Remembering back 15 years: B200 normal takeoff is with 0 flap. Rotate is @ 95kts, 5kts below the power-off stall speed. V2 is (from memory) 121kts. Once it gets to 121kts it is a rocket and will handle fine engine-out at all weights. An engine failure close to V1 is a handfull. It can take about 5000-8000ft of ground distance to accelerate to V2 in that condition and it is difficult to control the roll (noting the now non-blown wing is close to stall speed) and yaw tendancies. Have practiced V1<V2 cuts at high DA (Colorado Springs) in the sim and ended up flying through the tower on a number of them. Obviously the only place you can be exposed to it is in the sim. It's certified under FAR/CAR Part 23, so no requirement for an accelerate/go option. Again, it will make most gradients at V2 but you'll blow through the obstacle clear plane before you get to V2 on a lot of runways if you have a V1 cut; can make planning night/IMC departures tricky if you want to keep a 'go'option. Approach (40) flap takeoff brings the rotate down to 94kts, can't remeber the power-off stall in that configuration but it reduces the climb-out gradient and (again because of FAR/CAR23) there is no published 2nd segment that I can recall.
Last edited by Barry Bernoulli; 22nd Feb 2017 at 05:24.