Engine Failure after V1 but before V2 what do you do?

Beechlover

Beechlover

Well-Known Member
G-Day folks,

Getting knee deep in the interview study mode and can't seem to find an answer. I would say that an engine failure after V1 means I'm gonna take it in the air and since I am below V2, I'm gonna pitch for V2 to get it and hold on to it to min safe altitude.

The next one is..,

Lose engine after V1 with 7000 ft of runway remaining what do you?

My answer is to again (after V1) take it in the air and deal with it as an IFE, run the appropriate Immediate action Items/QRH/Checklists, then land.

Am I on the right track with this line of thinking? Thanks again..., getting back to books!
 
"We will abort for anything on the eicas before 80 knots......After 80, but before V1 we abort for engine failure, fire or loss of dir control....perception we wont fly.......After V1 we will take it in the air and treat it as an inflight emerg." thats the briefing we give before each flight. The profile for a V1 cut on the ERJ is to hold V2 until accel height. Then level off and accel to VFS before climbing at that. It may be diff for other aircraft. Hope this helps.
 
"anything" up to 80 knots? is there a feature on your EICAS where it won't alert you to certain malfunctions during certain phases of flight?
 
Beechlover said:
Lose engine after V1 with 7000 ft of runway remaining what do you?
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usb_panic_1.png


:D :D
 
triple7 said:
"We will abort for anything on the eicas before 80 knots......After 80, but before V1 we abort for engine failure, fire or loss of dir control....perception we wont fly.......After V1 we will take it in the air and treat it as an inflight emerg." thats the briefing we give before each flight. The profile for a V1 cut on the ERJ is to hold V2 until accel height. Then level off and accel to VFS before climbing at that. It may be diff for other aircraft. Hope this helps.
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:yeahthat:
That is pretty much my briefing, too.

After V1, unless the airplane physically won't fly, you DO NOT stop.
 
All the above answers are great, but I'll add my 2 cents. The 7000 ft of runway shouldn't have anything to do with your answer. The v1 computation is associated with corresponding distance. At x temp and X pressure alt, and x weight, v1 will = x at x feet of runway. The distance equals the amount of rrunway it takes to accelerate just below v1 and then come to a stop, or accelerate to v1,vr, climb at v2 to 35ft agl(zero barrier) which is where second segment begins, single engine. Not trying to pontificate, I always understand stuff better when I have the associated big picture attached.
 
pretty much

simple answer...wait for Vr, rotate and go

In the dash V1 and Vr are almost always the same speed so at "Veeeeeeeeee" you are starting to pull back and are on your way.
 
Doug Taylor said:
"anything" up to 80 knots? is there a feature on your EICAS where it won't alert you to certain malfunctions during certain phases of flight?
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Takeoff inhibition logic starts at V1-15 like someone else said but there are different layers of inhibition. Really important CAS messages that Embraer deemed of the utmost importance, engine fire, are not inhibited at all. I believe there are 4 different layers to the inhibition logic all depending on severity. The only thing that I can remember that is completely uninhibited is engine fire.
 
Ok without getting beyond knee deep think about the basics.

What is V1- what does it ensure?

What is V2- what does it ensure?

Remember the FAA certification requires an aircraft to lose an engine at V1, cross the threshold at 35 feet and accelerate to V2 with a climb gradient to clear obstacles, hence the nonstandard (single engine) climb out instructions for performance critical airports.

Don't just focus on V1, V2. Look at Vr, Vmca, Vmcg. Also look at the stages of the climb.
Start with the basics, then run your answer back by the board. As a mock interview here is your question... I believe its in the FAR's under 25.107 (or at least around there).


Q: Lets say you are taking off a 12,000ft runway. You reach V1 4,000 feet down and rotate (Vr), prior to V2 you lose your #1 engine to a flameout. You are just now lifting off- what do you do? Land or go flying? If you put her back down how much distance will it take? If you go flying what obstacle clearances are guaranteed and at what speed (in relation to Vspeeds) will you climb out at?



 
Beechlover said:
G-Day folks,

Getting knee deep in the interview study mode and can't seem to find an answer. I would say that an engine failure after V1 means I'm gonna take it in the air and since I am below V2, I'm gonna pitch for V2 to get it and hold on to it to min safe altitude.

The next one is..,

Lose engine after V1 with 7000 ft of runway remaining what do you?
Click to expand...

Go to STAPLES and purchase one of those big red "easy buttons". When said question comes up in the interview just simply take it out of your briefcase, place it on the desk/table between you and the interviewer, and press it. :D
 
higney85 said:
Remember the FAA certification requires an aircraft to lose an engine at V1, cross the threshold at 35 feet and accelerate to V2 with a climb gradient to clear obstacles,

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FAR takeoff certification gives no guarantee that you will clear obstacles. Only achieve a climb gradient.

You are on your own to determine if you will miss obstacles in the departure path.
 
B767Driver said:
FAR takeoff certification gives no guarantee that you will clear obstacles. Only achieve a climb gradient.

You are on your own to determine if you will miss obstacles in the departure path.
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But that FAR climb gradient requirement is a factor in being able to be dispatched under part 121 to an airport or from an airport in this case. If you cannot climb out of the airport after a V1 cut you will not be operating out of the airport under part 121 ops. At least this is my understanding of part 25 and 121 of the FAR's.

...Of course this discussion happens while I am in fort myers on a 22 hour layover where 16 once beers are $1. yes $1 each! :rawk:
 
higney85 said:
But that FAR climb gradient requirement is a factor in being able to be dispatched under part 121 to an airport or from an airport in this case. If you cannot climb out of the airport after a V1 cut you will not be operating out of the airport under part 121 ops. At least this is my understanding of part 25 and 121 of the FAR's.

...Of course this discussion happens while I am in fort myers on a 22 hour layover where 16 once beers are $1. yes $1 each! :rawk:
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I agree...the airplane must be able to meet Part 25 climb gradients. But it has nothing to do with clearing obstructions. You are simply planning that you can meet the required climb gradients.

Obstruction clearance analysis in something entirely separate from Part 25 climb certification.
 
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