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Therefore, the take-off safety speed under these conditions is 132.5 KIAS.
PERFORMANCE
Take−Off Performance
06−03−26
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
4. TAKE-OFF SPEEDS (CONT'D)
DFM0603_014 604_V2_HA_RC_3APR96.UNI
PERFORMANCE
Take−Off Performance
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REV 66, Feb 01/07
Take-Off Safety Speed, V2 – Flaps 20°
Figure 06−03−11
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
5. MAXIMUM ALLOWABLE BRAKE TEMPERATURE FOR TAKE-OFF
The minimum brake cooling time at the ramp specified in TURN-AROUND TIME - Cooling Of
Wheels, Brakes And Tires in this chapter, must be observed following a landing or a rejected
take-off, to ensure that brake energy or brake temperature limits are not exceeded during the
next take-off or in the event that the next take-off is rejected.
6. ADJUSTMENTS FOR EXTENDED SECOND SEGMENT CLIMB
If the second segment of the take-off flight path extends beyond a pressure height of 1,500 feet
above the airport (Refer to OBSTACLE CLEARANCE section in this chapter), adjustments need
to be made to the following items calculated from this section:
• V1, VR and V2 speeds;
• take-off distance;
• take-off weight limited by brake energy; and
• take-off weight limited by maximum tire speed.
Figure 06−03−12 provides these performance adjustments, for a flaps-20° take-off.
Example:
The example in Figure 06−03−12 shows that for a second segment climb ending at a
pressure height of 5,000 feet above the airport, the following adjustments are needed:
• V1, VR, V2 speeds: increase by 3.5 KIAS
• Take-off distance: increase by 7.0%
• Take-off weight limited by brake energy: reduce by 450 kg (992 lb)
• Take-off weight limited by tire speed: reduce by 1,425 kg (3,142 lb)
PERFORMANCE
Take−Off Performance
06−03−28
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
6. ADJUSTMENTS FOR EXTENDED SECOND SEGMENT CLIMB (CONT'D)
DFM0603_015 DELV2604RC−29AUG95
PERFORMANCE
Take−Off Performance
06−03−29
REV 66, Feb 01/07
Adjustments for Extended Second Segment Climb − Flaps 20°
Figure 06−03−12
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
PERFORMANCE
Take−Off Performance
06−03−30
REV 66, Feb 01/07
DOT Approved
CL−604 Airplane Flight Manual
PSP 604−1
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1. INTRODUCTION
The net take-off flight path and reference climb gradients required to clear a specific obstacle are
provided by the charts in the following pages. The net take-off flight path and reference climb
gradients obtained from these charts are used to determine the maximum allowable take-off
weight limited by obstacle clearance requirements. An example describing the utilization of these
charts is presented in section 3.F.
2. TAKE-OFF FLIGHT PATH
The gross and net take-off flight path segments are presented in Figure 06−04−1, for the case
where the gross level-off height is less than 1,500 feet and in Figure 06−04−2 for the case
where the gross level-off height is greater than 1,500 feet. The gross flight path represents the
actual climb and acceleration performance of the airplane. The net flight path was obtained by
reducing the gross climb performance by a climb gradient of 0.8% and by reducing the gross
acceleration, during the level flight acceleration segment, by 0.008 g. The net take-off flight path
must clear all obstacles vertically by a minimum of 35 feet.
The gross level-off height is selected before take-off. It must not be less than 400 feet and not
greater than the gross height attained when the take-off power time limit expires. In addition, the
pressure altitude corresponding to the gross level-off height must not exceed 15,000 feet.
Figure 06−04−1 and Figure 06−04−2 show that the take-off flight path starts at reference zero,
which is the point at the end of the take-off distance, at 35 feet above the take-off surface. A
speed of V2 is maintained during the first and second segments. The second segment is
completed within the take-off power time limit.
If the APR is armed, then the operating engine will be at APR thrust during the first and second
segments. If the APR is off, then the operating engine will be at normal take-off thrust during the
first and second segments. The level flight acceleration from V2 to the final segment climb speed,
　
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