quickly if you experienced an engine failure before V1(especially on narrow runways). That is why the Captain has his hand on the throttle during the take-off roll. By quickly reducing the power (in case of an engine failure) especially at low speed you make sure that you can control the plane.
Let me know if I answered your question.
@@PILOTCLIMB I am satisfied, thank you captain. In Airbus A320, rudder pedals also command the NWS up to 130 kts (gradually decreasing effect as speed increases) that is why I have mentioned it. I have also checked the MEL of NWS, which the operational procedures really made sense now. (limitations about narrow runways, crosswinds etc.)
Hello, do you have a video explaining the 4 segments? I hope I get recall soon that’s why I am self studying, regards.
Hey, I don't have a video about Takeoff segments, that's another great idea for a future video. I wish you a great day
Thanks for the video!
Can you please explain how does a lower Vmcg allow higher takeoff weight?
I'm trying to get my head around the fixed derates topic and that's why I ended up here 😅
Appreciate your time and effort.
You are more than welcome! As far as I'm aware the usually the Weight won't affect much the Vmcg. What can affect the Vmcg is the Center of gravity position. The only thing that I can think of regarding the Weight and vmcg relation is that an heavier aircraft will have less yawing momentum should an engine failure occur. Let me know if you have more questions.
Reducing the minimum control speeds sometimes improves takeoff performance (higher Max Takeoff Weight MTOW), when taking off on a short runway. V1 decision speed is the maximum speed at which it is still possible to reject the takeoff and stop the aircraft within the runway limits. As stated in the video, V1 must be greater than VMCG, and the “Accelerate-Stop Distance” is often the most constraining limitation on a short runway. A reduction in VMCG then permits a reduction in the ASD for a specific takeoff weight, and can improve takeoff performance when the MTOW (without derate) is ASD/VMCG- limited. (I'm a 777/747 Captain)
@@jeremychin1761 Hey, many thanks for sharing!! Great to see a colleague here!
@@PILOTCLIMB You too! Appreciate the video and good to see you spreading aviation knowledge to the masses esp. during this time when everyone is itching to travel again! Fly safe.
Salve capitano..per collegarsi a questo video molto interessante può fare un video sul fattore P dell elica !!? Penso si possa collegare a questo video Grazie cap Gabriele
Ciao, grazie per il commento e per la visione del video, terro'il tuo consiglio in considerazoine.
Ti auguro una buona giornata!
Good Day Capt Gabriele,
Is it true If we takeoff from longer runway we may reduce our takeoff thrust example from 24K to 20K but if we takeoff from shorter runway we might only reduced to 22K ?.If we assumed same temperature and pressure for both condition
Hey, many thanks for watching!! Well the take-off power depends on the weather and on the engine model..
Hey. Does TOGA "know" what thrust is to be applied based on FMC data or is it standard full or next to full power?
Many thanks for watching, the TOGA will provide you with the thrust you set on the FMC. (if the A/T is engaged)
TOGA is determined by the fadec
Hey , can I increase full thrust using derate + ATM , IF an engine fails after takeoff?
Hi could you do a video on VMCA
Hey, many thanks for watching!! I will do the video you requested!! 👍
@@PILOTCLIMB your videos are awesome I've been binge watching and subbed got a job interview 1st of next month 🤞🤞
@@cosmonaat7797 I'm very happy to read you got a job interview during these difficult times!! I will make the VMCA video before your interview 👍 Don't hesitate to ask any questions in the video's comments.
@@PILOTCLIMB awesome thanks! International flying so I'm learning a bunch of ICAO rules and terms. Like ICAO holding speeds and American holding speeds are different etc
Hey, i hope you are great! I just posted the VMCA video.. let me know if you have any question👍
Hi cap, when Vmcg can be more than V1? Is it possible?
Vmcg should always be lower than V1, have a great day
thank you a lot! 👍🏼
You are more than welcome!!Thanks for watching 👍👍