Effective Date: 15 June 98
Takeoff Speed Procedures
Ground minimum control speed (VMCG)
The airplane is allowed to accelerate on the runway with each engine power set to produce the desired thrust condition at the simulated engine failure. The simulated engine failure will be performed by fuel shutoff to the critical engine. The fuel cut will be performed at 10 to 15 knots above the predicted VMCG on the initial run of a series. The engine cut speed will be decreased by increments of 3 knots on succeeding runs until the maximum lateral deviation of the airplane equals 30 feet. This speed will be defined as VMCG for the test conditions. The pilot will not take any corrective actions until a noticeable change in airplane heading occurs. Unless another technique is agreed on, the pilot will keep the wings level during these tests. The power settings on the operative engines will not be adjusted during the maneuver. Any nosewheel steering effects is reduced by maintaining the nosewheel light on the ground. Further, the nosewheel steering system is made inoperative.
Dry Runway Rejected Takeoff (RTO)
Dry runway rejected takeoffs power will be set on all engines and allowed to stabilize prior to brake release as on a normal takeoff. At a pre-selected speed the fuel will be cut to the critical engine. The will pilot react upon recognition of the engine failure as follows:
All engines will be retarded to ground idle position in one motion, simultaneously with brake application.
Only when applying for reverse thrust credit, the operating symmetrical engines will be brought to full reverse thrust position in one motion.
Only when applying for reverse thrust credit, the minimum airspeed for maximum reverse thrust will be observed.
The airplane will be brought to a complete stop.
NOTE: It is advisable to release the brakes as soon as practical to reduce the possibility of brake fusion and lock up. If small brake fires occur, the FAA usually imposes a 5 minute waiting period before corrective action is allowed.
Dry Runway Decelerations (No Braking).
(These tests are intended to provide data to aid in the determination of ground effect lift and drag coefficients and rolling friction coefficient.) Dry runway decelerations will be accomplished out of high-speed landings. Takeoff flaps will be used for approach to landing when possible. Forward idle thrust may be used in the approach. All decelerating devices noted will be deployed as soon after touchdown as practical. The minimum speed for reverse thrust will be observed. The run will be continued to a complete stop.
All-Engine-Takeoff (AETO).
Engine power will be set at takeoff rated setting and allowed to stabilize on all engines prior to brake release. Wing flaps, pitch trim and air bleed will set in accordance with the recommended procedures.
Development Phase.
The airplane will be rotated at both the maximum rate and the recommended rate to provide lift-off speed variations between 1.1Vs and 1.2Vs, respecting ground clearance limitations. The pilot will pull to the maximum safe attitude and continue the climb to 250 ft. Limitations on ground and air minimum control speed will be observed, where applicable. The landing gear retraction will be in accordance with the recommended procedure. The wing flaps will remain extended until the completion of the run.
Demonstration Phase.
After analysis of these data, demonstration takeoffs will be performed. The rotation speeds will be those recommended from the results of the above tests.
Rolling Takeoff.
Sufficient testing of a qualitative nature should be performed to establish adequate procedures for the rolling takeoff. (This is for customer support, not basic certification.)
Engine-Cut Takeoff (ECTO).
Engine power will be set at takeoff rated setting and allowed to stabilize on all engines prior to brake release. Wing flaps, pitch trim and air bleed will be set in accordance with the recommended procedures.
Development Phase.
The fuel will be cut to the critical engine at the following conditions.
At VCEF - 15 Kts for 2 Runs
At VCEF - 10 KTS for 2 Runs
At VCEF for 1 Run
The airplane will be rotated at both the maximum rate and the recommended rate to provide lift-off speed variations between l.1Vs and 1.2Vs, respecting ground clearance limitations. The pilot will pull to the maximum safe attitude and continue the climb to 250 ft. limitations on ground and air minimum control speed will be observed, where applicable. The landing gear retraction will be in accordance with the recommended procedure. The wing flaps will remain extended until the completion of the run.
Demonstration Phase.
After analysis of these data, demonstration takeoffs will be performed. The rotation speeds will be those recommended for the results of the above tests.