[quote=Oshkosh George]
Originally Posted by misd-agin
He never said how many engines his theoretical aircraft had,or indeed,how many of them failed. It possibly only had one engine in the first place. Call yourself a professional?
Ok, we can be silly. He said "engine failure" on T.O. or landing. I thought engine failure means one, and engine
failures means more than one. I guess English isn't the same everywhere.
We can be silly and come up with 1000 thousand "what if's?" Takeoff on 31L at JFK? SEL? You'll always have runway ahead of you until you're so high that you can do a 180 degree turn and glide to a landing on 13R.
Same thing with landing on 13R. SEL with engine failure at 300'? So what, just land on the displaced portion of the runway.
Takeoff at extremely light weight at JFK vs. landing at max allowable in a snowstorm with CAT III mins? Well of course I'd rather have the good weather T.O. scenario. "What if....."
The basic question remains - what's worse, lose an engine on T.O. or landing? T.O. Period.
We spend huge amounts of training time on engine failures on T.O. Almost zero on engine failures during the landing phase. Why? Because landing failures are relatively benign events. 408,000# for takeoff, 310,000# for landing. Same engine power. Where'd you rather lose the engine?
Instructors if anything like to sneak approach engine failures into the sim ride. It's to see how long it takes for the pilots to discover the failure and how they deal with it.
Often times descent and configuring is done at idle power(multi-engine glider until you spool up the engines). Losing an engine is easy to miss because there's almost no change until systems(hydraulics, electrical loads, etc) start changing to deal the engine failure.
You can't sneak an engine failure by someone on T.O.
It's not uncommon in the sim to do s/e go-arounds. If commanded late in the approach the a/c will land but you just do a s/e touch and go. It's no big deal.
Airliners are certified to be able to make all runway and climb restrictions for the weight, and temperature, they're operating at. And the most restrictive portion of the departure is the weight that we can't operate above. 100% of the time. Period.