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[Paphitis]

The wind was about 10knots from SouthWest, there is no way this could affect an Airbus 321. This probably wouldnt affect even a Cessna.

A Cessna is effected by exactly the same amount as an Airbus A380.

Just like a balloon in the air is also effected by wind, the same too with aircraft regardless of mass.

The only difference is the DRIFT angle used to compensate for crosswind scenarios. The DRIFT is directly proportional to the speed of the aircraft, therefore slower aircraft require more DRIFT angle than faster aircraft, but mass has nothing to do with it.

And as I said earlier, crosswind does not effect aircraft on the ground and will not cause any veer, but it does effect the amount of LIFT generated by each wing.

[Get Real!]

Given that the plane is not too far off the sea, I’d say that an engine failure at any of the points doing 200+Km p/h may well result in the lot of them swimming with the fishes…

[Paphitis]

Given that the plane is not too far off the sea, I’d say that an engine failure at any of the points doing 200+Km p/h may well result in the lot of them swimming with the fishes…

There is a Critical Point (V1) where it is an absolute nightmare if there is an engine failure.

We practice these scenarios in the Simulator.

The worst point for an engine failure is at the Velocity 1(VI) speed.

At this point the Captain is faced with 2 choices if there is an engine failure, and they are:
1) Power to IDLE (REJECTED TO) and SLAM the brakes (stand on them! ) and bring the aircraft to a fullstop which would occur just before your in the water, OR
2) Continue the TO and climb to the Minimum Safe Altitude(MSA), in which case they would complete a circuit and conduct an emergency landing whilst completing vital actions such as Engine Shut Down of the damaged engine.

What decision would you make when faced with an Engine Failure at V1 (Critical Point)? Also bear in mind that you would have just a split second to make this decision and then take into account the delay between making this decision and relaxing the Thrust Levers and standing on the brakes should you choose option 1.

See if you can tell me approximately where this CP is - which is the final moment the aircraft can come to a complete STOP for a given length of Runway.

[Get Real!]

What decision would you make when faced with an Engine Failure at V1 (Critical Point)?

No worries! I'd just call Y-Fronts on his mobile phone for directions...

See if you can tell me approximately where this CP is - which is the final moment the aircraft can come to a complete STOP for a given length of Runway.

Sorry Paphiti, but all I see is a dip in the water no matter where your engine fails at those speeds... it's only a couple of hundred meters straight ahead for Christ’s sake!

[Paphitis]

What decision would you make when faced with an Engine Failure at V1 (Critical Point)?

No worries! I'd just call Y-Fronts on his mobile phone for directions...

See if you can tell me approximately where this CP is - which is the final moment the aircraft can come to a complete STOP for a given length of Runway.

Sorry Paphiti, but all I see is a dip in the water no matter where your engine fails at those speeds... it's only a couple of hundred meters straight ahead for Christ’s sake!

The V1 position is probably somewhere at the bottom of the GPS profile provided by Raymond. It is difficult to work it out without having the Airbus A321 Flight Manual.

The V1 is reflected as a speed. As the aircraft is rolling, the non flying pilot will call out V1 signalling to the pilot flying that they have now passed the Critical Point where they would be faced with the following decision should an engine fail:
1) Reject the TO and decelerate to a fullstop which would utilise the full available length of Runway including Stopway, OR
2) Continue the TO and complete a circuit and land.

Once V1 is called, the flying pilot can only continue the TO as there would be insufficient Runway to STOP.

V1 is the absolute final point where a TO can be rejected.

The V1 speed for an Airbus A321 would be somewhere in the vicinity of 110 knots for a Runway length of about 3000m such as Runway 04 at Larnaca.

Therefore V1 would be approximately 110 knots = 204 Km/Hr

I knot is equal to 1.852 Km/Hr

[Paphitis]

Here is a link which includes a diagram depicting a typical TO profile. Here you can see all the V-speeds (V1, Vr and V2) and how they relate to each other.

http://adg.stanford.edu/aa241/performance/takeoff.html

[kurupetos]

Isn't it true that the heavier the aircraft the more thrust it will need to take off? Therefore aircraft mass & thrust are interdependent.

[Paphitis]

Isn't it true that the heavier the aircraft the more thrust it will need to take off? Therefore aircraft mass & thrust are interdependent.

No that is not entirely correct.

There are 4 forces acting on an aircraft.

They are:
1) Lift (L) - acts upwards and at right angles to the airflow through the Centre of Pressure
2) Weight (W) - is the total weight which acts vertically downwards through the Centre of Gravity
3) Thrust - is the forward propulsive force provided by the engines
4) Drag - is the backward force which opposes the forward motion of the aircraft and acts parallel and in the reverse direction of the aircraft movement

For an aircraft to maintain straight and level flight, then L=W.

For an aircraft to climb then L>W.

Lift can be worked out using the following formula:

L=1/2 x rho x Vsquared x s

rho=air density
V=Velocity
S=Wing Area

Therefore to increase L you will need to increase the velocity (V), and to do this you would need additional Thrust. So yes, if you are carrying a full load, you would need maximum thrust to climb out.

However this does not necessarily apply to aircraft of greater mass, because some large aircraft can have a massive wing span and wing area (S) which also creates greater L as:

L is directly proportional to S
L is directly proportional to V

That is why some aircraft with a small Delta Wing (Mirage 2000) require a massive amount of V to lift off, whereas a heavy C130 Hercules can TO a low speeds and use a small amount of runway due to its large wing area (S) creating more lift at lower speeds.

Have I confused you yet?

[CBBB]

I think the pilot was pissed!

[RichardB]

Here is an exercise for you all:

See if you can tell me where exactly the most Critical Point (and hence the most dangerous) is for an engine failure on that profile.

Also, tell me where you think the First Segment Climb, Second Segment Climb and Acceleration Height is on the profile. Very Happy

Errrr NO but I bet you're gonna tell us

Good day young man