747 V1 Cut Advice
Randomperson8008, why dont you ask your trainer to demonstrate exactly how to do it i.e show you the procedure they want you to follow? They should be teaching you after all, then learn and perfect that. Also the "scenario" of (v low) 500ft/150m viz with a 15kt wind, when would you get that in reality? duststorm perhaps, thats all i can think of. Btw, are you an ex Hawker driver as you mentioned "checking" the rotation with a little push.
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sevenstrokeseven - V1...engine failure... and you're saying to trim the rudder on while still on the ground??? 
Random - everyone is saying the same thing - get the rudder right FIRST, then a steady rotation with the rudder locked/frozen/fixed. The rudder will almost always be slightly off, you can see that by your ailerons. Small, steady (never ABRUPT) rudder input will fix that. I think of 'squeezing' in more rudder vs. 'pushing more rudder'. Squeeze, squeeze, squeeze, until you have enough.
Keep in mind most people don't use enough rudder, especially at the time of the failure.
The WORST thing you can do is start cycling/changing rudder inputs. Yaw issues, advancing wing, especially from a swept wing, etc, will create control issues.
You need to make small, targeted corrections. It's a constant ballet to get it right. Scan, correct, freeze. Scan, correct, freeze. The smaller the error the smaller the correction.
Random - everyone is saying the same thing - get the rudder right FIRST, then a steady rotation with the rudder locked/frozen/fixed. The rudder will almost always be slightly off, you can see that by your ailerons. Small, steady (never ABRUPT) rudder input will fix that. I think of 'squeezing' in more rudder vs. 'pushing more rudder'. Squeeze, squeeze, squeeze, until you have enough.
Keep in mind most people don't use enough rudder, especially at the time of the failure.
The WORST thing you can do is start cycling/changing rudder inputs. Yaw issues, advancing wing, especially from a swept wing, etc, will create control issues.
You need to make small, targeted corrections. It's a constant ballet to get it right. Scan, correct, freeze. Scan, correct, freeze. The smaller the error the smaller the correction.
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I've not had problems in the last half dozen or so V1 cuts I've performed. The advice on this thread has been very helpful. I think I was fixating too much on the sky pointer due to it being heavily emphasized on my previous briefings (don't strike a pod!). If you fly the crosswind corrections like they should be flown, the pod strike and tail strike shouldn't be a problem.
When I returned to the scan I had used in my previous aircraft, things started going very well.
My previous aircraft was the Embraer 145.
Now if I can just get my other procedural issues ironed out, perhaps I will earn my type-rating on Sunday!
When I returned to the scan I had used in my previous aircraft, things started going very well.
My previous aircraft was the Embraer 145.
Now if I can just get my other procedural issues ironed out, perhaps I will earn my type-rating on Sunday!
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It is obvious but important to have a correct seating position to start with.
It's important to set the Pitch trim as shown by the FMC. Even a touch more nose up if you are using the assumed temp technique.
Keep an eye on the trend vector and use your V/S as the first indication of speed change.
Finally do not get distracted by any calls. The only one you want to focus on in the initial stage is the positive rate and gear up.
When in cross-wind it's normal to have a bit of crosscontrol. Do not rush to remove it.
It's important to set the Pitch trim as shown by the FMC. Even a touch more nose up if you are using the assumed temp technique.
Keep an eye on the trend vector and use your V/S as the first indication of speed change.
Finally do not get distracted by any calls. The only one you want to focus on in the initial stage is the positive rate and gear up.
When in cross-wind it's normal to have a bit of crosscontrol. Do not rush to remove it.
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Don't ever use the sky pointer technique. After dozens and dozens of sucessful takeoffs with a V1 cut my check airman said just step on the sky pointer so I did and crashed. I went to my old way of just stepping on the rudder and using minimum aileron to keep us climbing properly. Mechanical flying isn't my idea of flying. What happens if you lose your sky pointer and that is the only way you can fix an engine failure. I know it won't work in a Lear 23. The new kids might find this helpful if all their automation keeps working. Us old guys don't care if the automation fails because we don't need it.
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RP, sometimes you have to go to your own flight background and what works for you. Blindly following a check airmans advice and changing what you have always done is not good. Do it your way, not his way. They aren't any smarter than us, remember?.
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The rating ride went well. As always, there were some things I could've done better, but as long as I earn a passing grade, I'm satisified.
The only critique I received on the V1 cut is that I didn't rotate fast enough. The main gear skipped on the runway a little bit, but directional control was not a problem and I was within 10 knots of target speed during the initial climb (V2+10).
Thanks again to everyone for the advice. I believe we can call this thread a success because my Pilot Certificate now says B-747-4.
The only critique I received on the V1 cut is that I didn't rotate fast enough. The main gear skipped on the runway a little bit, but directional control was not a problem and I was within 10 knots of target speed during the initial climb (V2+10).
Thanks again to everyone for the advice. I believe we can call this thread a success because my Pilot Certificate now says B-747-4.
