Told Tidbits

Question 1

List the three speeds that will be corrected due to a reported wind gust. What is the max correction?

Answer 1

VROT, VMCO, VAPP; 10 knots

Question 2

2. The Jeppesen SDP performance sheet will be used when the “delta” or difference between the 3-engine climb gradient capability and the 4-engine climb gradient requirement reaches _____. The SDP information is based upon a _______ takeoff.

Answer 2

• 48 ; static

Question 3

3. What 4 conditions will require you to compute the predicted brake temperature for landing?

Answer 3

 Any flight shorter than 1 hour
 Any landing above 600,000 pounds regardless of flap setting
 Any time runway length is shorter than twice the calculated min run landing distance
 Flap settings less than 40%

Question 4

4. VGO is the less of VROT, VR and VBMAX. If VR or VBMAX becomes “Go Speed” for whatever reason (or is within 10 knots of VROT) what other speed MUST be checked to ensure safety of flight? Explain briefly the case for VR then VBMAX

Answer 4

a. VMCG
b. VR: If VGO = VR, then VR must be equal to or greater than VMCG. Because if VR is less than VMCG and an engine failure occurs, the plane does not have min ground control speed during the reject.
c. VBMAX: If VGO = VBMAX, then VBMAX must be equal to or greater than VMCG and VCEF. Because if VBMAX is less than VMCG and an engine failure occurs the plane does not have minimum ground control speed during the reject. And if VBMAX is less than VCEF you may not be able to rotate in the remaining runway.

Question 5

5. Name 5 of the possible 7 reasons a MTO takeoff must be accomplished:

Answer 5

 MCL does not satisfy takeoff or climbout performance requirements
 RSC is present
 RCR is less than 12
 Takeoff flaps less than 40%
 Windshear or gust front from thunderstorm anticipated
 Command guidance directs use due to enemy threat
 Max allowable takeoff weight must be determined

Question 6

6. What takeoff performance scenario states that a MTO static “should” be used?

Answer 6

a. If VGO is less than VROT (split markers) the takeoff planning priorities up to and including an MTO static takeoff should be used to minimize the condition where VGO comes before VROT

Question 7

7. A rolling takeoff shall be made when tailwind component exceeds _____ knots, crosswinds exceed _____ knots, or if the airplane begins to creep while at higher takeoff power settings

Answer 7

5; 25

Question 8

8. STATIC Takeoff (runway correction)

Answer 8

 Line up distance = 250 ft
 Required when a RSC is present, or when a rolling takeoff provides insufficient runway available for CFL, screen height, OIS/climb gradient or obstacle clearance

Question 9

9. ROLLING Takeoff (runway correction

Answer 9

 Line up distance = 1000 ft (250 normal + 750 for rolling)
 Rolling takeoff reduces chance of engine compressor stalls at high power settings caused by tailwinds or crosswinds
 A rolling takeoff SHALL be made when the tailwind component exceeds 5 kts or the crosswind component exceeds 25 kts
 Planned if previous takeoff attempt on a wet or icy rwy was aborted due to skidding prior to initial power being set

Question 10

10. MCL Takeoff:

Answer 10

 Reduced power setting used for takeoff when max airplane performance is not required in order to reduce engine wear
 During takeoff planning, MCL is assumed as the initial takeoff power setting unless conditions dictate use of MTO power

Question 11

11. MTO Takeoff:

Answer 11

 Highest power setting available for takeoff and is not normally calculated unless performance requirements dictate its use
 If MCL does not satisfy the takeoff or climbout performance requirements, MTO must be calculated.
 Additionally, if any of the following conditions exist, MTO shall be assumed as the initial takeoff thrust setting:
 Runway Surface Condition (RSC) is present
 Runway Condition Reading (RCR< 12)
 Flaps < standard 40% takeoff setting
 Wind shear of gust front from thunderstorm is anticipated
 Command guidance directs max performance takeoff due to enemy threat
 The maximum allowable takeoff weight must be determined
 Recommended priorities for takeoff: MCL Rolling  MCL Static  MTO Rolling  MTO Static

Question 12

12. Critcal Field Length (CFL)

Answer 12

– runway length required to accelerate on all engines to VCEF , experience an engine failure, then either continue the takeoff or stop in the same distance.
 CFL is used for OIS/climb gradient and obstacle clearance because it represents the worst case liftoff point
 CFL shall not exceed the RA (rwy available)

Question 13

13. Ground Minimum Control Speed (VMCG)

Answer 13

– the MINIMUM airspeed during takeoff at which, after loss of an outboard engine (all remaining engines at takeoff power), the pilot can regain directional control without deviating more than 30 from the runway centerline
 Based on max rudder deflection, use of rudder pedal nose wheel steering, stab trimmed for takeoff and the worst-case aft CG

Question 14

14. Critical Engine Failure Speed (VCEF)

Answer 14

– speed to which the airplane can accelerate, lose an engine, then continue the takeoff or stop within the CFL
 Used in takeoff planning only when VGO = VB(MAX)

Question 15

15. Refusal Speed (VR)

Answer 15

– maximum speed which the airplane can accelerate at takeoff power, experience a malfunction and stop in the runway available
 Includes 3.6 seconds from malfunction recognition to fully deployed brakes and spoilers
 Includes 8.2 seconds from refusal point to max reverse thrust

Question 16

16. Tire Limit Speed

Answer 16

– Tire placard speed converted to tire limit speed  the max KCAS that a tire can with stand during takeoff or landing, corrected for conditions other than std day
 Use 100% wind component when computing tire limit speed

Question 17

17. Rotation Speed (VROT)

Answer 17

– minimum speed at which rotation from a three-point attitude to takeoff attitude is initiated
 Rotation time is 4.8 secs at all gross weights
 VROT may be less than VMCG (only when VGO = VROT)
 VROT ensures liftoff speed always ≥ VMCA
 Early rotation will increase the possibility of aft fuselage contacting the runway

Question 18

18. Maximum Braking Speed (VB(MAX))

Answer 18

– highest speed from which the plane may be stopped without exceeding max design energy absorption capability of the brakes
 Based on 33.1 million-ft-lbs energy per brake; temps to 1000C

Question 19

19. Air Minimum Control Speed (VMCA1)

Answer 19

– MINIMUM speed at which directional control can be maintained utilizing full rudder deflection and not more than 5 of bank away from the inoperative engine with one engine inoperative
 At weights > 408,000 (40% flaps) & 443,000 (100% flaps), shaker onset speeds are higher than VMCA (1)
 As a result, shaker onset speed is used above+ these weights

Question 20

20. Air Minimum Control Speed (VMCA2)

Answer 20

 Assumes 2 engines out on same side, full rudder & required bank (within limits)
 VMCA2 cannot be < 125 KCAS

Question 21

21. Takeoff Ground Run

Answer 21

– distance which the airplane must be accelerated on all four engines to reach the takeoff point

Question 22

22. Minimum Climbout Speed (VMCO

Answer 22

– obtained after transition to climb attitude when rotation is initiated at VROT (1.17 VSTALL)

Question 23

23. Flap Retraction Speed (VMFR)

Answer 23

– min speed for retracting flaps to the UP position (1.16 VSTALL) (when > 10° bank add 15 kts)

Question 24

24. Go Speed (VGO)

Answer 24

– will be the lowest of VROT, VR or VB(MAX)
 If GO = VR, then VR  VMCG
 If GO = VB(MAX), then VB(MAX)  VMCG AND VCEF
 If GO = VROT, an increase in VROT due to gusts will increase GO speed an equal amount not to exceed VR or VB(MAX)
 NOTE: if GO < VROT (split markers) you may plan up to MTO static to minimize this condition

Question 25

25. Stopping Distance

Answer 25

s based on: (A3-2)
 Spoilers
 Max anti-skid braking on dry concrete/asphalt
 One engine inoperative
 Additional corrections available for runway corrections & use of reverse thrust

Question 26

26. Landing Ground Roll

Answer 26

is based on: (A8-5)
	Firm contact at touchdown
	Spoiler deployment 1.3 sec after TD
	Max anti-skid braking 1.6 sec after TD
	Thrust Rev initiated 2.6 sec after TD
	Max reverse thrust 4.1 sec after TD

Question 27

27. For gusts

Answer 27

increase VROT, VMCO, VAPP by full gust not to exceed 10 kts

Question 28

28. Flap Retraction Height (HMFR)

Answer 28

– the min height above field elevation that, during 4-engine ops, the flaps can be retracted while ensuring the climbout flight path does not penetrate required OIS/climb gradient requirement.
 If HMFR (4 ENG) is too low, the OIS/climb gradient requirement will be penetrated before climb is initiated after flap retraction
 If HMFR (4 ENG) is too high, the degradation in climb performance will again cause penetration the OIS/climb gradient requirement before climb is initiated after flap retraction
 The 4-engine climb gradient capability is not normally calculated; instead, it is indirectly assured by selecting the appropriate minimum HMFR (4 ENG) based on the difference or, “delta” between the 3-engine climb gradient capability and the 4-engine climb gradient requirement
 A positive delta occurs when the 3-engine capability exceeds the 4-engine requirement which results in a lower HMFR (4 ENG)
 If command guidance allows for operation where the 3-engine capability is less than the 4-engine requirement, the delta will be negative (and the resultant HMFR (4 ENG) higher to ensure the 4-engine requirement is achieved)

Question 29

29. REJECTS: (know shalls vs shoulds)

Answer 29

 If at the end of accel check time, the speed is less than the min acceptable, the takeoff should be rejected (3-knot tolerance-not operationally used)
 If windshear is encountered the takeoff should be aborted
 If a system emergency is experienced in the low speed regime (below 80 knots), the takeoff should be rejected

 If any fire, engine failure, or emergency that renders the aircraft unsafe or unable to fly is experienced in the high speed regime (> 80 knots), but prior to reaching go speed the takeoff shall be rejected
 If skidding occurs on a static takeoff prior to establishing the initial power setting, the takeoff shall be aborted

 NOTE: a decision to reject should not be based on the perceived ability that the airplane can be stopped. The decision to reject should be made only if the failure involved would impair the ability of the airplane to be safely flown.

Question 30

30. REJECT PROCEDURES:

Answer 30

 The PF shall simultaneously retard all throttles to IDLE and state “SPOILERS” if necessary …. Apply reverse thrust and brakes as required until a safe speed is attained.
 NOTE: Rejected takeoff performance predictions are based on the deployment of ground spoilers, application of max anti-skid braking and max reverse thrust on 2 symmetric engines ASAP then held until the airplane is brought to a stop
 The PM shall deploy ground spoilers when directed by the PF, observe TR deployment & announce which TRs are deployed/usable
 After rollout, determine reason for reject and take appropriate action to address the engine failure or system emergency
 CAUTION: Refer to brake limit chart 1-1 to calculate brake temps and determine limitations
 NOTE: If an exterior system and/or brake scan is required, accomplish the QUICK STOP checklist unless a greater emergency exists.

Question 31

31. TAXI and Brake Temp Information

Answer 31

1. Normal taxi with random light braking will produce a brake temperature increase of 100 °C.
2. This temperature increase assumes a typical gross weight and moderate taxi distance; heat is generated by light braking and ground maneuvering
3. Lighter airplanes require increased braking; therefore, the lighter the airplane, the greater the temperature increases
4. Check brake temperature limits (Check 1-1, Figure A8-18)
5. Extended taxi is defined as a taxi segment exceeding 10,000 feet and may produce brake temperatures greater than 100 °C
6. Calculate the brake temperature increase using Figure A8-17
7. Temperature increases are cumulative
8. For example: After taxi to takeoff position, brake temperature is 100 °C plus ambient air temperature. If the takeoff is rejected, this 100 °C is applied to the brake temperature after refusal by use of the 100 °C initial brake temperature line (Figure A8-18 - Sheet 1).

Question 32

32. TAKEOFF DATA VERIFICATION.

Answer 32

 These procedures will be used to validate TAKEOFF data. The tabulated data
 are approximations only. If any of the following conditions is a factor, tabulated
 data will not be used:
a. Runway length < 6,000 feet.
b. Pressure altitude > 4,000 feet.
c. Nonstandard configuration takeoff (including flaps in any position other than 40 percent).
d. Slope > 1 percent.
e. RCR< 12.
f. RSC > 0.1 inch.
g. Rotation speed is increased to:
(1) Obtain a lower 3-engine Climbout Factor (COF).
(2) Improve crosswind capability.

Question 33

33. If VMCG is required to be calculated _______

Answer 33

verify by primary means.

Question 34

34. LANDING DATA VERIFICATION

Answer 34

 These TAB data procedures will be used to validate landing data not already validated by a flight engineer