Mutt’s definition is crisp, clear and concise in the context of a simple explanation as was requested by the tread opener.
Really there is no complicated explanation either a definition is a definition.
The difference between JAR and FAR had traditionally to do with how you define the timeframe between Vef and V1, that’s were some discussion/differences may arise although I must say that I am no longer up to speed with the latest changes.
Of course, the real distance must be within the available ones (ASDA, TODA) but these are merely limitations, as is the rule on the maximum clearway that can be used but these are merely limitations and have nothing to do with the definition of the balanced take-off.
A clear differential analysis needs to be made between these concepts.
The fun during the interviews really starts when one applies the assumed temp concept to a balanced RTOW analysis.
1. Does the T/O remains balanced ?
2. Is the max trust one can reduce 75 % of the max ISA or 75 % of the maw thrust of the day ?
To make it perfectly clear, in theory, you can select a V1 to balance or unbalance the T/O even on a runway without clearway or stopway.
Stopway can be considered as clearway but clearway can not be considered as stopway. That’s why if we unbalance the Take Off we can use some space beyond the runway to increase the max weight that can be carried but this is not unlimited.
Not more that half of the airborne distance (between V lof and 35 ft) may be situated over the clearway.
One defines thus a take-off run, measured horizontally from brake release to half the air distance that must not exceed the runway length. A 15 % margin is applied to the all engine case.
Margines are also build in against over and underrotation.