Quote:
Originally Posted by ppragman  What about a control surface failure? or a structural fire? Do you still want to go trapsiing around the pattern without any controls? Ehhhhhhh, not for me. I don't want to turn what would be a runway overrun into an al haynes adventure. |
If it is a control surface failure you arn't gonna go far after V1. Typical brief is to mention that if you can't get it off the ground safely due to control malfunctions you won't go flying. It is a part of my brief every day anyhow.
Back to the engine failure.
First I wanna say that you're are thinking about the problem and that is a credit to qualities as a pilot. I don't agree with you here so much but maybe time and math will prove me wrong. With that said, onto the engine failure:
I'd be curious if the engine failure had to do with all the oil pouring out of the engine due to some mechanic not putting on the cap (watched it happen the aircraft in front of me). Awesome when you dump all that oil on the tires and those brakey things connected to the wheely things (on a turboprop). Lose an engine past V1 go in the air, do your procedures, come back and land, and the best part will be now you have the
whole 11,000ft of runway (-1000 for touchdown), maybe the wind will knock a little of that oil off on the approach so you don't have to burn so much runway lightly touching the brakes trying to burn off the oil from your discs. Trust your SOP's. I would even encourage you to blindly follow your SOP's because both companies I've been at, the SOP's tell you on the first page that the SOP's can't forsee every eventuality. By making something up when a new/different suitation comes up you ARE following SOP's. For the situations that are spelled out in the SOP's, like a simple engine failure, follow the procedures.