By always using a balanced field for pref. factors I assume then that in all but the worst case ie an aircraft at MTOW , the V1 speed is artificaly reduced for the ease of calculation. (Temp assumed constant for the same day just different TOW)
Does this not present a hazard then in that in all cases except for the most limiting (an aircraft at MTOW ) a failure at V1 (or even slightly above the lighter the aircraft) would still be stoppable on the ground.
Where does this then leave Wet V1 reductions?
If according to the perf detail an a/c at ISA at airfield "X" and TOW 60T has a V1 dry of 159 and a Wet V1 reduction of -5 giving a Wet V1 of 154. If the aircraft was at TOW of 40T the V1 dry is 126 the wet reduction is -12 giving a Wet V1 of 114.
Surely if the heavy aircraft can stop on a wet runway up to 154 why do we reduce the light V1 even further to 114 when its orginal dry figures were less than the heavy wet figures?