Subtract 1000 feet to get ground roll approximately.

For takeoff, the extra distance to climb to 35 feet on one engine is generally about 1000 ft or longer.

On landing, the 50 foot threshold crossing height at a 3 degree slope is 1000 ft.

As the altitude gets higher, the takeoff adjustment will be larger than 1000 ft, so 1000 ft is conservative.

I've actually measured this on my plane with the G700 panels logging data. The result of those measurements is generally about a 1000 ft lower ground roll than takeoff/landing distance from the manual.

What that means is the ground roll for my V is about:

0 MSL, 30 C (warmish), no wind, flat runway, at 12,500 lbs:

Takeoff: 1370 feet, V1 85, Vr 92
Landing: 1460 feet, Vref 96

Those are crazy short numbers, but I believe they will be achieved.

Mike C.

Pretty sure the takeoff numbers in the provided table are BFL, so with all engines operating he'll lift off in quite a bit less than 4,200 feet.

At sea level, max weight, 35 degrees C, if he loses a fan at V1 and continues the takeoff, he should be at 35 feet AGL at 4,084' runway length.

However, I'm showing KEMT TODA to be 3,995'.

https://m.youtube.com/watch?v=BydhPvkxSdE

You only get with the premium sound package.

Standard:

https://www.youtube.com/watch?v=y0_-IpfCdCk

Mike C.

Man, that ain't such a much.

What you need is the afterburner package:

[youtube]https://youtu.be/2T0E8Lc5yRo[/youtube]

Definitely not LOP.

Mike C.

You can't tell if one engine eats a bird on takeoff roll and he rejects the takeoff how much he has to spare. When two are spinning TO in a twin turbo-jet is a non event.

The number of times a jet has had an actual engine failure within +/- 2 seconds of V1 is maybe 2 or 3 times in human history.

It is VERY rare due to engine reliability and the extreme narrow timing required to be at V1.

If it occurs well before V1, you have plenty of runway to stop. If it occurs well after V1, you are already airborne.

In my plane V1 and Vr happen so fast, like 1 second apart, that you are flying very quickly.

One thing to note is that the "fly" distance has margin in it since it is to 35 feet AGL. Thus your wheels will be off the ground about 1000 feet or so of run distance prior to the chart distance. In contrast the "stop" distance has NO margin. You need every foot of chart distance to stop when aborting at V1.

That doesn't necessarily mean you should favor flying since running of the end of the runway at 30 knots is relatively safe (outside exceptions like KTEX).

Mike C.

Doesn't KTEX have an EMAS arresting system?

Mountain Air, for sure you'd have a problem if you couldn't stop in time.

Ah, they do, installed during the runway rehab.

Mike C.

Doesn't KTEX have an EMAS arresting system?

Mountain Air, for sure you'd have a problem if you couldn't stop in time.

Mountain Air is one place I might actually play with V1 and lower it. Going off the edge at Vr with one fan sounds a lot better than trying to abort and going off the edge at 30 knots.

Maybe it's just an illusion, but this guy does not seem to be accelerating too fast as he approaches the end of Mountain Air: https://youtu.be/1Hq9k9Bl5lA&t=6m26s

Just been mindful landing on wet runways. With no TRs and no wing spoilers, this plane becomes a handful to stop. There have been quite a few runway excursions on slippery runways. Flew the aircraft for about 150 hours, good performer and fun to fly, but mindful when wet.