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TAKEOFF PERFORMANCE ON DRY RUNWAY............................................................................................ 15/42
TAKEOFF PERFORMANCE ON WET RUNWAY............................................................................................15/42
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY) - CONF 1+F..................................................17/42
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH........................................... 18/42
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY) - CONF 2......................................................19/42
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH WATER.......................................... 20/42
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY) - CONF 3......................................................21/42
TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY.........................................................22/42
TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY....................................................... 26/42
TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY..........................................................30/42
TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY........................................................34/42
TAKEOFF FROM A COMPACTED SNOWCOVERED RUNWAY.................................................................. 38/42
PER-TOF-CTA-50 EXAMPLES
TAKEOFF PERFORMANCE ON DRY RUNWAY................................................................................................ 1/4
TAKEOFF PERFORMANCE ON WET RUNWAY................................................................................................1/4
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH............................................... 2/4
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/4 INCH WATER.............................................. 3/4
A330/A340 FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
TAKEOFF
THRUST OPTIONS - DERATED TAKEOFF
A330/A340 FLEET PER-TOF-THR-DRT P 1/16
FCOM 19 AUG 10
DEFINITION OF DERATED TAKEOFF
Applicable to: ,
A derated takeoff is defined as a takeoff at a thrust setting less than the maximum takeoff thrust,
where the AFM provides a set of takeoff limitations and performance data corresponding to a derated
thrust setting which complies with all the takeoff requirements of JAR 25.
The N1/EPR values corresponding to each derated takeoff thrust setting are given in the AFM and
are considered as a normal takeoff limit.
Six derate levels are defined :
D04, D08, D12, D16, D20 and D24, corresponding to 4, 8, 12, 16, 20 and 24 % decrease from the
maximum takeoff thrust.
USE OF DERATED TAKEOFF
Applicable to: ,
Derated takeoff may be used when the takeoff weight is limited by VMCG, enabling benefit to be
taken from the reduction in VMCG associated with the new rating.
The use of flexible thrust is not permitted when derated thrust is used. Moreover the level of derate is
entered on the MCDU PERF TO page in the DRT TO/FLX TO field.
When a derated takeoff is performed, selection of full takeoff thrust by setting thrust levers at TOGA
is not permitted below the speeds specified in engine failure procedure (Refer to STLO-ABN-10 ENG
FAILURE AFTER V1 - CONTINUED TAKEOFF).
The use of derated takeoff is allowed on dry, wet and contaminated runway.
TAKEOFF PERFORMANCE IMPROVEMENT BY DERATING THE ENGINES
Applicable to: ,
The minimum control speeds VMCG and VMCA are reduced for two reasons :
The derated thrust is lower ‐ than the maximum takeoff thrust
‐ The effect of temperature on VMCG and VMCA is taken into account (which is not the case for
takeoff without derate, due to the flexible takeoff concept)
A330/A340 FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
TAKEOFF
THRUST OPTIONS - DERATED TAKEOFF
A330/A340 FLEET PER-TOF-THR-DRT P 2/16
FCOM 19 AUG 10
The effect of the derate on the maximum takeoff weight is different depending on whether VMCG
or VMCA is limiting. Indeed the effect on maximum takeoff weight is the result of a thrust decrease
(downgrading the takeoff performance) and of a VMC decrease (improving the takeoff performance).
As VMCG only concerns the accelerate stop distance, the VMCG decrease by far compensates the
thrust loss. The VMCG limited weight is then improved by derating.
But as VMCA mainly concerns the airborne phase of the takeoff, the effect of the thrust decrease
is more important and not compensated by the effect of a lower VMCA. Therefore derated takeoff
would not improve TOW if VMCA limited.
When VMCG limited, an optimum derate can be determined as shown below.
DETERMINATION OF THE MAXIMUM TAKEOFF WEIGHT AND ASSOCIATED SPEEDS
　
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