Originally Posted by
2StgTurbine
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(in which scenario? – normal or engine failure), you are not flying the profile used for certification, so you would bust the checkride.
I’m sorry – I’m still not following your answer. Do you mean they said you must always accelerate and retract the flaps at 400 feet even if you lose an engine and there is a higher EO acceleration altitude?
If so, perhaps they are talking about a max performance takeoff situation where you are right up against the Part 25 certification limits of the aircraft which only require an engine out climb to 400 feet before clean up.
Originally Posted by
2StgTurbine
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.
This makes sense to me. If you could do it from V1 on the runway (worse case), you can do it from any point between then and then end of second segment. However, that assumes you're using aircraft and runway specific performance calculations.
Originally Posted by
2StgTurbine
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.
If it fails after 400 feet, you have started the 3rd segment and are accelerating and retracting flaps. Your climb performance is going to be significantly better clean and fast than at V2 with flaps extended. I would think that the best option would be to continue the acceleration/clean-up process and then climb rather than stay slow.
It may be that a particular aircraft’s performance limits on a particular takeoff bump right up against the certification limits and it does not have the excess performance to hack obstacles/terrain clearance requirements. Usually those are the situations that involve use of an engine failure departure procedure which will provided a safer ground track that allows better clearance.
Last edited by Adlerdriver; 05-12-2015 at 08:21 AM.