double engine out on take- off
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Joined: Nov 2007
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From: London
double engine out on take- off
Amateur question for the Pros- apologies if it has been addressed before and apologies for my ignorance 
Twin jet heavy has both engines quit simultaneously just afte VR. Is there rmuch/any chance of gaining sufficient height to glide back
Presumably there is a Sim module
Thanks
Twin jet heavy has both engines quit simultaneously just afte VR. Is there rmuch/any chance of gaining sufficient height to glide back
Presumably there is a Sim moduleThanks
Joined: Apr 2009
Posts: 816
Likes: 0
From: UK
The sim training would be to try to ensure that the subsequent forced landing was made as surviveable as possible.
Just after rotation the aircraft has no significant height or potential energy, very little speed above the stall speed, so virtually no excess kinetic energy and also will have the drag of TO flaps and extended gear. Any attempt to stretch the glide would result in speed bleeding off very rapidly and a stalled crash which is generally not survivable. To maintain flying speed and not stall, the aircraft will be descending very rapidly, but hopefully in a controlled manner, with the rate of descent being arrested in the flare. After that you are rather dependent on the ground and obstructions as to whether the aircraft stays together or breaks up.
If, hypothetically the aircraft was at high speed, at a low height over the runway, you would have some excess energy which if luck and skill came together you might be able to use to your advantage. At the end of a sim session once there was some spare time to have a bit of fun. The pilot flying was doing a low pass down a runway at about 50ft and well over 300kts and at the moment the sim instructor gave him a double engine failure. The chap had sufficient energy to continue ahead, pull up into a wing over and land in the opposite direction. Unfortunately in the real world you will not often find big jets doing over 300kts at 50ft.
Just after rotation the aircraft has no significant height or potential energy, very little speed above the stall speed, so virtually no excess kinetic energy and also will have the drag of TO flaps and extended gear. Any attempt to stretch the glide would result in speed bleeding off very rapidly and a stalled crash which is generally not survivable. To maintain flying speed and not stall, the aircraft will be descending very rapidly, but hopefully in a controlled manner, with the rate of descent being arrested in the flare. After that you are rather dependent on the ground and obstructions as to whether the aircraft stays together or breaks up.
If, hypothetically the aircraft was at high speed, at a low height over the runway, you would have some excess energy which if luck and skill came together you might be able to use to your advantage. At the end of a sim session once there was some spare time to have a bit of fun. The pilot flying was doing a low pass down a runway at about 50ft and well over 300kts and at the moment the sim instructor gave him a double engine failure. The chap had sufficient energy to continue ahead, pull up into a wing over and land in the opposite direction. Unfortunately in the real world you will not often find big jets doing over 300kts at 50ft.
