PPRuNe Forums - Engine failure during a derated takeoff

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Hi yonygg,

Quote:

Did someone check whether in that scenario the new Vmca is still higher than V2 (+10)?

If no body checked and control became a problem then reduce the thrust (to TO Thrust). You can't be any worse off than having an engine failure at V1 and keeping TO Thrust to AA and clean wings.

Quote:

our E/O recovery wasn't perfect and we didn't meet the planned performance calculation and now our new flight path is lower than the calculated one,

Since you had all engines operating until >800 ft then your flight path must be better than having an engine failure at V1.

Quote:

and we also deviated 10 degrees off course, and up ahead there are some obstacles or terrain, and the next thing we hear is the GPWS going off and we must add power. Now what?

Display Terrain on your ND, weather on the other. Your enhanced SA should discourage a turn towards terrain.

Boeing recommends to allow FMC to match take off thrust selection to the corresponding CLB thrust.
In our company we are most of the time on D-TO-2 with ATM which gives us CLB-2
after clean up as part of after take off procedure we select CLB. not before.
mow I know why:):)

Couple of thoughts ..

(a) the Vmc concern is only relevant for rather low weights as, for higher weights, Vs becomes limiting.

(b) on whatever runway RTOW, Ops Manual, QRH, etc., data you have you should be able to locate a chart of some sort which gives either specific or generic speed schedule data against weight.

From the higher weights you should see the speed schedules reducing with weight. If, at the lower weight end, you see the speed schedules flatten out, that will be where Vmc becomes limiting and you should be able to divine an approximate Vmc value, even if it is not stated explicitly.

If the weight/speed schedule continues to reduce down to the minimum weights, it follows that Vmc is below the scheduled speeds. How far ? Good question if the figures aren't listed somewhere explicitly. In this case, I would refer the matter to your ops eng folk .. who either will know the figure or can get it from the OEM.

I would opine that the more important concern, if you do elect to increase thrust at low speed on a low weight takeoff .. do it SLOWLY. I was involved in the investigation of a fatal many years ago where, almost certainly, the departure was caused by the pilot's rapidly increasing thrust on the operating engine .. both engines were high spec'd and there would have been a thrust overshoot .. which led to a very rapid Vmc departure over the runway head .. crash, burn, most died.