is it true that you fly V2+10 kn after take-off because with this speed you make the most altitude gain.......

Question

.....per flyed way?

Answer 1

John R:

When you take off, you call V1 then rotate. The pilot flying pulls back on the yoke aiming for about a 15 degree pitch attitude and holds it until reaching the cleanup attitude. That pitch attitude gives you a speed about v2 to v2 + 15 knots.

Once you achieve a positive rate of climb, the gear is retracted.

At approximately 1000 feet, you call for climb thrust, start accelerating to 250 knots and retract the flaps on schedule.

The reason this is done by every major airline is because the 15 degree pitch attitude gives you the approximate single engine airspeed during the climb to the cleanup altitude. This ensures obstacle clearance during the initial climb with minimal pitch changes in the event you do lose an engine immediately after takeoff.

Minimal pitch changes to control airspeed also makes it easier to control the airplane while you're close to the ground and figuring out how to deal with the failed engine.

The diffence between the major carriers and others is that many smaller jet operators do not, apparently, prepare for the possibility of an engine failure because they blow right through the V2 to V2+15 range. Airline pilots hold that speed by controlling the pitch regardless of the number of engines working so that they are prepared, and not caught by surprise, if we lose an engine at takeoff or shortly thereafter.

Source(s):
ATP B737 B757/767 11,000+ hours, 7000+ part 121.

Answer 2

With 2 of 2 engines operating in at least two of the bizjets I'm rated in, you'll blow right through V2 +10 at all normal pitch attitudes. It's really a single engine (1 of 2 engines) parameter. V2+10 being the minimum speed for flap retraction. You can hold a pitch attitude that would approximate V2 or V2+10 should one of the engines fail, but your actual speed will be much higher if both engines are producing takeoff thrust.

Answer 3

No. V2 + 10 is not the best rate-of-climb speed, nor the best angle-of-climb speed.

Answer 4

I agree with Mark, the best rate of climb (Vy) and the best angle of climb (Vx) are individual for each aircraft and found in their Pilot Operating Handbook.