Figure 7-3. TOLD Card (Front)
(1) thru (5) were determined on the back side
of the card and transposed to these blocks.
(6) Minimum Takeoff Power. Use Figure
7-16. Minimum Take-Off Power at 2000 RPM with Ice
Vanes Retracted (65 Knots) or Figure 7-17. Minimum
Take-Off Power at 2000 RPM with Ice Vanes
Extended (65 Knots).
Enter the appropriate graph at the OUTSIDE AIR
TEMPERATURE ~ C. From +30 C trace up until
intersecting the correct PRESSURE ALTITUDE
FEET line, 4000 feet. Trace horizontally to the left
until intersecting the ENGINE TORQUE AT 2000 RPM
~ PERCENT scale and read the Minimum Takeoff
In this example the minimum takeoff power is
87.5%. Enter the information on the TOLD card.
Performance planning methodology and
Power takeoffs are contained in the ATM.
(7) Configuration. Mark (4 or X) the
appropriate configuration as determined on the back of
the TOLD card. For this example, it was decided to
takeoff with the Flaps 0%.
(8) Takeoff Field Length Required. Enter the
field length that was used on the back of the TOLD
card to determine the maximum weight to achieve an
acceleration and stop maneuver. It will be the
available runway length or the available runway length
plus the length of any approved runway overrun.
For this example 6000 feet is the available field
(9) Accelerate Go Distance. This distance
is advisory only. Use Figure 7-20. Accelerate Go,
Flaps 0% or Figure 7-23. Accelerate Go, Flaps 40%.
TEMPERATURE ~ ºC, +30 ºC. Trace up until
intersecting the correct PRESSURE ALTITUDE ~
FEET line, 4000 feet. Trace horizontally to the right
until intersecting the REFERENCE LINE. Maintain the
same relative distance between the guidelines and
trace up until intersecting the aircraft takeoff WEIGHT
~ POUNDS line. Trace horizontally to the right and
read the accelerate go distance.
In this example, the takeoff weight is planned at
12,400 pounds. The accelerate go distance is
appropriate block on the TOLD card.
As already stated, Accelerate-Go distance is
advisory only. However, a point 35 feet above the end
of the departure runway is normally the point from
which climb gradients are calculated. Therefore,
regardless of all other prudent performance planning, if
an engine fails at V1 on this example departure the
aircraft will not be capable of clearing all obstacles. If
weather conditions are at or near minimums, the crew
should consider some other options to assure the
capability to accomplish an acceleration and go
maneuver such as: