Take off speeds

VMCG: the minimum speed on zhe ground at which the take off can be safely
continued, when the critical engine suddenly becomes inoperative with the
remaining engines at take off thrust.
VMCG < VMCA

VMCA: the minimum flight speed at which the aircraft is controllable with a
maximum of 5 bank when the critical engine suddelny becomes
inoperative with the remaining engines at take of thurst.
VMCA > VMCG

VEF: the speed at which the critical engine is asumed to fail.

V1: the speed at which in the event of engine failure:

The continued TODR will not exceed the TOD
The continued TOR do not exceed TORR
The ASD do not exceed ASDR

 VR: The speed at which, during the take off, rotation is initiated:
VR V1
Is dependent on the take off mass and flaps setting
Vary with aerodrome level and temperature

VMU: The minimum unstick speed at which the aeroplane can

be made to leave the ground and climb without undue hazard
to screen height with all power units operating.
VLOF: The speed at which the main wheels leave the ground if
the aircraft is rotated about its lateral axis at VR. This speed is
a direct functionof aircraft mass and flap setiing.
V2: The target speed to be attained at the screen height with
one engine inoperative, and used to the point where
acceleration to flap retraction speed is initiated.
V2 > 1,2VS aeroplanes with 2-3 engines.
V2 > 1,15VS aeroplanes with more than 3 engines

VMCG < VMCA

VMCA > VMCG
VEF VMCG, VEF < V1
V1 < VR, V1 < VMBE
V1 > VMCG, V1 VEF + 2s
VR > V1, VR > 1,05VMC

VR > Speed which allows to

reach 35ft height above RWY
surface and V2 take off safety
speed.

TOD
TOR
VMCG

VMCA VEF

V2
V1

VR

VMU

VLOF

BRP

RWY
Screen height

TODR all engines operating, dry/wet RWY.

TODR = 87% TODA, 1.15*TODR TODA

V2

V1

VLOF

VR

DRY or WET RWY

(Kat A) TODR = 87% TODA, (TODR*1,15 = TODA)

TODA

35ft

CWY

TODR One engine out dry RWY.

TODR TODA
Distance from the BRP to the point where the aeroplane reaches 35ft
above RWY surface, and airspeed V2.
Engine failure occured at VEF.
If is available CWY half of the air part of take off path must be over RWY.

V2
One engine out of operation.

V1

VR

35ft

VEF
VLOF

Such
RWY
Mokr,
such
DRY
RWYRWY

CWY

a
TODR TODA
TODA

TODR One engine out of operation WET RWY.

TODR TODA
Total distance from BRP to the point 15ft above RWY surface.

V2

All engines
operating.
VEF
V1

VR

VLOF

Mokr
RWY
Mokr,
Wet such
RWY RWY

TODR TODA
TODA

CWY

35ft

One engine out of operation.

15ft

TODR one engine out DRY vs Wet RWY.

All engines
operating.

V2
One engine out of operation.

15ft

35ft

V1
dry

VEF

Such
RWY
Mokr,
such RWY
RWY
V1
wet

VLOF
dry

CWY
VLOF
wet

TODR TODA
TODA

TORR all engines operating.

TORR 87%TORA

TORA
TOR = 1,15*TORR
V1

VR

VLOF

35ft

Wet or dry RWY

a
TORR = 87% TORA

TORR one engine out of operation dry RWY.

TORR TORA
Total distance from the BRP to the point 35ft above RWY surface.
Ground distance from the BRP to the VLOF is equal to the airborne
distance from the VLOF to the point 35ft above RWY surface.

All engines
operating

VEF

V2

One engine out of operation.

V1

VR

VLOF

35ft

Dry RWY
a
TORR TORA
TORA

TORR One engine out of operation, WET RWY.

TORR TORA
Total distance from the BRP to the VLOF point.
Engine failure is assumed to be at higher possible VEF (lower possible V1)

One engine out of

operation

All engines operating

V2
VLOF

VEF

V1
Wet RWY

TORR TORA
TORA

VR

35ft

1.4.9 ASDR all engines operating dry/wet RWY

ASDR ASDA
Sum of distance from BRP to the point where aeroplane reaches
V1 + 2s and the distance from this point to the complete stop.
The delay 2s is assumed time consumed by pilot reaction.
Akcceleration

Deceleration

V1

V1 + 2s

Dry or Wet RWY

TORA
ASDR ASDA
ASDA

STOP
SWY

ASDR One engine out of operation Dry/Wet RWY.

ASDR ASDA
Sum of Three distances:

Distance from BRP to the VEF.

Distance consumed by pilot reaction (from V EF to V1 + 2s).

Distance consumed to the complete stop.

Acceleration

Deceleration

All engines operating.

VEF

One engine out of operation.

V1 + 2s

V1
Wet or dry RWY
TORA

ASDR ASDA
ASDA

STOP
SWY

Take off with reduced thrust

This procedure increases engine life and should
be used when prewailing conditions allows to
complete take off without full thrust setting
satsisfactory:
Long TODA
Low temperature

Low aeroplane mass

Maximum permitted reduce of thrust is 25%.

Take off with reduced thrust is not

permitted when:

RWY is icy or slippery

RWY is contaminated
Anti skid is inoperative
Reverse thrust is inoperative
Increased V2 procedure is used
PMC off

Increased V2 take off

The procedure allows increase mass in
the event when TOM is limited by the take
off climb gradient requirements and long
enough RWY is available:
Take off with longer groun acceleration to
higher VR and higher V2 can be done.
V2 is equal to Vx speed and climb gradient is
the highest possible.

Ballanced field take off lenght

V1 must be in range between VMCG and VR
Low V1 gives low ASD
short distance to V1, and less kinetic energy has to
be dissipated during braking

Low V1 gives relatively long TOD

due to relatively long acceleration from V 1 to VR if
engine failure occurs

Ballanced field take off lenght provides the

highest alowable mass for the available
RWY

Initial climb
All engines operating
One engine inoperating

Initial climb all engines operating

Is flown according to Flight Manual
Is flown usually at speeds V2 + 10 20Kt
In accordance to Noise abatement
procedures.

Initial Climb segments One engine out of operation

Segment

Gear

Flaps

Power

Airspeed

Down

Take off

Take off

V2

Up

Take off

Take off

V2

UP

Retracting

Take off

Accelerati
on to min.
1,25 VS

Up

Retracted

Nominal

Min. 1,25
VS

35ft

Flaps up
Min 1500ft

Gear up

Min 400ft

Min. climb gradients

No. Engines
Segment
2

Positiv

0,3%

0,5%

2,4%

2,7%

3,0%

3, 4

1,2%

1,5%

1,7%

Initial Climb One engine out of operation,

Obstacle clearance requirements.
Required climb gradient (Net gradient):
Gross gradient diminished about safety margin:
0,8 twin engine aircraft
0,9 triple engine aircraft
1,0 four engine aircraft

Net flight path must be cleared of serious obstacles:

From 35ft to the point 1500ft above RWY surface or
50ft if turns with angle bank of bank more than 15 or
Or in area defined: (D is the distance measured from the end of
TODA)
90m + 0.125D
60m + Wingspan/2 + 0.125D (Aeroplanes with wingspan less than
60m)

Noise abatement procedure alleviating noise

close to the aerodrome

Noise abatement procedure alleviating noise

distant from the aerodrome

Landing mass
Max landing mass must be lower than:
Go around climb gradiend limited mass.
Mass limited by the RWY lenght.
Structural landing mass.

Climb requirements during go around

climb, all engines operating
Climb gradient must not be lower than 3,2%
Full power is available not later than 8s after full
power setting.
Aeroplane is in landing configuration
Airspeed is higher than:
1,23 VSR
VMCL

Climb requirements during go around

climb, one engine inoperative.
Climb gradient must not be lower than:
2,1% twin engine aircraft
2,4% triple engine aircraft
2,7% four engine aircraft

Critical engine is out of operation

Remaining engines works at full power
Airspeed is the same for normal approach but not higher than
1,41VSR

Gear up
Approach flaps, (approach VS must not be higher than landing VS)

Landing Distance is based on:

Aeroplane is in landing configuration

Airspeed above treshold at 50ft is not less than
1.23VSR

Aerodrome pressure altitude

Standart Aerodrome temperature
Wind component 50% headwind, 150% tailwind
RWY slope if is higher than 2%.

Landing Distance Required dry RWY

Is the distance from 50ft height above
treshold to complete stop and must not
be longer then:
60% LDA jets.
70% LDA turboprops.

LDR jets, dry RWY.

LD = 60%LDA, LDR = 1.67LD

3(5%)

50ft

1,3 VS (VMCL)

STOP
Dry RWY

LD = 60% LDA
LDR = 1,67*LD
LDA

LDR turboprops, dry RWY.

LD = 70%LDA, LDR = 1,43LD

3(5%)

50ft

1,3 VS (VMCL)
STOP
Dry RWY

LD = 70% LDA
LDR = 1,43*LD
LDA

Landing distance required wet RWY.

If wet runway is forecasted during landing,
than LDR for wet RWY is LDR dry/1,15.

LDR jets, wet RWY.

LD = 52%LDA, LDR = 1.92LD

3(5%)

50ft

1,3 VS (VMCL)
STOP
Dry RWY

LD = 52% LDA
LDR = 1,92*LD
LDA

LDR turboprops, wet RWY.

LD = 61%LDA, LDR = 1.64LD

3(5%)

50ft

1,3 VS (VMCL)
STOP
Wet RWY

LD = 61% LDA
LDR = 1,64*LD
LDA