{"id":15493,"date":"2026-05-09T15:27:58","date_gmt":"2026-05-09T09:57:58","guid":{"rendered":"https:\/\/ibexaviation.com\/pilot-training\/?p=15493"},"modified":"2026-07-25T13:36:04","modified_gmt":"2026-07-25T08:06:04","slug":"take-off-performance","status":"publish","type":"post","link":"https:\/\/ibexaviation.com\/pilot-training\/take-off-performance\/","title":{"rendered":"Take-off Performance"},"content":{"rendered":"<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-1.jpg\" alt=\"\"\/><\/p>\n<h2>Calculation of Take-off Performance<\/h2>\n<p>Take-off performance is the aircraft&#8217;s ability to accelerate, lift off and safely climb after take-off under specific conditions. It depends on factors such as aircraft weight, runway length, weather, altitude and engine performance.<\/p>\n<h2>Defined Speeds during Take-off<\/h2>\n<h3>Take-off Segment<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-2.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>The take-off segment extends from the Brake Release Point (BRP) to screen height.<\/li>\n<li>Take-off consists of a ground run followed by an airborne section.<\/li>\n<li>The ground run extends from the start of the take-off roll until lift-off.<\/li>\n<li>The airborne section begins at lift-off and ends at screen height.<\/li>\n<\/ul>\n<h3>Stalling Speed<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-3.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Lift is the aerodynamic force acting vertically upward on the aircraft.<\/li>\n<li>This lift enables the aircraft to remain airborne.<\/li>\n<li>Lift is produced by a combination of airspeed and angle of attack (AoA).<\/li>\n<li>At higher airspeeds, a smaller angle of attack is required to generate sufficient lift.<\/li>\n<li>At lower airspeeds, the angle of attack can be increased to maintain lift.<\/li>\n<li>Beyond the critical angle of attack, lift decreases rapidly while drag increases sharply.<\/li>\n<li>Stalling speed is the minimum speed required to maintain level flight.<\/li>\n<\/ul>\n<h3>Minimum Control Speeds<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-4.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Minimum control speed is the lowest speed at which the aircraft remains controllable after failure of the critical engine.<\/li>\n<li>Above this speed, yaw resulting from engine failure can be corrected using rudder.<\/li>\n<li>The two minimum control speeds during take-off are <strong>VMCG<\/strong> and <strong>VMCA<\/strong>.<\/li>\n<li><strong>VMCG<\/strong> is the minimum control speed on the ground.<\/li>\n<li><strong>VMCA<\/strong> is the minimum control speed in the air.<\/li>\n<\/ul>\n<h3>Rotation Speed (VR)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-5.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Rotation speed is the speed at which the pilot initiates aircraft rotation.<\/li>\n<li>Backward control pressure raises the aircraft nose.<\/li>\n<li>At VR, the elevator has sufficient authority to rotate the aircraft.<\/li>\n<li>The aircraft is rotated to the required angle of attack for lift-off.<\/li>\n<\/ul>\n<h3>Lift-off Speed (VLOF)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-6.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Lift-off speed is the speed at which the aircraft leaves the runway.<\/li>\n<li>VLOF is the speed at which the main wheels become airborne.<\/li>\n<li>It is also known as the unstick speed.<\/li>\n<li>Typically, VLOF is between <strong>1.1 and 1.2 times the stall speed<\/strong>.<\/li>\n<\/ul>\n<h3>Take-off Safety Speed (V2)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-7.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Take-off safety speed must be achieved before reaching screen height.<\/li>\n<li>V2 is determined using stall speed and minimum control speed requirements.<\/li>\n<\/ul>\n<h3>Decision Speed (V1)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-8.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>If an engine fails, the pilot has two possible actions.<\/li>\n<li>Reject the take-off and stop the aircraft if sufficient runway remains.<\/li>\n<li>Continue the take-off with one engine inoperative.<\/li>\n<li>The aircraft must still achieve lift-off performance on one engine.<\/li>\n<li>Decision speed (V1) is the speed where:\n<ul>\n<li>Take-off Run Required (TORR) equals Accelerate-Stop Distance Required (ASDR).<\/li>\n<\/ul>\n<\/li>\n<li>At V1, both stopping and continuing the take-off require the same distance.<\/li>\n<\/ul>\n<h2>Aerodrome Limitations during Take-off<\/h2>\n<h3>Take-off Run Required (TORR)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-9.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>TORR is the runway distance required to complete the take-off.<\/li>\n<li>It begins at brake release.<\/li>\n<li>It ends when the aircraft reaches screen height.<\/li>\n<\/ul>\n<h3>Take-off Distance Required (TODR)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-10.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Initial climb distance extends from lift-off to screen height.<\/li>\n<li>TODR equals the take-off run plus the initial climb distance.<\/li>\n<li>It represents the distance from brake release to screen height.<\/li>\n<li>TODR must not exceed TODA.<\/li>\n<\/ul>\n<h2>Aerodynamics in Take-off Segment<\/h2>\n<h3>Effective Mass<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-11.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Aircraft performance is directly influenced by aircraft weight.<\/li>\n<li>The weight carried is commonly referred to as payload.<\/li>\n<li>Aircraft mass acts vertically downward through the centre of gravity.<\/li>\n<li>The gravitational force acting on mass is called weight.<\/li>\n<li>Weight is also referred to as the effective mass of the aircraft.<\/li>\n<\/ul>\n<h3>Thrust<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-12.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Thrust accelerates the aircraft to generate lift.<\/li>\n<li>Higher airspeed produces greater lift over the wings.<\/li>\n<li>Thrust is the forward propulsive force generated by the engines.<\/li>\n<li>Sufficient thrust allows the aircraft to reach take-off speed.<\/li>\n<\/ul>\n<h3>Jet Engine Thrust<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-13.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Jet engines ingest large quantities of air through the intake.<\/li>\n<li>The engine accelerates this air rearwards, producing forward thrust.<\/li>\n<li>According to Newton&#8217;s Second Law:\n<ul>\n<li><strong>Force = Mass \u00d7 Acceleration<\/strong><\/li>\n<\/ul>\n<\/li>\n<li>Greater airflow mass increases thrust.<\/li>\n<li>Greater acceleration of airflow also increases thrust.<\/li>\n<\/ul>\n<h3>Intake Momentum Drag<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-14.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>As aircraft speed increases, intake momentum drag also increases.<\/li>\n<li>The incoming air already possesses forward velocity.<\/li>\n<li>This reduces the change in air velocity across the engine.<\/li>\n<li>Reduced acceleration of airflow decreases engine thrust.<\/li>\n<\/ul>\n<h3>Compressibility Effect (Ram Recovery)<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-15.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Above approximately Mach 0.2, compressibility increases air density entering the engine.<\/li>\n<li>This reduces intake momentum drag.<\/li>\n<li>The reduction is known as thrust recovery or ram recovery.<\/li>\n<li>Ram recovery causes thrust to increase at higher speeds.<\/li>\n<\/ul>\n<h3>Take-off Thrust \u2013 Jet Aircraft<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-16.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Ram recovery does not significantly occur during take-off.<\/li>\n<li>Take-off speeds remain below Mach 0.2.<\/li>\n<li>Consequently, thrust gradually decreases during the take-off roll.<\/li>\n<\/ul>\n<h3>Propeller Thrust<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-17.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Propellers accelerate air rearwards to generate thrust.<\/li>\n<li>The engine drives the propeller through the air.<\/li>\n<li>The accelerated airflow produces lift over the wings.<\/li>\n<\/ul>\n<h3>Propeller Thrust Variation<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-18.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Propeller thrust depends on blade angle of attack.<\/li>\n<li>Higher blade angle of attack generates greater thrust.<\/li>\n<li>Increasing aircraft speed changes the relative airflow.<\/li>\n<li>This reduces blade angle of attack and therefore reduces thrust.<\/li>\n<\/ul>\n<h3>Take-off Thrust \u2013 Propeller Aircraft<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-19.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>As speed increases during take-off, propeller thrust decreases.<\/li>\n<li>This behaviour is similar to that of jet aircraft.<\/li>\n<\/ul>\n<h3>Drag<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-20.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Drag is the resistance opposing aircraft motion.<\/li>\n<li>Air resistance is called aerodynamic drag.<\/li>\n<li>Wheel friction produces wheel drag.<\/li>\n<li>Aerodynamic drag consists of parasite drag and induced drag.<\/li>\n<\/ul>\n<h3>Aerodynamic Drag<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-21.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Parasite drag results from airflow over the aircraft structure.<\/li>\n<li>It depends primarily on airframe design.<\/li>\n<li>Induced drag is associated with lift generation.<\/li>\n<li>Induced drag increases as aircraft speed increases.<\/li>\n<li>Overall aerodynamic drag increases with speed.<\/li>\n<\/ul>\n<h3>Wheel Drag<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-22.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Wheel drag is caused by tyre friction with the runway.<\/li>\n<li>It depends on wheel loading and surface friction.<\/li>\n<li>As lift increases during take-off, wheel loading decreases.<\/li>\n<li>Wheel drag reduces to zero at lift-off.<\/li>\n<\/ul>\n<h3>Total Drag<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-23.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Aerodynamic drag increases while wheel drag decreases during take-off.<\/li>\n<li>Total drag gradually increases throughout the take-off roll.<\/li>\n<li>Initially, excess thrust is high.<\/li>\n<li>Excess thrust reduces as take-off progresses.<\/li>\n<li>Acceleration therefore decreases throughout the take-off roll.<\/li>\n<\/ul>\n<h3>Excess Thrust<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-24.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Engine thrust decreases while drag increases during take-off.<\/li>\n<li>Initial excess thrust is greatest at brake release.<\/li>\n<li>Reducing excess thrust results in lower acceleration.<\/li>\n<\/ul>\n<h3>Simple Take-off Equation<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-25.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Acceleration decreases during the take-off roll.<\/li>\n<li>Drag increases while excess thrust decreases.<\/li>\n<li>Take-off distance is proportional to:\n<ul>\n<li><strong>Velocity\u00b2 \u00f7 (2 \u00d7 Acceleration)<\/strong><\/li>\n<\/ul>\n<\/li>\n<li>Acceleration equals force divided by mass.<\/li>\n<li>Acceleration is directly proportional to excess thrust.<\/li>\n<li>Available thrust equals total thrust minus total drag.<\/li>\n<li>Acceleration is inversely proportional to effective mass.<\/li>\n<\/ul>\n<h2>Factors affecting Take Off Performance<\/h2>\n<h3>Effect of Aircraft Mass<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-26.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Increasing aircraft mass increases inertia.<\/li>\n<li>Higher mass increases wheel loading and wheel drag.<\/li>\n<li>Acceleration decreases.<\/li>\n<li>Higher lift-off speed becomes necessary.<\/li>\n<li>Ground run increases.<\/li>\n<li>Initial climb angle decreases.<\/li>\n<li>The aircraft requires more distance to reach screen height.<\/li>\n<li>Overall take-off distance increases.<\/li>\n<\/ul>\n<h3>Effect of Air Density<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-27.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Lower air density reduces engine thrust.<\/li>\n<li>Lift-off speed increases.<\/li>\n<li>Acceleration decreases.<\/li>\n<li>Dynamic pressure decreases.<\/li>\n<li>True Airspeed (TAS) must increase to maintain the same IAS.<\/li>\n<li>Initial climb gradient decreases.<\/li>\n<li>High temperature, high altitude and high humidity all reduce air density.<\/li>\n<li>Hot, high and humid conditions reduce aircraft performance.<\/li>\n<\/ul>\n<h3>Effect of Wind<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-28.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Headwinds increase dynamic pressure.<\/li>\n<li>Ground speed required for take-off decreases.<\/li>\n<li>Take-off distance decreases.<\/li>\n<li>Tailwinds increase ground speed.<\/li>\n<li>Take-off distance increases.<\/li>\n<li>Headwinds improve climb angle while tailwinds reduce climb angle.<\/li>\n<\/ul>\n<h3>Wind Calculations<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-29.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Performance calculations use conservative wind assumptions.<\/li>\n<li>Only 50% of the reported headwind is credited.<\/li>\n<li>150% of the reported tailwind is assumed.<\/li>\n<li>Aircraft are also limited by maximum allowable crosswind components.<\/li>\n<\/ul>\n<h3>Effect of Runway Slope<\/h3>\n<h3>Upslope<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-30.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>On an upslope, a component of aircraft weight acts opposite to thrust.<\/li>\n<li>This increases effective drag.<\/li>\n<li>Take-off distance increases.<\/li>\n<\/ul>\n<h3>Downslope<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-31.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>On a downslope, a component of weight acts in the direction of thrust.<\/li>\n<li>This improves acceleration.<\/li>\n<li>Take-off distance decreases.<\/li>\n<\/ul>\n<h3>Slope Rule of Thumb<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-32.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>A 1% runway slope changes take-off distance by approximately 5%.<\/li>\n<li>This corresponds to a correction factor of 1.05.<\/li>\n<li>Maximum runway slope at most aerodromes is approximately 2%.<\/li>\n<\/ul>\n<h3>Runway Surface<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-33.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Grass runways increase wheel drag and take-off distance.<\/li>\n<li>Standing water, slush and snow also increase drag.<\/li>\n<li>Spray impingement creates additional aerodynamic drag.<\/li>\n<li>Water, snow and ice reduce braking effectiveness.<\/li>\n<li>Accelerate-stop distance increases on contaminated runways.<\/li>\n<li>Water ingestion may lead to engine failure.<\/li>\n<li>Contaminated runways can also reduce directional control and increase structural damage risk.<\/li>\n<\/ul>\n<h3>Runway Surface Condition<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-34.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Runway surfaces are classified as damp, wet or contaminated.<\/li>\n<li>Damp: moist but non-reflective.<\/li>\n<li>Wet: moist and reflective.<\/li>\n<li>Contaminated: at least 25% of the runway covered with 3 mm or more of water, slush or snow.<\/li>\n<li>Contamination details are published in SNOWTAMs or NOTAMs.<\/li>\n<\/ul>\n<h3>Airframe Contamination<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-35.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Ice, snow and water contamination disrupt airflow over the aircraft.<\/li>\n<li>They increase drag and reduce lift.<\/li>\n<li>Aircraft weight increases.<\/li>\n<li>Wheel drag increases.<\/li>\n<li>Acceleration decreases.<\/li>\n<li>Take-off distance increases significantly.<\/li>\n<\/ul>\n<h3>Weather<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-36.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Heavy rain reduces lift and increases drag.<\/li>\n<li>Hazards include wind shear, micro-bursts and airframe icing.<\/li>\n<\/ul>\n<h3>Aircraft Configuration<\/h3>\n<p>  <img decoding=\"async\" src=\"https:\/\/ibexaviation.com\/page-show\/aircraft-performance\/p3-takeoff-performance-37.jpg\" alt=\"\"\/><\/p>\n<ul>\n<li>Flaps are trailing-edge devices that increase wing camber.<\/li>\n<li>Flaps increase lift but also increase drag.<\/li>\n<li>The aircraft can lift off at a lower speed.<\/li>\n<li>Initial climb angle becomes shallower with flap extension.<\/li>\n<li>Using the recommended flap setting generally reduces take-off distance.<\/li>\n<li>Smaller flap settings improve obstacle clearance and climb gradient.<\/li>\n<\/ul>\n","protected":false},"excerpt":{"rendered":"<p>Calculation of Take-off Performance Take-off performance is the aircraft&#8217;s ability to accelerate, lift off and safely climb after take-off under specific conditions. It depends on factors such as aircraft weight, runway length, weather, altitude and engine performance. Defined Speeds during Take-off Take-off Segment The take-off segment extends from the Brake Release Point (BRP) to screen height. Take-off consists of a ground run followed by an airborne section. The ground run extends from the start of the take-off roll until lift-off. The airborne section begins at lift-off and ends at screen&hellip;<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"disable_featured_image":false,"footnotes":""},"categories":[355],"tags":[],"class_list":["post-15493","post","type-post","status-publish","format-standard","hentry","category-aircraft-performance"],"_links":{"self":[{"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/posts\/15493","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/comments?post=15493"}],"version-history":[{"count":1,"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/posts\/15493\/revisions"}],"predecessor-version":[{"id":16576,"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/posts\/15493\/revisions\/16576"}],"wp:attachment":[{"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/media?parent=15493"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/categories?post=15493"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/ibexaviation.com\/pilot-training\/wp-json\/wp\/v2\/tags?post=15493"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}