Boeing 767 Slush/Standing Water Takeoff

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Slush/Standing Water Takeoff

Experience has shown that aircraft performance may deteriorate 

significantly on runways covered with snow, slush, standing water or ice. 

Therefore, reductions in runway/obstacle limited takeoff weight and  revised takeoff speeds are necessary. The tables are intended for guidance in accordance with advisory material and assumes an engine failure at the critical point during the takeoff.

The entire runway is assumed to be completely covered by a contaminant 

of uniform thickness and density. Therefore this information is 

conservative when operating under typical colder weather conditions 

where patches of slush exist and some degree of sanding is common. 

Takeoffs in slush depths greater than 13 mm (0.5 inches) are not recommended because of possible airplane damage as a result of slush Impingement on the airplane structure. The use of assumed temperature for reduced thrust is not allowed on contaminated runways. Interpolation for slush/standing water depths between the values shown is permitted.

Takeoff weight is determined as follows:

1. Determine the field/obstacle limit weight for the takeoff flap setting.

2. Enter the Weight Adjustment table with the field/obstacle limit weight to obtain the weight reduction for the slush/standing water depth and 

airport pressure altitude.

3. Adjust field length available for temperature by amount shown on chart.

4. Enter the V1(MCG) Limit Weight table with the adjusted field length and pressure altitude to obtain the slush/standing water limit weight with 

respect to minimum field length required for V1(MCG) speed.

The maximum allowable takeoff weight in slush/standing water is the 

lesser of the limit weights found in steps 2 and 4.

Takeoff speed determination:

1. Determine takeoff speeds V1, VR and V2 for actual brake release weight 

using the Takeoff Speeds table in this section.

2. If V1(MCG) limited, set V1=V1(MCG). If not limited by V1(MCG) 

considerations, enter the V1 Adjustment table with actual brake release 

weight to determine the V1 reduction to apply to V1 speed. If the adjusted 

V1 is less than V1(MCG), set V1=V1(MCG).

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