Originally Posted by
Alex Whittingham
They might do, and if they do it will increase TOM. More clearway increases FLL TOM and reduces V1, more stopway increases FLL TOM and reduces V1, but if the calculation assumes anything other than TODA=ASDA (or TODR=ASDR if you like) it isn't the balanced field solution. Moving away from balanced field optimises the FLL take-off mass at the expense of quick and easy solutions. In this case, if it wasn't a balanced field calculation you are right, there is no requirement to make 35ft at the end of the concrete OEI.
True and it probably wasn't a balanced field calculation because most companies use Boeing onboard performance tools now to calculate performance (I presume RYR used something similar). The Calculations they make use both clearway and stopway. The 35' requirement would have been in case of an engine failure at V1 at the end of any clearway.
However they had two engines operating and during a normal takeoff the aircraft would be above 150' crossing the threshold of the runway. Also it is clear from the video that had there been an Engine failure 500' prior to the end of the runway both stopping or continuing would have been very doubtful. Nobody wants to give me a stopping distance from V1 but clearly a reject would have resulted in an over run. V1 cannot be less than Vmcg.