I hope you are not a professional pilot
Hmmm, where exactly did chr say he is one ? This kind of answer is pointless and condescending....
VFTO is the "final take off speed" - Vfto is the speed at which you climb (
after reaching acceleration altitude) following an engine failure or single engine go around.
The definition of the FAA to be found here:
1-g Stall Speed as the Basis for Compliance With Part 25 of the Federal
is:
Final takeoff speed means the speed of the airplane that exists at the end of the takeoff path in the en route configuration with one engine inoperative.
it is determined:
VFTO, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by §25.121(c), but may not be less than—
(1) 1.18 VSR (Reference stall speed); and
(2) A speed that provides the maneuvering capability specified in §25.143(h). (40° banked coordinated turn with asymmetric power at the WAT limit)
BTW: not every A/C manufacturer uses VFTO - most airplanes I flew use VENR for the same speed.
1.67 LD - 1.67 landing distance - this is required for commercial operations ?
Sort of, yes. Its required for the planning of a commercial operated jet. Turboprops use 1,43.
MA Grad - this one I can't understand - for.ex for EPWA there is 12.1 for RWY33 . I have no idea what kind of gradient it is . On APP chart for RWY33 there is no any requirements for MA climb gradient . Do you know what it is ?
Canīt follow you on this one, I have "apged" my airplane and did not find that gradient anywhere. (or overlooked it)
Have a look at FAA AC 120-91, Section 7, that explains a lot when it comes to SE performance.
Gradients found on Jeppesen SID charts do mean NOTHING at all for the engine out case. APG will either follow the SID or if a better performance can be had give you a DP you follow in case of.
Have a look also at flyapg.com, "resources", videos.