You never want to set yourself up for failure by being too fast on approach. Once you are too fast, it's hard to slow down. I never want to be above 180kts approaching the FAF. I like to be near final approach speed at the FAF. Configure a little earlier to slow things done a bit. Once you know the characteristics of the aircraft, you will know exactly when you need to start slowing.

In general this works well, at least for me....Intitial descent 290ktsPassing 13K, start to slow pass 10K at or below 250kts20 miles out from IAF, start to slow to hit the IAF at 180-200ktsAt IAF inbound slow to 170ktsAt FAF slow to final approach speed, 140-150KtsLots of variables usually but these general numbers work well

Is't 80kt the border for a safe RTO and the PF takes his hands of the trottle so he can't do anything stupid like abort after that?The only thing that make a decision to abort after that is if the plane won't fly (fire and one engine that stops are NOT a thing to abort for), if the plane does loose all steering capability or the elevator or if one engine comes of the wing then you would abort. BUT the plane will at 99% crash at the end of most runway with a abort after 80kt!So if only one engine is running and the plane is aerodynamicly intact it will take-off no matter of.V1 is more of a "wakeup call" to the PF that it is time to start working.At VR then the PF rotates the plane and it flies of the runway by it self...

Short answer - no you have got it completely wrong.

V1 can't be a speed below VMCG or the takeoff is not authorised.

what is VMCG (Vminimum control ground) ?I mean what does it say, how does it work, why this speed was defined? I am not so familiar with this rule of VMCG or the technical side of thisMCG during take off.can some one shed some light on this one?

Terribly sorry to do this but uhm... http://lmgtfy.com/?q=Vmcg

Terribly sorry to do this but uhm... http://lmgtfy.com/?q=Vmcg

ouch lol

I am puzzled b/c of the "on the ground" part of the acronym VMCG , "V1 has to be greater then VMCG" so what is the big deal if V1 is lower then VMCG ?you not on the ground anymore as you committed to take off (V1 passed)..that is where I am confused.BTW - using google gave me also a link to this forum :) so I expect the forum to comply with google's answers/recommendations

Is't 80kt the border for a safe RTO and the PF takes his hands of the trottle so he can't do anything stupid like abort after that?The only thing that make a decision to abort after that is if the plane won't fly (fire and one engine that stops are NOT a thing to abort for), if the plane does loose all steering capability or the elevator or if one engine comes of the wing then you would abort. BUT the plane will at 99% crash at the end of most runway with a abort after 80kt!So if only one engine is running and the plane is aerodynamicly intact it will take-off no matter of.V1 is more of a "wakeup call" to the PF that it is time to start working.At VR then the PF rotates the plane and it flies of the runway by it self...

Urm, how to put this nicely... NO!!! V1 is go / no go. 80kts (or 100kts depending on company and aircraft SOP) is the point at which you abort below for anything at all, and above which you only abort for serious things, which includes;Engine Failure,Fire,Config Warning,Windshear,Ect.

what is VMCG ?

VMCG= Velocity Minimum Control Ground or in normal speak, Minimum Control Velocity on the Ground. It is the air speed at which the moment of the aerodynamic force acting on only the rudder is sufficiant to maintain directional control without nose-wheel steering in event of a critical engine failure. Failure below this speed must be aborted as you will not be able to control the aircraft's direction. VMCG is always greater than VMCA.Hope this helps,Capt. Rónán O Cadhain.

Urm, how to put this nicely... NO!!! V1 is go / no go. 80kts (or 100kts depending on company and aircraft SOP) is the point at which you abort below for anything at all, and above which you only abort for serious things, which includes;Engine Failure,Fire,Config Warning,Windshear,Ect.VMCG= Velocity Minimum Control Ground or in normal speak, Minimum Control Velocity on the Ground. It is the air speed at which the moment of the aerodynamic force acting on only the rudder is sufficiant to maintain directional control without nose-wheel steering in event of a critical engine failure. Failure below this speed must be aborted as you will not be able to control the aircraft's direction.Hope this helps,Capt. Rónán O Cadhain.

Damn! I came in here to give a fantastic detailed comment with a few sarcastically generated humorous comments but you seem to have covered it... sigh 'pours another drink'

I am puzzled b/c of the "on the ground" part of the acronym VMCG , "V1 has to be greater then VMCG" so what is the big deal if V1 is lower then VMCG ?

As once you reach v1, you have to go, if you're speed is below VMCG, then you can't maintain control. So between V1 and VMCG, the aircraft will either;1) Abort and crash off the end of the runway,2) Continue and crash off the side of the runway.Put simply, V1 must be above VMCG.

As once you reach v1, you have to go, if you're speed is below VMCG, then you can't maintain control. So between V1 and VMCG, the aircraft will either;1) Abort and crash off the end of the runway,2) Continue and crash off the side of the runway.Put simply, V1 must be above VMCG.

I understood this at your 1st answer, so why the use of the word "on the ground" when it is actually means in the air (control without nose gear = air or during take off when you leave the RW, or attempting to)?so then comes the Question, what is VMCA if VMCG is kinda in the air already?BTW - I saw also some one mention VMCL.those are totally new V speed for me I heard of.

vmcg is aerodynamic control on the ground. This speed gives you flight control effectiveness required to stay with in the confines of the runway with an engine failure. As cadhain said, you don't want to commit to a takeoff before you have the required effectiveness to stay near the centerline after an engine failure. Light weights with contaminated/wet runways can drive vmcg above your normal v1. At this point, vmcg becomes v1. vmca is aerodynamic control in the air. vr ensures you have vmca and v2 ensures you have a safe margin above vmca with an engine out. VMCL is vmca in the landing configuration during approach.

vmcg is aerodynamic control on the ground.

why would one need (must) aerodynamic control when still on the ground?don't he has the nose gear for it?what I understood from Capitan , is that the Vmcg is when the nose gear is no longer on the ground, therefore the aerodynamics are necessary.if that is the case so why the use of "on the ground", isn't it already a Vmca (no nose gear = air)?that is where I get confused.

To make it clear, the nose gear isn't counted as it would require us to calculate the co-efficiant of friction for different runways ect. which would require us to carry around an ungodly amount of charts and graphs. It does not imply that the wheel has lifted off the concrete. So on the ground you can only use the rudder and not the ailerons for all intents and purposes. In the air, you have the use of both rudder and aileron so VMCA is lower than VMCG.