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: DV1-DVR-DV2 (KT)  :——————————-:——————:——————————-:——————————————————————————— : : (TVMC OAT C)  : LIMITATION CODES: : Min V1/VR/V2 = 128/29/35 :
151
: DW (1000 KG) DTFLEX : 1=1st segment 2=2nd segment  3=runway length 4=obstacles : CHECK VMU LIMITATION : : DV1-DVR-DV2 (KT)  : 5=tire speed  6=brake energy 7=max weight 8=final take-off 9=VMU : Correct. V1/VR/V2 = 0.2 KT/1000 KG : :——————————-:—————————————————————————————————-:——————————————— ——————————————————-:

E3.2 Takeoff margins
When the temperature is very low, the difference between OAT and flex temperature may
be very large. In this case, the following question may be asked:
.Is the takeoff chart data still useable, and is there still a sufficient margin between the
terrain/obstacles and the takeoff flight path?.

The answer is .YES..

The reason is that:

.
For a given selected flex temperature, the actual OAT does not affect the engine thrust. Therefore, the climb gradient is not modified.

.
For the same IAS, the ground speed is lower when OAT is lower and, consequently

-
The margins with tire speed and brake energy limitations are increased,

-
The TOD and the ASD are decreased.
This signifies that a reduction in ground speed allows a higher margin above terrain/obstacle or a longer decision time than that defined by the regulations.

T/O Net Flight Path at T° (Thrust = TOGA)
T/O Net Flight Path with actual OAT (Tactual) < Tflex = T°

Figure E4
152

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Ref: AI/SR A007-01/00
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