LOM, my point was that Boeing does not address the possibility of a double engine failure on takeoff or soon after. Such a scenario is considered statistically impossible and is not covered in their manuals.
If the sim is any guide, an outboard engine failure requires full rudder or almost to maintain directional control, although a little bank assists when airborne. The Vmca is not published but is probably close to Vmcg. The loss of two engines on thesame side would exceed the rudder authority of the airplane and it would be likely that the outboard engine would have to be throttled back to maintain directional control. A figure of 186 knots was given to me as the Vmca for this situation and I have no reason to doubt it.
For a two engine go around the thrust is increased on the inboard to full thrust and the outboard only as far as directional control will allow. Acceleration to Flap 1 speed is achieved in the descent and by the time the Flap 1 speed is reached full thrust can be applied to both engines and a climb commenced. I hope the next time I get a chance to experiment in the sim I can resolve this and will report back.
Unless someone out there has already done it?
John..
a. None. My mistake, sorry.
b. Agreed. This does, though, show that the all engine case is still the limiting one so far as the performance charts are concerned.
c. Most Operators recommend that the V1 speed not be used as a decision speed but the speed at which the decision has already been made and the reject commenced. As line pilots we have to assume that the experts have done their job well and that if we follow procedures properly we will not get into trouble. If the runway is wet, the runout area is covered in rubber, there is no stopway or there are close-in obstacles, it would be prudent to reduce the V1, but since this will affect the GO case it should be considered carefully. The contaminated runway speeds can be a guide for this although I do not know the legality of using these speeds on a dry runway.