Take – Off & Landing

Prepared By
Capt. Mahmudul Hassan
US-Bangla Airlines.
 Take-off
Take-off is one of the most important phase of flight and the
occurrence of engine Failure must always be considered. It is
divided into three main phase : the ground acceleration, the
rotation and the airborne acceleration.
At the end of the gr0und acceleration phase, the
pilot pulls back the controls to start the
rotation, during this phase acceleration is
maintained and the angle of attack is increased
in order to achieve a higher lift. The ground
reactions progressively decrease until lift-off.
 Operational22222
take-off speeds
• Engine Failure Speed : Vef
speed at which the critical engine is assumed to fail. Vef
may not be less than Vmcg.

• Decision Speed V1 :
V1 is the maximum speed at which the crew can decide to
reject the take-off, and is to ensured to stop the aircraft
within the limits of the runway.
 • Rotation Speed Vr :

ch the pilot initiates the rotation, at the appropriate rate of 3 degree per second, to reach V2 not later than 35 ft.

f:

h the lift overcome the weight.

eed V2:

imb speed that must be reached at a height of 35 feet above the runway surface, in case of an engine failure. Reaching this speed ensures a
2.4% gradient of climb, after take-off
ATR minimum manoeuvering speed:
VmLB/VmHB

Once the acceleration altitude is reached the aircraft is

accelerated to reach speeds that allow safe
manoeuvering. In the ATR operational documentation
those speeds are identified as minimum
manoeuvering speed , Low Bank(VmLB) when the
bank angle is limited to 15 degree or High Bank
(VmHB) when the bank angle is limited to 27 degree.
Airports available take-off lengths :

The surface considered as available take-off lengths at an

airport is the runway, eventually extended by the
clearway or the stopway.

TORA
TODA
ASDA
Objectives of take-off segments
The main objective of this segment is to accelerate
the aircraft so that the flaps can be retracted step
by step . ... Hence as the aircraft accelerates from take
off safety speed (V2) to a higher speed that is
minimum drag speed or best angle of climb speed so
that the aircraft doesn't get close to stall speed.
 Take-off flight path segments
The take-off path extends from standing start to a point in the take-0ff at which the aeroplane is at 1500
feet above the surface or at which the transition from the take-off to the en-route configuration is
completed and the final take-off speed is reached.
Take-off flight path is divided in four segments
First segment -From the beginning of the take - off path to
35' over the runway - gear fully retracted.

Second segment - from 35' and gear up to the point at which flap
retraction is initiated (level of height) at a minimum of 400' ABOVE THE RUNWAY

Third segment - from the point at which the flaps and slats are retracted, up to the point at which the
climb configuration (flap up and final climb speed) is reached.
and
Final segment -  from the point at which climb configuration is reached up to a point of 1500'/> if if
required for obstacle clearance

Each segment begins when change is made either in the aircraft configuration, power or speed . For each
segment, specific requirements apply and must be fulfilled during the whole flight of the segment.
Take-off flight path segments
Take-off path summary
Influence of external conditions
The pressure altitude at the aerodrome
The ambient temperature
Runway slope
 Landing
Landing performance has to be assessed prior to take-off and if
any change, re-assessed in flight, considering the different
potential limitations that may exist on landing. Those may be due
to available runway lengths, to minimum required climb
gradients for go-around, to external conditions or system failures.
In normal operations, these limitations are not very constraining
and, most of the time authorise dispatch at the maximum
structural landing weight. However, landing performance can be
drastically penalised in case of inoperative items, adverse external
conditions, or contaminated runways. Flight preparation is,
therefore, of the utmost importance, to ensure a safe flight.
 Landing speeds
 Reference speeds : Vref
VREF is the airspeed that is considered in stabilised final approach
during flight tests for the determination of the certified landing
distances, the aircraft being assumed in landing flaps configuration.
 Approach Speed: Vapp
is the operational speed during landing, determined with the flaps in
landing configuration and the landing gears extended. VAPP is the
reference speed increased by the wind factor. VAPP = VREF + wind factor.
 Runway
 Landing distance available (LDA):
The length of the runway which is declared available by the appropriate
authority and suitable for the ground run of an aeroplane landing.
 Actual Landing Distance (ALD):
The horizontal distance necessary to land and to come to a complete stop
from a point 50 ft above the landing surface must be determined (for standard
temperatures, at each weight, altitude and wind.
 Required Landing Distance (RLD) :
Before departure, operators must check that the Landing Distance Available
(LDA) at destination is at least equal to the Required Landing Distance (RLD)
for the forecasted landing weight and conditions. The RLD, based on certified
landing performance (ALD), has been introduced to assist operators in
defining the mini - mum distance required at destination, and allow flight
dispatch. In all cases, the requirement is: RLD ≤ LDA
Influence of external conditions
Wind
Pressure altitude and temperature
Runway slope
Flap setting
 Stabilization policy
Worldwide flight safety community studies show that
50% of public transport accidents:

Occur during approach and landing

Are direct or indirect consequence of unstabilized
approach.
 Stabilization criteria
Approach must be stabilized
 1000 ft AAL in IMC condition
 500 ft AAL in VMC condition
 300 ft AAL following circle-to-land

An approach is considered stabilized when all of the following criteria are met:
 Lateral path tracked
 Ldg configuration is established
 Energy management
 Briefing and checklist are completed
 Deviations
Only small deviations are allowed
Lateral guidance : 1 DOT deviation
Vertical guidance : 1 DOT deviation or +200/-0 ft for LOC
Speed : 0/+15 kt
Maximum sink rate : 1000 ft per minute
Maximum ROD adjustment : +_ 300 ft per minute
Bank angles : not more than 15 degree
  
Crosswind Landing
 When crosswind conditions are reported on arrival airport, it is
essential to anticipate by reviewing the landing technique and to
prepare an action plan before starting the approach. This "Be prepared
for crosswind landing" provides an overview of operational factors
involved in planning and conducting the approach and flare under
crosswind conditions, as well as some recommendations regarding
handling techniques.
 Key points for a safe and successful crosswind landing

Review and brief crosswind landing technique.

Strictly adhere to computed Vapp.
Ensure strengthened crew cooperation.
Be prepared for a go-around.
Keep aileron into wind during landing roll.
DECRAB AND FLARE TECHNIQUES
ATR recommends the standard
decrabbing technique: the pilot flying
decrabs the aircraft by coordinating
downwind rudder input, with into wind
aileron input. These actions enable to align
the aircraft with runway axis

This manoeuver shall be initiated at the

latest at 20 ft but could be started earlier.
The resulting aircraft position must be
maintained up to the touchdown.
Correction of flight path deviation, if
necessary, will be performed around this
new position
THANK YOU