take-off performance
Galaxy flyer -
TO perf calcs were basically sinilar to a susonic type, which involved a tabulation for each runway in a manual and an A4 proforma.
It was no more complex than a 'Classic' 747, but with a slightly different emphasis - e.g. all take-offs at full, reheated thrust, calculation of fuel transfer or burn off during taxy to achieve TOCG, calculation of timings and thrust setting for runway-specific noise abatement procedures, calculation of theta 2, and planned fuel flow and P7 to set in the take-off monitor (A system designed to aid, but not substitute, the decision of the FE as to whether TO thrust had been achieved, as well as auto selection of contingency power if a failure was detected).
You'd also determine whether a single reheat failure was acceptable that day - the little '3' or '4' bug at the lower left of the engine instruments was set as a visual reminder.
Not sure what you mean by Vzf? No flaps on this machine, so no change. May be a difference of nomenclature. Since there is no defined stalling speed for a delta (by conventional standards we lifted off about 60kts below 'stalling speed') Vzrc was substitued. This is the speed at which full thrust would result in a zero rate of climb. On three engines, this was the basis of the perf calculation, but we also calculated 2-eng Vzrc's gear up and gear down. IIRC they would come out at about 250kts/300kts.
On a transatlantic sector you would do all this and the speeds would invariably be within 5 kts of 160/190/220kts. (V1,Vr,V2)......
In the end we had a little handheld computer which would perform take off calcs, but to be honest it was only a minute more effort to carry out a manual calc.