Too much nit-picking! IMO, the smart/safe pilot uses - and understands - ALL of the numbers available.... It, as mentioned in one reply, a range is given, that may help the driver understand the size of his/her fudge factor. And, at the end of the day... when rolling down that always too short runway, do you want to test the limits of those numbers, or do you want to go flying? If the purpose is to go flying, it seems that the prudent routine (supported by Big Birds' engineers and test pilots) is to rotate as soon a reasonably able, establish PRC, continue acceleration and FLY the SOB. Don't be a ground hog. Why? Both climb and control are functions of speed when still at the low end. Given stable thrust, speed will increase faster with a moderate AOA and wheels off the ground, than with them still in contact. That think is no a casino bus, but an airplane with real wings; it works better when flying than it does in high-speed taxi. Although a very different can of worms, consider how the military boys and girls do a tactical departure: Make it fly, speed it up, clean it up and look for the heavens. Perhaps not the most comfortable departure for for the pointy-end fare-paying SLCs, but with all engines burning, it seems to be safest method for leaving the ground. Humph! If you want to do a high-speed taxi test, do it. If your plan is to fly, get the airplane off the ground and into flying mode a quickly as is reasonably possible.
Blast me if you will. I can take it.
