SLIPPERY RUNWAY TAKEOFF
Airplane braking action is reported as good, medium or poor, depending on existing runway conditions. If braking action is reported as good condition should not expected to be as good as on clean, dry runways. The value "good" is comparative and is intended to mean that airplanes should not experience braking or directional control difficulties when stopping. Good reported braking action denotes wet runway conditions or runways covered by compact snow. Similarly, poor braking action denotes runways covered with wet ice. Performance is based on reversers operating and a 15 ft sceen height at the end of the runway. The tables provided are used in the same manner as the slush/standing water tables.
ANTI/SKID INOPERATIVE
When operating with anti/skid inoperative, the field limit weight and V1 must be reduced to account for the effect on accelerate-stop performance. A simplified method which conservatively accounts for the effects of anti/skid inoperative is to reduce the normal runway obstacle limited weight and the V1 associated with the reduced weight by the amount shown in the table below. If the resulting V1 is less than V1 (MCG), takeoff is permitted with V1 set equal to V1 (MCG) provided the accelerate stop distance adjusted for wind and slope exceeds approximately 8700 ft. Detailed analysis for the specific case from the airplane flight manual may yield a less restrictive penalty
BRAKES DEACTIVATED
When operating with brakes deactivated. The field and brake energy limit weights and the V1 and VMBE must be reduced to allow for reduced braking capability. A simplified method which conservatively accounts for the reduced braking capability of one brake deactivated is to reduce the normal runway obstacle limited weight by 3000 kg and the V1 associated with the reduced weight by the amount shown in the table below. If the resulting V1 is less than V1 (MCG), takeoff is permitted with V1 set equal to V1 (MCG) provided accelerate-stop distance exceeds approximately 4000 ft one brake deactivated.
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