This is about Mach 0. Generally speaking, the higher the aircraft flies, the faster it can travel. Originally Answered: Why do airplanes turn immediately after takeoff, and why not after reaching the stable height? This is done to avoid the wake turbulence caused by its engine of the aircraft that just took off, so that next aircraft can takeoff without any delay.
The speed of a plane during takeoff could fall anywhere between miles per hour and miles per hour. Because planes have different weights, their takeoff speeds are different. Additionally, some of the early, small Mooneys are not as fast as the later ones, but are relatively low-priced Skylane prices and still deliver to mph on horses with 9 to 10 gph fuel burns.
Reverse thrust is forbidden for backing the — out of parking or at any time during taxiing. In Flight Simulator, rudder pedals twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad are used for directional control during taxiing.
Avoid stopping the during turns, as excessive thrust is required to get moving again. The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is feet, but 1, feet complies with most noise abatement procedures.
When extending or retracting the flaps, use the next appropriate flap setting depending on whether you're slowing down or speeding up. Remember, these are minimum speeds for flap operation. Flying slower than this at bank angles of 40 degrees would initiate the stick shaker. For VFE speeds, see the Kneeboard. Adding 15 to 20 knots to these speeds is recommended if maneuvering with large bank angles, and in general, provides a good safety margin.
On climbout, lowering the nose to give an additional 15 to 20 knots will also give you better forward vision from the cockpit. In adverse weather conditions, taxi with the wing flaps up, and then set takeoff flaps during your Before Takeoff checklist procedure.
Likewise, retract the flaps as soon as practicable upon landing. Flaps are generally not used on the — to increase the descent rate during the descent from en route altitude. All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect.
Run through the Before Takeoff checklist, and set flaps to 5 press F7 , or click the flap lever on the panel. With the aircraft aligned with the runway centerline, advance the throttles press F3 , or drag the throttle levers to approximately 40 percent N1.
This allows the engines to spool up to a point where uniform acceleration to takeoff thrust will occur on both engines.
The exact amount of initial setting is not as important as setting symmetrical thrust. As the engines stabilize this occurs quickly , advance the thrust levers to takeoff thrust—less than or equal to percent N1. Final takeoff thrust should be set by the time the aircraft reaches 60 KIAS. Directional control is maintained by use of the rudder pedals twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad.
Below about 80 KIAS, it's easy to stop the airplane on the runway using the brakes only. As soon as the aircraft is showing a positive rate of climb on liftoff both vertical speed and altitude are increasing , retract the landing gear press G , or drag the landing gear lever. At 1, feet meters , reduce flaps from 5 to 1 press F6 , or drag the flaps lever.
As you retract the flaps, set climb power to approximately 90 percent N1 press F2 , use the throttle control on your joystick, or drag the thrust levers. Maintain 6- or 7-degrees nose-up pitch attitude to climb at KIAS to 10, feet, then knots to 25, feet, then 0. Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route.
Optimum altitude is the altitude that gives the best fuel economy for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section. Let's say you've filed a flight plan for FL Approaching your cruising altitude, take 10 percent of the rate of climb or descent, and convert that number to feet.
For example, if you're climbing or descending at FPM, start leveling off ft before you reach the target altitude. You'll find it's much easier to operate the Boeing — in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, vertical speed, heading, or navaid course you specify.
For more information about using autopilots, see Using an Autopilot. Normal cruise speed is Mach 0. You can set. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20, to 30, feet 6, to 9, meters. Remember that your true airspeed is actually much higher than your indicated airspeed in the thin, cold air. You'll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose. The , a twin engine airplane, can fly almost as many people, almost as far as a , but it was designed thirty years later.
Q: If the i could be built with only two Trent engines, would it sell? A: I believe if Boeing thought a two engine B would sell, they would build it.
Large airplanes are very difficult to sell because of the high initial cost and high cost of operations. Twins like the B and A provide more economic operations. Q: It saddens me to see the near-disappearance of the Boeing from active duty. I have always thought of it as the most beautiful aircraft. Are there any planes out of service that you miss?
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