multi engine t/o safety brief- your views
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multi engine t/o safety brief- your views
what items do you consider, apart from the obvious. whats your go / no go point. gear retraction...
i know some of these points might seem obvious.. but ive seen a lot of different procedures.
looking at twin operators in the c310,be 58 range upwards..
just trying to get an idea of how YOU prepare yourself for departure in your single pilot twin engine machine...
cheers
i know some of these points might seem obvious.. but ive seen a lot of different procedures.
looking at twin operators in the c310,be 58 range upwards..
just trying to get an idea of how YOU prepare yourself for departure in your single pilot twin engine machine...
cheers
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Well I would have to say get used to different ideas about this one. SOPS for operators differ as much as Flying Schools.
Aircraft Type depends alot on it aswell.
I would look at the POH ( of the types you mention) first and see if there are any quirks. Then mould one from there with your previous training and what your used to. Unless you have an SOP or Ops Manual which is more specific on the subject. If thats the case then thats your gospel.
But generally a Single Pilot Brief is up to the individual on how its contructed and what your happy with.
I believe the following principals are paramount.
1. A brief should BE BRIEF. ie. To the point concise
2. Contain these basic phases
a. Rejected TOFF before decison speed (seePOH)
b. Continued with the following BASIC ITEMS after passing decision speed:
1. CONTROL-----FLY THE AEROPLANE!
2. POWER ----INCREASE TO MAX ( as per POH)
3. DRAG---reduce ( as per POH)
4. IDENTIFY
5. VERIFY
6. CONFIRM
7. FEATHER
8 ASSESS PERFORMANCE--positive or negative
9. CONDUCT PHASE 2s when able to do so, with reference to an Emergency Check list
Of course all changeable depending on POH, COMPANY SOPS etc.
3. Be relevant to the Type, Conditions,TOW, and Place of Departure
4. Should have an "out" if negative performance becomes apparent.
5. Clear and audible to the Testing Officer and or Instructor ( if thats what your doing Training) "So they know that you know deal"
When you get to the Airlines SOPS and Training methods may differ considerably. But the general IDEA is the same.
This is only a guide by the way. Open to criticism
Regards
Sheep
Aircraft Type depends alot on it aswell.
I would look at the POH ( of the types you mention) first and see if there are any quirks. Then mould one from there with your previous training and what your used to. Unless you have an SOP or Ops Manual which is more specific on the subject. If thats the case then thats your gospel.
But generally a Single Pilot Brief is up to the individual on how its contructed and what your happy with.
I believe the following principals are paramount.
1. A brief should BE BRIEF. ie. To the point concise
2. Contain these basic phases
a. Rejected TOFF before decison speed (seePOH)
b. Continued with the following BASIC ITEMS after passing decision speed:
1. CONTROL-----FLY THE AEROPLANE!
2. POWER ----INCREASE TO MAX ( as per POH)
3. DRAG---reduce ( as per POH)
4. IDENTIFY
5. VERIFY
6. CONFIRM
7. FEATHER
8 ASSESS PERFORMANCE--positive or negative
9. CONDUCT PHASE 2s when able to do so, with reference to an Emergency Check list
Of course all changeable depending on POH, COMPANY SOPS etc.
3. Be relevant to the Type, Conditions,TOW, and Place of Departure
4. Should have an "out" if negative performance becomes apparent.
5. Clear and audible to the Testing Officer and or Instructor ( if thats what your doing Training) "So they know that you know deal"
When you get to the Airlines SOPS and Training methods may differ considerably. But the general IDEA is the same.
This is only a guide by the way. Open to criticism
Regards
Sheep
Last edited by Sheep Guts; 5th Sep 2003 at 09:24.
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These are the Aztec procedures, cut & pasted from the routine checklist. SOP requires that ACC-Stop distance is already calculated prior to this and its outcome factors into the decision making process.
DEPARTURE & CAPTAINS BRIEF
Departure is via RWY ____, climbing to ________ and tracking via NDB/VOR/GPS/RADAR to course ______
Take-Off Safety Speed is ____; Blue-Line Speed is 89kt; Best SE ROC is 102kt.
In the event of an engine fire or failure BELOW 89kt, I will abandon the takeoff, shut both throttles, apply maximum braking and pull up straight ahead.
In the event of an engine failure ABOVE 89kt, I will continue the take-off. I will MAINTAIN DIRECTIONAL CONTROL, NOT BELOW 89kts.
MAXIMUM RICH MIXTURE, MAXIMUM PROP PITCH, MAXIMUM THROTTLE.
FLAPS UP and GEAR UP, using hand pump if LEFT ENGINE.
IDENTIFY failed engine – DEAD ENGINE, DEAD LEG
VERIFY with throttle and EGT
FEATHER & SECURE; RUDDER TRIM; 3 BANK INTO LIVE ENGINE
ACCELERATE TO 102kt if able
CIRCUIT & LAND
I read it aloud and go through the motions during backtracking and line-up on every takeoff, and add in where necessary for particular local situations, for instance if circuit & land is not the best option in a particular location. (I switch the audio to 'Pilot' or 'Crew' so the pax don't get all hot and bothered.)
*****
And these are from the POH Emergency Procedures
ENGINE FAILURE DURING TAKE-OFF
Blue-Line Speed is 89kt; Best SE ROC is 102kt.
In the event of an engine fire or failure BELOW 89kt:
· IF STILL ON THE GROUND APPLY MAXIMUM BRAKING AND PULL UP STRAIGHT AHEAD.
· IF AIRBORNE ABANDON THE TAKEOFF, SHUT BOTH THROTTLES, LOCATE A SUITABLE SITE WITHIN 30 OF THE FLIGHTPATH AND LAND AT MINIMUM CONTROL SPEED – SHUT OFF FUEL & SWITCHES PRIOR TO IMPACT.
In the event of an engine failure ABOVE 89kt:
· CONTINUE THE TAKE-OFF.
· MAINTAIN DIRECTIONAL CONTROL, NOT BELOW 89kts.
· MAXIMUM RICH MIXTURE, MAXIMUM PROP PITCH, MAXIMUM THROTTLE.
· FLAPS UP and GEAR UP, using hand pump if LEFT ENGINE.
· IDENTIFY failed engine
· VERIFY with throttle and EGT
· FEATHER & SECURE; RUDDER TRIM; 3 BANK INTO LIVE ENGINE
· ACCELERATE TO 102kt if able
· IF UNABLE TO MAINTAIN ABOVE 89kt LOCATE A SUITABLE SITE WITHIN 30 OF THE FLIGHTPATH AND LAND AT MINIMUM CONTROL SPEED – SHUT OFF FUEL & SWITCHES PRIOR TO IMPACT
· CIRCUIT & LAND or other manoeuvre as deemed appropriate by PIC for circumstances
And here is the pax brief as well.......
FLIGHT BRIEF -
Flight Details Emergency Exits Smoking
Luggage Emesis Bags Electronic Equipment
Seating Intercom Flotation Devices
Seatbelts Look-Out Fire Extinguisher Survival Equipment Movement Oxygen
I would suggest you do as SG advised, but make your FLIGHT BRIEF and DEPARTURE & CAPTAINS BRIEF part of your routine pre-takeoff system in every aircraft you fly, not something you only dredge out for the annual renewal.
Please remember that light twins (even Aztecs too
) are not renowned for being able to climb on one fan. Make it part of your psychological mindset that an EFATO may very well mean a controlled crash on one engine.
DEPARTURE & CAPTAINS BRIEF
Departure is via RWY ____, climbing to ________ and tracking via NDB/VOR/GPS/RADAR to course ______
Take-Off Safety Speed is ____; Blue-Line Speed is 89kt; Best SE ROC is 102kt.
In the event of an engine fire or failure BELOW 89kt, I will abandon the takeoff, shut both throttles, apply maximum braking and pull up straight ahead.
In the event of an engine failure ABOVE 89kt, I will continue the take-off. I will MAINTAIN DIRECTIONAL CONTROL, NOT BELOW 89kts.
MAXIMUM RICH MIXTURE, MAXIMUM PROP PITCH, MAXIMUM THROTTLE.
FLAPS UP and GEAR UP, using hand pump if LEFT ENGINE.
IDENTIFY failed engine – DEAD ENGINE, DEAD LEG
VERIFY with throttle and EGT
FEATHER & SECURE; RUDDER TRIM; 3 BANK INTO LIVE ENGINE
ACCELERATE TO 102kt if able
CIRCUIT & LAND
I read it aloud and go through the motions during backtracking and line-up on every takeoff, and add in where necessary for particular local situations, for instance if circuit & land is not the best option in a particular location. (I switch the audio to 'Pilot' or 'Crew' so the pax don't get all hot and bothered.)
*****
And these are from the POH Emergency Procedures
ENGINE FAILURE DURING TAKE-OFF
Blue-Line Speed is 89kt; Best SE ROC is 102kt.
In the event of an engine fire or failure BELOW 89kt:
· IF STILL ON THE GROUND APPLY MAXIMUM BRAKING AND PULL UP STRAIGHT AHEAD.
· IF AIRBORNE ABANDON THE TAKEOFF, SHUT BOTH THROTTLES, LOCATE A SUITABLE SITE WITHIN 30 OF THE FLIGHTPATH AND LAND AT MINIMUM CONTROL SPEED – SHUT OFF FUEL & SWITCHES PRIOR TO IMPACT.
In the event of an engine failure ABOVE 89kt:
· CONTINUE THE TAKE-OFF.
· MAINTAIN DIRECTIONAL CONTROL, NOT BELOW 89kts.
· MAXIMUM RICH MIXTURE, MAXIMUM PROP PITCH, MAXIMUM THROTTLE.
· FLAPS UP and GEAR UP, using hand pump if LEFT ENGINE.
· IDENTIFY failed engine
· VERIFY with throttle and EGT
· FEATHER & SECURE; RUDDER TRIM; 3 BANK INTO LIVE ENGINE
· ACCELERATE TO 102kt if able
· IF UNABLE TO MAINTAIN ABOVE 89kt LOCATE A SUITABLE SITE WITHIN 30 OF THE FLIGHTPATH AND LAND AT MINIMUM CONTROL SPEED – SHUT OFF FUEL & SWITCHES PRIOR TO IMPACT
· CIRCUIT & LAND or other manoeuvre as deemed appropriate by PIC for circumstances
And here is the pax brief as well.......
FLIGHT BRIEF -
Flight Details Emergency Exits Smoking
Luggage Emesis Bags Electronic Equipment
Seating Intercom Flotation Devices
Seatbelts Look-Out Fire Extinguisher Survival Equipment Movement Oxygen
I would suggest you do as SG advised, but make your FLIGHT BRIEF and DEPARTURE & CAPTAINS BRIEF part of your routine pre-takeoff system in every aircraft you fly, not something you only dredge out for the annual renewal.
Please remember that light twins (even Aztecs too
) are not renowned for being able to climb on one fan. Make it part of your psychological mindset that an EFATO may very well mean a controlled crash on one engine.
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Heres something to consider......at what airspeed in relation to vmc does the POH advise you to rotate?
compare C-310 to Be 55/58
I would be more likely to continue a take-off in a C-310 for example than an Apache with a failure at 100 ft......
the basics though....
-actions for failure before v1
-ditto..after (no more usable runway is a good point to continue rather than push nose over for landing...)
-weather (VFR return or DP then instrument return)
-performance (ie budget for 200fpm climb or descent at vyse)
-plan b for emergency.(ie field nearby/highway etc)
-mel's
-initial course for departure
i guess theres no hard or fast rule.....brief what is needed to stay safe...
my 2 cents..
MJB
compare C-310 to Be 55/58
I would be more likely to continue a take-off in a C-310 for example than an Apache with a failure at 100 ft......
the basics though....
-actions for failure before v1
-ditto..after (no more usable runway is a good point to continue rather than push nose over for landing...)
-weather (VFR return or DP then instrument return)
-performance (ie budget for 200fpm climb or descent at vyse)
-plan b for emergency.(ie field nearby/highway etc)
-mel's
-initial course for departure
i guess theres no hard or fast rule.....brief what is needed to stay safe...
my 2 cents..
MJB
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At the end......
After all the above.
DON'T TURN - CLIMB STRAIGHT AHEAD (obstical clearance allowing) TO A "SAFE" MANUVEOURING HEIGHT
Rational: What performance you will have, if any, will go out the window of the side/direction of your turn - lift is a product of vectors (remember student theory).
Assumption: Murphy's Law - the time it will happen, you will be at MTOW at ISA + 20 at DH 3000'
DON'T TURN - CLIMB STRAIGHT AHEAD (obstical clearance allowing) TO A "SAFE" MANUVEOURING HEIGHT
Rational: What performance you will have, if any, will go out the window of the side/direction of your turn - lift is a product of vectors (remember student theory).
Assumption: Murphy's Law - the time it will happen, you will be at MTOW at ISA + 20 at DH 3000'
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All of the above is all good and well and very true.. However i have often thought about it when at MTOW in the take off roll and approaching Blue line and you lose an engine on the RWY sometimes i think it MIGHT actually be better to continue ...IF... and only IF you cant brake and miss that tree or run into a creek bed while trying to brake doing 80 or 90 kts with 700 litres of AVGAS 
Food for thought anyway...
Food for thought anyway...
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Good views by all, but you must remember that at the end of the day the only person listening in a single pilot operation is you. 
As long as you can be sure that you know exactly what your actions are going to be when that engine (god forbid) does fail you've, done your job in briefing yourself properly.
So sit down and go over the different scenarios on some paper and work out the brief you require for your type of operations.
Good Luck and hopefully you will never have to put your brief into action.
splat
As long as you can be sure that you know exactly what your actions are going to be when that engine (god forbid) does fail you've, done your job in briefing yourself properly.
So sit down and go over the different scenarios on some paper and work out the brief you require for your type of operations.
Good Luck and hopefully you will never have to put your brief into action.
splat
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Thats all and good aztrucker but if you lose an engine on the runway in a piston twin your not going to go anywhere.
Damed if I ever want to be in the position where I have to make that decision of closing the throttles with an engine failure before decison speed in a piston twin, but 80 knots or less on the ground and in control seems safer to me than trying to wallow upwards near Vmca with one donk and gear/flap out to try and miss a tree.
Piston twins do not have the performance when they turn into piston singles.
Damed if I ever want to be in the position where I have to make that decision of closing the throttles with an engine failure before decison speed in a piston twin, but 80 knots or less on the ground and in control seems safer to me than trying to wallow upwards near Vmca with one donk and gear/flap out to try and miss a tree.
Piston twins do not have the performance when they turn into piston singles.
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Agreed Perpetual
The old AZTRUCK or any other light twin will go nowhere if not already airbourne, plus I think I would rather be skidding towards an object at the end of a runway (espeacially in an Aztec, bulit like a brick ****house) than trying not to hit the trees while sitting just above Vmca.
P.S. Wasn't have a dig at your comment AZTRUCKER
The old AZTRUCK or any other light twin will go nowhere if not already airbourne, plus I think I would rather be skidding towards an object at the end of a runway (espeacially in an Aztec, bulit like a brick ****house) than trying not to hit the trees while sitting just above Vmca.
P.S. Wasn't have a dig at your comment AZTRUCKER
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Nuthin' light about the Aztruck 
& there's still nothing including new $2M AUD B58's that can compare for comfort, capacity and utility - not being biased at all........ I have (accidentally) climbed out from a ATO-induced EFATO at 300AGL at 500fpm with one windmilling (because I temporarilly forgot there was no autofeather....) but that was from SL with super light load of fuel and only 2 POB.
But that aside, I restate my earlier - "Make it part of your psychological mindset that an EFATO may very well mean a controlled crash on one engine." Don't die inverted and nose-down after trying to stagger into the air. The aeroplane is insured.
& there's still nothing including new $2M AUD B58's that can compare for comfort, capacity and utility - not being biased at all........ I have (accidentally) climbed out from a ATO-induced EFATO at 300AGL at 500fpm with one windmilling (because I temporarilly forgot there was no autofeather....) but that was from SL with super light load of fuel and only 2 POB. But that aside, I restate my earlier - "Make it part of your psychological mindset that an EFATO may very well mean a controlled crash on one engine." Don't die inverted and nose-down after trying to stagger into the air. The aeroplane is insured.
On my current aircraft the POH states varying speeds for blue line depending on AUW. For the record my brief goes like this:
"This aircraft has a Vmca of 72 kts and a Blue line of ____(99-107kts AUW dependant), Should an engine fail before the runway goes under the nose I will close the throttles and land straight ahead and apply maximum braking, beyond that point I will apply mixture up, pitch up, power up, gear up, flap up, dead leg is the dead engine; identify, verify, feather, climbing away at an attitude of 6 degrees of pitch to achieve _____(aforementioned blue line) then to _____________eg; climb straight ahead to such and such an airfield or conduct a right hand circuit avoiding the radio tower at 2 o'clock "
I say this on every take off because there is too many variables and I am not always as alert as I would like to be.
At my decision point I am satisfied that I can have the gear up and the only thing that will be left to do as far as reconfiguring the aircraft will be to retract flap, feather the dead engine (assuming it is not giving me some residual power in which case I will hang on to that thank you very much) and go for my positive attitude. If I am quick I will have height to do this before resuming a very shallow climb out. It is my understanding that my airplane will not climb nor will it maintain altitude until I am at or above blue line with gear and flap up therefore having a clear manner to differentiate between before and after this point is critical.
Willie
"This aircraft has a Vmca of 72 kts and a Blue line of ____(99-107kts AUW dependant), Should an engine fail before the runway goes under the nose I will close the throttles and land straight ahead and apply maximum braking, beyond that point I will apply mixture up, pitch up, power up, gear up, flap up, dead leg is the dead engine; identify, verify, feather, climbing away at an attitude of 6 degrees of pitch to achieve _____(aforementioned blue line) then to _____________eg; climb straight ahead to such and such an airfield or conduct a right hand circuit avoiding the radio tower at 2 o'clock "
I say this on every take off because there is too many variables and I am not always as alert as I would like to be.
At my decision point I am satisfied that I can have the gear up and the only thing that will be left to do as far as reconfiguring the aircraft will be to retract flap, feather the dead engine (assuming it is not giving me some residual power in which case I will hang on to that thank you very much) and go for my positive attitude. If I am quick I will have height to do this before resuming a very shallow climb out. It is my understanding that my airplane will not climb nor will it maintain altitude until I am at or above blue line with gear and flap up therefore having a clear manner to differentiate between before and after this point is critical.
Willie
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Further to FO Cokebottle's point above, where a straight ahead climb out is not possible, don't forget to brief what your plan of action shall be if the decision is made to go. By that I mean have a good plan in hand for tackling any obstacles that may require non standard circuit directions, turns in the direction of favourable (lower) terrain, the possibility that any turns may be easier into the dead engine (to minimise climb perfromance degradation), and especially at night or in IMC where obstacles and terrain are not visible, the manner in which you will stay within the circling area or runway complex, or may have to 'turn back to the aid' etc etc. Plenty of variables to think about.
And if all else fails 'fly the plane as far into the crash as possible'.
And if all else fails 'fly the plane as far into the crash as possible'.
A couple of thoughts on this subject:
1. When I brief myself for departure in a twin I use the expression "WHEN an engine fails (blah blah)" rather than "IF an engine fails (blah blah) - I think this helps with not becoming complacent. It's kind of a reminder that yes, this could very well be the most exciting departure yet!!
2. Blue line will change with weight. Have a look at the POH for the aeroplane. You may be surprised at the variation, between a full load, with full tanks, and a light fuel load and 2-3 empty seats. Blue line as marked on the ASI is for MTOW. You can work out a rule of thumb to adjust this i.e. each empty seat is worth 2 knots, empty aux tanks are worth 3 knots etc. This will not be 100% accurate to the last knot, but you will be a lot closer to flying the best speed for that particular departure, should you need to.
3. There is a Vxse as well as Vyse. Sounds obvious I know, and the difference may not be much for some aircraft. It may not even be published for others. (The 310 manual I used to refer to did have Vxse's in it). Vx is what you want for obstacle clearance, and you may be less than "blue line"but more than best angle. So you are therefore (maybe?!) in a position to proceed with the T/O - i.e. you have another option.
(P.S. Jamair I thought blue-line was Vyse?)
CR.
1. When I brief myself for departure in a twin I use the expression "WHEN an engine fails (blah blah)" rather than "IF an engine fails (blah blah) - I think this helps with not becoming complacent. It's kind of a reminder that yes, this could very well be the most exciting departure yet!!
2. Blue line will change with weight. Have a look at the POH for the aeroplane. You may be surprised at the variation, between a full load, with full tanks, and a light fuel load and 2-3 empty seats. Blue line as marked on the ASI is for MTOW. You can work out a rule of thumb to adjust this i.e. each empty seat is worth 2 knots, empty aux tanks are worth 3 knots etc. This will not be 100% accurate to the last knot, but you will be a lot closer to flying the best speed for that particular departure, should you need to.
3. There is a Vxse as well as Vyse. Sounds obvious I know, and the difference may not be much for some aircraft. It may not even be published for others. (The 310 manual I used to refer to did have Vxse's in it). Vx is what you want for obstacle clearance, and you may be less than "blue line"but more than best angle. So you are therefore (maybe?!) in a position to proceed with the T/O - i.e. you have another option.
(P.S. Jamair I thought blue-line was Vyse?)
CR.
K.I.S.S.
Don't be too verbose, tell it to yourself like an actioning checklist NOT an essay as some do above. In the heat of the moment you'll recall short sharp points, NOT essays.
eg something along the lines of the following for your aircraft:
"Vmca is ***, rotate at ***" [from flight manual]
"Engine fails before XXX knots, idle/reverse, if leaving runway, FCO/mixture cutoff, gangbar down" [or whatever appropriate].
"Engine failure after XXX knots continue
accelerate to Vyse [AT YOUR Dalt - Vyse changes!!!!!]
Pitch up
power up
gear up
flap up
dead leg
dead engine
confirm with throttle
feather
fly Vyse climb to circuit/LSALT turning [direction] to avoid[obstacles]"
"If not climbing, close throttle, land ahead".
Rote learn this as points as above. Touch drill too, and PLEASE, if you have pax on hot headsets, push your mike out of the way so they cannot hear what you are saying.
Counter Rotation technically blue line on your ASI is not always Vyse. That speed changes with your altitude (will be a couple of knots different at Ayers Rock to Hobart). Your ASI blue line will be the sea level Vyse usually.Refer to this techlog discussion
dhoby Ghaut how and what is your decision point?
The aerodynamics of an aircraft does not care how much runway is has travelled over or is remaining in order to determine whether it stays in the air. At a certain airspeed an aircraft will decide whether it wants to fly. Why base a go/no decision on a point on the ground? It would change each day with winds and density fluctuations anyway.
Your decision should be made on speed, and speed alone!
CS
eg something along the lines of the following for your aircraft:
"Vmca is ***, rotate at ***" [from flight manual]
"Engine fails before XXX knots, idle/reverse, if leaving runway, FCO/mixture cutoff, gangbar down" [or whatever appropriate].
"Engine failure after XXX knots continue
accelerate to Vyse [AT YOUR Dalt - Vyse changes!!!!!]
Pitch up
power up
gear up
flap up
dead leg
dead engine
confirm with throttle
feather
fly Vyse climb to circuit/LSALT turning [direction] to avoid[obstacles]"
"If not climbing, close throttle, land ahead".
Rote learn this as points as above. Touch drill too, and PLEASE, if you have pax on hot headsets, push your mike out of the way so they cannot hear what you are saying.
Counter Rotation technically blue line on your ASI is not always Vyse. That speed changes with your altitude (will be a couple of knots different at Ayers Rock to Hobart). Your ASI blue line will be the sea level Vyse usually.Refer to this techlog discussion
dhoby Ghaut how and what is your decision point?
The aerodynamics of an aircraft does not care how much runway is has travelled over or is remaining in order to determine whether it stays in the air. At a certain airspeed an aircraft will decide whether it wants to fly. Why base a go/no decision on a point on the ground? It would change each day with winds and density fluctuations anyway.
Your decision should be made on speed, and speed alone!
CS
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SPEED SPEED SPEED
Compressor Stall has an obvious point, one that many people overlook, or have not had it impressed upon them strongly enough. There is a lot of 'voodoo' methods used with regard to this event such as 'gear up-go, gear down - no go' which is nonsense, really.
Doesn't matter if the gear is up or down, if it ain't at blue line (or above) there is little chance to accelerate to Vyse (unless there is room to descend and accelerate.
If it's not happenin' at blue line, it's not going to happen - period. (in bugsmahers, anyway)
Doesn't matter if the gear is up or down, if it ain't at blue line (or above) there is little chance to accelerate to Vyse (unless there is room to descend and accelerate.
If it's not happenin' at blue line, it's not going to happen - period. (in bugsmahers, anyway)
CS: Point taken and I agree, blue line marked on the ASI is for a certain set of conditions, and the speed which will give max SE performance changes when conditions change. I guess what I really was asking is: What relevance to the departure you are about to conduct, has a speed relating to a different set of conditions? "Blue line" on the ASI has no real relevance, what you want to know is "blue line" for this particlular T/O. This goes back to K.I.S.S. - and that's another good point too.
Decision points, as far as I was taught anyway, only relate to light twins off loooong runways, where you are able to reach a flying airspeed with still enough length to stop on the remaining runway. Gear up when you have insufficient length remaining, that is your decision point. By then you (should) have the airspeed required to proceed - in these cases I select gear up, and then straight to the ASI to confirm this. To me, it's not so much about your decision being made to GO, AFTER gear up - but to ABORT, BEFORE gear up.
A previous chief pilot told me once: "What's really important is not so much what you do, but whether you can justify your actions afterwards"!!
Decision points, as far as I was taught anyway, only relate to light twins off loooong runways, where you are able to reach a flying airspeed with still enough length to stop on the remaining runway. Gear up when you have insufficient length remaining, that is your decision point. By then you (should) have the airspeed required to proceed - in these cases I select gear up, and then straight to the ASI to confirm this. To me, it's not so much about your decision being made to GO, AFTER gear up - but to ABORT, BEFORE gear up.
A previous chief pilot told me once: "What's really important is not so much what you do, but whether you can justify your actions afterwards"!!
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K.I.S.S!! AGREED!!!
Vyse is calc prior to T/O. Dec spd varies for RWY lgth & Evironment
Takeoff will be on RWY ...
At 600 ft Turn L/R to intercept the ... radial on climb ... ft
Decision Speed is x kts
Failure before x kts -
Power off, Mixture off, Fuel off, Master off, Mags off
Groundloop if I have to.
Gear up at decision speed.
Failure after gear up -
Control the aircraft, nose 5 degrees up
Hold the bug
Ball in the centre
Rich
Pitch
Power
Gear up
Flap up
Identify dead leg dead engine
Confirm, watching fuel flow & listening
Feather
Bank 3 deg to live
1/2 ball out
Accelerate/Decelerate to Vyse
Full clean up (ck gear, flap, feather, cowl flap, lights)
If A/C is not performing reduce pwr on live and look for a spot
Conduct Phase 2's
IMC escape procedures as necessary
When you get back on the ground - K.I.S.S. it!
Takeoff will be on RWY ...
At 600 ft Turn L/R to intercept the ... radial on climb ... ft
Decision Speed is x kts
Failure before x kts -
Power off, Mixture off, Fuel off, Master off, Mags off
Groundloop if I have to.
Gear up at decision speed.
Failure after gear up -
Control the aircraft, nose 5 degrees up
Hold the bug
Ball in the centre
Rich
Pitch
Power
Gear up
Flap up
Identify dead leg dead engine
Confirm, watching fuel flow & listening
Feather
Bank 3 deg to live
1/2 ball out
Accelerate/Decelerate to Vyse
Full clean up (ck gear, flap, feather, cowl flap, lights)
If A/C is not performing reduce pwr on live and look for a spot
Conduct Phase 2's
IMC escape procedures as necessary
When you get back on the ground - K.I.S.S. it!
Join Date: Feb 2003
Location: AUS
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Col Kurtz
Your reply has sparked my interest.
"Personally I do not think the gear up/gear down decision is a voodoo method".
Once airborne, positive rate of climb and insufficient runway to land ahead raise the gear and accelerate to blue line. In most piston twins used for charter blue line, such as it is, is between 95 and 112 knots. Rotating at 90 kts and raising the gear puts you at the blue line fairly rapidly. In conditions where this is marginal, eg taking off at 2800kg in a C404 on a 1000m dirt strip the 20 to 40 seconds of worry can seem like a lifetime but I can tell you all aircraft have coffin corners. Get to Blue line. There is nothing to be gained by excess speed at this stage, in fact you should be ready to counter with rudder, pole forward and slightly bank towards the live engine whilst performing the 5 ups. Keep going straight ahead terrain permitting. Pole forward to the maximum VYSE, 110kts will work with most, note the VSI and work back from there. If it is giving you 50 ft per min raise the nose and come back five knots, roll another degree or two towards the good engine, keep coming back on the speed until you feel you have it nailed. Loaded, in most working twins this will be around 50 to 200 fpm rate of climb. Also in most working twins there will be circumstances of weight and temperature and engine/aircraft condition where you will be going down at 50 to 200fpm. Thats okay ground effect can gain you several miles to a suitable area.
Transient power losses should not excite an overreaction: Example: Baron 55 with I think from memory 470 engines, the POH wants fuel pumps to low on take-off in conditions over 100deg C.
Or aircraft with rippled rubber bladder fuel tanks storeing water until acceleration/deck angle puts into the system.
Or maybe the engine blows a cylinder through the cowl.
Sometimes it maybe appropriate to drive the engine to destruction.
Your reply has sparked my interest.
"Personally I do not think the gear up/gear down decision is a voodoo method".
Once airborne, positive rate of climb and insufficient runway to land ahead raise the gear and accelerate to blue line. In most piston twins used for charter blue line, such as it is, is between 95 and 112 knots. Rotating at 90 kts and raising the gear puts you at the blue line fairly rapidly. In conditions where this is marginal, eg taking off at 2800kg in a C404 on a 1000m dirt strip the 20 to 40 seconds of worry can seem like a lifetime but I can tell you all aircraft have coffin corners. Get to Blue line. There is nothing to be gained by excess speed at this stage, in fact you should be ready to counter with rudder, pole forward and slightly bank towards the live engine whilst performing the 5 ups. Keep going straight ahead terrain permitting. Pole forward to the maximum VYSE, 110kts will work with most, note the VSI and work back from there. If it is giving you 50 ft per min raise the nose and come back five knots, roll another degree or two towards the good engine, keep coming back on the speed until you feel you have it nailed. Loaded, in most working twins this will be around 50 to 200 fpm rate of climb. Also in most working twins there will be circumstances of weight and temperature and engine/aircraft condition where you will be going down at 50 to 200fpm. Thats okay ground effect can gain you several miles to a suitable area.
Transient power losses should not excite an overreaction: Example: Baron 55 with I think from memory 470 engines, the POH wants fuel pumps to low on take-off in conditions over 100deg C.
Or aircraft with rippled rubber bladder fuel tanks storeing water until acceleration/deck angle puts into the system.
Or maybe the engine blows a cylinder through the cowl.
Sometimes it maybe appropriate to drive the engine to destruction.