There are several reasons-- I avoid--- if at all possible flying with the airlines now:\

"I honestly believe that some of the discussions on this subject have clouded a very straight forward operating philosophy."

I agree with the above quote several posts back.

Always said V1 by V1. No "decision" needs be made at v1, no action taken, all you have to do is continue doing what you are doing.....taking off, and if an engine has quit in that very unlikely time between inside the human reaction time before hearing V.....and V1 occurring, then put in some rudder to keep the nose pointing towards the middle at the far end and wait for "rotate". No need for concerns as to whether or not that inbuilt 2 seconds exists and/or is applicable to my airframe type and if it is, does that mean I should/could use it? Christ no anyway but there is no need to "react" to anything anyway. The reaction is sit on your hands, wind the clock, take a deep breath, swear a bit, and continue the takeoff.

The argument here about when to say it is irrelevant, immaterial and beside the point your honour, as the Capt (in my outfit it was always the Captains hand on the thrust levers) you knew when you were approaching V1, and as soon as you heard the commencement of the words V1, you knew that your decision was made - no decision to make, just keep going.

What else are you going to do? "well your honour I heard him say V...... but thought he was about to tell me "Very nice takeoff roll so far skipper" so I decided to abort due to.......and ran off the end at 60kts" No of course not.

No decision to make - its been made for you - GO son go.

Ali [excellent name] one of the most creative---thanks---I needed some backup:ouch:


I don't know what's wrong with them ---perhaps too many hard arrivals:}
:D:D:D

PA

You actually can. TOW for wet must never be higher than max allowable TOW dry. But before you do, please consider:

WET figures are calculated with the decceleration force of available reverses. On the other hand, DRY figures are based on brakes only. Hence on a DRY-figure takeoff, at V1 you start to brake and should stop by runway shoulder. If you use the reversers, your stopping distance will be (much - not true) somewhat less than that (calculated). Using WET figures relies on both brakes and reversers so there are no more aces left up your sleeve.

WET figures assume minimum screen height of 15 ft. On the other hand, DRY figures require minimum of 35 ft. For balanced field, this translates to lower V1 figure to accomodate for longer braking distance on the wet tarmac.
Provided the runway is indeed DRY: should you use WET figures and elect to continue at V1, acceleration from a lower than required V1 will take longer and cover greater distance to lift-off, clearing DERA or CWY end by 15 ft. If you had used DRY V1, ENG failure (birdstrike) at the identical point of tkof roll would be still before V1 - so stopping is now a newly available option (with the extra comfort of using reversers not accredited within your ASD calculation); while an ENG failure at (the higher) dry V1 would give you 35 ft margin over the fence. The NW strut itself is 5 ft high on my aircraft.

FD (the un-real)

PS: Enter "Old+Smokey" is the search field.

Well, There we have it ! Case closed as far as i'm concerned :D

Be careful there. The word from the PNF of "Rotate" is purely a back up and not a order, although depending on how loud it is called it is often taken as an order rather than simply a speed on the PNF's ASI.

You should commence rotation at VR on your own ASI - not on a call from the PNF. In the simulator we often see delayed rotation by the PF because he unconsciously waits then acts on the "Rotate" call from the other side of the cockpit. Often see 5-15 knots delay in rotating especially in the engine failure case simply because the PNF forgot to call and the PF waited and waited and waited.

On a slippery runway yes. On a dry runway there is very little difference between stopping distance with full brakes and full brakes with reverse. Of course it perhaps depends on the aircraft type but in the 737 the difference on a dry runway is only 170 feet with one reverser operative and 180 feet with both thrust reversers operating.

Thanks for pointing that out. There is no ASD charts in my books, but landing charts indicate dual reverser benefit of -3 per cent for A320. At 76t (max TOW) the actual landing distance with full manual braking indicates 1010 m showing a mere 30,3 m benefit for both reversers.

Yes, you may use the more conservative of the wet {WATES}--but---you must use the DRY Vee-speeds :zzz:

Playing TP--with the WET RWY figures:eek::=

Btw--I just do a user name search;)


PA

Some Facts given by someone much more knowledgeable in this area than I---:)

PA

Apparently you cannot then.:oh:

As in all cases it depends on the authority under which rules you operate. We used for several years wet figures on any conditions except contaminated and reduced braking. That was approved from the local authority for operation under JAR OPS 1.

We only switched away from that when we introduced an EFB tool that of course can calculate values much closer to any relevant margin and therefore has to use dry figures on dry runways to allow further derate, higher assumed temperaturs or simply carrying more weight. Now we enjoy the fun of rotating at the numbers.

JAR OPS 1 sounds very similar to part 121-in that Air carrier OpsSpecs must be approved by an official [in the FAA --a principle operations inspector POI]---but in this case it appears that the official who allowed that didn't understand or chose to disregard the law:\

Unnecessary? That's why it's called "courtesy."

Verbal defecation, you say? Hardly.

We don't make cabin announcements.

The pitch angle call is part of the standard callouts, and it's a target reference attitude for a V2 climb with an engine failed; a reference and nothing more. It's not intended to be the angle to which one pitches on all engine departure. It's a parameter provided by our computerized onboard performance system which provides all the TOLD data for the departure, and yes, it's part of every standard takeoff procedure at our company.

I didn't invent the company standard procedures, but I do follow them.

Responsible procedures
 

with the amazing pedagological power of youtube--I found and admirable example of Clear SOPS and well executed takeoff procedure--

Look at the Pro's:}

http://www.youtube.com/watch?v=M3rBW94EPyc


PA