mmrassi
11th Dec 2015, 07:41
Hello my aviation fellows
Despite we have a clear procedure in calculating the V1 in the MEL for antiskid inop, a friend of mine made his own theory which I like to discuss it with you.
His idea is we only need to calculate the V1 for the max weight at the present condition and if our actual weight is less than that (mostly when we fly with a very light payload) then we dont need to reduce the V1 anymore.
Lets say we put the 8500 correction to a field/obstacle limit of 75000 which gives us 66500 and we reach a corrected V1 of 125, now if our actual takeoff weight is below 66.5 and our V1 is also below 125 (like we are making a ferry flight on short sector) do we need to recalculate and make corrections to our ACTUAL figures? or as long as our V1 stays below 125 we don't need furthure correction?
Well the MEL doesn't say like that ,I know, but in some ways my friend's idea looks right also.
Any ideas?
Thanks
Despite we have a clear procedure in calculating the V1 in the MEL for antiskid inop, a friend of mine made his own theory which I like to discuss it with you.
His idea is we only need to calculate the V1 for the max weight at the present condition and if our actual weight is less than that (mostly when we fly with a very light payload) then we dont need to reduce the V1 anymore.
Lets say we put the 8500 correction to a field/obstacle limit of 75000 which gives us 66500 and we reach a corrected V1 of 125, now if our actual takeoff weight is below 66.5 and our V1 is also below 125 (like we are making a ferry flight on short sector) do we need to recalculate and make corrections to our ACTUAL figures? or as long as our V1 stays below 125 we don't need furthure correction?
Well the MEL doesn't say like that ,I know, but in some ways my friend's idea looks right also.
Any ideas?
Thanks