ED>Salut Jim, tu vas bien ?
ED>Jim Cole et Philippe Vessaire discutaient gentillement a 
ED>propos de "Engine Failure V-1,V-R"
ED> PV>V1 speed may be choose between V1 mini and V1 maxi; and each
ED> PV>airline choose high or low V1 for an airplane type. And, on a
ED> PV>runway, if you can stop a 165 tons plane at V1=155 Kts, you can
ED> PV>stop the same plane at 125 tons and 145 Kts, even the computed V1
ED> PV>is 140Kts 
ED> JC> I'm not sure I fully understand your point but will try to
ED>clarify.... 
ED> JC> The main point I believe that you are making is that stopping
ED> JC> distances  vary.  Some factors are: 1.  Reaction time.  2.
ED> JC> Degree of Brake  application.  3.  Condition of brakes (new or
ED> JC> worn).  4.  Condition of  tires (new or worn).  5.  Runway
ED> JC> conditions (physical, winds or  weather).
ED> JC> These speeds are flight checked during aircraft certification,
ED> JC> transpolated into computers and certified as being the gospel
ED> JC> and  inserted into the Operating Manuals.
ED>You are both right, i think, but in several case (almost always in
ED>737 in North Europe), we use an assumed temperature giving thrust,
ED>speeds, and max TOW according with the field and the climb gradient
ED>required for the runway used for T/O.
ED>It gives than a real V1. Passing V1 you MUST continue.
I am familiar with the Assumed Temp but this was used when using 
"Standard Power" which was less than "Maximum" power.  Since you fly a 
Boeing A/C I know we are all using the same figures.  I know that 
Phillepe and I are talking about the same things just language is what 
we are trying to sort out.  How do you like the 737?  Boeing knows how 
to build them don't they?
So glad to hear from you.....Jim.....
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 X CMPQwk 1.4 #1684 X Did you say this was a GE Engine?
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