Min. Reduced EPR = TRT - 0.15, never < 1.60. (P/2-2)
RUNWAY AVAILABLE is actual runway length less line-up distance: (-400' for rolling or standing; -200' for EPR set prior to brake release ).
ROTATION SPEED - that speed at which rotation from the 3-point attitude is initiated. Never less than
CRITICAL FIELD LENGTH - total length of runway required to accelerate on all engines to
Vcefs, experience an engine failure, then continue the takeoff or stop (in
the same distance). (P/3-6)
CRITICAL ENGINE FAILURE SPEED - the speed to which the aircraft can be accelerated, lose an engine, then continue the
T.O. or stop in the CFL. (used in planning if "GO" is Vbmax or 147
KCAS, but GO would only be Vbmax in a really "freakish" situation) (P/3-8)
REFUSAL SPEED - the max. speed which the aircraft can attain under normal acceleration and stop in the available runway.
(P/3-8) Note: lose anti-skid Vr lowered by approx. 20 knots; wet runway Vr lowered by approx. 5 knots. See
MAX. BRAKING SPEED - the highest speed from which the aircraft may be brought to a stop without exceeding the max design energy absorption capability of the
brakes (but brakes would catch on fire after stopping).
TIRE PLACARD SPEED - the max ground speed that a tire can withstand during takeoff or
landing, 174 knots. (1-1 says "standard day", but 1-1 is in
error, ground speed isn't affected by non-standard conditions)
TIRE LIMIT SPEED - tire placard speed corrected for non-standard
conditions (TLS is an airspeed and is affected by non-standard conditions and
GROUND MINIMUM CONTROL SPEED - the minimum airspeed, with takeoff EPR set, at which the a/c, while
on the ground, can lose an outboard engine, and maintain directional control. Dry runway - based on full rudder deflection & nosewheel deflection.
Wet or icy runway - based on full rudder deflection. Vmcg is affected by RCR,
TF, and X-wind; consider using reduced EPR since TRT increases Vmcg. (P/3-9,15) (We want Vmcg to be low.) If runway becomes wet, Vmcg will incr. by about 8 knots since the nosewheel becomes ineffective. Vmcg will incr. by about
1.5 knots for every knot of X-wind comp. increase. (T)
AIR MINIMUM CONTROL SPEED - (when airborne) the min. speed at which directional control can be maintained using
full rudder deflection and no more than 5 °. of bank with one eng. inoperative; based on
full rudder and 7 degrees of bank and/or 50% wheel throw w/ 2 engs. out on one side. (P/3-9) Also based on rudder power operative in the HI PRESS mode.
"GO SPEED" - the speed at which the pilot becomes committed to continue the takeoff. The lowest of refusal speed, rotation speed, Vbmax or 147
When "GO" speed is Vbmax, or 147 KCAS, then GO speed must be
> Vmcg and Vcefs. (P/3-9)
If the runway available is less than the CFL the aircraft shall be downloaded.
CRUISE CEILING - the altitude at which the aircraft, for a given gross weight, will climb at 300 ft/min with NRT at climb speed.
CRUISE CLIMB ALTITUDE - the altitude at which the aircraft will achieve the max. nautical miles per pound of fuel. Approx. 1500' below the cruise ceiling.
PERFORMANCE CEILING - the alt. where the aircraft will climb at 400'/min with normal climb power
THRESHOLD SPEED - the speed at which the end of the runway is crossed; 10 knots below approach speed.
TOUCHDOWN SPEED - approx. 20 knots below approach speed. 15 knots below approach speed for a no-flap. (P/8-2)
REFERENCE GROUND SPEED - the expected groundspeed on final at approach speed, in a no-shear condition.
BEST ENDURANCE - fuel flow is at its minimum at a specific or assigned altitude.
MAX ENDURANCE - fuel flow is at its minimum at optimum altitude and maximum endurance airspeed. ( For any particular gross weight, there is a particular altitude at which endurance is maximum. As weight decreases, the optimum altitude increases.)
Normally, planned flight ABOVE 41,000' is not recommended. When necessary (weather avoidance, max. ferry range ), operation above 41,000' is allowed. Do not exceed 300 ft/min. ceiling.
(P/5-2B) Note: one pilot will be on oxygen when above FL 410. (F/6-29)
Two engine approach speed will be approach speed (75% flaps) or two engine
Vmca, whichever is greater. (D/3-44)
The aircraft must be within "zero fuel C.G." limits for landing with passengers. If crew only, aircraft may be out of zero fuel limits, but NOT out of normal landing C.G. limits.
(A/55-4, pg.82) Hint: consider moving crew/pax baggage and/or 780 equip. to move the c.g.