Originally Posted by
Adlerdriver
This discussion is going to be a bit tough because there will be lots of perspectives depending on equipment, company OPSPECs, aircraft certification regulations and which regulations the companies are operating under.
First, what equipment are you operating? Second, part 91?, 121?, 135?
Third, could you clarify something before I get going on the wrong page:
Are you saying that someone told you that, for example, if you lost an engine after V1 at liftoff, 10 feet above the runway, you would use the normal flap retraction/accel altitude (for you) of 400' rather than whatever was published for the EO accel altitude?
Citation Excel part 135 and we use APG for performance data. And to answer your question they answer I was told is yes. In fact, the company I did my training at said if you retract the flaps above 400 feet, you are not flying the profile used for certification, so you would bust the checkride.
My personal understanding is, if you lose an engine between V1 and the normal acceleration altitude (400 ft for me), continue the second segment climb (flaps in T/O) until the level off altitude indicated received from APG.
What to do if the engine fails between 400 ft and the OEI level off altitude, I can't find any reference for. Some people say you have enough energy at that point to zoom climb to the right level off altitude, but I like so paperwork to CYA if that ever happened. Sure, and engine failure at 1,000 ft AGL is probably no big deal, but an engine failure at 500 ft with a 2,000 ft level off altitude seems like a big gap.