engine out ferry flight

[Bergerie1]

One of the things I forgot to mention in my description in my post No. 24 of a 3-engine ferry take-off on a B747 was the care needed over the direction and strength of the crosswind. It is all so long ago now that I forget what the crosswind limit was when the wind was from the same side as the inoperative engine. Does anyone remember? It was quite critical with an outboard inoperative!

[MarkerInbound]

At an old job I was qualified on the 727 for two engine ferries and did 4 or 5. Performance manual had a separate section of charts, MTOW was reduced from the normal 175,000 pound range to about 130,000. In recurrent training all Captains did a single engine landing because the FAA requires a landing with half the engines inoperative and there’s no provision for half an engine on planes with three engines. But at the end of the normal training and checking the instructor would reduce the weight of the plane and I'd do a two engine takeoff. Can’t remember if the instructor would fail an engine again to get down to one engine since the normal training included a takeoff with an engine failure and coming back again to shoot an approach and miss and have a second engine fail during the miss and then magically the weather got better for a single engine landing.

[treadigraph]

Originally Posted by WITCHWAY550

I recall from ancient annals an early model Lear that attempted to depart in Libya with one engine inoperable/one engine running. I don't think it ended well.

Arab Wings Lear 35 in Saudi I think, crew died. They lost another one in different circumstances around the same time.

[punkalouver]

Originally Posted by Bergerie1

One of the things I forgot to mention in my description in my post No. 24 of a 3-engine ferry take-off on a B747 was the care needed over the direction and strength of the crosswind. It is all so long ago now that I forget what the crosswind limit was when the wind was from the same side as the inoperative engine. Does anyone remember? It was quite critical with an outboard inoperative!

The most important post in the thread. I was wondering when someone would finally mention this. Do your performance charts consider this when it gives you VMCG(the speed above which you are thinking of going to the takeoff power setting). Taking off in one direction may be a lot more difficult than the opposite direction(although not on a tri-jet with #2 inop) due to crosswind.

Better to be slower than ideal, when it comes to increasing the power on the outboard engine as opposed to too fast. And never try to lift off early(such as those ATI DC-8 guys that were approaching the side of the runway on takeoff). It does not end well. RTO with an overrun is a likely much better option.

There is a link to the report at this address.......

Air Transport International Flight 782 - Wikipedia

Might want to do some serious thinking during pre-flight takeoff planning as to what kind of an overrun area you want and how the crosswind can harm or help you.

And what if it is a gusty crosswind? How will that affect you?

I’d say one of the most important considerations in such an operation is the willingness to wait for more ideal weather conditions. For example, maybe when the winds die down in the evening is a better time than a peak gustiness and turbulence from mid-day heating. Perhaps day VFR conditions tomorrow are better than IFR or night conditions, especially if you don’t have much experience doing this.