TM 1-1510-262-10
s. Net Take-off Flight Path First Segment - Flaps Up.
(1) Description. The Net Take-off Flight Path-First Segment - Flaps Up graph (Fig. 7-20) depicts the net
climb gradient for the irst segment of a one engine inoperative climb.
(2) Purpose. This graph is used to determine the climb gradient in % for a one engine inoperative climb
from liftoff until the landing gear completes the retraction cycle, given free air temperature in degrees Celsius, ield
pressure altitude in feet, takeoff weight in pounds, and head or tail wind in knots. For operation with ice vanes
extended, decrease net climb gradient by 1.2 percentage points.
t. Net Take-off Flight Path-Second Segment - Flaps Up.
(1) Description. The Net Take-off Flight Path-Second Segment - Flaps Up graph (Fig. 7-21) depicts the
net climb gradient for the second segment of a one engine inoperative climb.
(2) Purpose. This graph is used to determine the climb gradient in % for a one engine inoperative climb
from completion of the landing gear retraction cycle, until reaching 500 feet above the runway, given free air
temperature in degrees Celsius, ield pressure altitude in feet, takeoff weight in pounds, and wind component in
knots. For operation with ice vanes extended, decrease net climb gradient by 1.2 percentage points.
u. Horizontal Distance From Reference Zero to Third Segment Climb - Flaps Up.
(1) Description. The Horizontal Distance from Reference Zero to Third Segment Climb - Flaps Up graph
(Fig. 7-22) depicts the horizontal distance traveled to the third segment climb of a one engine inoperative climb.
(2) Purpose. This graph is used to determine the horizontal distance required for a one engine inoperative
climb from a point 50 feet above the runway (reference zero) to a point where the third segment climb has been
reached, given free air temperature in degrees Celsius, ield pressure altitude in feet, takeoff weight in pounds, and
head or tail wind component in knots. For operation with ice vanes extended, increase free air temperature by 11C
before entering graph.
v. Maximum Take-Off Weight to Achieve One Engine Inoperative Climb at Liftoff - Flaps Approach.
(1) Description. The Maximum Take-off Weight to Achieve Positive One-engine Inoperative Climb at
Liftoff - Flaps Approach graph (Fig. 7-23) provides the one engine inoperative liftoff climb performance weight
limit as a function of ield pressure altitude and temperature.
(2) Purpose. This graph is used to determine the maximum weight at which the aircraft can take off and
achieve a positive rate of climb after an engine failure at liftoff, given ield pressure altitude in feet and free air
temperature in degrees Celsius. For operation with ice vanes extended, add 1500 feet to ield pressure altitude
before entering graph.
w. Maximum Take-Off Weight as Limited by Tire Speed - Flaps Approach.
(1) Description. The Maximum Take-off Weight as Limited by Tire Speed - Flaps Approach graph (Fig.
7-24) provides the takeoff tire speed weight limit as a function of ield pressure altitude, temperature, and wind
component.
(2) Purpose. This graph is used to determine the maximum weight at which the aircraft can take off and
not exceed tire limitations, given free air temperature in degrees Celsius, ield pressure altitude in feet, and head or
tail wind component in knots.
x. Take-Off Speeds - Flaps Approach.
(1) Description. The Take-off Speeds - Flaps Approach table (Fig. 7-25) allows selection of the proper
takeoff speeds for takeoff weight, pressure altitude, and temperature.
(2) Purpose. This table is used to determine V 1 , V R , V 2 , and V 50 for each takeoff, given free air
temperature in degrees Celsius, ield pressure altitude in feet, and takeoff gross weight in pounds.
7-5
