PERFORMANCE 8.02.

01
TAKE-OFF PAGE 1
INDIVIDUAL TL TABLES VERSION 50
ISSUE 001

GENERAL
There is a wide variation in format and layout of TL tables obtained through the software available
from Fokker. The example provided in figure 1, is one more frequently used.
Each table is valid for one flap setting. The table provides the climb-limited take-off weight for that
particular airport in a separate column and the MTOW for each runway in a specific runway related
column, as a function of OAT.
A notation is presented, indicating what is limiting the MTOW; this can be among other things field
length, obstacle, brake energy, final climb, etc.
Figure 1 is a typical example of a multi-runway TL table for Schiphol and is applicable for flap 0.

RATED THRUST TAKE-OFF

To determine the MTOW one should:
a. Enter the table with OAT, note the climb-limited weight and correct for QNH if applicable.
b. Note the MTOW for the specific runway and correct for wind and/or QNH if applicable.
c. Select the lower of a. or b. as the MTOW.
The weights presented in the columns do not take into account the maximum structural weight,
which consequently should be compared with the MTOW resulting from the above.
If take-off speeds are not present in the TL table or weights in the TL table are much higher than
actual take-off weight, use the speed table in QRH/AOM if take-off conditions/procedures for this
table are met. If not, create dedicated speed table for this condition, based on performance infor-
mation in the AFM.
If the performance limited take-off weight was determined for V1 lower than VR, i.e. V1/VR = p,
read VR and V2 from table and calculate V1 by p x VR. Check that V1 is greater than V1 MIN as pre-
sented in the AFM, if not, take V1 equal to V1 MIN .
The notation “THRUST BRKR : Normal proced.” indicates that the table is for a rolling take-off (see
AOM chapter Flight Techniques).
NOTE: For engine anti-icing ON: subtract 157 lb (71 kg) from the climb-limited (CL) weight. From
the weight in the runway column subtract 157 lb (71 kg) if fieldlength (FL) limited, runway
slope (SL) limited or obstacle limited, 370 lb (167 kg) if take-off thrust time (TT) limited
and 1545 lb (700 kg) if final climb (FC) limited. No correction for brake energy (BE) limited
weight, tire pressure (TP), tire rollspeed (TS) or acceleration (AC) limited weights.

FLEXIBLE THRUST TAKE-OFF

The flexible thrust take-off is a method to conserve engine life by using reduced take-off thrust.
Flex thrust should be considered for those conditions where the actual take-off weight is less than
the performance limited take-off weight. To match the actual take-off weight with the performance
limited take-off weight, an assumed temperature has to be determined. For rated thrust take-off
the maximum actual temperature is ISA + 35. However, the AFM performance information has
been extended to allow a higher assumed temperature which will give a higher derating. Refer to
chapter Limitations for the restrictions on the use of flexible thrust.
The table in figure 1 may be used to determine the assumed temperature for flexible thrust. The
Fokker produced tables can present temperatures up to the maximum allowed assumed
temperature. A minimum assumed temperature has been defined to avoid the use of flexible
power in the area where the engine is flat rated (equal EPR).

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 PERFORMANCE 8.02.01
TAKE-OFF PAGE 2
INDIVIDUAL TL TABLES VERSION 50
ISSUE 001

To determine the assumed temperature with the table in figure 1, one should:
a. Take actual take-off weight from loadsheet.
b. Correct this weight for QNH, if applicable. The correction is the reversed from the table.
c. The corrected weight shall be compared with the minimum weight from the AFM, in this case
for flap 0, V1 = VR and 0 ft elevation: 61 068 lb (27 700 kg),
For flap 8 this weight is 66 360 lb (30 100 kg) and 71 000 lb (32 200 kg) for flap 15.
This minimum weight assures controllability if an engine fails at V1 and rated thrust is selected
on the live engine.
d. Check for which temperature the weight found in c is the climb-limited weight. Do the same for
the weight in the runway column.
e. The lowest of the two temperatures found is the assumed temperature.
f. Find in the QRH the EPR for the assumed temperature.
NOTE: Do not use flexible thrust when the EPR for the assumed temperature is equal to the EPR
for the actual temperature. If FLX and assumed temperature were selected at the TRP in
this case, the EPR indication would show the blue lazy T (flex EPR) close or equal to the
white wedge (rated EPR).
g. Use take-off speeds for actual weight.
For take-off with Flexible Take-off Thrust, the same procedure to obtain take-off speeds applies as
described under Rated Take-off Thrust procedure except:
- Take-off speeds shall be obtained at the highest of the actual weight and the minimum weight
for FLX (see AFM).
- Check against V1min is not required, covered by minimum weight for FLX.
- Assumed temperature shall be used to correct take-off speeds from QRH/AOM table.
NOTE: The table can be used for flex thrust and engine anti-icing ON. In this case subtract
1 deg C from the assumed temp found in e.

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