6.

STOPWAY An area beyond the takeoff runway no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff. It is NOT inclucded in TORA. 5. CLEARWAY - A defined rectangular area on the ground or water, at the departure end of the runway selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height. This WILL include the Stopway if there is one. 1. TODA - RUNWAY + CLEARWAY TORA - RUNWAY only (no STOPWAY or CLEARWAY) 2. TODR - Depending on the ambient conditions and your weight, your TODR must be < TODA to takeoff successfully. 3. TORR - Depending on the ambient conditions and your weight, your TORR must be < TORA to takeoff successfully. 8. ASDA - RUNWAY + STOPWAY 7. ASDR - Depending on the ambient conditions and your weight, your ASDR must be < ASDA to remain on the confines on the runway during an abort. 9. Balanced Field Length - TORA = TODA ie. no CLEARWAY 4.. LDA (Landing Distance Available) - RUNWAY minus Displaced Threshold (if any) LDR - needs to be < LDA to remain on runway during a landing. 10. This Q will require a much longer posting to cover. Basically, for your TOW, you must be: a) able to get airborne by the end on your TORA. b) reach a screen height of 35' by the end of your TODA (all these assuming you suffered an engine failure) and; c) stop at the end of the STOPWAY if ypu elect to abort prior to V1. That's what performance is all about.

11. For each takeoff, your TOW is usually limited by either of: a) Performance Limited (usually Field Length, Climb or Obstacle) b) Structural Limit c) Landing Weight Limited d) Zero Fuel Limited

First Segment Extends from lift off to gear up point. Thrust maintained at T/O thrust setting. From lift off until gear is retracted (end of first segment), the engine out climb gradient must be positive for a twin engined aeroplane and at least 0.5% for a four engined aeroplane. Second Segment

Begins at gear up point and continues to level off height. During engine out second segment, the thrust is maintained at T/O thrust setting and speed = V2. Engine out climb capability at the start of the 2nd segment is 2.4% fora twin and 3% for a 4 engined aeroplane. This tends to be the most limiting of all the climb gradients. Third Segment Begins at initiation of level flight acceleration. This is level off height. Level off height is determined by: - FAR min of 400ft = min level off height. - Take off thrust time limits (5 mins in UK) = Max level off height. - Obstacles. - Extended V2 climb. Climb gradient limits are 1.2% for 2 eng and 1.7% for 4 eng a/c. Fourth Segment This is the flaps up climb segment. Begins when flaps are up and aeroplane has accelerated to final climb speed. Thrust set to Max Continuous. Gradient limits are, 1.2% for 2 eng and 1.7% for 4 eng a/c. This segment is complete when all obstacles are cleared or the a/c has reached a min of 1500ft AAL. 6.1.7 Missed approach gradient 6.1.7.1 Normally procedures are based on a minimum missed approach climb gradient of 2.5 per cent. A gradient of 2 per cent may be used in the procedure construction if the necessary survey and safeguarding have been provided. With the approval of the appropriate authority, gradients of 3, 4 or 5 per cent may be used for aircraft whose climb performance permits an operational advantage to be thus obtained. 6.1.7.2 When a gradient other than 2.5 per cent is used, this is indicated on the instrument approach chart. In addition to the OCA/H for this gradient, the OCA/H applicable to the nominal gradient will also be shown. 6.1.7.3 Special conditions. It is emphasized that a missed approach procedure which is based on the nominal climb gradient of 2.5 per cent cannot be used by all aeroplanes when operating at or near maximum certificated gross mass and engine-out conditions. The operation of aeroplanes under these conditions needs special consideration at aerodromes which are critical due to obstacles on the missed approach area. This may result in a special procedure being established with a possible increase in the DA/H or MDA/H. 6.2 INITIAL PHASE The initial phase begins at the MAPt and ends at the start of climb (SOC). This phase requires the concentrated attention of the pilot on establishing the climb and the changes in aeroplane configuration. It is assumed that guidance equipment is not extensively utilized during these manoeuvres, and for this reason, no turns are specified in this phase.

6.3 INTERMEDIATE PHASE 6.3.1 The intermediate phase begins at the SOC. The climb is continued, normally straight ahead. It extends to the first point where 50 m (164 ft) obstacle clearance is obtained and can be maintained. 6.3.2 The intermediate missed approach track may be changed by a maximum of 15 from that of the initial missed approach phase. During this phase, it is assumed that the aircraft begins track corrections. 6.4 FINAL PHASE 6.4.1 The final phase begins at the point where 50 m (164 ft) obstacle clearance is first obtained (for Category H procedures, 40 m (131 ft)) and can be maintained. It extends to the point where a new approach, holding or a return to en-route flight is initiated. Turns may be prescribed in this phase. Vmcg. (Minimum control speed on the ground): The minimum speed at which an aircraft is defined to be controllable (lateral excursion lower than 30 feet) with aerodynamic controls only after an engine failure on the ground. V1 (often referred to as Decision Speed): Must not be less than Vef plus the speed gained between when the engine failed and the pilot recognized the failure. This means that this speed is the minimum speed at which an engine failure may occur and the pilot may continue the takeoff. At the same time, V1 speed must not be greater than the speed at which a rejected takeoff can be initiated and stop the airplane within the calculated accelerate-stop distance. Vmu (Minimum unstick speed): Minimum airspeed at which airplane can safely lift off ground and continue take-off. Because of the way this speed is determined, lift-off is not possible prior to reaching this speed. Vr (Rotation speed): Must be greater than V1 and greater than 1.05 Vmca and may not be less than the speed that would allow reaching V2 before reaching a height of 35 feet above the takeoff surface. This speed is selected so that the rotation begins at Vr and provides that Vlo occurs at a speed greater than VMU The rotation is continued at approximately 3 degrees per second until reaching the desired pitch attitude. Vlo (Lift-off speed): Must be greater than 1.1 Vmu with all engines, or 1.05 Vmu with engine out. Vmca (Minimum control speed in the air): Minimum airspeed at which, when the critical engine is made inoperative, it is still possible to maintain control of the airplane and maintain stable, controlled flight. [The rudder is used to compensate for the yaw moment caused by thrust asymmetry. There is a minimum speed at which full rudder will be necessary, in order to fly a constant heading with level wings. To reduce sideslip, this speed can be reduced even more, if the aircraft is banked on the live engines side. The lower the speed, the greater the necessary bank angle. The speed that corresponds to

a 5-degree bank angle is defined as Vmca.] V2min (Minimum take-off safety speed): Must be greater than 1.1 Vmca and 1.2 Vs, the stalling speed in the take-off configuration. V2 (Take-off safety speed): May not be less than V2min and may not be less than Vr plus the speed gained before reaching a height of 35 feet above the takeoff surface. [If one engine is lost before reaching V2, then the initial climb is flown at V2. If thrust is lost at a speed between V2 and V2+10, then the current speed is maintained, to ensure the most efficient climb speed. It is not necessary to increase pitch, in order to reduce the speed to V2, when a higher speed has already been reached.