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21 Cards in this Set
- Front
- Back
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Runway Length
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The paved surface length excluding any overrun
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Critical Engine Failure Speed (Vcef)
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The total length of runway required to accelerate on all engines to critical engine failure speed, experience an engine failure, then continue to lift-off speed or stop. It is used during take-off 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.
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Take-off facotr (TOF)
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TOFs are used in Part 3 to simplify the use of the charts. These take-off factor numbers are %N1 settings adjusted for OAT and altitude and are presented on a different scale. The TOFs are used to enter various charts which require a thrust correction
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Take-off ground run
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That 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. Figure A3-16 includes corrections for runway gradient, wind, and RSC conditions.
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Minimum Control Speed Ground (Vmcg)
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(88 KIAS) The minimum controllable speed during the 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 with 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 take-off without exceeding 180 pounds of rudder control force by the pilot with the rudder boost system operating. Conditions of crosswind and RCR may increase Vmcg.
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Minimum control speed air (Vmca)
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(89 KIAS) The minimum controllable speed in the take-off 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 operatin. Vmca is always less than take-off speed and is not considered in take-off planning.
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Refusal speed (Vr)
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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 Vmcg and Vrot in determining S1.
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Maximum braking speed (Vb)
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The maximum speed from which the aircraft can be brought to a stop without exceeding the maximum brake energy limit (14.8 million foot-pounds total)
When setting up the take-off acceleration check, care should be taken to choose the checkpoint such that the resulting speed is below Vb |
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Take-off acceleration check
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Provides a speed for a given distance during the take-off ground roll. This speed can be checked against aircraft indicated airspeed at that distance point to ensure that the take-off 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 than 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.
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Go/ No-go speed (S1)
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The takeoff is committed at indicated airspeeds at or above S1. If an engine failure occurs prior to obtaining S1 and action is taken to stop the aircraft before obtaining S1, take-off abort capability is assured. In take-off planning, S1 is equal to or greater than the higher of Vmcg 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.
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Rotation speed (Vrot)
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The speed at which the aircraft attitude is increased from the ground run (taxi) attitude to the lift-off attitude. This speed is greater than the ground minimum control speed (Vmcg).
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Lift-off
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The moment at which the main gear lift off the runway
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Lift-off speed (Vlof)
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speed at which lift-off occurs
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Take-off flare
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the ground distance covered between lift-off and 50-foot obstacle height
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Distance to 50-foot obstacle
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the sum of the take-off ground run distance to lift-off plus the airborne horizontal distance needed to accelerate and climb to arrive at the 50-foot obstacle height at or above the obstacle climbout speed. If S1 is less than Vrot, critical field length must be used for the distance from brake release to lift-off. in all cases, this will equal or exceed actual aircraft ground run during engine failure at or greater than S1.
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Take-off speed
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That speed which permits attaining the obstacle climbout speed at or before reaching the 50-foot obstacle height above the runway
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Stall speed (Vs)
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the higher of:
1. The 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. The minimum steady flight speed at which the aircraft is controllable |
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Climbout speed (Vco)
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The scheduled single-engine climbout speed. Should be obtained at or prior to reaching the 50-foot 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.
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Final segment climb speed
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The climbout speed from 400 feet (1500 feet optional) above the airfield elevation to the end of the take-off flight path (2200 feet above the airfield elevation for one engine inoperative) is 125% of the stall speed at the take-off weight. This is approximately Vco + 15 knots.
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Climbout factor
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The variable used to determine take-off/climb performance and obstacle clearance. Minimum climbout factor for all take-offs is 2.5
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Rate-of-climb
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the time rate of change of geometric altitude. This is also sometimes referred to as tapeline rate-of-climb. Charts which schedule performance based on rate-of-climb are calculated on actual (gross) rate-of-climb
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