Originally Posted by
Roger Munyard
Firstly, thank you all for taking the time to reply. In answer to B2N2. I am looking at a situation where a BAe146 fire fighting aircraft is taking off heavily loaded with 3000 gallons of retardant on a runway where it would possibly be more prudent to get airborne following an engine failure than to try to stop. ITo enable this it would be nice to be able to reduce V1 to as close to vmcg whilst still having enough room to get airborne. It is possible there may be software that can give me the information and it would be nice to know if there is and the cost. For a small operator it may be better if there was a formula that could be used to work it out.
Somewhat late to this thread and given the knowledge of several of the contributors, not likely to add much to it, but on a limiting runway, you are almost certainly going to reduce your TOPL by reducing V1. Also, if the aircraft is operated and maintained properly, it shouldn’t have any problem stopping from a V1 derived from the AFM data any more than it shouldn’t with a V1 failure and continued flight. If you want to add a safety margin, reduce the TOW below the TOPL and go full power; if you believe the numbers run with the original performance? As others have said, you are proposing trading a limiting RTO for a limiting EFATO, while reducing the effective payload, which although possible, doesn’t seem to make complete sense?
The software we use can optionally give a V1 range but Company policy is to produce just a single one, so it has been set up that way (highest V1).