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its any engine failure/fire at V1. You dont abort at V1, you continue (extenuating circumstances aside). and by definition, they have to give it to you at or after V1 or else its not a V1 cut
Correct. V1 is the speed where it is "safer" to continue to take off than it would be to attempt to stop the plane by the end of the runway. Most sims are programmable to cause the failure at V1, so at about V1 +1 knot you start to notice something is wrong. I have aborted take offs way prior to V1, i.e. a caution message comes up, the apr doesn't arm, etc. etc, but those aren't considered V1 cuts. The purpose of the V1 cut is to let you see and feel how the plane flies single engine when that engine gives up at the worst possible time.
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i am assuming it is an engine flameout/failure at V1..........which should lead to an abort.....right???
if that is correct (V1 cut)....do they normally give it to you at a low speed, or do you get it closer to the actual V1 speed...
do they want to see procedures only or do they want to make you work (higher speeds=hot brakes, etc, etc)
what have you guys seen?
thanks!!
A V1 cut is an engine fire or failure at or after V1 so unless there is some reason you wouldn't want to go flying (like the other engine goes too) then you are continuing. No more sissy "engine failure during takeoff roll" that occur at 50% of Vmc like you may be used to in light twins. You will usually have to fly the whole thing as you would in real life, demonstrating flying ability, memory items, QRH/QRC procedures, CRM, the whole nine yards and then fly your wounded bird back around for a landing or starting a divert to your take-off alternate (if your sim instructor has an axe to grind or something). So to answer your question, expect the engine failure right about as the nose wheel starts to come up.
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Can he swing from a web? No he can't; He's a pig.
They want to see you maintain control of the airplane, continue the takeoff, and climb out single engine. Usually it will lead to a single engine ILS. Some keys to the exercise are directional control, airspeed, and ability to fly the airplane.
1- Engine Fire thats still producing thrust-- recommended technique - let it burn its still working for you! Your company's procedure will probably still have you treat it like youre only getting thrust out of one engine, and therefore youll still climbout at V2.
2-Thrust reverser unlocks on you - Worst possible scenario- Not only do you have an engine not putting out thrust for you, its putting it out the other direction at takeoff power! Shut 'er down ASAP after careful crew coordination!
edit: some airplanes like the crj will autoretard that throttle to idle. some airplanes wont
A lot of companies have policies that the pilot not flying will actually call "V1" a few knots before actually reaching V1. This allows for "reaction time" since if you have an actual failure at V1, by the time you figure it out and react, odds are you're actually above V1 and should take the plane flying.
If I have a failure right at V1, we're going airborne.
If the Master Warning occurs before V1 abort the take-off.
If the Callout or Master Warning occurs after V1 keep the ball (or however coordination is depicted) centered. Fly the profile. Make the callouts. Do what your company wants you do do.
Video game. Simple.
Seriously. It is no big deal. Remain coordinated. It is a multi-engine airplane and that is a big deal. But it ain't hard.
V1 is a decision speed. "Go" or "No Go".
They want to see positive aircraft control and a proper/safe profile with proper callouts and procedures.
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I am CRJ captain. Hear me roar.
V1 Cuts and checkrides...
Linear Mode
