1.
Green & Gold -
YES! Vic Bitter = Green & XXXX = Gold!
2. UNSW - Sydney.
3. V2 begins and ends at V2 for any particular departure. Any deviation from the SELECTED V2, is a V2 plus or V2 minus deviation. Considering that V2 is the speed to which the aircraft, with one engine inop, must accelerate after rotation at Vr and lifting of at Vlof appropriate to the prevailing conditions, then V2 selection may begin at V2min which is the lowest speed that V2 may be in any ambient conditions or any configuration. In terms of CAS V2min may not be less than:
i) 1.2 Vs for:
a) Two and three-engined turbo-prop a/c and,
b) Turbo-jet a/c without provisions for obtaining a significant reduction in the one engine inop stalling speed.
ii) 1.15Vs for:
a) Four-engined turbo-prop a/c and
b) Turbo-jet a/c having provisions for obtaining a significant reduction in the one engine inop stalling speed.
iii) 1.10Vmc.
JAR 25.107(b)
V2max (if you will) may be selected under the correct prevailing conditions, and would then be, V2 at Flap 0 taking into account all of the above: therefore the CONFIGURATION criteria is stated. It is of course worth bearing in mind that regardless of which V2 is selected for a particular departure, it needs to meet the above criteria AND then remains V2 for that take-off.
4. Once Flap retraction is commenced, the acceleration segment (and the basic principles of flight on most large aircraft) does not allow for V2 to be maintained. Therefore, V2 is also defined as the target speed to be attained at the screen height with one engine inoperative and is maintained to the point where acceleration to Flap Retraction Speed is initiated.
5. It is nice to see some male-bonding come out of the closet so openly!
6. On this point you are absolutely correct!
