Can I just add a word of caution on the phraseology being used in this thread.
I.e. If on a B737 you are using an ‘increased V2’, or indeed your V1/Vr is based on (say) Flap 1, you will almost certainly be traveling faster than (say) the ‘more normal’ Flap5 V1/Vr speed, and as such the elevator is much more effective.
Accordingly a tadge more finesse w.r.t. your rotation technique might be wise - as in, ‘gently does it’ !
That said, and in any event, it's all a bit of a balancing act isn't it :
E.g. Increased V2 (or else Flap 1) allows you to lift predominantly more weight – in that it has the net effect (all things being equal – which they’re not) of lowering the distant obstacles (due to a better 2nd segment climb gradient; all much reliant of course on you having the runway available to achieve the higher lift-off speed in the first place – performance achieved from veritably from ‘leaping’ into the air at full gallop), the flip-side being that your 'stop-go' margin, i.e. the V1/Vr spilt might be 'impressive' - and / or attempting to stop from such a higher V1 speed might, in general, be a very poor idea.
In any event, it would take some balls to call "Stop" with a V1 at (say) 160Kt on what normally seems a longish runway, in a heavy aircraft, on a hot day - and then to think that Mr Boeing says that you will indeed stop (before departing through the perimeter fence, maybe) is truly impressive !
Ps. Two of my favorite examples of this increased V2 or Flap 1 method are the N/W departures out of both Malaga and Alicante – and I’m sure that you all too all have many others examples.
Veritably and for good reason, one of those Airmanship rules includes something about 'Runway behind you' !
Last edited by Puritan; 29th April 2002 at 23:04.