Sponsor Message:
Aviation Technical / Operations Forum
My Starred Topics | Profile | New Topic | Forum Index | Help | Search 
Spped To Mantain On Engine Failure  
User currently offlineLancero From Colombia, joined Jan 2001, 12 posts, RR: 0
Posted (12 years 4 months 4 days 8 hours ago) and read 2095 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, 4183 posts, RR: 37
Reply 1, posted (12 years 4 months 4 days 3 hours ago) and read 2032 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 (12 years 4 months 4 days ago) and read 2029 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.

Jetguy


User currently offlineMD11Nut From , joined Dec 1969, posts, RR:
Reply 3, posted (12 years 4 months 3 days 3 hours ago) and read 1977 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.

Nut


User currently offlineSeagull From United States of America, joined Jun 2001, 340 posts, RR: 1
Reply 4, posted (12 years 4 months 2 days 21 hours ago) and read 1965 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 (12 years 3 months 4 weeks 9 hours ago) and read 1928 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.

Regards,
Nut


Top Of Page
Forum Index

Reply To This Topic Spped To Mantain On Engine Failure
Username:
No username? Sign up now!
Password: 


Forgot Password? Be reminded.
Remember me on this computer (uses cookies)
  • Tech/Ops related posts only!
  • Not Tech/Ops related? Use the other forums
  • No adverts of any kind. This includes web pages.
  • No hostile language or criticizing of others.
  • Do not post copyright protected material.
  • Use relevant and describing topics.
  • Check if your post already been discussed.
  • Check your spelling!
  • DETAILED RULES
Add Images Add SmiliesPosting Help

Please check your spelling (press "Check Spelling" above)


Similar topics:More similar topics...
Are Trijets Easier To Fly In Engine Failure posted Fri Jan 27 2006 02:44:05 by Newagebird
MAS 777 Trent Engine Failure On Takeoff posted Mon Nov 6 2006 17:30:22 by Corsair2
Engine Failure On Twin Just Before Touchdown - GA? posted Mon Jun 26 2006 21:57:14 by JulianUK
Engine Failure Twin Into City On Coast Question posted Fri Apr 28 2006 23:07:44 by JulianUK
Dual Engine Failure On Twins And Fly-by-wire posted Sat Oct 25 2003 09:46:01 by Artsyman
Double Engine Failure On MD-82 At FL330..Why? posted Fri Jul 19 2002 21:02:08 by Mr Spaceman
Best Single Engine Aircraft To Train On? posted Tue Jun 11 2002 16:41:24 by Fly_yhm
How Does ATC Choose Which Runway To Land On? posted Wed Oct 18 2006 23:24:10 by Fll2993
In The Cruise Engine Failure Twin Question posted Mon May 22 2006 00:24:08 by JulianUK
Engine Failure Checklist 737 Series Question posted Wed May 3 2006 23:16:19 by JulianUK

Sponsor Message:
Printer friendly format