TAPP Working Group Video (Part 1 of 4): Planning For Takeoff Obstacle Clearance

This video, produced by the FAA/Industry Transport Airplane Performance Planning (TAPP) Working Group, reviews the Part 25 takeoff performance certification rules applicable to one-engine-inoperative (OEI) takeoff climb performance and obstacle clearance. The video addresses the OEI takeoff obstacle clearance rules applicable to Part 121 and Part 135 operators of turbine-powered airplane and the FAA-approved means by which an operator ensures compliance with these rules. It compares these rules to the all-engines-operating IFR takeoff requirements applied to Standard Instrument Departures (SIDs) and Obstacle Departure Procedures (ODPs).

[@iphoneupdate]

okay, I'm curious, one of the pilots only has one arm ?, this is interesting

[@mxcollin95]

Great video!!!

[@diegoair72]

Hi tks for the video. To recap in case of the cl605 is the tofl the longuest amongst te asd, the distance required to achieve V2 at the screen height of 35 ft reduced in case of wet rwy following an engine failure at vef and the distance required to achieve v2 at the screen height with all engines operative plus a 15% buffer?

[@andrepava8994]

I have a doubt, Doesn't the beginning of the first segment start at 35'?

[@tomw5907]

Yes, it does not begin at liftoff

[@tomw5907]

that guy has no arm?

[@aminarshadi8690]

climb gradients are air based gradients so i dont understand why it says in still air!

[@alexmccabe1948]

I thought an engine failure before V1 meant abort?

[@vnavspeed6737]

V1 is actually the speed during take-off roll by which the decision is already made. There's one particular speed used during certification processes called Vef. 1 seconds prior to V1 at which an engine failure or another crtical failure occurs. this 1 second is average human reaction to start decelerating the airplane for stop.

[@fredericjauvin3997]

If I can add, there is a new definition of V1 coming around, which changes it from "decision speed" to "the speed beyond which a takeoff should no longer be aborted". So even if the engine failure happened in the immediate moments before V1 and you realize it immediatly after V1, initiating a reject procedure might not guarantee you'll be able to stop on the remaining runway/stopway.

[@ebalim]

34:30