AC 120- 62 9/12/94
d. Part 121, Subpart I - Airplane Performance Operating Limitations. Sections 121.171, 121.173, and 121.189.
e. Part 121, Subpart K - Instrument and Equipment Requirements. Section 121.315.
f. Part 121, Subpart N - Training Program. Sections 121.401,
121.403, 121.405, 121.407, 121.409, 121.411, 121.413, 121.415,
121.418, 121.419, 121.422, 121.424-425, 121.427, and 121.439.
g. Part 121, Subpart 0 - Crewmember Qualifications.
sections 121.433, 121.441, 121.443, and 121.445.
h. Part 121, Appendices E, F, and H.
5. RELATED READING MATERIAL.
a. AC 91-6A, Water, Slush, and Snow on the Runway.
b. AC 120-40B, Airplane Simulator Qualification.
c. AC 120-51A, Crew Resource Management.
6. DEFINITIONS. Certain definitions are needed to explain the concepts discussed in this training aid. Some of the definitions used are taken from the FAR's or other references, and some are derined in the training aid. Where appropriate, the training aid definitions have been written from the point of view of the pilot and may clarify or expand on the regulatory definition to the extent necessary to assure appropriate flightcrew action.
a. V,. The speed selected for each takeoff, based upon approved performance data and specified conditions, which represents:
(1) The maximum speed by which a rejected takeoff must be initiated to assure that a safe stop can be completed within the remaining runway, or runway and stopway;
(2) The minimum speed which assures that a takeoff can be safely completed within the remaining runway, or runway and clearway, after failure of the most critical engine at a designated speed; and 4 Par 4
9/12/94 AC 120-62
(3) The single speed which permits a successful stop or continued takeoff when operating at the minimum allowable field length for a particular weight.
Note 1: Safe completion of the takeoff includes both attainment of the designated screen height at the end of the runway or clearway, and safe obstacle clearance along the designated takeoff flight path.
Note 2: Reference performance conditions for determining V, may not necessarily account for all variables possibly affecting a takeoff, such as runway surface friction, failures other than a critical powerplant, etc.
b. Minimum V,. The minimum permissible V, speed for the reference conditions from which the takeoff can be safely completed from a given runway, or runway and clearway, after the critical engine has failed at the designated speed.
c. Maximum V,. That maximum permissible V, speed for the reference conditions at which a rejected takeoff can be initiated and the airplane stopped within the remaining runway, or runway and stopway.
d. Reduced V1• A V, less than the maximum V, or the normal Vi, but more than the minimum Vi, selected to reduce the RTO stopping distance required.
Note: V, speeds based on wet or slippery conditions are reduced V's to adjust the RIO stopping distance for the degraded stopping capability associated with the conditions. Reducing V, for a dry runway takeoff, when conditions permit, will provide additional stopping margin in the event of an RTO.
must be determined to also assure the continued takeoff criteria are met (i.e., screen height, obstacle clearance, and VMCG) •
e. Vp. Rotation speed.
f. VIoF. Lift-off speed.
g. V½. Minimum takeoff safety speed.
h. Screen Height. The height of an imaginary screen which the airplane would just clear at the end of the runway, or runway and clearway, in an unbanked attitude with the landing gear extended.
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i. Takeoff Distance. The horizontal distance from the start of the takeoff to the point where the airplane reaches the prescribed screen height above the surface with a critical engine having failed at the designated speed or, 115% of the horizontal distance from the start of takeoff to the point where the airplane reaches the prescribed screen height above the surface with all engines operating.
j. Accelerate-Go Distance. The horizontal distance from the start of the takeoff to the point where the airplane reaches the prescribed screen height above the takeoff surface with the critical engine having failed at the designated speed.
k. Accelerate-Stop Distance. The horizontal distance from stopped in the runway or runway and stopway, when the stop is the start of the takeoff to the point where the airplane is fund completed using the initiated at V, and completed using the approved procedures and
1. Balanced Field Length. The runway length (or runway plus clearway and/or stopway) where, for the takeoff weight, the engine-out accelerate-go distance equals the accelerate-stop distance.
m. Critical Field Length. The minimum runway length (or runway plus clearway and/or stopway) required for a specific takeoff weight. This distance may be the longer of the balanced field length, 115% of the all engine takeoff distance, or established by other limitations such as maintaining V, to be less than or equal to VR.
n. Derated Takeoff Thrust. A takeoff thrust level less than the maximum takeoff thrust approved for an airplane/engine for which a separate and specific set of data which complies with all of the requirements of FAR Part 25 exists. when operating with a derated takeoff thrust, the thrust setting parameter used to establish thrush for takeoff is presented in the AFM and is considered an operating limit for that takeoff.
o. Reduced Takeoff Thrust. A takeoff thrust level less than the maximum (or derated) takeoff thrust. The takeoff performance and thrust settings are established by approved simple methods, such as adjustments or corrections to the takeoff performance and thrust settings defined for the maximum thrust (or derated) performance and thrust settings. When operating with a reduced takeoff thrust, the thrust setting parameter used to establish thrust for takeoff is not considered an operating limit; the 6 Par 6
thrust may be restored to the maximum (or derate) level as appropriate for the conditions of the flight at any time during the takeoff.
p. Clearway. A cleared area beyond the end of the runway, not less than 500 feet wide, centrally located about the extended center line of the runway, that contains no obstructions and is under the control of the airport authorities.
g. Stopway. An area beyond the end of the runway, at least as wide as the runway and centered along the extended center line of the runway, able to support the airplane during a rejected takeoff without causing structural damage to the airplane, and designated by the authorities for use in decelerating the airplane during a rejected takeoff.
I. Rejected Takeoff. A takeoff that is discontinued after takeoff thrust is set and initiation of the takeoff roll has begun.
7. USE OF THE TAKEOFF SAFETY TRAINING AID. Operators should use this training aid in development or modification of their various training and crew qualification programs. This information may also be helpful for other applications or assessments related to
a. Maintaining or Improving Airman Knowledge and Skills.
Training aid information should be used for:
Training program preparation or revisions, including upgrade, initial, transition, differences, recurrent, or requalification programs;
(2) Incorporation in Advanced Qualification Program curriculum segments;
(3) Incorporation in crew resource management or line oriented flight training;
(4) Briefing of check airmen to address pertinent items during various checks and evaluations, including annual proficiency check/proficiency training events, operational experience, line checks, and route checks;
(5) Incorporation of takeoff scenarios in airmen training, certification, recurrency, and proficiency evaluation activities;
(6) Training of other airmen such as dispatchers; and Par 6
(7) Preparation of crew bulletins or manual materials.
b. Other Applications. Training aid information may be used:
To assist in reviewing an operator's V speed and "call out" policies, and incorporating the latest validated procedures such as use of the "reduced V," concept;
(2) To assist in reviewing RTO and continued takeoff procedures to ensure that the latest validated information is being provided to flightcrews;
(3) To assist in reviewing dispatch policies to ensure that the latest validated information, procedures, and policies are being used;
(4) To assist in reviewing an operator's performance engineering methods and programs to ensure that the latest validated information, procedures, and policies are being used
(e.g., clutter correction methods and appropriate line up distance assumptions) ;
To assist in reviewing an operator's maintenance practices to ensure that the latest validated information, procedures, and policies are being used (brake wear policies, minimum equipment list use, etc.);
To assist in reviewing various operator manuals to ensure that the latest validated information, procedures, and policies are being used;
(7) To assist in planning for the most desirable safety options to be selected when making decisions about acquisition of new aircraft or modification of existing aircraft (availability or capability of auto brake systems, reverse thrust, anti skid, auto spoilers, flight manual data appendices, etc.);
modification (8) To assist in planning for the purchase, lease, or modification of simulators and training devices to provide the most desirable options (appropriate simulator response for RTO's, realistic visual representation of critical scenarios, incorporation of relevant systems such as auto brakes, etc.); and
(9) To assist in formulation of airline special emphasis or seasonal programs.
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9/12/94 AC 120- 62 8 - TRAINING AID KEY PROVISIONS. The following key elements of the takeoff safety training aid are recommended, as a minimum, for implementation by each air carrier.
a. Ground Training. The ground training program should ensure thorough crew awareness in at least the following topics:
(1) Proper RIO and takeoff continuation procedures in the event of failures;
(2) Potential effects of improper procedures during an RIO;
(3) Guidelines on rejecting or not rejecting a takeoff in the low and high speed regimes;
(4) Assigned crewmember duties, use of comprehensive briefings, and proper crew coordination;
(5) Appropriate selection of runway, flap settings, thrust levels, and V speeds relative to takeoff conditions (gross weight, runway contaminants, etc.);
(6) Proper use of "reduced V," policies if used; and
(7) The increased stopping distance required on slippery or contaminated runways.
Flight Training and Checking. Flight training programs and airmen evaluations, to the extent appropriate, using an approved simulator should ensure appropriate crew skill in applying the items listed in (a) above. Simulator scenarios should include the following conditions and procedures:
Use of critical weights for a specified runway (e.g., critical field length/balanced field length).
(2) Demonstration of the increased stopping distance required on slippery or contaminated runways.
Demonstration of the proper and appropriate crew responses for engine failure, tire failure, nuisance alerts, and critical failures that affect the ability to safely continue the takeoff in both the high and low speed regimes.
c. Crew Resource Management (CRM). The topics of ground training and scenarios suggested for flight training and checking, as shown above, including specific behaviors associated Par 8 9
with decision making, crew coordination/communication, and team building. Therefore, those carriers who have CRM training separate from ground or flight training should include the appropriate topics and scenarios in their CRM program.
9. ASSESSMENT OF SIMULATORS AND TRAINING DEVICES. AnY simulators or training devices used to support programs related to the Takeoff Safety Training Aid should be assessed using the guidelines of section 3.3 of the aid to ensure appropriate characteristics. Planning for new, leased, or modified simulators or training devices should also. consider those guidelines to ensure that future devices will have the necessary capability to satisfy takeoff safety training objectives.
OTHER FACTORS AFFECTING TAKEOFF SAFETY. Other factors affecting takeoff safety such as deicing precautions, winter operations, windshear, engine-out takeoff obstacle clearance criteria, and other topics are addressed by other references and are not repeated in the takeoff safety training aid. To ensure a comprehensive air carrier program, other references listed in paragraph 4 of this AC should be consulted.
Millim A Melitt William J. White Deputy Director, Flight Standards Service *U.S. GOVERNMENT PRINTING OFFICE: 1994 - 524-383/8148 10 Par 8
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