Hi Mutt

I follow you now, as a Boeing driver (and not a perf engineer) I am not used to calculating speeds from tables like that. Our company 737 data has either normal speeds or the full blown max capability improved climb, with the associated huge increase in runway speeds - even if you only need an extra ton. A sledgehammer for a walnut maybe, but very easy to use. Your Airbus tables seem like a nightmare at first glance, but at least you only have to increase your runway speeds by the amount needed to meet your actual TOW, which must be safer.


John_t

I know Hudson well and have great respect for his experience, but I am sure that flap 25 is definitely for landing only. It may have been finger trouble or maybe he knows something else I don’t know ;-)

S & L

CaptainSandL,

Then we probably know each other as well - Hudson and I go back nearly 30 years.

Using the -200 as Hudson quoted,

takeoff 1/2/5/10/15/25
landing 15/30/40

Every day I learn something new about the aircraft I know most about.

S & L

Figaretto,

I believe your idea of using the normal Vr and climbing out at the improved V2 doesn't hold up:

1. Imagine an engine failure at Vr - no room to accelerate here to achieve your 1 ENG INOP best angle speed (v2). You've just defeated the purpose of your augmented speeds.

2. I believe FAR 25 specifies V2 as equal or less than 1.2 Vr. Correct me please if I'm wrong. Don't have my perf books in front of me now.

Cheers,

AO

ao-

V2 may not be less than 1.2 Vs. It has no relation to Vr.

P.S. - V2 is MUCH slower than the 1 Engine inop best ANGLE of climb speed.

[ 17 August 2001: Message edited by: quid ]

Hmm. Yes, aluminum. I guess that really makes sense.

Nick.