Originally Posted by
Mach E Avelli
Thanks for the detailed Raisbeck info, Megan. Interesting.
So...am I right in deducing that the Raisbeck aircraft can suffer an engine failure at, say 93 knots, pilot recognises this by V1 a second or so later, so is committed to go, then rotates at, say 96 knots and achieves 1.2 Vs of 120 knots by 35 feet? 121 knots conveniently being both blue line and the 1.20 margin over stall speed. Or have Raisbeck increased Vr to something a bit safer like 105 knots?
Either way it seems a helluva split between V1 and V2, more in keeping with a medium sized transport jet.
Just curious.
I think you might be working with the wrong stall speed Mach.
Some numbers below for you from my Raisbeck manual.
Raisbeck FAR25 alternate balanced field length numbers, sea level 20deg Celsius, mtow:
flap up
V1- 104
Vr- 104
V2- 111
V50- 117
flap approach
V1- 98
Vr- 98
V2- 100
V50- 105
Also from the Raisbeck manual is a section on the "Basic Beechcraft POH/AFM Performance" which includes the following info:
"the use of the basic POH/AFM performance is approved with the following changes to the speed schedule (note no changes in the basic distances are required):
Takeoff dist, flap app (mtow):
Rotation- 94
50ft- 106
Accelerate-go, flap app (mtow):
Vr- 94
V2- 106