T1 Told 2012

Front 1

Critical Engine Failure Speed
(Vcef)

Back 1

speed at which one engine can fail and the same distance is required to either continue to accelerate to lift-off speed, or abort and decelerate to a full stop

Front 2

Critical Field Length
(CFL)

Back 2

total length of runway required to accelerate on all engines to critical engine failure speed, experience an engine failure, then continue to lift-off or stop. It is used during takeoff planning together with the climbout data to determine maximum gross weight for a safe takeoff and climbout. For a safe takeoff, the critical field length must be no greater than the runway available.

Front 3

Take off factor

Back 3

%N1 settings adjusted for OAT and altitude and are presented on a different scale.

Front 4

Take-off ground run

Back 4

runway distance normally obtained in service operation at zero wind at the mission-specified weight, pressure altitude, thrust setting, ambient temperature, and appropriate take-off configuration using lift-off speed.

Front 5

Minimum control speed ground
(Vmcg)

Back 5

(88 KIAS) the minimum controllable speed during take-off 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 three wheels on the runway. The speed is established wiht the remaining engine at the take-off thrust setting, the aircraft loaded at the most unfavorable weight and center of gravity, and the aircraft trimmed for takeoff, without exceeding 180 pounds of rudder control force by the pilot with the rudder boost system operating. Conditions of crosswind and RCR my increase Vmcg.

Front 6

Minimum control speed air
(Vmca)

Back 6

(89 KIAS) is the minimum controllable speed in the takeoff configuration out of ground effect with one engine inoperative and the remaining engine at take-off rated thrust. Vmca is determined at the most critical combination of asymmetric thrust, light weight, and aft center of gravity. The speed is established with the aircraft trimmed for takeoff, 5 degrees angle of bank into the operating engine and no more than 180 pounds of rudder control force by the pilot with the rudder boost system operating. Vmca is always less that takeoff speed and is not considered in takeoff planning.

Front 7

Refusal speed
(Vr)

Back 7

The maximum speed that can be attained, with normal acceleration, from which a stop may be completed within the available runway length. Refusal speed is compared with the ground minimum control speed and rotation speed in determining S1.

Front 8

Maximum braking speed
(Vb)

Back 8

Maximum speed from which the aircraft can be brought to a stop without without exceeding the maximum brake energy limit (14.8Mfp)

When setting up the take-off acceleration check, care should be taken to choose the checkpoint such that the resulting speed is below Vb.

Front 9

Takeoff Acceleration Check

Back 9

Speed for a given distance during takeoff ground roll. This speed can be checked against aircraft indicated speed at that distance point to ensure that the takeoff is proceeding normally. Take-off acceleration check speed should be adjusted to be at least 10 KIAS less than S1. Compute take-off acceleration check whenever S1 is less that Vrot. Effects of wind, runway gradient, and RSC are included in the take-off ground run. Use 100% of runway wind component for take-off ground run determination.

Front 10

Go/No Go Speed (S1)

Back 10

The takeoff is committed at indicated airspeeds at or above S1. If an engine failure occures prior to obtaining S1, and action is taken to stop the aircraft before obtaining S1, take-off about capability is assured. In take-off planning S1 is equal to or greater than the higher of ground minimum control speed or critical engine failure speed. However, S1 must not be higher than the lowest of refusal speed, rotation speed, or maximum braking speed. If it is higher, the take-off weight must be reduced until this requirement is met.

Front 11

Rotation Speed
(Vrot)

Back 11

speed at which the aircraft attitude is increased from ground run attitude to lift-off attitude. This speed is greater than ground minimum control speed (Vmcg).

Front 12

lift-off

Back 12

moment at which the main gear lift off runway

Front 13

lift-off speed
(Vlof)

Back 13

speed at which lift-off occurs

Front 14

takeoff flare

Back 14

ground distance covered between liftoff and the 50 ft obstacle height.

Front 15

takeoff speed

Back 15

speed which permits attaining the obstacle climbout speed at or before reaching the 50 ft obstacle height above runway.

Front 16

climbout speed
(Vco)

Back 16

scheduled single-engine climbout speed and should be obtained at or prior to reaching the 50 ft obstacle height. Due to the excess thrust available with two engines operating, the two-engine climbout speed is 10 knots greater or Vco +10 knots.

Front 17

climbout factor

Back 17

variable used to determine takeoff/ climb performance and obstacle clearance. Minimum climbout factor for all takeoffs is 2.5

Front 18

min runway takeoff length

Back 18

6000 ft, critical feild length or distance to reach reference zero, whichever is greater.

Front 19

Runway available

Back 19

runway length minus and unusable portion of runway such as the aircraft linup distance or barriers on or above runway.

Front 20

Runway length

Back 20

Runway length is the paved surface length excluding any overrun