Performance after failure of engine on takeoff, and SE procedures (was SE T/O Perf)

[Ernie Martin]

Jerry:

Why rotate at 100 MPH? Let me play devil's advocate for a moment on an approach which may accomplish what you're trying to achieve, but (I think) earlier and safer.

In my normally aspirated 337G I rotate around 80 MPH. I then remain at 20-30 ft altitude or so, within ground effect, until I reach blue line of 100 MPH. I do a quick check of engine gauges just before getting to 100 and at 100 I start my climb.

My objective is to minimize rolling friction from the tires. I believe I get to the 100 MPH point earlier in the runway than if I had been rolling through the last 20 MPH of increased speed. Thus, when I hit 100 MPH I've got more runway left, than if I had rolled all the way to 100 MPH. Also, notice I'm airborne at 80 MPH, so if there's a problem with controls, I'd rather find out at 80 than at 100.

In short, I agree completely with getting to blue line quickly, to protect against an engine failure. Why not do it really quick?

Just food for thought and perhaps the start of a healthy debate.

Ernie