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Aero 23 - Increase Takeoff Gross Weight Using CFM56-7B26/B2 Thrust Rating and Alernate Center of Gravity Not really as they have talked about it for years.
2nd segment is always the most limiting, or you can ignore special departures if the weather is not IMC is to be ignored.
Have you worked with 4 engine aircraft?
Also keep in mind transport aircraft are certified using procedures that require staying within 35 feet of the centerline using only aerodynamic controls during VMCG testing
(a) It must be demonstrated that, when the critical engine is suddenly made inoperative at VMCG during the takeoff ground roll, the airplane is safely controllable if the takeoff is continued. During the demonstration, the airplane must not deviate more than 30 ft. (25 ft. prior to amendment 25-42) from the pre-engine-cut projected ground track.
A small sample of these are the effect of a headwind is halved but for a tailwind is doubled.
Half the headwind and 150% the tailwind.
The 150 percent operational tailwind velocity factor, required by §§ 25.105(d)(1) and 25.125(f), affords a satisfactory method for determination of airplane takeoff and landing performance information and limitations up to a limiting tailwind velocity of 15 knots when using a flight test data base obtained under zero wind conditions.
The brake pads used are worn down by 80% (only 20% remaining).
It all depends on the date of certification, pre 1981 post 1981 amendment 25-42 or 25-92.
(1) Section 25.101(i) was added to require accelerate-stop distances to be determined with all the airplane wheel brake assemblies at the fully worn limit of their allowable wear range.
https://www.faa.gov/documentLibrary/...ular/25-7B.pdf
Have fun
