Trimmed for T/O

Rudder Boost Operative

One engine TRT/one inoperative

Most unfavorable weight & CG

Primary aerodynamic controls

Three wheels on the ground

180 lbs rudder force

25 ft lateral deviation

* x-wind & RCR increase

Most critical combo assym thrust, light weight, aft CG

Rudder Boost operative

Trimmed for T/O

Out of ground effect

One engine TRT/one inoperative

T/O configuration

180 lbs rudder force

5° AOB into good engine

*Less than V_rot and not considered in T/O planning

Take-off rated thrust is the maximum allowable thrust (determined by fan speed, %N₁). It varies with pressure altitude, ram air temperature, and engine bleed air usage. Operation at TRT is limited to 5mins. %N₁ for TRT will be defined by one of the following:

• Limiting Fan %RPM: 104%
• Limiting Inter-Turbine Temperature (ITT): 700 C
• Limiting Gross Thrust: 2900 lbs

Maximum Continuous Thrust is the maximum allowable thrust (determined by fan speed, %N₁) that may be used without a time limitation. MCT varies with pressure altitude, ram air temperature, and engine bleed air usage. MCT is normally used for climbing flight. %N₁ for MCT will be defined by one of the following:

• Limiting Fan %RPM: 104%
• Limiting Inter-Turbine Temperature (ITT): 680 C
• Limiting Gross Thrust: 2900 lbs

Runway length is the praved surface length excluding any overrun.

Critical engine failure speed is definied as the speed at whicg 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.

The critical field length is the total lenght 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 take-off planning together with the climbout data to determine maximum gross weight for a safe takeoff and climbout. For a safe takeoff, the CFL must be no greater than the runway available.

Take-off ground run distance is defined as that runway distance normally obtained in service operation at zero wind at the mission-specified weight, presssure altitude, thrust setting, ambient temperature, and appropritate take-off configuration suign lift-off speed.

Refusal speed is 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 ground minimum control speed and rotation speed in determining S₁.

Maximum braking speed, is the maximum speed from which the aircraft can be brought to a stop without exceeding the maximum brake engergy limit (14.8 million ft-lbs total).

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

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 capabilities are assured.

V_mcg, V_cef (higher of) ≤ S₁ ≤ V_r, V_rot, V_b (lowest of)

Take-off weight must be reduced until this requirement is met.

Rotation speed is definied as 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.

Take-off flare is the ground distance covered between lift-off and the 50-foot obstacle height.

Take-off speed is defined as that speed which permits attaining the obstacle climbout speed at or before reaching the 50-foot obstacle height above the runway.

Climbout speed is the scheduled single-engine climbout speed and shoudl be obtained at or prior to reaching the 50-foot obstancel height. Due to the excess thrust available with two engines operating, the two-engine climbout speed is 10 knots greater or V_co+10 knots.