Salut Jim, tu vas bien ?
Jim Cole et Philippe Vessaire discutaient gentillement … propos de "Engine 
Failure V-1,V-R"
 PV>V1 speed may be choose between V1 mini and V1 maxi; and each airline
 PV>choose high or low V1 for an airplane type. And, on a runway, if you
 PV>can stop a 165 tons plane at V1=155 Kts, you can stop the same plane
 PV>at 125 tons and 145 Kts, even the computed V1 is 140Kts
 JC> I'm not sure I fully understand your point but will try to clarify....
 JC> The main point I believe that you are making is that stopping distances 
 JC> vary.  Some factors are: 1.  Reaction time.  2.  Degree of Brake 
 JC> application.  3.  Condition of brakes (new or worn).  4.  Condition of 
 JC> tires (new or worn).  5.  Runway conditions (physical, winds or 
 JC> weather).
 JC> These speeds are flight checked during aircraft certification,
 JC> transpolated into computers and certified as being the gospel and 
 JC> inserted into the Operating Manuals.
You are both right, i think, but in several case (almost always in 737 in
North Europe), we use an assumed temperature giving thrust, speeds, and max
TOW according with the field and the climb gradient required for the runway
used for T/O.
It gives than a real V1. Passing V1 you MUST continue.
 Au plaisir, hein ! 
 Eric ;-> 
--- Terminate 4.00/Pro
---------------