Copied from another forum.... very interesting.
Well for the Tristar... When planning the take off there is a Vr and a V2, but no V1. You rotate at Vr, and then reach V2 at about 1000ft. In between if you have a second failure, you go down.
So before a two engine ferry, you boroscope the two good engines. You also clean the ADP exhaust ducts (because they run continuosly), make sure the nose wheels are more than 50pc tread remaining. You offload everything, no containers, no catering, no cabin crew, no water. At the end of the runway, you run up the good wing engine to take off for a minute, then back to idle. You then run up Nbr 2 to take off for a minute, then release the brakes. You incresae the power on the good wing engine slowly as the aircraft accelerates and the rudder authority increases. At 2000ft in the climb you start breathing again.
Max fuel is around 18 tonnes, which gives you about 90 mins range.
Well for the Tristar... When planning the take off there is a Vr and a V2, but no V1. You rotate at Vr, and then reach V2 at about 1000ft. In between if you have a second failure, you go down.
So before a two engine ferry, you boroscope the two good engines. You also clean the ADP exhaust ducts (because they run continuosly), make sure the nose wheels are more than 50pc tread remaining. You offload everything, no containers, no catering, no cabin crew, no water. At the end of the runway, you run up the good wing engine to take off for a minute, then back to idle. You then run up Nbr 2 to take off for a minute, then release the brakes. You incresae the power on the good wing engine slowly as the aircraft accelerates and the rudder authority increases. At 2000ft in the climb you start breathing again.
Max fuel is around 18 tonnes, which gives you about 90 mins range.
ASA used to three engine ferry the Dash-7 from ATL to MCN. There were times that they would pull on to the runway with one secured and other planes would call on the radio with alarm in their voices to warn them.
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The ERJ can. At least according to the sims at flight safety. Can't remember how loaded it was.Originally Posted by Flyby1206
Nope, you still get the "Take off OK" when you do the config test with only 1 engine running. I bet the ERJ could takeoff 1 engine, especially lightly loaded with long runways.
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That a Production Flight Test functional check Uncle Ray used to perform? Originally Posted by groovinaviator
Hawker400XP will do it. Take my word for it.
The CRJ-900 sim successfully took-off last week with one engine.
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Of course, I can neither confirm nor deny whether any of this really happened. A rumor that followed was that he was removed from his position and his certificates were pulled. Some of the active Trans States guys can chime in any time and correct me if I'm wrong.
That doesn't really sound like an FAR violation, why would they pull his tickets? Unless he actually started the roll SE...Originally Posted by CaptainCarl
IIRC, about a month ago, the Director of Flight Ops at Trans States took a take-off clearance with one engine shutdown. When they couldn't get it going on the runway, he cancelled T/O clearance and taxied back to the gate. Unfortunately for him, there were four TSA non-revs in the back and I can only imagine the looks of concern and confusion they were passing each other.Of course, I can neither confirm nor deny whether any of this really happened. A rumor that followed was that he was removed from his position and his certificates were pulled. Some of the active Trans States guys can chime in any time and correct me if I'm wrong.
I know of an identical situation at 32L/T10 with a check airman doing a line check...he let them get as far as accepting Po&Ho before intervening. They did an RTG, and the crew got some additional training before being allowed back on line. basically they got real busy and forgot...but they would have realized ther mistake real quick, even without the check airman.
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I know of an identical situation at 32L/T10 with a check airman doing a line check...he let them get as far as accepting Po&Ho before intervening. They did an RTG, and the crew got some additional training before being allowed back on line. basically they got real busy and forgot...but they would have realized ther mistake real quick, even without the check airman.
I hear what your saying. I was hoping that someone active at TSA would chime in with more concrete details. Anyways, T/O S/E is probably not the best idea.Originally Posted by rickair7777
That doesn't really sound like an FAR violation, why would they pull his tickets? Unless he actually started the roll SE...I know of an identical situation at 32L/T10 with a check airman doing a line check...he let them get as far as accepting Po&Ho before intervening. They did an RTG, and the crew got some additional training before being allowed back on line. basically they got real busy and forgot...but they would have realized ther mistake real quick, even without the check airman.
However, something in the back of my mind tells me that there are actually performance numbers for a single-engine takeoff in a Beechcraft Queen Air. Can't say for sure though, that aircraft was well before my time.
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The Boeing charts go up to 140,000 for a two engine takeoff. It's much better if you can keep the weight to the low 130s. And it's a matter of which engine is left as to if it will be able to go around.Originally Posted by btwissel
...also makes the chance of a singe engine approach more real. only big airplane i know of that on a single engine approach you were committed when you dropped the gear. there was no go-around.
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also makes the chance of a singe engine approach more real. only big airplane i know of that on a single engine approach you were committed when you dropped the gear. there was no go-around.
Depended on which system lost and if it was, I think, the B system which was the gear, no gear retraction so committed. If you had the B system you could retract the gear and make another approach. That was part of the type ride.Originally Posted by btwissel
also makes the chance of a singe engine approach more real. only big airplane i know of that on a single engine approach you were committed when you dropped the gear. there was no go-around.
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Well for the Tristar... When planning the take off there is a Vr and a V2, but no V1. You rotate at Vr, and then reach V2 at about 1000ft.
IF that were the case, why not use extra runway and wait until V2 to rotate? Originally Posted by yamahas3
Copied from another forum.... very interesting.Well for the Tristar... When planning the take off there is a Vr and a V2, but no V1. You rotate at Vr, and then reach V2 at about 1000ft.
On the Boeings, the magic number was clean and 210. Get clean and 210kts and you could fly single engine all day.
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Max fuel is around 18 tonnes, which gives you about 90 mins range.
18 TONNES is about 40,000lbs of fuel. 90 minutes? Wow.. higher fuel burn that I ever would have estimated for the 'ten-o-lemon'.Max fuel is around 18 tonnes, which gives you about 90 mins range.
