V2 and Vy
Thread Starter
Join Date: Nov 2002
Location: hearth EU
Posts: 108
Likes: 0
Received 0 Likes
on
0 Posts
V2 and Vy
I am looking for any link between Take off safety speed V2 and Best ROC speed Vy however cannot find it.
V2 being min 1.2 Vs1 and min 1.1 VMCA, the speed we are supposed to keep is min V2 and max V2+10 until MSA or MAA where we accelerate and do the clean-up.
Thank you
V2 being min 1.2 Vs1 and min 1.1 VMCA, the speed we are supposed to keep is min V2 and max V2+10 until MSA or MAA where we accelerate and do the clean-up.
Thank you
Join Date: May 1999
Location: Bristol, England
Age: 65
Posts: 1,806
Received 0 Likes
on
0 Posts
There is no link. JAR 25 and FAR 25 specify a minimum value for V2, not an optimum rate of climb speed. VY for a clean jet would be a long way off scheduled V2, typically in excess of 400kt at sea level.
Join Date: Jul 2006
Location: USA
Posts: 451
Likes: 0
Received 0 Likes
on
0 Posts
V2 vs Vy
From the standpoint of the pilot, one can consider V2 as the one-engine-inoperative (OEI), best-angle-of-climb speed. In reality, V2 is actually not optimal, that is, it is usually somewhat below the OEI best-angle-of-climb speed. There are, also, certification issues involved in the computation of V2.
Airbus has a series called "Getting to Grips". One of their articles is entitled "Getting to Grips with Performance". You can download this and read for yourself how the various V speeds are derived. It's a rather lengthy paper...over 200 pages...but, it explains in simple terms and in detail all about performance.
PantLoad
Airbus has a series called "Getting to Grips". One of their articles is entitled "Getting to Grips with Performance". You can download this and read for yourself how the various V speeds are derived. It's a rather lengthy paper...over 200 pages...but, it explains in simple terms and in detail all about performance.
PantLoad
Join Date: Jun 2004
Location: Australia
Posts: 1,843
Likes: 0
Received 0 Likes
on
0 Posts
PantLoad speaks the truth. V2 is typically below Vmd, thus is less than optimum speed for best angle. The V2+10 reference puts you closer to best gradient speed, BUT (and it's a big BUT), only if you've ALREADY achieved the higher speed at the time of engine failure.
If engine failure occurs at or close to V2, don't accelerate to V2+10, even though the gradient achieved at V2+10 will be greater after having achieved it, the acceleration will mean 'ducking under' the required gradient to clear obstacles, thus your resultant flight path will be less than that required.
Example -
Failure at V2 = Maintain V2
Failure at V2+7 = Maintain V2+7
Failure at V2+10 = Maintain V2+10
Failure above V2+10 = Reduce to V2+10, then maintain V2+10
Regards,
Old Smokey
If engine failure occurs at or close to V2, don't accelerate to V2+10, even though the gradient achieved at V2+10 will be greater after having achieved it, the acceleration will mean 'ducking under' the required gradient to clear obstacles, thus your resultant flight path will be less than that required.
Example -
Failure at V2 = Maintain V2
Failure at V2+7 = Maintain V2+7
Failure at V2+10 = Maintain V2+10
Failure above V2+10 = Reduce to V2+10, then maintain V2+10
Regards,
Old Smokey
Join Date: May 2000
Location: Seattle
Posts: 3,197
Likes: 0
Received 0 Likes
on
0 Posts
VY for a clean jet would be a long way off scheduled V2, typically in excess of 400kt at sea level.
Vy for the 747 ranges from about 280 to 335 KIAS, depending on weight.
Guest
Posts: n/a
Hi all,
You can find the document that PantLoad refers to at this most excellent of repositories: http://www.wingfiles.com/#Performance
You can find the document that PantLoad refers to at this most excellent of repositories: http://www.wingfiles.com/#Performance
