But better to go off the end of the runway at 20 knots than to get airborne at 100 knots+ and go splat from 200 ft.
In training, where you don't have the luxury of a simulator, schedule the MAXIMUM V1 that the runway or aircraft performance allows, regardless of the real V1 for the weight at the time. Then you have a nice fat buffer for the lower typical training weight.
Scheduling V1 min for actual training weight will put many aeroplanes too close to Vmca for comfort.
The check pilot can always simulate a heavier aircraft weight to align with the high V1 by judicious use of less than max T/O power. This provides a further safety buffer against Vmca.
In fact, scheduling V1 max is not entirely a silly philosophy wherever you have a runway that will allow it. The longer you stay glued to the ground the better, because that's the best place to have an emergency if you really must have one.
How many runways do we have that we use for training that are really so accelerate-stop limiting that we must use V1 min?
Last edited by Mach E Avelli; 23rd Jun 2012 at 12:30.