Cessna 172s full training pilot course step by step,

 

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 3 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 a available for temperature by amount shown on chart 

4. Enter the VI (MCG) limit weight table with adjusted field length and pressure altitude to obtain the slush/standing water limit weight with respect to minimum field length required for VI (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 speed table in this section 

2. If VI (MCG) limited, set VI =VI(MCG).if not limited by VI (MCG) considerations enter the VI adjustment table with actual brake release weight determine the VI reduction to apply to V1 speed. If the adjusted V1 is less than VI (MCG), set VI =VI (MCG) 

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