Volume of litres x Specific gravity = weight in kg

V1 is the decision speed (sometimes referred to as critical engine speed or critical engine failure speed) by which any decision to reject a takeoff must be made.

V2 is the takeoff safety speed which must be attained at the 35 ft height at the end of the required runway distance. This is essentially the best one-engine inoperative angle of climb speed for the airplane and is a minimum speed for flight in that condition until at least 400 ft above the ground. V2 shall be at least 1.1 times VMCA, and no less than 1.2 times VS.

Vr is defined as the speed at which the rotation of the aircraft should be initiated to takeoff attitude.

VMCA is the minimum control speed in the air and is defined as the minimum speed, whilst in the air, that directional control can be maintained with one engine inoperative (critical engine on two engine aerolanes), operating engine(s) at takeoff power and a maximum of 5 degrees of bank towards the good engine(s).

VMCG is the minimum control speed on the ground and is defined as the minimum speed, whilst on the ground, that directional control can be maintained, using only aerodynamic controls, with one engine inoperative (critical engine on two engine airplanes) and takeoff power applied on the other engine(s).

They provide at least 1000ft clearance over obstacles within 25NM of the homing facility.

SOP's are Standard Operating Procedures, they provide safety, uniformity and work ethics.

Hypoxia, a lack of oxygen to tissues of the body due to low partial pressure at altitude.

Symptoms are: blue lips, apparent personality change, impaired judgement, muscular impairment, short term memory loss, sensory loss, hyperventilation, unconsciousness.

Other possible effects:

• Baurotrauma

• Lung damage

The critical point (CP) is a point on a track where it is as quick to go on as it is to turn back.

Also known as ETP (Equal Time Point) and PET (Point of Equal Time).

35 ft

For Reference:

• 50ft for Class B or A (<15° AoB at take-off or normal landings)

• 35ft for Class A (dry take-off or steep approach)

• 15ft for Class A (wet take-off)

Fuel, speed and holding entry.

The weight of an aircraft is applied at the CG. The lift at the CP. The relative position between these 2 points determines the stability of the aircraft. For an Aircraft with a tail surface, a CG in front of the CP constitutes a stable system, while a CG behind the CP an unstable system.

Yes, some directional control as we still have two functioning engines.