Airbus Performance - Influence of V1 on Takeoff

[@KarimLaaiadiVlogs]

Your channel is such underrated one to be honest, I actually and literally was trying to understand this topic in the morning and somehow I ran into your channel and watched other useful videos of yours before I eventually found this one. Thank you, captain so much for your efforts

[@MindSpaceXAviation]

Great! Appreciate the feedback. Don't forget to check the Academy where you'll find the full theoretical A320 type rating course. academy.mindspacex.com

[@conned]

Simply,V1 is max speed to stop the plane( brakes, thust to idle,Spoilers,Rev(not credit or),& bring plane to complete stop within ASDA ,or to continue the take-off, that V1 speed is now the slowest/min for plane to climb to net height,35ft ,if EO, then to Mag bug,V2. Hope it helps .. Misleading to say V1 is decision speed

[@MindSpaceXAviation]

Hi, I do see your point. But we have to look to the documentation to get a broader perspective. The term ''Decision speed'' is not an Airbus term, but a term used generically in the industry. Airbus has the following definition for V1 in their FCOM: ''The highest speed, during takeoff, at which the flight crew has a choice between continuing the takeoff or stopping the aircraft.'' The term 'choice' would suggest a decision is to be made. All leading ATPL theory publishers, including Bristol, Oxford, PadPilot as well EASA defines V1 as ''Decision Speed''. From a performance perspective, V1 can be limited by ASDA (ground) but also by TOD (airborne). On a short runway V1 would be limited, so we are able to stop. However, on a long runway we are limited by the brake energy created if we attempt to stop (VMBE). This means V1 is where the "decision" has been made that a rejected takeoff is no longer an option.