Dear AirRabbit
Perhaps I didn't understand exactly what YOU meant. YOU will pardon me my less than perfect mastery of your language; and that's one of the reasons why I won't sink in a sterile bickering in answering (without opening the mouth) your last aphorism.
YOU wrote:
..."When I was doing some interesting work with a -10 series DC-9 about a hundred years ago, we made several takeoffs "on one engine." It takes a good deal of nosewheel steering input along with judicial application of the single engine's thrust until the rudder gets aerodynamically effective, but the takeoffs were no problem. Of course we were at the old Clinton-Sherman Air Force Base in Oklahoma, with almost 13,000 feet of concrete and the airplane was at relatively light weight. So, under those circumstances, experiencing an engine failure at V1-10 knots and continuing the takeoff would be no sweat. And, I would suspect that an abort at V1+10 knots wouldn't have been a real sweat either."...
Am I right?
1) I would only have justified YOU if YOU were in a simulator. I confess that I was taught the same manoevre in the sim. during my last type rating in the 737-300, almost 4 years ago; the Instructor told us: "Who knows? Some day you could face an emergency situation in which this could be the only escape route". I would even have admired YOU if YOU were doing some test flight, alone on board.
2) ..."So, under those circumstances, experiencing an engine failure at V1-10 knots and continuing the takeoff would be no sweat."...
But YOU forgot to mention which engine failure: the one kept idle 'cause I'm sure YOU would never had taken off with one engine shut down on a twin'; or the other at full thrust; in which case continuing the takeoff to the rotation would have been very very very difficult.
I've always thought that the art of flying is very far from the circus. Fly the numbers, as OLD SMOKEY writes often, and I add: Fly the books.
Perhaps that's the reason why I'm still flying airplanes and not a 6-Drawer Oak Desk.
Fly Safe
DOVE