Told

Front 1

TRT

Back 1

Maximum allowable thrust (determined by fan speed %N1). Varies with pressure, altitude, ram air temp and bleed air usage

Front 2

MCT

Back 2

Maximum allowable continuous thrust (determined by fan speed %N1). Varies with PA, ram air temp, and bleed air usage.

Front 3

MCRT

Back 3

Highest recommended thrust in cruise. Takes into account engine time between overhaul, fuel economy, and true airspeed.

Front 4

Go Around N1

Back 4

Maximum allowable thrust for use during a go around (2 or 1 engine). Varies with PA, ram air temperature and bleed air usage

Front 5

Vcef

Back 5

Speed at which one engine can fail and the same distance is required to either continue to accelerate to liftoff speed or to about and decelerate to a full stop

Front 6

CFL

Back 6

Total length of Rwy required to accelerate on all engines to Vcef, experience and engine failure and either continue to liftoff or to stop.

Front 7

TOF

Back 7

Used to simplify charts. Adjusted for OAT and altitude

Front 8

TOGR

Back 8

Rwy distance normally obtained in service operation at zero wind at the mission specified weight, PA, thrust setting, ambient temp and appropriate takeoff configuration using liftoff speed

Front 9

Vmcg

Back 9

88kias. Minim controllable speed during the takeoff run at which when an engine is failed it is possible to maintain directional control using only primary aerodynamic controls without deviating more than 25 feet laterally with all 3 wheels on the rwy. Established with remaining engine at TRT, aircraft loaded to the most unfavorable weight and CG, trimmed for takeoff without exceeding 180 lbs of rudder force with rudder boost system operating.

Front 10

Vmca

Back 10

89 kias. Min control speed in the takeoff configuration, out of ground effect with one engine inop and the remaining engine at TRT. Determined at the most critical combination of aft CG and light weight. Established trimmed for takeoff, 5 degrees angle of bank into the operating engine, and no more than 180 lbs of rudder force with rudder boost operating.

Front 11

Vr

Back 11

Maximum speed that when attained with normal acceleration from which a stop may be completed within the available rwy length.

Front 12

Vb

Back 12

Maximum speed from which an aircraft can be brought to a stop without exceeding the max brake energy limit (14.8 million ft-lbs).

Front 13

Go/No Go Speed

Back 13

Speed at which the takeoff is committed

Front 14

Vrot

Back 14

Speed at which the aircraft attitude is changed from taxi to liftoff

Front 15

Liftoff Speed

Back 15

Speed at which liftoff occurs (Vrot+3)

Front 16

Takeoff flare

Back 16

Ground distance covered between liftoff and the 50 ft obstacle height

Front 17

Vs

Back 17

Higher of:

1)airspeed at which the aircraft will cease to fly due to the loss of aerodynamic lift during the application of slow smooth control inputs

2)minimum steady flight speed at which the aircraft is controllable

Front 18

Vco

Back 18

Scheduled single engine climb out speed that should be attained prior to the 50 ft obstacle height. (2 engine is Vco+10)

Front 19

Headwind application for takeoff planning

Back 19

Use 50% of the steady headwind component when determining CFL, Vb, Vr, Vcef and takeoff distance. Do not apply to terrain clearance.

Front 20

Tailwind use for takeoff planning

Back 20

Apply 150% of tailwind component to CFL, Vcef, Vr, Vb, takeoff distance and terrain clearance.

Front 21

Reference zero

Back 21

Point in space at the end of the takeoff flare distance at which the aircraft reaches he 50 ft obstacle height above the Rwy elevation. Must occur no later than the dept end of the rwy

Front 22

Vref

Back 22

30 degree flap approach speed

Front 23

Vac

Back 23

Approach club speed for approach climb configuration (Vref+22)

Front 24

Flare distance

Back 24

Ground distance covered from the 50 ft height to touchdown

Front 25

Landing ground roll

Back 25

Distance covered from touchdown to full stop using normal braking procedures

Front 26

Vb (landing)

Back 26

Maximum brake application speed from which the aircraft may be brought to a full stop without exceeding the energy absorption capabilities of the brakes (4.05 million ft-lbs per brake)