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Spped To Mantain On Engine Failure  
User currently offlineLancero From Colombia, joined Jan 2001, 12 posts, RR: 0
Posted (14 years 5 months 2 weeks 7 hours ago) and read 3578 times:

when you are flying on a multi-engine plane and you have an engine failure, which spped should be mantained? Vxse? Vyse? V2?
Do you know about a page where this topic is explained?.

As always, thanks a lot

5 replies: All unread, jump to last
User currently offlineXFSUgimpLB41X From United States of America, joined Aug 2000, 4300 posts, RR: 34
Reply 1, posted (14 years 5 months 2 weeks 2 hours ago) and read 3515 times:

Blue line..which is Vxse... on a piston or light multi-engine airplane.

In a jet, you maintain V2.

I'll look around for a page on it... or just email me and i can put some of my MEI stuff on an email for you that explains the procedural stuff and such for engine failure.
That's all on piston. I have training on jets for engine failure... done more V1 cuts in a DC-10 than you can shake a stick at, but im sure one of the airline pilots here could explain that alot better tahn i could... so i'll stick to my league and only do the prop stuff.  Smile

Chicks dig winglets.
User currently offlineJetguy From , joined Dec 1969, posts, RR:
Reply 2, posted (14 years 5 months 1 week 6 days 23 hours ago) and read 3512 times:

Actually, you were correct in reguards to the piston / light-turboprop twins. "Blue Line" (Vxse) or single engine best rate of climb speed is about all you can expect to be able to maintain in most of these aircraft. Turboprops will do a bit better, pistons well you take what you get. This speed will give you the best available rate or climb or the lowest possible rate of descent.

As far as the jets go, V2 (Takeoff Safety Speed) is the speed that you will have at 35' agl. You maintain that speed until you have 400' agl and are clear of any immediate obstacles. (However, if you manange to have a speed faster that V2 you wouldn't want to allow it to bleed off - would would maintain whatever you had.) Once you are clear of the obstacles you enter the 3rd segment or acceleration phase of the where the aircraft is allowed to accelerate Vfto or Final Segment Takeoff Speed. As the aircraft is accelerating it is cleaned up appropriately as the various speeds are achieved.

Granted there will be some variation from aircraft to aircraft, but this is it in a "generic nutshell". Now you see why we practice these drills "ad nausium" in the simulators. They have to absolutely second nature to the crews.


User currently offlineMD11Nut From , joined Dec 1969, posts, RR:
Reply 3, posted (14 years 5 months 1 week 6 days 2 hours ago) and read 3460 times:

I'm glad Jetguy mentioned about not slowing down to V2 if you are above it.

I was told that the procedure was changed after the DC-10 O'hare accident. At the time the procedure was to reduce speed to V2. Unbeknownst to the crew, the loss of the engine had also disabled the hydraulics so that the slats on the affected wing were not extended. At V2, the wing stalled and caused the crash.

MD-11 and DC-10 procedures say reduce speed to V2+10. United 777 procedures say reduce speed to V2+15.


User currently offlineSeagull From United States of America, joined Jun 2001, 340 posts, RR: 1
Reply 4, posted (14 years 5 months 1 week 5 days 20 hours ago) and read 3448 times:

Where to the MD-11 procedures say that? The autopilot/FD will drive to that but I haven't seen it written elsewhere.

User currently offlineMD11Nut From , joined Dec 1969, posts, RR:
Reply 5, posted (14 years 5 months 1 week 1 day 9 hours ago) and read 3411 times:

It's in the Boeing MD-11 FCOM, Operating Procedures volume, under Procedures and Techniques for Takeoff, page PT.20.4 for the June 15, 2000 version.


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