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takeoff.
Effect of Deicing/Anti-Icing Fluids on Takeoff
Testing of undiluted Type II and Type IV fluids has shown that some of the fluid
remains on the wing during takeoff rotation and during initial climb out. The
residual fluid causes a temporary decrease in lift and increase in drag. These
effects are more significant at lower ambient temperatures where the fluid tends
to stay on the wing longer. Operators must comply with the lowest operational use
temperatures provided by the fluid manufacturer to ensure a relatively clean wing.
No performance adjustments are required for the application of deicing/anti-icing
fluids. Takeoff operations with reduced thrust based on derates and/or the assumed
temperature method are permitted. Use normal rotation rates.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.16 FCT 767 (TM)
Federal Aviation Regulation (FAR) Takeoff Field Length
The FAR takeoff field length is the longest of the following:
• the distance required to accelerate with all engines, experience an engine
failure 1 second prior to V1, continue the takeoff and reach a point 35 feet
above the runway at V2 speed. (Accelerate-Go Distance).
• the distance required to accelerate with all engines, experience an event 1
second prior to V1, recognize the event, initiate the stopping maneuver
and stop within the confines of the runway (Accelerate-Stop Distance).
• 1.15 times the all engine takeoff distance required to reach a point 35 feet
above the runway.
Stopping distance includes the distance traveled while initiating the stop and is
based on the measured stopping capability as demonstrated during certification
flight test.
During certification maximum manual braking and speedbrakes are used. Thrust
reversers are not used. Although reverse thrust and autobrakes are not used in
determining the FAR accelerate-stop distance, thrust reversers and RTO
autobrakes should be used during any operational rejected takeoff.
Calculating a V1 speed that equates accelerate-go and accelerate-stop distances
allows the maximum takeoff weight for dispatch from a given runway length. This
is known as a “balanced field length.” The associated V1 speed is called the
“balanced V1” and is the V1 speed listed in the QRH and the Flight Management
Computer. The V1 speeds depicted for derated takeoffs are also “balanced V1”
speeds.
When using reduced thrust for takeoff, the “assumed temperature” for a given
runway (either the field limit weight or climb limit weight) dictates the maximum
weight or assumed temperature to be used. When using derated thrust for takeoff,
the derate must also take performance calculations into account. The resulting
assumed temperature V1 is the equivalent “balanced V1” for that particular
takeoff.
Takeoff gross weight must not exceed the climb limit weight, field limit weight,
obstacle limit weight, tire speed limit, or brake energy limit.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.17
FAR Takeoff
767-400
Note: The graphic above refers to dry runway conditions only. Refer to the AFM
for detailed wet runway performance information.
Rejected Takeoff Decision
The total energy that must be dissipated during an RTO is proportional to the
square of the airplane velocity. At low speeds (up to approximately 80 knots), the
energy level is low. Therefore, the airplane should be stopped if an event occurs
that would be considered undesirable for continued takeoff roll or flight.
Examples include Master Caution, unusual vibrations or tire failure.
Note: Refer to the Rejected Takeoff NNM in the QRH for guidance concerning
the decision to reject a takeoff below and above 80 knots.
As the airspeed approaches V1 during a balanced field length takeoff, the effort
required to stop can approach the airplane maximum stopping capability.
Therefore, the decision to stop must be made prior to V1.
Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping
beyond the end of the runway. Common causes include initiating the RTO after
V1 and failure to use maximum stopping capability (improper
procedures/techniques). Effects of improper RTO execution are shown in the
diagrams located in the RTO Execution Operational Margins section, this chapter.
The maximum braking effort associated with an RTO is a more severe level of
braking than most pilots experience in normal service.
　
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