.. or, to take it a step further in description .. in general,
(a) V2, even with an overspeed schedule (improved climb performance for the Airbus folk), will not produce the best OEI climb gradient performance. (If your bird doesn't have these refinements, then V2 will be linked directly to RTOW).
(b) the best OEI climb will occur at some higher speed which will vary with Type.
(c) to get the best climb will require an unacceptable speed delta above minimum V2 (considering distances required to get to this speed, whether on the ground or inflight)
(d) a reasonable and practical upper limit seems to be around minimum V2 plus 20-25 kt.
(e) the normal V2 and V2+10 guidance is based on a sensible balance of good climb and distance taken to accelerate to a better climb performance speed.
(f) hence ..
(i) if below V2, things are really bad, so let's get to V2.
(ii) if a little above V2, things are good (better ?), let's hang onto it.
(iii) if a substantial margin above V2, let's split the difference and hang on to a bit of it but not so much that we might invalidate some aspects of the takeoff calculations. The actual margin used as the target is a matter for OEM guidance and operator SOPs.
.. and, if there are very unusual noises, bangs and the like... or the aircraft is flying decidedly differently to what you would expect ... let's do things in a measured sort of way so that there might be some useful indication if we are heading towards a more perilous circumstance ..
Last edited by john_tullamarine; 12th Feb 2006 at 23:09.