CV640 From United States of America, joined Aug 2000, 946 posts, RR: 6 Reply 2, posted (10 years 9 months 1 day 19 hours ago) and read 4723 times:
Yes, in training you'll have to do this numerous times and at least once in a checkride. Just have to realize you won't have the performance and need a lot of aieleron and rudder to correct for it. Also in training and on the checkride you lose an engine on the go around, so, as long as you remember what your taught it is definitely possible and shouldn't be too big of a problem, not exactly fun, but manageable.
Jetguy From , joined Dec 1969, posts, RR: Reply 3, posted (10 years 9 months 1 day 3 hours ago) and read 4659 times:
Yes you can, but you'll have a definate loss of performance. For example the rate of climb in our aircraft drops from +/- 4,000 fpm to about 1,500 fpm. It is a routine training procedure that is performed many times in the simulator under many different scenarios. You get to where you could probably do it in your sleep. (Very handy when you've got those early sim sessions.) In reality it's no big deal because regulations require us to operate the aircraft at a weight which will allow for safe performance with the loss of an engine.
Yojo87 From United States of America, joined Mar 2001, 78 posts, RR: 0 Reply 4, posted (10 years 9 months 1 day 3 hours ago) and read 4654 times:
yes you can you just have to be very corefull that you don't stall. Because in loosing an engine you have to realize you have lost half or your preformance and the remaining preformance wavers because it is coming from either the right or left side only. You also have to use rudder trim to correct for the yaw of loosing the balence of power.
Notar520AC From United States of America, joined Jul 2001, 1606 posts, RR: 5 Reply 6, posted (10 years 8 months 4 weeks 1 day 3 hours ago) and read 4598 times:
All Boeing airliners are certified on one engine, I'm not sure about Airbuses though...
XFSUgimpLB41X From United States of America, joined Aug 2000, 3695 posts, RR: 36 Reply 7, posted (10 years 8 months 4 weeks 1 day ago) and read 4598 times:
All twin jets and turboprops can depart and do a go around with one engine in-op. Climb performance is degraded though. In a light twin prop, climb performance is reduced 80% even though there is only a 50% loss in thrust. Twin jets though tend to have quite powerful single engine perforance though. One of the biggest factors on a single engine go around is having time to accelerate, and also being ready for the tremendous yaw created by spooling up that engine to go around thrust. Speed control is essential to keep from entering a Vmc type roll condition.
As far as a V1 cut, there is a lower rotation angle you assume that is specified in the event of a failure, as opposed to about a 3-5 degree higher normal rotation angle.
Prebennorholm From Denmark, joined Mar 2000, 5810 posts, RR: 56 Reply 9, posted (10 years 8 months 3 weeks 5 days 12 hours ago) and read 4540 times:
Any Trin jet can make a go around on one engine. Otherwise they would never be able to climb to cruising altitude where max engine thrust in the thin air has dropped 70 - 80%.
A typical modern twin at max landing weight will have four or five times the thrust needed for straight and level flight at sea level in go around (take-off) configuration - flaps and gear.
As jetguy said, it is practiced over and over again in the sim. It is my guess that it is less than half of the go arounds in the sim where the pilot enjoys the comfort of having all engines spinning. And in the sim the pilot will most often experience a string of other uncomfu things in combination with the inop engine: Max sidewind or windshear, no visibility, high ground ahead, traffic, and half a dozen alarms screeming in the cockpit. And of course an ATC controller who only talks Mangohutu with a slight English or French accent. That's the situation which separates real airmen from boys.
I wonder if somebody - for the fun of it - ever tried a go around in the sim on a quad with three engines inop? If the good one is #2 or 3, no payload, little fuel, on a good, cold day, at sea level, then I shouldn't wonder if a sharp pilot would make it without bending metal. Has somebody tried that?
Keep greasing those landings, Preben Norholm
Always keep your number of landings equal to your number of take-offs, Preben Norholm
Cedarjet From United Kingdom, joined May 1999, 7348 posts, RR: 56 Reply 10, posted (10 years 8 months 3 weeks 5 days ago) and read 4524 times:
A 767 cannot do a coupled autopilot single engine approach, in some situations the aircraft may roll over depending on the engine that is out and the turn/s that are needed to complete the circuit.
Why would an Airbus not be expected to perform at the same level as a Boeing? Jeez.
Jetguy From , joined Dec 1969, posts, RR: Reply 11, posted (10 years 8 months 3 weeks 4 days 17 hours ago) and read 4511 times:
What's this about not being able to do coupled single-single approaches in twinjet aircraft? Thanks for this new and very important information. I guess that we'll have to go back to the manufacturer and have the aircraft flight manuals rewritten and also have Flight Safety change our pilot training sylabus. Just think, we've been training and doing coupled single-engine approaches for years and we were wrong all of this time.
Buff From Australia, joined Mar 2007, 0 posts, RR: 2 Reply 12, posted (10 years 8 months 3 weeks 4 days 17 hours ago) and read 4509 times:
The 757/767 is entirely capable and certified to do a single engine coupled approach and goaround if required. There are flap restrictions for the approach. Autoland capabilities are degraded on single engine ops though. Only manual landings are permitted with an engine out.
Jetguy From , joined Dec 1969, posts, RR: Reply 13, posted (10 years 8 months 3 weeks 4 days 16 hours ago) and read 4511 times:
Listen up ladies and gentemen, boys and girls...
On "Part 25" aircraft (airline & corporate jets) the aircraft performance is guaranteed IF the aircraft is operated according to the FARs AND within the AFM parameters. Period. End of discussion. (In other words, you can fly around all day long in a twin-engine jet with one engine shutdown; shoot approaches to your heart's content and go missed on each and every one of them and do it safely and routinely. Pilot's practice these very manuvers ad-nausium in the simulators during recurrent training. It's easy in the simulators and even easier in the airplanes - for some funny reason the "real" airplanes seem to fly much better and easier than the simulators do.)
On "Part 23" aircraft (light piston twins and turboprops) there is no such performance requirement and/or guarantee. In fact, most if not all of their POHs contain only rudimentary (at best) takeoff and landing performance data. As Top Gun said, if you're in a piston-twin and you're heavy you're going to be landing. At best, the single-engine performance of these aircraft types is anemic - at worst, non-existant.
As far as single-engine go-arounds in 4-engined aircraft go I have no idea, but I can only asssume that it would be virtually impossible. I have tried it several times in a B727 simulator and it was possible if, as Preben speculated, it was LIGHT and EVERYTHING else was ABSOLUTELY perfect. In the real world of passengers, fuel, cargo and ISA plus temperatures you'd more than likely end up having to stick your head between your legs and kiss your fanny goodbye.
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