marcusd

And after your V1 cut they usually like to follow with a single engine go around. Also dont firewall the throttle when you go missed or you will be all over the place.

HercDriver130

I agree with the earlier response.... if its producing thrust... and the turbine has crapped all over itself.... and its just burn..burn baby burn ... at least until you can suck the gear in the well ...then shut it down... run the checklists... take a deep breath fly like you have been taught. As a new copilot we had a #3 fire...real fire...prop turning ( Herc ) at about 100'.... it really seemed like slow motion as we got the boldface ( EP's ) out of the way... luckily it was visual and we simply came around for a really nonevenful landing.... we use to do 2 engine out during training... now that was sporty.....

Ewfflyer

Reminds me of a joke/story(nothing against your situation) about a F-16 that was having some sort of issue and had asked for priority. They said he'd be number 2, there's a B-52 with an engine out. Then someone came over the radio with "Oh No, not the dreaded 7-engine approach!"

How does a 4-engine prop handle with one shut down, feathered or windmilling? I could see it being some problem if it was an outboard vs. inboard engine.

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HercDriver130

Its really not a problem if it feathers correctly.... inboard is easier... outboard a bit trickier..... At the school house they use to make you do 2 eng out on the same side approaches in the sim and some basic flying two engine out in the aircraft..... the 2 out on the same side is very very sporty.

OrionFE

We did EFAR's (Engine Failure After Refusal) on pilot checkrides in the P-3. We would use a simulated 100 kt Vr and the IP would retard the (usually #1) power lever back to idle, simulating an engine failure/auto feather scenario. You would get a pretty good swerve (criticle engine) then climbing out, number two would go away and now you were set up for your two engine landing!

Outlaw2097

ive seen guys in the citation take a V1 cut at Vr, climb to 400, do the checklist, and get the engine back

EDC757

NO! you don't let an engine burn. You get the checklist out and assuming the aircraft is under control you shut it down. The aircraft is guaranteed to climb single engine to a safe altitude level off and return for landing. Allowing the engine to burn could spread to the aircraft or explode debris below. And at $24 million for a 777 engine, we don't just let them burn.
If it were a compressor stall and the engine continued to operate normal at idle then yes, keep it running.

OrionFE

saw an NTSB brief years ago about a small jet that crashed during a FAA checkride. The pilot got a V1 cut and screwed it up. The examiner let him do it again and this time they went off the side of the runway and crashed and burned, all dead. It was later learned that all through training this guy had trouble with V1 cuts and usually the throttle was slowly retarded to idle. During the checkride, the throttle was rapidly retarded simulating an actual engine failure and he couldn't handle it.

aero550

Relax. I'm assuming ghilis meant to let it burn/run just long enough to get to some predetermined safe altitude. Last thing anyone needs is panicked, flailing hands, and heads down at 50 feet off the deck.

Be a shame to ball up the airplane trying to be a hero when it may just be an indication problem.

bustinmins

Typically, at V1, the Captain or Flying Pilot as applicable will remove his or her hand from the thrust levers (Throttles).

This seals the deal on the V1 Cut.

The key to passing the V1 Cut take-off is to use your visual references outside the front window. Maintain that heading/centerline or whatever you use to keep it straight. Sims don't simulate too much yaw so visual clues become more important due to that reason. Fail to do this and you could see 45 degree heading changes. I saw a guy get surprised once.

Gotta bail - good discussion. Have fun.

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