Hola Olendirk -
xxx
How to handle engine failures is an excellent subject. Real life of course.
But we dont play these games in real life. We do that in simulators.
I spend my life in 747 simulators. How much time doing that... I dont log that time.
xxx
And I know how to teach V1 survival and passing grades... or "bust" pilots.
I dont know what you fly. I assume A-320 or B-737...
The plane I know best is the old 747s...
xxx
The "easiest" V1 failures (continuing takeoff, engine-out) are high speed/heavy weight.
Typical speeds V1-VR-V2 are, say 165-176-186 when heavy, 10 flaps...
Your failure occurs at 165, high speed, very responsive rudder effectiveness.
Maybe a "one/half" to "two/thirds" rudder deflecton is sufficient.
xxx
What do you look at (in the simulator) is...
You know that your failures are coming during the PC base check. About half the session gone...
So, a given takeoff, you often get a failure (early) with a rejeted takeoff.
I might do that to you with an inboard engine - why not...
Expect the next one to be a failure at high speed requiring you to continue.
xxx
Takeoff again, look at your runway centerline, but peripheral vision on the engine gages.
V1... me (the bastard) failing an outboard. Dead engine, dead foot.
When you start seeing the row of engine gages going to zero, apply rudder and look at centerline.
No more need to watch engine gages... it is gone, will not relight.
Your hear the call "VR", go to your attitude (for the 747 it is 13º nose up).
Keep your heading. How much pressure on rudder...?
xxx
As you accelerate to V2, will be a little less, because rudder gets more effective.
Meter your pressure on the rudder pedal with your control wheel. It should be horizontal.
That is of course for Boeing, I dont know how goes with an Airbus joystick.
If your control wheel is not horizontal, you have too little, or too much rudder.
xxx
Suppose I want to be a nasty TRE,,,
Let's do a light weight takeoff... Speeds 130-155-165...
VmcG in the simulator/engine combination might be 127 or 128, darn close to V1.
At such a low speed, your rudder will need FULL deflection at "ENG FAILURE" call.
Further, I will select a maximum AFT CG, meaning the yaw axis/rudder arm is shorter.
Meaning increased FULL rudder deflection (or more)... Nasty, nasty...
Engine failed, acceleration 130 V1 to VR 155 takes time.
I might even give you a higher EPR than book number, this making engines more powerful...
This has another consequence (again), a VmcG increase.
As you gain airspeed, rudder becomes more effective, so reduced pedal pressure.
And all that, while you are trying to stay on centerline.
xxx
Or you might run OFF the runway... Full bright lights in simulator.
Retraining tomorrow, new check-ride the next day (maybe) if I am available.
xxx
This old fart disclosed a few techniques.... You owe me a Carlsberg and a biksemad. Sköl
I am a nice TRE, dont worry. "My guys" are briefed as to the above - My pride, when they pass.
Happy contrails