TOLD Definitions and Assumptions

Question 1

4-Engine Climb-out Flight Path

Answer 1

Based on 4-engine acceleration from brake release to lift-off at normal take-off speed. After lift-off, the airplane pitches for and climbs at obstacle clearance speed. Gear retraction is initiated 3 seconds after lift-off. After gear is up, the airplane accelerates to flap retraction speed, at which time flap retraction is initiated. After the flaps are up, the airplane accelerates to best climb speed and continues to climbing at that speed.

Question 2

Threshold Speed (Max Effort Landing)
 - Minimum Threshold Speed

Answer 2

1. 28 x power-off stall speed (100% flaps)

- 106.5 KIAS minimum

Question 3

Refusal Speed (Vr) define

• Assumptions
• Contributing Factors

Answer 3

The maximum speed to which the airplane can accelerate on all engines, experience an engine failure, and then stop within the remaining runway available.
Assumptions: 2 engines in reverse (symmetrical power), 2 engines in ground idle (one propeller wind-milling), and max anti-skid braking.
Contributing Factors: Take-off factor, runway available, gross weight

Question 4

Take-Off Speed (Max Effort… Obstacles are a Factor)

Answer 4

1.2 x power-on stall speed (Vmeto)

Question 5

Assumptions for max recommended crosswind component for take-off

Answer 5

The max recommended crosswind component that the airplane can be subjected to on the ground while maintaining directional control.
Assumptions: 50% flaps, max thrust on all engines, RCR, gross weight, use of NWS, rudder control, 5 degrees of crab into the crosswind, 3 degrees of bank into the crosswind, no asymmetric braking or asymmetric power applied.

Question 6

Minimum Runway Length (Normal Landing)

Answer 6

Landing Distance (peacetime mins: 3000 feet long/ 80 feet wide)
MAJCOM/A3/DO may waive runway and taxiway width requirements

Question 7

Take-off Speed (Normal Take-off) Vt/o

Answer 7

1.1 x power-off stall speed or Vmca 1 engine inop in ground effect (whichever is higher)

Question 8

Acceleration Check Time

Answer 8

Required when refusal speed is less than take-off speed. Always apply 100% of the runway component (headwind steady wind value plus the gust increment / tailwind steady wind value plus the gust increment).

Question 9

Touchdown Speed (Max Effort Landing)

Answer 9

1. 2 x power-off stall speed (100% flaps)

- 97 KIAS minimum

Question 10

Minimum Flap Retraction Speed (Normal Take-off)

Answer 10

Obstacle clearance speed

Question 11

4-Engine Max Effort Climb-Out Flight Path

Answer 11

Based on 4-engine max power acceleration from brake release (engines are stabilized at max power) to liftoff at max effort take-off speed (Vmeto). After liftoff, the airplane pitches for and climbs at max effort obstacle clearance speed (minimum control speeds are disregarded). Gear retraction is initiated 3 seconds after lift-off. After clearing the obstacle (Vmaxobs), the airplane accelerates to flap retraction speed (Vmaxobs + 10 KIAS), at which time flap retraction in initiated. After the flaps are up, the airplane accelerates to best climb speed and continues climbing at that speed.
Recommended - all bleed air systems be turned off to ensure that maximum take-off power is obtained.

Question 12

Take-Off Speed (Max Effort)

Answer 12

1.2 x power-on stall speed (Vmeto) or Vmca 1 engine inop in ground effect (whichever is higher)

Question 13

Ground Minimum Control Speed (Vmcg) define

• Assumptions
• Contributing Factors

Answer 13

The minimum speed at which the airplane may lose the #1 engine during take-off ground run and still maintain directional control.
Assumptions: #1 Engine inoperative with propeller wind-milling on NTS, max power on all operating engines, bleed: zero or normal, flaps: 50% (3000psi rudder boost), rudder deflection: max available limited by 180 pound pedal force or max rudder surface deflection (whichever occurs first), max deviation from runway centerline of 30 feet, wings level.
Contributing Factors: Outside air temp, pressure altitude, nose-wheel steering capability

Question 14

Max Effort Landing profile

Answer 14

Normal traffic patterns will be flown unless airfield situations or mission requirements dictate otherwise. Select GCAS/TAC if desired. When established on final approach and at the pilot’s discretion, slow to max effort threshold speed. During gusty wind conditions, the max effort approach, threshold, and touchdown speeds will be increased by the full gust increment, not to exceed 10 knots (any increase in touchdown speed will increase the minimum runway length required).
Rate of descent on the approach should be adjusted to arrive over the end o the runway at max effort threshold speed with approximately a 500 fpm rate of descent. Intended point of touchdown should be 100 - 300 feet down from the approach end of the runway markers.

Question 15

Flap Retraction Speed (Normal Take-Off)

Answer 15

Take-Off Speed plus 20 KIAS

Question 16

Threshold Speed (Normal Landing)
 - Minimum threshold speed?

Answer 16

1. 35 x power off stall speed

- 106.5 KIAS minimum

Question 17

What is tailwind component? What percentage do you add?

Answer 17

Determined by entering the “crosswind chart” with the steady wind value plus the gust increment. Always apply 150% of the tailwind component to take-off and landing distances.

Question 18

Approach Speed (Normal Landing)

Answer 18

Threshold Speed plus 10 KIAS

Question 19

Touchdown Speed (Normal Landing)
 - Minimum touchdown speed?

Answer 19

1. 2 x power off stall speed
   - 97 KIAS minimum landing (because at lower speeds the engine will generate positive thrust, and longer landing distances would result)

Question 20

Obstacle Clearance Speed (Max Effort)

Answer 20

1.3 x power-on stall speed

Question 21

Max Recommended Crosswind Component for Landing

Answer 21

The max recommended crosswind component that the airplane can be subjected to on the ground while maintaining directional control.
- Based on 100% flaps, approach thrust on all 4 engines, RCR, gross weight, use of NWS, rudder control, 5 degrees of crab into the crosswind, no asymmetric braking or asymmetric power applied

Question 22

Critical Field Length (CFL) define

- Balanced vs Unbalanced

Answer 22

The greater of the total distances required to accelerate on all engines, experience an engine failure of the most critical engine from the standpoint of directional control, and either stop or continue the take-off (on the remaining engines).
Balanced CFL: When the distanced required to stop from Vcef is equal to the distance required to continue the take-off from Vcef.
Unbalanced CFL: When the distance required to stop from the lesser of Vmcg or Vrot is greater than the distance required to continue the take-off.

Question 23

Max Effort / Substandard Airfield (define substandard)

- Max sink rate (conditions)

Answer 23

Substandard Airfields: those which the tires produce easily visible ruts or those which have unusually rough, undulating, rutted, or pitted runways and/or taxiways, whether paved or unpaved. Conversely, some unpaved surfaces need to not be considered sub-standard if the surface is hard and smooth.
Max sink-rate during a max effort landing is 540 fpm under the following conditions:
- Main landing gear strut pressure is 450psi
- Landing gross weight is 130,000 pounds or less
- External fuel tanks are empty
- #1 and #4 main fuel tanks are limited to 6,200 pounds of fuel each
- All main tanks are limited to 23,500 pounds of fuel total
IF ABOVE LIMITS ARE EXCEEDED:
- 300fpm sink rate - wartime operation only. To perform during peace time will require MAJCOM approval

Question 24

What is gust increment? How much can you add?

Answer 24

The reported wind in excess of the steady wind value. Always increase rotation, take-off, approach, threshold, and landing speeds by the full gust increment, not to exceed 10 KIAS.

Question 25

Obstacle Clearance Speed (Normal Take-off) Vobs

Answer 25

1.2 x power-off stall speed

Question 26

What is headwind component? What percentage do you add?

Answer 26

Determined by entering the “crosswind chart” with the steady wind value (no gust increment). Only apply 50% of the headwind component to take-off and landing distances when required for mission accomplishment.

Question 27

Minimum Flap Retraction Speed (Instrument Take-off)

Answer 27

Take-Off Speed plus 20 KIAS

Question 28

3-Engine Climb-out Flight Path

Answer 28

Based on 4-engine acceleration from brake release to Vcef, and 3-engine acceleration from Vcef to lift-off. After lift-off, the airplane pitches for and climbs at obstacle clearance speed. Gear retraction is initiated 3 seconds after lift-off, and the prop is feathered 6 seconds after lift-off. After gear retraction, the airplane accelerates to flap retraction speed, at which time flap retraction is initiated. After the flaps are up, the airplane accelerates to best climb speed and continues climbing at that speed.

Question 29

Max Effort Take-Off Speed (Vol.3 Explain use Vmeto vs Vmca)

Answer 29

During peacetime, take-off at Vmca or Vmeto, whichever is greater (unless obstacles are a factor).
If obstacles are a factor, lift-off at Vmeto and climb until clear of the real or simulated obstacle at max effort obstacle clearance speed without Vmca corrections. If unable to clear obstacles using Vmeto and max effort obstacle clearance speed, reduce aircraft gross weight or delay mission until more favorable conditions exist. If obstacles are not a factor, lift-off at Vmca and climb until clear of the real or simulated obstacle at Vmca + 10 KIAS.

Question 30

Minimum Flap Retraction Speed (Max Effort)

Answer 30

Max Effort obstacle clearance speed plus 10 KIAS

Question 31

Nose-wheel Steering:

What TOLD is affected by with or without NWS

Answer 31

All take-off data may normally be calculated using the with nose-wheel steering option when operating from a dry hard-surfaced runway with an RCR of 23. The without nose-wheel steering option will be used anytime the RCR for a runway is less than 23.
AFFECTS: unbalanced critical field length, Vmcg, max recommended crosswind component for take-off and landing.

Question 32

Landing Distance Assumptions

Answer 32

• 50 foot vertical clearance at threshold point
• 3 degree glide slope at threshold point
• Flight idle thrust condition on all 4 engines at threshold point
• Approach/threshold/landing schedule
• Anti-skid operational
• 2,030psi brake pressure
• Brakes at ambient temperatures
• 1 second delay/allowance for transition from touchdown attitude to taxi attitude
• Max anti-skid braking upon reaching taxi attitude
• For peacetime, compute landing performance with two engines in reverse an two engines in ground idle.
  (Increase landing distance 20 x additional height above 50 feet obstacle over threshold)

Question 33

Minimum Runway Length (Max Effort Take-Off)

Answer 33

Minimum Field Length for Maximum Effort Take-Off (MFLMETO) (peacetime mins: 3000 feet long/ 60 feet wide): MAJCOM/A3/DO may waive runway and taxiway width requirements
Length of the runway that is required to accelerate to refusal speed, experience an engine failure, and continue to accelerate to max effort take-off speed (1.2 x power on stall speed with all 4 engines operating), or stop within the remaining runway available.
Engine failure below refusal speed, a stop shall be made
If engine fails at or immediately after refusal speed, the airplane can accelerate to the computed max effort take-off speed. However, this speed does not ensure adequate stall margin with only 3 engines operating. Because of the reduced lift caused by one engine inoperative, the relationship at this point to air minimum control speed, probable necessity to reduce power on the symmetrical opposite engine to maintain control (highly unlikely that a successful take-off can be made) Serious considerations should be given to executing a stop based on terrain, overrun, obstacles, etc (go or stop oriented).
Do not attempt to lift-off at computed max effort take-off speed with only 3 engines operating. Increase airspeed as much as possible above max effort take-off speed, obtaining air minimum control speed if possible, before lift-off is attempted.

Question 34

Take-off Factor is affected by:

Answer 34

Torque, field pressure altitude, outside air temp, TIT, engine efficiency

Question 35

Minimum Runway Length (Max Effort Landing)

Answer 35

Ground roll plus 500 feet (Peacetime mins: 3000 feet ong / 60 feet wide)
MAJCOM/A3/DO may waive runway and taxiway width requirements

Question 36

Approach Speed (Max Effort Landing)

Answer 36

Threshold Speed plus 10 KIAS

Question 37

One Engine Inoperative Air Minimum Control Speed (Vmca) define

• Assumptions
• Contributing Factors

If correct actions are accomplished and #1 feathers how does Vmca change?
How does Vmca change for wings level?
How does Vmca change for 80K weight, adverse bank?
How does Vmca change for 140K weight, adverse bank?

Answer 37

The minimum speed at which lateral-directional control can be maintained for a given airplane configuration. When landing with 1 or 2 engines inoperative, it is recommended that the higher of in-flight minimum control speed vs. charted approach speed be used for approach.
Assumptions: #1 engine inoperative with propeller wind-milling on NTS, max power on all operating engines, bleed: zero or normal, flaps: 50% (3,000psi rudder boost), rudder deflection: max available limited by 180 pound pedal force or max rudder surface deflection (whichever occurs first), bank angle: 5 degrees away from the inoperative engine, landing gear: down.
Contributing Factors: Outside air temperature, pressure altitude.
Correct actions: 4 knots decrease in Vmca
Wings Level: 14 knots increase in Vmca
80K Adverse bank: 30 knots increase to Vmca
140K Adverse bank: 41 knot increase to Vmca

Question 38

Rotation Speed (Normal Take-off) Vrot

Answer 38

Take-off speed minus 5 KIAS

Question 39

Minimum Runway Length and Width (Normal Take-off)

Answer 39

CFL (peace-time mins: 3000 feet long / 80 feet wide)

MAJCOM/A3/DO may waive runway and taxiway width requirements.

Question 40

What is crosswind component?

Answer 40

Determined by entering the “crosswind chart” with the steady wind value plus the gust increment. Always check to see if it is necessary to increase take-off and landing speeds in order to exit the crosswind “caution” zone.