"Getting to Grips with Aircraft Performance" is an excellent publication! Highly recommended.

FWIW at our airline (jet) we are allowed V2plus 10 to 20. While many good reasons have been given, I didn't see anyone mention the advantage in maneuvering/bank angle with additional speed. simply put , a few extra knots means you are a bit safer if you have to maneuver.

AA after the ORD DC10 crash changed to if you are V2 plus 15 or above hold V2 plus 15. It cost a lot of lives to make the change. I always felt if you are flying and everything is fine and you lose an engine keep it simple unless a rock is in front of you.

bubbers makes a fine point...and that DC10 crash taught the world much about flying. and bubbers puts it in the most flyable way possible...


"I always felt if you are flying and everything is fine and you lose an engine keep it simple unless a rock is in front of you."

I completely agree with that and bubbers comment. There was a fancy way of saying this, which I forget, but it essentially goes like this: if you're low on altitude, you better have some airspeed - and if you're low on airspeed, you better have some altitude.

When you're low to the ground in these VEF/V1/V2 conditions being discussed here - you better have some airspeed!!