PERF TAKE OFF: A VALIDATED CALCULATION EXPRESSED IN COCKPIT FIELDS
PERF TAKE OFF records the result of a specific valid takeoff case. The EFB calculation must match airframe/engine, actual mass, runway and entry point, weather/surface, configuration and relevant system assumptions. The page cannot make an incompatible calculation suitable simply by accepting its values. Our fixed mass/fuel dataset deliberately does not supply takeoff speeds, FLEX temperature or departure altitudes to copy. [66, PDF pp. 125-128,666-674] [23, PDF pp. 1063-1064] [21, PDF pp. 117-124]
1. Transfer the speed set coherently. Enter the calculated V1, VR and V2 in their own fields and compare each accepted value with the same calculation result. Check the runway identifier while doing the readback. A late recalculation can leave a mixed set if only the most visibly changed speed is updated. Treat the set and its underlying takeoff case as one controlled revision. [66, PDF pp. 125-128,666-674] [23, PDF pp. 1063-1064] [21, PDF pp. 117-124]
2. Establish thrust request and configuration. Enter the calculated FLEX value when that method is valid, or prepare the intended TOGA case. Transfer FLAPS/THS from the applicable takeoff/loading information and verify the actual flap/trim settings later. The old guide's optional derate syntax does not establish an available Fenix derated-thrust option. FLEX is not permission to invent an assumed temperature independently of performance. [66, PDF pp. 125-128,666-674] [23, PDF pp. 1063-1064] [21, PDF pp. 117-124]
3. Enter runway shift with the correct reference. TO SHIFT is the distance from threshold to takeoff starting point, using the displayed metres/feet convention. Remaining TORA is a different quantity used in runway-performance assessment. The source describes shift effects on climb-profile computation and position updating without GPS. Neither role turns it into a field for remaining runway length. [66, PDF pp. 125-128,666-674] [23, PDF pp. 1063-1064] [21, PDF pp. 117-124]
4. Inspect altitude fields as separate tasks. Transition altitude, thrust-reduction altitude, acceleration altitude and engine-out acceleration altitude have different purposes. Read whether the displayed field uses altitude above mean sea level; an EFB default entered as AGL is a separate reference that must be handled correctly. Use the published/operator/current preparation values, not a repeated default copied from another airport. [66, PDF pp. 125-128,666-674] [23, PDF pp. 1063-1064] [21, PDF pp. 117-124]
5. Reopen the dependencies after a change. A runway, entry point, mass, weather or configuration revision requires the affected calculation and entries to be checked again. V3 also locks specified takeoff data in the takeoff phase; phase-based unavailability is not a reason to reset the database. Finish the preparation before the actual takeoff boundary, then verify the accepted rating and guidance when thrust is commanded. [66, PDF pp. 125-128,666-674] [23, PDF pp. 1063-1064] [21, PDF pp. 117-124] [82, V3.0.0.7438; takeoff-phase field locking]