Vx is the slowest (IAS), and is the Maximum ANGLEof climb. It allows one to climb to altitude within the shortesthorizontal distance. Vy is slightly faster, and is theMaximum RATE of climb.
“Take-off Flaps” is not alwaysdesigned to give you the shortest takeoff roll. And that isbecause once airborne, the more flaps you have deployed, thehigher the drag, the less excess thrust available, thus the lessyou can climb. Simply put, you are now flying at a low speed andbarely climbing.
As far as I am informed the fastest climbingfighter jet is the Eurofighter Typhoon in its interceptorconfiguration with an “official” maximumclimb rate in excess of 318m/s or 62,600 ft/min and a nominalthrust to weight ratio of 1.15.
During normal flights, the 747-400 &747-8 has a climb rate ranging from 2000 to 4000 feetper minute.
RE: Sink Rate "Dont Sink"
"Don't sink" is after take off to ensure thatthey keep on climbing immediately after take off. "Sinkrate" is at any other time when the sink rate getsexcessive.If you multiply your descent angle (1 degree) byyour miles-per-minute, then add two zeros to the end (x 100),you'll have your FPM descent rate. So in this example, ifyou're flying at 120 knots, you're traveling 2 miles-per-minute(MPM) (120/60=2).
Ground roll is the main type of coherent noise inland seismic surveys and is characterized by low frequencies andhigh amplitudes. Ground roll is mainly composed of Rayleighwaves. Surface-wave energy that travels along or near the surfaceof the ground.
The Aeronautical Information Manual recommendsclimbing and descending as fast as is practical untilthe last 1000 feet, then slowing the rate to 500-1500 feet perminute. Most pilots stick to that.
The climb gradient is the percentage of the riseover run (100% if you are climbing at 45 degrees) that youraircraft is climbing at while the rate of climb isthe speed at which you are climbing based off the airspeedand climb gradient (given in feet per minute).
In aviation, the rule of three or "3:1 rule ofdescent" is that 3 miles of travel should be allowed forevery 1,000 feet (300 m) of descent. Three miles would betraveled in about 1.5–1.8 minutes, resulting in a rate ofdescent of about 550–660 feet per minute.
Content control: SKYbrary. A Vertical SpeedIndicator (VSI), also known as a Rate of Climb and DescentIndicator (RCDI) is an instrument which indicates the rate of climbor descent of an aircraft.
The absolute ceiling is the highest altitude atwhich an aircraft can sustain level flight. Due to the thinair at higher altitudes, a much higher true airspeed is required togenerate sufficient lift on the wings.
Along with service ceiling and combatceiling, absolute ceiling is a term used to describethe maximum density altitude that a particular aircraft canoperate under Standard Air conditions. This term refers to thealtitude at which an airplane is only able to maintain amaximum climb of only 100 feet per minute.
Newer variometer designs directly measure thestatic pressure of the atmosphere using a pressure sensor anddetect changes in altitude directly from the change in air pressureinstead of by measuring air flow. The term "variometer" ismost often used when the instrument is installed in a glider orsailplane.
An average helicopter can reach a top speed ofsomewhere between 130 and 140 knots, which comes out to about 160mph.
The all-engine service ceiling of multiengine airplanesis the highest altitude at which the airplane can maintain asteady rate of climb of 100 fpm with both enginesoperating.
In aeronautics, the rate of climb (RoC) is anaircraft's vertical speed – the positive ornegative rate of altitude change with respect to time. Anegative rate of climb corresponds to a positive rateof descent: RoD = -RoC.
Planes slowly angle up during takeoff at about 2-3 degrees per second for a Boeing 747. A bit ofquick math and using the same Boeing 747 as an example, the averagepassenger plane has a maximum take off angle of about10-15 degrees. That's well within the plane's tolerances ofcourse.
Airbus estimates that an Airbus A320 takes offsomewhere in the world every 2.5 seconds. Normally this statisticwould be impressive … until stacked up against the Boeing737. Boeing estimates every single second 2.2 of their737s land or take off somewhere in the world.
| Aircraft | Takeoff Weight | Takeoff Speed |
|---|
| Boeing 737 | 100,000 lb 45,360 kg | 150 mph 250 km/h 130 kts |
| Boeing 757 | 240,000 lb 108,860 kg | 160 mph 260 km/h 140 kts |
| Airbus A320 | 155,000 lb 70,305 kg | 170 mph 275 km/h 150 kts |
| Airbus A340 | 571,000 lb 259,000 kg | 180 mph 290 km/h 155 kts |
When you are used to watching planes ascend at agentle rise, it can be a little jarring to watch aplane suddenly shoot up into the sky at 90 degrees— kind of like a reverse roller coaster. And while it mightlook like a 90-degree takeoff, the angle isn't quitethat steep in reality.
At higher altitudes, because of the less denseair, you need to fly at a higher angle of attack for a given trueairspeed. And, if you're flying at a higher angle of attack, you'regenerating more induced drag. So, as you climb, your angleof attack for level flight increases and you generate more induceddrag.
Cabin pressure is usually allowed to climbgently to an automatic or manually preset altitude. Thisclimb (and descent) rate is usually 300-500 feet perminute. For example, the Boeing 737's cabin altitude canclimb to 8000 feet while the aircraft's actual altitude is41,000 feet.
Function. In most aircraft, the rudder iscontrolled through the flight deck rudder pedals which arelinked mechanically to the rudder. Deflection of arudder pedal causes a corresponding rudder deflectionin the same direction; that is, pushing the left rudderpedal will result in a rudder deflection to theleft.
Visibility minimums are usually one half mile or2,400 feet runway visual range and may be reduced to 1,800 feet RVRif operative touchdown zone and centerline lights are available.The Cat II ILS has a DH of less than 200 feet, but not less than100 feet, with visibility minimums of between 1,800 RVR and1,200 RVR.
The least restrictive ILS is CAT I, for which theminimum runway visual range (RVR) is 800 metres. Consideringthat a typical landing speed for a commercial airliner isaround 265kph, the aircraft will cover that 46 metres in abouttwo-thirds of one second.
The navigation equipment on most domestic jets andinternational aircraft, along with the certification of theircrews, means most aircraft can operate in these conditionsusing the ILS. Most turboprop aircraft do not have this equipment,and this is why fog mostly affects regionalflights.
Instrument Flight Rules (IFR): Ceilings 500 toless than 1,000 feet and/or visibility 1 to less than 3 miles.IFR = 500-1000′ and/or 1-3 miles. In other words, youmust be on an IFR Flight plan or request Special VFRclearance from tower.
Obstacle Departure Procedures
Textual ODPs are found in Section C (IFR Take-offMinimums and Departure Procedures) of the TerminalProcedures and the charted Obstacle DPs will be foundfollowing the approach charts for the specific airport. Obstacledeparture procedures aren't assigned byATC.If a climb gradient table is not available, therate of climb can be calculated manually. Take yourground speed in nautical miles per hour, divide by 60 minutes perhour, and multiply by the climb gradient in feet pernautical mile. The result will be the required rate of climbin feet per minute.
Requirements. Pilots should receive aLAHSO clearance only when there is a minimum ceiling of1,000 feet and 3 statute miles visibility, to allow them tomaintain visual contact with other aircraft and ground vehicleoperations.
RVR is defined as the range over which the pilotof an aircraft on the centre line of a runway can see the runwaysurface markings or the lights delineating the runway oridentifying its centre line. These units transmit a beam of light(usually using laser) to a detector. From this the RVR canbe calculated.
Visibility: For visual flight below10,000ft AMSL, visibility must be at least 3sm (5km). Whenvisibility is less than the required minimum, aircraft maynot take off under visual flight rules (VFR). The pilot musteither take off under IFR, delay until the requiredvisibility exists, or not take off at all.
