One thing I think you are missing is whether or not it would even be possible to align the aircraft with the remaining runway - even if there is 7,000 feet of it ahead of you - if your rejected takeoff is due to asymmetric power.digits_ wrote: ↑Thu Nov 12, 2020 8:33 amLet's start with an example of a navajo. Accelerate stop somewhere around 3000 ft, single engine stake off distance probably around the same. This airplane is now taking off from a 10000 ft runway, with a V1 calculated for a 3000 ft runway. You have 7000 ft of extra runway that is not taken into account. Let's say its engine catches fire past v1, would it not be much safer to just abort in the remaining extra 7000 ft?...
Am I missing something?
I spent many years training twin turboprop pilots in a FlightSafety simulator. One thing that became very clear to me was that if the pilots were given an engine failure at or immediately after rotation, and they had not been briefed ahead of time that they would be getting an engine failure, the aircraft would swerve significantly off runway heading. Proficient pilots would usually be able to recover from the heading loss and re-establish themselves on runway heading, but by the time they did that the aircraft was significantly displaced laterally from the runway. The likelihood of the pilots being able to maneuver the aircraft back over top of the runway and land on it - even if there was 7,000 feet remaining - was minimal.
If a high-speed reject decision (a reject on the ground above V1 but below Vr) was made due to a problem other than a power asymmetry, obviously, the remaining 7,000 feet would be sufficient to stop the aircraft.
For practical purposes, though, the difference between V1 and Vr in twin engine aircraft weighing 12,500 pounds or less is pretty small - perhaps 5 to 7 knots, and that V1 to Vr gap lasts one second or less. A more pragmatic approach when runway distance is not limiting might be to brief that "if we have a problem on the ground, we stay on the ground, and if we have a problem in the air, we stay in the air".
Maynard, for the reasons given in my post above, I disagree with you. You might think you can put it back down on the runway, but my 5,000 hours + of training pilots in the simulator (with an average of at least one engine failure at takeoff every 2 hours of training) tells me that the odds are against you getting it back down on the asphalt. On the airport property, yes, but the runway - not likely.Maynard wrote: ↑Fri Nov 13, 2020 9:07 amThis is where the difference comes in from the "checklist only" type of pilots vs the common sense pilots. It shouldn't even be a deep thought if you're flying a small twin from a long ass runway, screw V1; with 5000 in front put the thing back down. V1and VR will be within a few knots so you're likely airborne with 6-7000' left....even at 2-400' AGL you could get it back down and stopped before the end