Let’s talk, second by second, about what happens during the maneuver that takes tens—sometimes hundreds—of tons of technology into the sky, defying the laws of gravity.
Once on the runway, after the final system checks and receiving clearance from the control tower, the pilots increase engine power to the level calculated for takeoff.
It is rarely the maximum power the engines can provide. Instead, it’s a lower value, determined case-by-case based on factors like the aircraft's weight, runway length, current weather conditions, obstacles to clear after takeoff, and many other parameters. All of this is calculated by the pilots before takeoff using specialized software or tables.
This is done to increase engine longevity and save fuel. Generally, the power used is exactly what is needed to lift the aircraft safely within the available runway length, without wasting a single drop. Simply put: the longer the runway or the lighter the plane, the less thrust is required.
The Takeoff Roll
Once the roll begins, one pilot monitors all engine parameters to ensure everything is functioning perfectly, while the other "steers," keeping the aircraft centered on the runway.
The takeoff roll is divided into several "phases":
1. Low Energy Phase: From the start until a certain speed (usually 150–180 km/h). If any anomaly occurs here, even a minor one, we tend to abort the takeoff. The speed is still low, so it’s easy to slow down, clear the runway, and evaluate the situation calmly. Most of the time, the issue is resolved immediately, and we head back to the start of the runway to try again.
2. High Energy Phase: From the end of the first phase up to a speed called "V1." During this phase, the takeoff is aborted only for serious problems that would compromise safety in flight. The reasons to stop now can be counted on one hand: an onboard fire, an engine failure, an unexpected obstacle on the runway, and a few others. In non-critical cases, we prefer to continue the takeoff; even if the runway is long enough to stop, the braking would be so "brutal" it could lead to consequences like overheating brakes or blown tires.
The Point of No Return: V1
V1 is a critical speed. It represents the limit beyond which the plane is moving too fast to stop within the remaining runway, but is fast enough that even with a sudden engine failure, it can safely accelerate to takeoff. After V1, you are going flying no matter what.
Regardless of who is flying the plane, it is always the Captain who makes the decision to abort or continue. Throughout the takeoff roll, the Captain's right hand stays on the thrust levers (the throttles), ready to intervene until V1. At that point, the hand is removed to indicate that, from then on, the takeoff will continue.
Confused? Too complicated? Don’t worry—pilots train constantly in simulators to handle every type of failure during takeoff, practicing exactly what to do for every eventuality!
Lifting Off
After V1—which varies between 200 and 300 km/h depending on many factors—comes "VR" (Rotation Speed). This is the speed at which the plane can finally leave the ground with enough energy to clear surrounding obstacles. The pilot flying pulls back on the "yoke" or "sidestick" to lift the nose, and seconds later, the main gear leaves the ground.
We are airborne!
But the maneuver isn't over yet. Once we are safely climbing, the landing gear is retracted. As soon as a safe altitude is reached (usually 300–500 meters), engine power is reduced. You don't need as much thrust to climb as you do to get off the ground.
So, don't worry if, shortly after takeoff, you feel a slight "drop" in power; it’s perfectly normal!
Finally, the plane accelerates, retracting the flaps that helped us at low speeds, until we reach our initial climb speed (around 450 km/h).
Did you imagine so much was happening in those one or two minutes?
DontWorryFlyHappy!