Calling V1 five knots early?

Derg said:
:)

At the end of the day, outside of the checkride environment, if failure or smoking, fiery death is 5 knots, you're doing aviation wrong.
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No kidding. If it REALLY were that tight, there would be far more accidents. But that's how you make an ultra-safe system, by creating layer upon layer of defenses.
 
Bandit_Driver said:
For Prop aircraft with critical engines
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There's a few prop twins flying around that don't have critical engines (and obviously jets), but the way V1 is written (quoting FAR 1): means the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance. V1 also means the minimum speed in the takeoff, following a failure of the critical engine at VEF, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.

I would think that for the purpose of V1 calculations, any engine on a jet is assumed the critical engine unless there's something more specific written somewhere else like part 25? If what I suspect is in fact the case, then calling V1 five knots early and having an engine tank before reaching the true V1 could leave you in a hole you don't want to be in should you attempt the climbout.
 
gotWXdagain said:
There's a few prop twins flying around that don't have critical engines (and obviously jets), but the way V1 is written (quoting FAR 1): means the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance. V1 also means the minimum speed in the takeoff, following a failure of the critical engine at VEF, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.

I would think that for the purpose of V1 calculations, any engine on a jet is assumed the critical engine unless there's something more specific written somewhere else like part 25? If what I suspect is in fact the case, then calling V1 five knots early and having an engine tank before reaching the true V1 could leave you in a hole you don't want to be in should you attempt the climbout.
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Critical engine applies to prop multi-engine aircraft that don't have counter rotating props. On most US non-counter rotating twins the left engine the critical engine due the P factor on the right engine. If on a 4 engine prop aircraft it would the outboard left engine would be the critical engine as it's failure most adversely affects aircraft performance.
 
Bandit_Driver said:
Critical engine applies to prop multi-engine aircraft that don't have counter rotating props. On most US non-counter rotating twins the left engine the critical engine due the P factor on the right engine. If on a 4 engine prop aircraft it would the outboard left engine would be the critical engine as it's failure most adversely affects aircraft performance.
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I know the "by the book" definition. But why would the FAA not factor in reaction time for a transport category airliner while they would for a Baron?
 
Lol by the time you react to something going south after realizing it.......5 knots won't help you....nor will it mean much.
 
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