What Is The Takeoff Speed Of A Boeing 747?

What is the minimum speed needed for an airplane on runway to takeoff? – A: Different airplanes will require different speeds to take off. In order for a plane to take off, it must be going fast enough for the wings to generate enough lift to overcome the force of weight, Posted on July 30, 2017 at 1:44 pm Categories:

How fast does a Boeing 747 go for takeoff?

FAQ – How Fast Do Airplanes Go? A piloted airplane’s speed typically depends on its size and mission. Passenger and cargo airplanes tend to fly slower than military jets. Jets tend to fly faster than propeller or turboprop airplanes. Small, single-propeller, four-seater airplanes typically cruise around 125 knots, while the faster military jets can reach speeds in excess of six times the speed of sound.

The world’s fastest piloted airplane—the rocket-propelled, experimental North American X-15— flew 4,520 mph in 1967, according to NASA.

How Fast Does a 747 Go To Take Off? A typical takeoff speed for a Boeing 747 is around 160 knots (184 mph), depending on the jet’s wing flap configuration, the number of passengers aboard, and the weight of their luggage, fuel load, current weather conditions, and other factors.

How Fast Do Airplanes Fly When Landing? Just as rotation or takeoff speeds depend on many factors, so do typical speeds during landing approach. Ideal landing speeds are determined by an airplane’s weight, wing flap configuration, wind speed, and other variables.

What is the landing speed of a 747?

What speed does a Boeing 747 land at? A 747 ‘Jumbo Jet’ would typically land at a speed of about 145kts-150kts (166mph-172mph), depending on the landing flap setting selected.

What is an airplane takeoff speed?

Required speeds – The takeoff speed required varies with aircraft weight and aircraft configuration (flap or slat position, as applicable), and is provided to the flight crew as indicated airspeed, Operations with transport category aircraft employ the concept of the takeoff V-speeds : V 1, V R and V 2,

These speeds are determined not only by the above factors affecting takeoff performance, but also by the length and slope of the runway and any peculiar conditions, such as obstacles off the end of the runway. Below V 1, in case of critical failures, the takeoff should be aborted; above V 1 the pilot continues the takeoff and returns for landing.

After the co-pilot calls V 1, they will call V R or “rotate,” marking speed at which to rotate the aircraft. The V R for transport category aircraft is calculated such as to allow the aircraft to reach the regulatory screen height at V 2 with one engine failed. In a single-engine or light twin-engine aircraft, the pilot calculates the length of runway required to take off and clear any obstacles, to ensure sufficient runway to use for takeoff. A safety margin can be added to provide the option to stop on the runway in case of a rejected takeoff,

In most such aircraft, any engine failure results in a rejected takeoff as a matter of course, since even overrunning the end of the runway is preferable to lifting off with insufficient power to maintain flight. If an obstacle needs to be cleared, the pilot climbs at the speed for maximum climb angle (V x ), which results in the greatest altitude gain per unit of horizontal distance travelled.

If no obstacle needs to be cleared, or after an obstacle is cleared, the pilot can accelerate to the best rate of climb speed (V y ), where the aircraft will gain the most altitude in the least amount of time. Generally speaking, V x is a lower speed than V y, and requires a higher pitch attitude to achieve.

The speeds needed for takeoff are relative to the motion of the air ( indicated airspeed ). A headwind will reduce the ground speed needed for takeoff, as there is a greater flow of air over the wings. Typical takeoff air speeds for jetliners are in the range of 240–285 km/h (130–154 kn ; 149–177 mph ).

Light aircraft, such as a Cessna 150, take off at around 100 km/h (54 kn ; 62 mph ). Ultralights have even lower takeoff speeds. For a given aircraft, the takeoff speed is usually dependent on the aircraft weight; the heavier the weight, the greater the speed needed.

How fast does a 747 jet engine spin?

Supersonic Fan Tips and The Geared Turbofan Solution – In flight, the fan blades spin at around 3,000 RPM. Any higher and the fan tips start to run supersonically, making a huge amount of noise in the form of a piercing drone. In contrast, the low pressure shaft spins at 12,000 RPM and the high-pressure shaft at around 20,000 RPM.

So, how do you slow down this rotation — going from a high RPM at the back of the engine to a lower RPM at the front? Back to engine design. Passing right through the middle of the core is a “shaft within the shaft”. One shaft turns the low-pressure turbine, low-pressure compressor and the fan, which you can see on the diagram above.

Another shaft turns the high-pressure turbine and the high-pressure compressor. Each component needs to rotate at different speeds for each stage. To get the fan at the front slowed down, “ou need more stages of lower pressure to run the fan at a slower speed than the high-pressure shaft,” Speich said, referring to the conventional two-spool engine design.

These additional stages add weight and negatively affect fuel efficiency. And that’s where the geared turbofan, or GTF, comes in. It’s the most significant development in engine technology in 20 years. First, over time P&W figured out how to make a lightweight gear box. The current gear box is around 250 pounds; the first attempts were closer to 600 pounds.

The gear reduces the rotation speed three to one. If the low-pressure shaft is running at 10,000 RPM, the gearbox will act to reduce the fan itself to 3,000 rpm but — critically — without adding more lower-pressure stages. Pratt has been working on it since Speich joined the company, and actively for 20 years of testing.

“With the gear, you can turn the fan slower but let the rest of the components rotate at the speed that’s most efficient for them,” Speich explained. In turn, you need fewer stages of low pressure — and less component weight — to run the fan at that slower speed. “The gear bought its way into the engine,” Speich said.

“All those learnings.and finally today the technology has caught up.”

What plane has the fastest takeoff speed?

The Fastest Jet Aircraft in the World – Google Arts & Culture SR-71 Blackbird SR-71 Blackbird Smithsonian’s National Air and Space Museum The Lockheed SR-71 Blackbird is the fastest jet aircraft in the world, reaching speeds of Mach 3.3-that’s more than 3,500 kph (2,100 mph) and almost four times as fast as the average cruising speed of a commercial airliner.

Ey elements of the SR-71’s design made this possible.
SR-71 Blackbird SR-71 Blackbird Smithsonian’s National Air and Space Museum The secret to the aircraft’s speed and agility is largely in its unique engine inlets-a duct where air in brought into the engine.

To handle the dramatic changes in speed and pressure, air is slowed to subsonic speeds before entering the SR-71’s jet engines.

Lockheed SR-71 Blackbird: Afterburner Smithsonian’s National Air and Space Museum The exhaust from the SR-71’s jet engines creates a diamond pattern. That’s due to the extra thrust provided by its supersonic afterburner. This creates successive shock waves that show up as the diamond pattern.

The SR-71 engines fly continuously in afterburner, except when refueling.

SR-71 Blackbird SR-71 Blackbird Smithsonian’s National Air and Space Museum Flying more than three times the speed of sound means that the aircraft has to withstand heat.
The SR-71 generates 316° C (600° F) temperatures on its external surfaces, which are enough to melt conventional aluminum airframes.

That’s why the SR-71’s external skin is made of titanium alloy that shield an internal aluminum airframe. The tires, which retract into the wings during flight, also have to keep from melting. To create the tires, latex was mixed with aluminum, and filled with nitrogen.

The tire pressure on the SR-71 was 415 psi-10 times more than an average set of car tires.
With its ability to reach high speeds and high altitudes, the SR-71 was used to gather intelligence for the U.S.
Military during the Cold War.

The aircraft could survey up to 160,934 square kilometers (100,000 square miles) of territory in just one hour.

Its stealthy design also reduced its chances of being detected on radar. Lockheed SR-71 Blackbird: Pressure Suit Smithsonian’s National Air and Space Museum During missions aboard the SR-71, pilots flew so high that they had to wear special pressure suits that were actually modified spacesuits.

SR-71 Blackbird SR-71 Takeoff Smithsonian’s National Air and Space Museum As Museum docent and former SR-71 pilot Buz Carpenter described: “Powerful acceleration pushed you against the seat during takeoff.

The faster you flew, the more sensitive the aircraft became and required more concentration and care.” SR-71 Blackbird Lockheed SR-71 Blackbird Skunk Works Logo Smithsonian’s National Air and Space Museum While the skunk logo on the SR-71’s tail didn’t help it reach peak speeds, it is part of the aircraft’s unique history.

This little skunk is the official logo of the Lockheed secret projects factory, nicknamed “Skunk Works.” The Lockheed factory was adjacent to an industrial plastics plant, which let off a terrible odor, thus the name. Tour of the SR-71 Smithsonian’s National Air and Space Museum

Tour the Blackbird with one of its pilots or see it in person at the Museum.

Learn More About the Blackbird

s.si.edu/gci-blackbird Credits: All media The story featured may in some cases have been created by an independent third party and may not always represent the views of the institutions, listed below, who have supplied the content. Explore more

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Once Upon a Try
A journey of invention and discovery with CERN, NASA, and more than 100 museums around the world

: The Fastest Jet Aircraft in the World – Google Arts & Culture

How fast does a 747 fly at altitude?

Plane facts and figures –


Aircraft type	Speed in km/u*	Altitude in ft*	takeoff weight in kg*	Empty weight in kg*	Number of seats*	Schiphol daily*
Boeing 747	920	35,105	396,890	183,520	408	11
Boeing 737	850	35,000	78,240	41,413	186	96
Boeing 777	905	35,000	351,500	160,500	408	28
Boeing 787 Dreamliner	907	40,026	250,836	118,000	294	15
Embraer 190	829	39,370	51,800	27,837	100	96
Embraer 175	797	39,370	40,370	21,890	88	42
Airbus A320	967	36,089	77,000	42,400	180	148
Airbus A330	950	36,089	230,000	120,000	292	34
Airbus A380	1.041	43,097	575,000	275,000	516	2

The figures in this table are an approximation and may differ by airline. : Schiphol | How high and fast does an aircraft fly?

Can a 747 fly faster than the speed of sound?

High-speed 747s – Aircraft are put through extreme testing during their certification, but such limits are never intended to be actually faced. The 747-100, for instance, was tested up to Mach 0.99, almost breaking the sound barrier. Other 747s, such as Air Force One, have approached the sound barrier but never crossed it.

As such, it’s unclear if we will ever know if Evergreen’s 747-100 really went supersonic. One other instance that almost fits this bill involved a British Airways 747-400 that seemingly reached supersonic speeds on a flight from JFK to London Heathrow, However, despite a wind-assisted ground speed of 825 mph (1,328 km/h), it didn’t break the sound barrier as such, as it wasn’t traveling supersonically relative to the air around it,

You can find out more about how this worked in our article here ! Sources: ATDB.aero, Aviation Safety Network, This Day In Aviation

How fast does A380 take off?

Update: The take-off speed of an A380 depends on various factors such as weight, fuel, weather conditions etc. The wheels go up just after V2 (safe take-off speed), at a positive rate of climb. Under typical conditions, it is usually between 150-170 knots (170-195 mph or 275-310 kph).

What is the minimum takeoff speed for a 737?

Boeing 737–800 Flight Notes

Contents

	Required runway length
	Engine Startup
	Taxiing
	Flaps
	Takeoff
	Climb
	Cruise
	Descent
	Approach
	Landing

Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a day with International Standard Atmosphere (ISA) conditions. Important: These instructions are intended for use with Flight Simulator only and are no substitute for using the actual aircraft manual for real-world flight. Note: As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flying, press SHIFT+F10, or on the Aircraft menu, click Kneeboard, Note: All speeds given in Flight Notes are indicated airspeeds. If you’re using these speeds as reference, be sure that you select “Display Indicated Airspeed” in the Realism Settings dialog box. Speeds listed in the specifications table are shown as true airspeeds. Note :For general information about flying jet aircraft in Flight Simulator, see Flying Jets, By default, this aircraft has full fuel and payload. Depending on atmospheric conditions, altitude, and other factors, you will not get the same performance at gross weight that you would with a lighter load. Required Runway Length Takeoff: 9,000 feet (2,473 meters), flaps 5 Landing: 6,500 feet (1,981 meters), flaps 40 The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume: Weight: 174,200 pounds (79,010 kilograms) Altitude: sea level Wind: no headwind Temperature: 15°C Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance. Runway: hard surface Engine Startup The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard. Taxiing Idle thrust is adequate for taxiing under most conditions, but you’ll need a slightly higher thrust setting to get the aircraft rolling. Allow time for a response after each thrust change before changing the thrust setting again. Normal straight taxi speed should not exceed 20 knots (10 knots in turns). In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 or ENTER on the numeric keypad) are used for directional control during taxiing. Avoid stopping the 737 during turns, as excessive thrust is required to get moving again. Flaps The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 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. Flap Position Flaps Up 210 Flaps 1 190 Flaps 5 170 Flaps 10 160 Flaps 30 130 Flaps 40 120 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 737–800 for the purpose of increasing the descent rate during the descent or approach phases of flight. Normal descents are made in the clean configuration to pattern or Initial Approach Point (IAP) altitude. Takeoff 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 60 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 100 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 or ENTER on the numeric keypad). Below about 80 KIAS, the momentum developed by the moving aircraft is not sufficient to cause difficulty in stopping the aircraft on the runway. V1, approximately 145 KIAS, is decision speed. Above this speed, it may not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO). At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the nose to 8 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate (doing so before liftoff could cause a tail strike). At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed if an engine fails. Hold this speed until you get a positive rate of climb. 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). The aircraft will quickly accelerate to V2+10. A pitch attitude of 15-17 degrees nose up will maintain V2+10 or greater during the climb. At 1,000 ft (305 m), reduce flaps from 5 to 1 (press F6, or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which point you can go to flaps up (press F6 again). Climb As you retract the flaps, set climb power of 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 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude. Cruise 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. When climbing or descending, take 10 percent of your rate of climb or descent and use that number as your target for the transition. For example, if you’re climbing at 1500 fpm, start the transition 150 feet below the target altitude. You’ll find it’s much easier to operate the Boeing 737–800 in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information on using the autopilot, see Using an Autopilot, Normal cruise speed is Mach 0.785 (at 35,000 feet). You can set,78 in the autopilot Mach hold window and engage the Hold button (click the Mach button). Set the A/T Arm (click the switch to engage the autothrottles), and the autothrottles will set power at the proper percent to maintain this cruise speed. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters). Remember that your true airspeed is actually much higher 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. Descent A good descent profile includes knowing where to start down from cruise altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3. For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level: 35,000 minus the last three zeros is 35.35 x 3=105 This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind. To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down just a degree or two. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). Continue this profile down to the beginning of the approach phase of flight. Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you’re flying an instrument approach. It takes about 35 seconds and 3 miles (5.5 kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to slow to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing straight-in, or about eight miles out when entering a downwind approach. A good crosscheck is to be at 10,000 feet AGL (3,048 meters), 30 miles (55.5 kilometers) from the airport at 250 KIAS. Approach Have your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Excess speed in the –800 will require a level flight segment to slow down. If you’re high coming into the approach, you can use the speed brakes to increase descent. If possible, avoid using the speed brakes to increase descent when wing flaps are extended. Do not use speed brakes below 1,000 feet AGL. On an instrument approach, you want to be configured for landing and establish approach speed by the final approach fix (where you intercept the glideslope), usually about five miles from touchdown. Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting. Flaps 30 or 40 is the setting for normal landings. Intercept the glideslope from below, and extend the landing gear (press G, or drag the landing gear lever) when the glideslope needle is less than or equal to one dot high. The proper final approach speed varies with weight, but a good target at typical operating weight is 140 KIAS. With landing gear down and flaps at 30 degrees, set the power to maintain 140. This configuration should hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glidepath. You’re looking for a descent rate of about 700 fpm. Before landing, make sure the speed brake handle is in the ARM position. Landing Select a point about 1,000 feet (305 meters) past the runway threshold, and aim for it. Adjust your pitch so that the point remains stationary in your view out the windscreen. At 50 feet (15 meters) above the runway, reduce the throttles to idle. As the threshold goes out of sight beneath you, shift the visual sighting point to about ¾ down the runway. At 30 feet (9 meters) above the runway, initiate a flare by raising the nose about 5 degrees and fly the airplane onto the runway. To assure adequate aft fuselage clearance on landing, fly the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the runway for a soft landing. When the main gear touch, apply the brakes smoothly (press the PERIOD key, or press Button 1—typically the trigger—on the joystick). If you armed the spoilers, they will deploy automatically. If not, move the brake lever into the UP position now. Add reverse thrust (press F2, or drag the thrust levers into reverse). Make sure you come out of reverse thrust when airspeed drops below 60 knots. Once you’re clear of the runway and as you taxi to the terminal, retract the flaps (press F5, or drag the flaps lever) and lower the spoilers (press the SLASH, or click the brake lever).

How fast is 737 take off speed?

With a takeoff speed of roughly 150-180 mph, Delta’s Boeing 737-700 fleet needs only a fraction of a typical runway’s 10,000-ft length.

How long does it take to fuel a 747?

How aircraft get refueled: A look behind the scenes Have you ever wondered how a commercial aircraft gets refueled? I recently visited JFK and saw the refueling of a large commercial twinjet unfold, from the plane’s arrival to when it left again for a transatlantic flight. Refueling an Airbus A330 (Photo by Orli Friedman/The Points Guy) At major airports, this straw-colored fuel is stored in large tanks far from the airport operations, often a few miles. The fuel itself is pumped to the ramp from several miles away; airports have so-called “fuel farms,” or large tanks where fuel is kept. The fuel farm at JFK, as seen from the AirTrain (Photo by the author) From these tanks, the fuel is further pumped to the gate via pipes that run under the taxiways to the gate. The fuel is pumped to a hydrant, not unlike an underground fire hydrant. This one, however, is covered by a weight-bearing aluminum hatch. Photo by Orli Friedman/The Points Guy You’ll know it when you see it: it’s covered in signs that say FLAMMABLE, NO SMOKING and JET-A — the size of the letters themselves is regulated. This device further filters the fuel for water and other contaminants prior to being pumped into the wings.

And importantly, like a gas-station fuel pump, it has a meter where airlines can watch precious dollars pumped into the plane. It’s cheaper than what goes in your car, though, at about, Good thing, when almost 50,000 gallons of it can go into a Boeing 777. The refueling truck was pointed towards the ramp, away from the terminal, and running.

It is a regulation that the truck is to be positioned so that the operator can leave the fueling stand immediately in a forwards direction in the event of an emergency — no reversing. Photo by Orli Friedman/The Points Guy Aircraft flying through the air generate static electricity, and fuel pumped into the plane at high velocity does the same. Accordingly, one of the first steps for refueling is to ground the truck. This is done with a cord attached to the airplane’s landing gear. Sign up for our daily newsletter The operator connects the truck’s pump to the hydrant. They then raise a lift to connect the truck’s hose to the underside of the aircraft, a process called bonding. Photo by Orli Friedman/The Points Guy The operator holds a deadman’s cord, which is an automatic stop, similar to squeezing the latch on the fuel handle when you fuel your car. The pressure from the hydrant itself is enough to push the fuel upward into the plane; the truck itself does not independently pump the fuel.

You’ll note that in the photo above, there are two hoses bonded to the aircraft; this increases the rate at which fuel is pumped into the aircraft. On large, transoceanic aircraft, there may be two carts fueling at once. It takes about 45 minutes to one hour to fuel the aircraft, and the process begins no later than 90 minutes before the flight.

(At 80 minutes, an airline’s operations team will call the fuel team to check in; chop chop!) The fuel is pumped at a very fast clip. Image by author

Can a 747 land with one engine?

1982: The flight of BA9 – It was back in 1982 when a British Airways Boeing 747 flew into a cloud of volcanic ash over Indonesia. Due to the airborne particles ingested, all four engines shut off. quotes the captain as saying: “Ladies and gentlemen, this is your captain speaking.

We have a small problem.

All four engines have stopped.
We are doing our damnedest to get them going again.
I trust you are not in too much distress”.

With all four engines not functioning, the aircraft began to glide down towards the earth.
Thankfully, one engine eventually regained function as the aircraft descended.

While this wasn’t enough for the aircraft to gain altitude, it was helpful in slowing its descent. A second engine eventually came back to life and the plane is said to have regained the ability to increase altitude. When it successfully performed an emergency landing, three of four engines were running, although not on full power. The two latest 747s to exit the fleet have flown to the Mojave desert in California. Photo: Chris Loh/Simple Flying

Has any plane reached Mach 10?

NASA’s X-43A Scramjet Achieves Record-Breaking Mach 10 Speed Using Model-Based Design Design and automatically generate flight control software for a scramjet vehicle traveling at Mach 10 speed Use Simulink to model and validate control systems, Simulink Coder to automatically generate flight code, and MATLAB to process and analyze postflight data

Reduced development time by months Accurately predicted separation clearance Aided in achieving SEI CMM Level 5 process rating

“Our autopilot worked on the first try, which is amazing given that a vehicle like this had never been flown before. MathWorks tools helped us design and implement control systems that kept the vehicle stable throughout the flight.” Dave Bose, Analytical Mechanics Associates On November 16, 2004, NASA made history by launching the X-43A, the first-ever air-breathing hypersonic vehicle, into the atmosphere, achieving Mach 10 speed.

The X-43A separated from its booster and accelerated on scramjet power at nearly ten times the speed of sound (7000 MPH) at roughly 110,000 feet.
The experiment enabled NASA to validate key propulsion and related technologies for air-breathing hypersonic aircraft.
Dubbed Hyper-X, the project was a collaborative effort involving engineers from a variety of organizations, including NASA Dryden Flight Research Center, NASA Langley Research Center, Analytical Mechanics Associates (AMA), and Boeing PhantomWorks.

These teams used MathWorks tools for Model-Based Design to develop and automatically generate flight code for the vehicle’s propulsion and flight control systems. They also used MATLAB ® to analyze preflight assumptions and postflight results. NASA was tasked with developing controls for the X-43A and its subsystems, including flight control, propulsion, actuators, and sensors.

These controls would keep the unmanned vehicle stable within a half-degree angle-of-attack and ensure sufficient clearance between the research vehicle and the adaptor on the front of the booster when the two parts separated.
The engineers would need to complete the project under a wide range of environmental conditions and an uncharted flight regime.

Because this unique project involved multiple teams and a highly complex design, NASA would need a common modeling environment and a proven design process based on reliable models. With a high likelihood that system requirements and models would change as the program matured, they also sought to automate development and minimize manual coding and debugging.

Finally, NASA would need tools for efficiently analyzing gigabytes of multidimensional telemetry data. The Guidance, Navigation, and Control team at NASA worked with Boeing and AMA to develop the propulsion and flight control laws for the X-43A scramjet and integrate them into the onboard system. All teams collaborated on the project by applying Model-Based Design with MathWorks tools.

“There aren’t any software packages out there that can match the capabilities of MathWorks tools,” says Dave Bose, vice president of modeling and simulation at AMA. “From the team’s perspective, it really was an easy decision to choose MathWorks tools.”

What plane has the slowest takeoff speed?

PZL M-15 Belphegor – Wikipedia.

What plane is faster than a bullet?

When I was a boy, I enjoyed reading about world records. There was something fascinating to me about achievements that were the best in the world. Years later, I find myself reflecting on the museum’s SR-71 Blackbird, serial number 61-7958, holder for 38 years today of the world absolute speed record for airplanes.

On 28 July 1976, pilot Eldon W.
Joersz and reconnaissance systems officer (RSO) George T.

Morgan, Jr.
Blasted through the sky over Edwards Air Force Base, California, in SR-71 958.
Their flight plan involved passing a timing gate, flying a straight course of 25 kilometers (15.5 miles), passing a second timing gate, turning around, and flying back over the course.

The average speed of the two passes was an amazing 2,193.167 miles (3,529.56 kilometers) per hour, which was ratified by the World Air Sports Federation, the international organization that governs world aviation records. Other airplanes may have gone faster, but 958 has the top spot in the record book. The museum’s SR-71 serial number 61-7958 during one of the world speed record flights. The white lines on the underside were added to help ground observers track the aircraft. (Lockheed photo via Tony Landis and David Allison.) There are rifle bullets that travel faster than 3,200 feet per second but that just emphasizes to me how remarkable the SR-71 was.

The Blackbird carried two people, took off and landed under its own power, and could be refueled in flight–though it had to slow way down for that. The SR-71 flew 16 miles (25.9 kilometers) above the ground, went really fast for long periods of time, and carried cameras and other sensors that provided critical intelligence information.

Truly amazing. I should mention that 958 was used to set the world absolute closed circuit speed record over a 1000 kilometer course the day before the absolute speed record, on 27 July 1976. For that flight, pilot Adolphus H. Bledsoe, Jr. and RSO John T. SR-71 #958 landing after one of the world speed record flights. (USAF photo via Tony Landis and David Allison.) I invite you to come visit the Museum of Aviation and see this impressive airplane. With the aircraft up on pedestals, you can walk under it, which is a unique experience.

The view from the mezzanine is great, too. Even standing still, the mighty SR-71 looks faster than a speeding bullet. Mike Rowland, Curator Further reading: SR-71 World Record Speed and Altitude Flights http://www.wvi.com/~sr71webmaster/spd_run001.html “Absolute Blackbirds” by Jeff Rhodes. Code One Magazine Online.

http://www.codeonemagazine.com/article.html?item_id=77 The Museum of Aviation has grown to become the second largest museum in the United States Air Force and the fourth most visited museum in the Department of Defense. The museum is a place that honors our veterans and their families and reminds our Airmen of their legendary Air Force heritage.

How many gallons of fuel does it take for a 747 to take off?

A large passenger jet refueling. Such planes may consume five gallons of fuel per mile traveled. But is it possible that they’re more efficient than cars? Photo courtesy of Flickr user celikins Wheels good, wings bad. Environmental activists seem to bleat this mantra frequently in discussions about climate change, whether it’s a sustainable thing to travel and—if we must go anywhere at all—whether it’s better to fly or drive.

It’s true that going anywhere via a combustion engine, or even an electric one, produces greenhouse gases. But how much worse, if at all, are the impacts of flying than those of driving? I’ve spent my week sifting through online information, processing data and crunching numbers, and the answer seems to be that flying can be significantly more efficient per traveler, per mile, than driving a car.

Dubious? Then put on your seatbelts, and let’s take a trip through statistic country. Let’s start with a look at the most famous of jets, the Boeing 747, The Boeing website states that this model, with a gas tank capacity of 63,500 gallons, may burn five gallons of jet fuel per mile of flight,

A 4,000-mile flight, then, requires 20,000 gallons of fuel. Divided among roughly 400 passengers, that’s 50 gallons of fuel to move each person aboard from, say, Chicago to London, A Honda Civic that gets 30 miles per gallon would need 133 gallons of fuel to make a trip of the same distance. Shared between two passengers (which may be a generous split; the average car carries 1.6 people in America), that would be 66.5 gallons per traveler.

And an RV might move just seven miles on a gallon of gasoline. Split between the two people on board, that would be about 285 gallons of fuel each on a 4,000-mile tour. So far, air travel is looking to be more efficient, If we keep studying this, the case for flying seems to build: According to FlightStats, an online air travel stat source, an average of 90,000 flights take off every day.

The average flight distance is tough to determine, but this site calculated that the average distance of a medium-haul flight is 1,651 miles, so we’ll go with that (though many, many flights are probably 300-mile short hauls).
At the 747 rate of five gallons per mile, that’ s 8,255 gallons burned per flight.

And times 90,000 daily flights, that’s about 740 million gallons of fuel burned every day by airplanes—a very rough attempt at an estimate, but we get the idea. Now for land travel: Americans alone reportedly drive 11 billion miles per day, according to these numbers from the Bureau of Transportation.

A 2006 report (PDF) from the Environmental Defense Fund stated that Americans are responsible for 45 percent of the world’s vehicle emissions.
That means we can roughly double—plus some—those 11 billion gallons per day to get the global total, which we’ll pin at 25 billion miles.

If the average efficiency of a vehicle was as good as 25 miles per gallon ( wiki.answers says it’s more like 20 in America), then we can easily calculate that automobiles worldwide consume about one billion gallons of fuel per day.

The score: Automobiles, 1 billion gallons of fuel burned per day, airplanes 740 million. (But according to Carbonica, a carbon offset consultant for businesses, the discrepancy is much greater—and in favor of airplanes. Carbonica’s website states that whereas land transport accounts for 10 percent of carbon emissions, with personal vehicles the major component, commercial airplanes account for just 1.6 percent of emissions.) Whether hopelessly jammed or moving free and clear, automobiles are not always more efficient at transporting passengers than airplanes. Photo courtesy of Flickr user WSDOT Let’s do more math: Jet fuel produces 21 pounds of carbon dioxide emissions per gallon burned.

(How is that possible, you ask, if a gallon of fuel weighs less than seven pounds? When hydrocarbon molecules separate through combustion, the carbon atoms recombine with two clunky oxygen atoms each, accounting for substantial weight gain.) And gasoline produces almost 20 pounds of carbon dioxide emissions per gallon burned.

About the same for each, meaning that we get more emissions globally from cars than we do from airplanes. Now, let’s look at this from another angle and see if the results look similar: Airplanes measure fuel efficiency by how far one seat can travel per gallon, and, according to Department of Transportation data reported in the Wall Street Journal, major U.S.

airlines average 64 seat miles per gallon. Let’s say again that the average American car moves 25 miles per gallon, with each car carrying, on average, 1.6 people, Translated into airline units, that’s 40 seat miles per gallon for a car. Airplanes, it still appears, are more efficient than cars. Some sources report very different conclusions than mine.

For example, this article from the U.K.-based Environmental Transport Association reports flying to be about three times more carbon costly than driving, But they came to this conclusion because their calculations are based on an extremely short-haul flight of 185 miles (Manchester to London, one-way) and a very efficient car.

Because so much fuel is incinerated during an airplane’s takeoff, the longer the flight, the more efficient it is (though only to a point, due to the fact that it takes fuel to carry fuel, and fuel is heavy; the ” sweet spot ” for airplane efficiency seems to be about 4,500 miles).

Obviously, the more people that can be crammed onto an airplane, the less ownership each individual has in the fumes that it leaves behind.

Thus, one obvious fault of the aviation industry is the fact that an airplane, even if just a handful of seats are sold, must still make the scheduled flight: When I flew from Auckland, New Zealand, to San Francisco in February, every passenger on board had room to lie down.

In a perfect world, that flight would have been canceled. Before you walk away thinking flying is greener than driving, consider some key points. First, airplanes emit their fumes directly into the upper atmosphere, where they may linger longer and cause more damage than the same gases at lower altitudes.

Second, air travel is not a service that very often takes us places that we really need to be. That is, the Boston businessman that flies once a week to Miami for meetings would not be using a car to make the same journey if airplanes didn’t exist. He might simply not go at all.

Though in a better world, Americans might enjoy a high-speed rail system. Consider, Europe, home of the TGV ; and Japan, where the magnetic levitation train seems almost a trick of magic, moving nearly as fast as an airplane on virtually no fuel. One of the most reliable “high-speed” train corridors in America, according to this article, is the one between Boston and D.C., served by an iron horse that clunks along at 70 miles per hour.) And the cyclist that flies from Seattle to Lisbon for a two-month bicycle tour of Europe might simply never go at all if it required taking a multiweek boat trip just to get to the starting point.

She might, instead, explore the Cascades and the Rockies—not a bad alternative. (But this group of musicians— the Ginger Ninjas, which I featured several months ago —has toured in Europe by bicycle after traveling there by boat.) In this sense, flying is bad since it is not replacing another means of transport; it is simply offering the world’s wealthy another travel option.

It is a luxury.
What’s more, the airline industry is growing.
According to this post in the Guardian ‘s “Travel Blog,” air travel may not be a big contributor to carbon emissions, but it’s been among the fastest-growing causes of global warming for years, with the industry expanding at 5 percent annually,

And with the world’s most populous country now becoming among the wealthiest, hundreds of millions of Chinese citizens may soon enter the ranks of the frequent flier, as predicted by Boeing, which expects its passenger traffic to triple by 2030 —with most of that growth occurring in China.

Drawing a single conclusion from this discussion isn’t easy, given the many variables, like a plane’s seating capacity, its fuel load, the flight distance and the number of passengers on board.
But there is one statement you’d have trouble arguing with: If you hope to visit Hawaii this fall, you should probably fly.

Wings good, wheels good—propeller simply awful: If you think a Boeing 747 is inefficient at five gallons to the mile, then try to swallow this: The Queen Elizabeth II moves 29 feet per gallon, That’s 200 gallons of fuel burned per nautical mile. But the cruise ship, retired as of 2008, could carry as many as 1,777 passengers, plus another 1,040 crew members. Airplanes burn disproportionately large amounts of fuel during takeoff, making flights that cover longer distances more efficient—although distances greater than 4,500 miles decrease a plane’s efficiency because of the weight of the fuel it must carry. Photo courtesy of Flickr user a.koto Travel Recommended Videos

How fast is a Boeing 737 going at takeoff?

With a takeoff speed of roughly 150-180 mph, Delta’s Boeing 737-700 fleet needs only a fraction of a typical runway’s 10,000-ft length.

How fast does A380 take off?

How fast do planes drive before takeoff?

Ask the Captain: Does every takeoff take the same amount of time? Question: I have noticed that every commercial aircraft takeoff, from throttle-up to wheels off the runway, takes about 30-35 seconds regardless of the size or loading of the aircraft. Is this because of some thrust-to-weight ratio requirement? Are the takeoff speeds to break contact with the ground also nearly the same? – submitted by reader Bob Felton, Houston, Texas Answer: You are correct that a twin-engine jet will have an average takeoff run of 30 – 35 seconds, good observation. It will vary depending on the altitude of the airport, the weight of the airplane and the outside temperature. The lift-off speed (VR) will also vary depending on the weight. Jets are certified to continue takeoff if an engine fails after the decision speed (V1). With a twin-engine jet, this requires that the operating engine be powerful enough to allow the airplane to continue to accelerate and climb over obstructions safely. One consequence of this is a significant excess thrust when both engines are operating. So the thrust-to-weight ratio is higher for twin-engine aircraft than for three- or four-engine aircraft. It is not uncommon for the ground run of a four-engine jet at heavy weights to exceed 50 seconds; this is due to the thrust-to-weight ratio being less. An engine failure on a four-engine jet only results in a 25% decrease in the overall thrust, where on a twin-engine jet that thrust reduction is 50%. In a four-engine jet with three operating engines, there is sufficient thrust to clear obstructions and continue the takeoff safely. This is the reason that the twin-engine jets’ ground run takes less time than a four-engine jet. On many takeoffs, maximum engine thrust is not needed or utilized. This lower takeoff thrust setting dramatically increases engine life and lowers operating cost. Careful calculations are performed by the pilots prior to each takeoff to determine the needed thrust to meet all the takeoff requirements. If a reduced thrust takeoff is being made, the ground run may be slightly longer. An average commercial jet accelerates to between 120 and 140 knots prior to liftoff. To do this in 30 to 35 seconds requires a good sustained acceleration. This is something that pilots look for during a takeoff roll. Q: I live in Frankfurt, Germany, and from the city center have a great view of aircraft on approach for landing. Looking out the window, about 50% of the aircraft have the landing gear lowered early. I tried to figure out a pattern with aircraft, airline, etc., but can’t. What determines when the landing gear is lowered? – Rick, Frankfurt Germany A: There are many variables involved in the timing of landing-gear extension. These include the airline’s operating procedure, whether an instrument approach is necessary to land, the speed of the airplane, the altitude of the airplane and others. As an example, the extra drag of the landing gear can increase the descent rate or help slow the airplane, so it may be extended earlier if the airplane has excess speed or altitude on approach. When the landing gear is extended, there is extra drag causing extra fuel burn. Pilots fly as fuel efficiently as possible. Consequently they will leave the gear retracted as long as they can. Each flight is different, resulting in the differences you see in the extension of the landing gear. John Cox is a retired airline captain with U.S. Airways and runs his own aviation safety consulting company, Safety Operating Systems. : Ask the Captain: Does every takeoff take the same amount of time?

Can a 747 take off with 3 engines?

The journey provoked much debate – Technically speaking, British Airways and its pilots fully complied with aviation regulations when choosing to keep the flight going. The 747 is certified to fly on just three engines, and there was no indication of any damage to the aircraft’s other engines. Safety experts and aviation regulators still questioned the decision to operate such a long flight with one engine out. The FAA was against the decision and wanted to impose a fine of $25,000 on British Airways for operating an unairworthy aircraft. However, British Airways countered by claiming they were following the UK’s Civil Aviation Authority (CAA) regulations. The FAA eventually backed down but requested changes to British Airways’ procedures in return. Eric Salard via Wikimedia Commons “”> Regulators and experts felt the journey was too risky and should have been avoided. Photo: Eric Salard via Wikimedia Commons The British Air Line Pilots’ Association challenged the new European Union regulations, questioning whether they forced airlines and pilots into making risky decisions to avoid costly fines.