Calling V1 five knots early?

Our FAA-approved company police is to call V1 at V1 minus 5 knots. Reasons have already been mentioned. It's enough of a reaction time for the go/no-go decision. 5 knots is maybe 1-2 seconds tops and in the takeoff regime, that's all you get to decide go/no-go. I personally like it. With this method if you do decided to stop, the first action (throttles coming to idle) should theoretically happen by V1 when accounting for the reaction time.
 
Cherokee_Cruiser said:
Our FAA-approved company police is to call V1 at V1 minus 5 knots. Reasons have already been mentioned. It's enough of a reaction time for the go/no-go decision. 5 knots is maybe 1-2 seconds tops and in the takeoff regime, that's all you get to decide go/no-go. I personally like it. With this method if you do decided to stop, the first action (throttles coming to idle) should theoretically happen by V1 when accounting for the reaction time.
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Operate how you company says to operate.

It's that simple.

Maybe your V1 is V1, maybe our V1 may actually be V1-5, I don't know. Primarily they say call V1 at V1 at my company, I'll do it and leave the armchair quarterbacking to the performance engineers and internet combatants.
 
Derg said:
Operate how you company says to operate.

It's that simple.

Maybe your V1 is V1, maybe our V1 may actually be V1-5, I don't know. Primarily they say call V1 at V1 at my company, I'll do it and leave the armchair quarterbacking to the performance engineers and internet combatants.
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Of course. Previous airline was V1 at V1. This one is V1-5. I do what I'm paid to do, which is operate sophisticated machinery according to company procedures.
 
PeanuckleCRJ said:
Calling V1 5 knots early makes baby Jesus cry.
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Not going to lie - I was pretty competent at math in high school and college but... I don't sit in my seat "remembering" what V1-5 was... so it's really just a guess because our speed tape on the HUD and on the PFD doesn't give the exact speed .... it's a tape with increments. If V1 isn't a 5 or a 10... I have to guesstimate the call.. "-5....ish!"
 
Autothrust Blue said:
Incidentally, I consider an engine failure at 400' a harder event to manage than an engine failure at V1. At least in the Bro, you had that brief pause between "Vee one" "ENGINE FAILURE ERMAHGERD CHECK POWER" "rotate" to keep the thing straight, whereas at 400' you're going to have some fun.
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The worst engine failure I've had to deal with so far has been in the beechjet sim. It was right as I was adding power on a missed approach. I didn't red screen it but I did end up way off of the runway heading!

The tough part about it was the aggressive roll which makes you want to correct with spoileron...which further spoils lift...which makes things go all to crap. :)
 
KLB said:
The worst engine failure I've had to deal with so far has been in the beechjet sim. It was right as I was adding power on a missed approach. I didn't red screen it but I did end up way off of the runway heading!

The tough part about it was the aggressive roll which makes you want to correct with spoileron...which further spoils lift...which makes things go all to crap. :)
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I've always thought that an engine failure upon the application of go around power is the most unrealistic thing a sim instructor could give you. If you're doing it to see what a guy will do and induce some stress, I get it. But if you're doing it because somebody in sim-ville thinks it'll actually happen on the line, then they need to be removed from the training department so they can go fly the line for a bit.
 
KLB said:
The worst engine failure I've had to deal with so far has been in the beechjet sim. It was right as I was adding power on a missed approach. I didn't red screen it but I did end up way off of the runway heading!

The tough part about it was the aggressive roll which makes you want to correct with spoileron...which further spoils lift...which makes things go all to crap. :)
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jtrain609 said:
I've always thought that an engine failure upon the application of go around power is the most unrealistic thing a sim instructor could give you. If you're doing it to see what a guy will do and induce some stress, I get it. But if you're doing it because somebody in sim-ville thinks it'll actually happen on the line, then they need to be removed from the training department so they can go fly the line for a bit.
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It's realistic! Just like if a runaway Mack truck on the flightline smashed into your airplane while you were just touching down or on landing rollout.

Can happen..............if you don't train for that, how could you ever be expected to know what to do???


:)
 
MikeD said:
It's realistic! Just like if a runaway Mack truck on the flightline smashed into your airplane while you were just touching down or on landing rollout.

Can happen..............if you don't train for that, how could you ever be expected to know what to do???


:)
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I think the hardest thing I could do on a checkride is the thing I'm most unlikely to see on a yearly basis; a VOR approach.
 
What about that bus-full of nuns that always has a runway incursion just as I'm on short final for my single-engine heavyweight emergency return? WTFO?
 
dasleben said:
VOR approaches are hard in a jet with LNAV and VNAV? :)
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Well, we can't couple the FD in green needles, so if it's not in the database then you're either tracking it with the heading knob or hand flying it.

But what we'd really do is just fly the GPS overlay.
 
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