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FlyChicaga said:I think I know what Burritos is talking about. It's an old rule of thumb-type thing that if you are taking off into suspected windshear, you bump your speeds up to the max speed for the runway restriction weight. So lets say your airplane weights 200,000 lbs, and your runway restriction/climb restriction is 300,000 lbs, you use speeds for 300,000 lbs (or your max takeoff weight if it's lower). You also use the maximum thrust setting available (no thrust reduction). Then you'll rotate a little farther down the runway, at a higher speed. Now, you also can climb at a lower deck angle should obstacle clearance allow. This extra speed above Vs will provide you with some potential energy, which can be transfered into kinetic energy should you encounter windshear.
Thedude said:I am currently in new hire training for the 747 and the MGTOW is 833,000# with the avg BOW of 347,000#. Our company manual does not allow the 747 a higher V1 or Vr due to windshear but does suggest adding +25 to V2.
Mmmmmm Burritos said:That's normal. Sometimes jets stay on the runway longer to accelerate for gusting winds or something. I'm sure the 747's V1 speed was attained about halfway down that runway. It's just easier to accelerate down a runway than it is to acceleratee during climb out. Extra speed is good when the winds are crazy.
Thedude said:I am currently in new hire training for the 747 and the MGTOW is 833,000# with the avg BOW of 347,000#. Our company manual does not allow the 747 a higher V1 or Vr due to windshear but does suggest adding +25 to V2.
Redmeat said:Do any of you guys fly transport jets? YES, the proper term for what all of you have been talking about is called "overspeed". There is a graph for overspeed settings on the speed cards to bump up all speeds. The reason is for obstacle clearance, not wind shear. Extra acceleration on the runway gives you a better second segment climb. Alot of company's are not approved for this type of operation though. Company's that fly in mountainous terrain depend on it.