TOLD Flashcards
CFL (Critical Field Length)
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
(critical field length must be no greater than the runway available)
Vcef (Critical Engine Failure Speed)
One engine can fail and the same distance is required to either continue to accelerate to lift-off speed, or to abort and decelerate to a full stop
(Figure A3-25)
Take-off Ground Run
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
Vmcg (Minimum Control Speed Ground)
88 KIAS, one engine can fail and still able to maintain directional control using only primary aerodynamic controls without deviating more than 25 feet laterally with all three wheels on the runway
Conditions: remaining engine at TRT most unfavorable weight and CG trimmed for takeoff rudder boost operating no more than 180lbs rudder required
(RCR and crosswind may increase Vmcg)
Vmca (Minimum Control Speed Air)
( 89 KIAS) Minimum controllable speed in take-off configuration out of ground effect with one engine inoperative and the remaining engine at take-off rated thrust
Vr (refusal speed)
maximum speed than can be attained, with normal acceleration, from which a stop may be completed within the available runway length
Vb (Maximum Braking Speed) Takeoff
Maximum speed from which the aircraft can be brought to a stop without exceeding the maximum brake energy limit (14.8 million foot pounds)
(figure 3-26)
Vrot (Rotation Speed)
Speed at which the aircraft attitude is increased from the ground run (taxi) attitude to the lift-off attitude
(greater than minimum control speed Vmcg)
(Figure A3-27)
Take-Off Flare
Ground distance covered between lift-off and the 50-foot obstacle height
Climbout Factor
Minimum climbout factor for all takeoffs is 2.5
(Vac) Approach Climb Speed
Vref+22 KIAS
Flare Distance
Ground distance covered from the 50-foot height to touchdown
Landing Ground Roll Distance
Ground distance covered from touchdown to full stop using normal braking procedures
Total Landing Distance
Sum of flare distance and ground roll distance
Maximum Braking Speed (hot brakes) (landing)
Max speed aircraft can be brought to complete stop without exceeding the energy absorption capability. (fuse plug brake energy 4.05 million ft/lbs per brake
S1
Refusal (Vr)
Rotation (Vrot)
Max braking speed (Vb)
S1
Ground Minimum Control Speed (Vmcg)
Critical Engine Failure Speed (Vcef)Reference Zero
The point in space at the end of the takeoff flare distance at which the aircraft reaches 50’ above runway elevation and should occur by the end of the runway
Runway Condition Reading (RCR)
A measure of tire-to-runway coefficient
Dry Good 23
Wet Medium 12
Icy Poor 05
Runway Surface Condition (RSC)
Average depth covering the runway surface measured to 1/10th of an inch. (RSC of 10 is equivalent of 1 inch)
WR--wet runway SLR--Slush on runway LSR--Loose snow on runway PSR--Packed snow on runway IR--Ice on runway
DISTANCE TO 50 FOOT OBSTACLE
Sum of the take-off ground run distance to lift-off+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 < Vrot then CFL must be used for the distance from break release to lift-off
Climbout Speed (Vco)
schedule of single engine climbout speed
should be obtained at or prior to 50’ obstacle height
two engine climbout speed is VCO+10
How are headwinds used in takeoff planning?
Normally not used as a margin of safety.
If used only apply 50% of steady headwind component when computing
- CFL
- Vcef
- Vr
- Vb
- takeoff distances
- DO NOT APPLY to terrain clearance
How are tailwind components used in takeoff planning?
apply 150% of tailwind component to
- CFL
- Vcef
- Vr
- Vb
- Takeoff distances
- ALSO APPLY 150% tailwind component to terrain clearance
Runway available equal to Critical Field Length
Engine failure occurs at refusal point, distance to continue on one engine is equal to distance to stop.
Critical engine failure speed and refusal speed coincident
Ground minimum control speed has to be equal to or lower than critical engine failure speed (S1 determined by Vcef)
Runway available longer than critical field length
Vr is always higher than Vcef
Vr based on runway available Vcef based on CFL
Vmcg equal to Vcef but less than Vr (therefore determines S1)
Runway available less than critical field length
region just past refusal point, where if an engine fails, it is not possible to stop or continue the take-off within the remaining runway.
Impossible to select a speed for S1
recommended aircraft be downloaded until the corresponding critical field length is at least equal to the runway available
