GVII - Engine Failure Above V1
You are generally better off getting the airplane airborne and coming around to land with full flaps, the engines near idle, and with most of the runway in front of you than trying to abort at high speed, at least one of the engines at takeoff thrust, and much of the runway behind you. But not always.
In the world of heavy jets, the idea that it is better to go than stop is almost an absolute. With smaller aircraft where you might have enough runway to takeoff and land again, perhaps not so much. But the G500 falls between these two extremes. My take: you are better off going than stopping unless everything is coming unglued. (Say the weather is terrrible all over, you have a long runway, and you've lost an engine and all of your cockpit displays.) But generally speaking, I am go oriented.
If the airplane detects an engine fire during takeoff close to or just after V1, it will withhold that information from you until 400 feet or 30 seconds after you become airborne. You might be able to hear a subtle "click," that is the fire handle solenoid unlocking.
There is another issue to consider and that is when do you call V1? As the PF your eyes will be on the HUD and you will have the speed tape to watch V1 approach. Your PM, on the other hand, will be dividing his or her attention inside and outside. A lot of pilots are of the mindset that they must call "Vee One" at precisely V1 and that is too late, especially in an airplane that accelerates as fast as this one.
If this comes as a surprise to you, see: V1.
Keep in mind that a red Eng Out (U) CAS message tells you a relight is possible, while a red Eng Fail (U) message tells you a relight should not be attempted. Once you shut down the engine, these messages change to “Engine Off” and you seem to lose the information. But fear not, you will see “Windmill Start Envelope” or “Assisted Start Envelope” if what you had was an “Eng Out” and you are in the appropriate start envelope.
What follows is a blend of technique with the Operating Manual’s Ground and Flight Operations Section (Chapter 2), which is exceptionally well written.
Photo: Flight Path Vector (FPV) with V2 "staple," slip indicator, and irrelevant flight director cue. (From author’s notes)
The PM should announce the problem without saying which engine is at fault, "Engine Fire" or "Engine Failure" and not "Left Engine Fire" or "Left Engine Failure." You don't want to bake into the situation one engine or another. Let the PF keep the airplane going straight without the hint and to diagnose which engine independently.
Continue the takeoff – throttles full forward.
Maintain directional control with the rudder.
You won’t need a lot of rudder when the aircraft is in a three point attitude on the ground, but that will change.
At VR, smoothly rotate the airplane to place the flight path vector on the flight director and track it.
As you rotate, you will need to add about half the rudder at first, and then all of it. You need to make a conscious effort to keep the aircraft heading straight and that is going to take all of the rudder and it might even take some opposite bank. I’ve seen pilots end up more than 90 degrees off heading very quickly. That is a good way to bust a check ride or end up in a mountain.
After lift-off, accelerate to capture V2 to V2 +10.
Auto-speed will hold V2 to V2+10, based on speed at engine failure.
Use the V-Speed awareness band in the HUD as desired
Place the FPV inside the V2 to V2+10 staple.
This seems like a good technique in theory, but I find it too hard to maintain a sense of the airplane's lateral attitude and heading while focusing on that staple. I think it easier to ask for FLCH once you are inside the speed range and look at the PFD for lateral cues.
If your takeoff off with the HUD uncaged, it will be very difficult to precisely control the aircraft as the PFD jumps about. For this reason, I cage the HUD for takeoff and uncage it for all other operations. The CAGE/UNCAGE selection is on the bottom right of most of the POF TSC pages, so it is easy to get to.
When a positive rate of climb is established, retract the landing gear.
Climb at V2 to V2+10 to 1,500 feet above airport elevation and clear of obstacles.
Accelerate to a minimum of VSE.
But what is VSE and why should you care? VSE will be posted before you takeoff but then it goes away. Some pilots write it down, some put it in the note pad. I don’t particularly care. If I have an obstacle, I will climb out at V2. If I don’t have an obstacle, I will accelerate to 200 KCAS. VSE is unimportant to me.
Auto-speeds will go to 200 KCAS, automatically at 1500 feet AGL, or the highest obstacle, or the SID climb height.
Auto-speeds will go to 220 KCAS (flap limit speed) with 20° flaps at 2500 feet AGL.
After reaching V2+20 knots, select the flaps to UP, continue acceleration to VSE.
Set the OPERATING engine throttle to Maximum Continuous Thrust (MCT).
Set the FAILED engine throttle to idle.
The flight crew shall confirm the correct (failed) engine FUEL CONTROL prior to placing the switch in the OFF position.
Select the FAILED engine FUEL CONTROL switch to OFF. If an engine is shut down due to extreme vibration, consideration should be given to shutting off fluids to/from the FAILED engine by pulling the associated FIRE handle.
Select the failed ENG BLEED AIR switch to OFF. In some cases, this will prevent the loss of ECS air and/or prevent smoke induction into the bleed air manifold.
Select the ISOLATION valve to OPEN. The second ECS pack will restart to assist in pressurizing the aircraft.
If the left engine has failed, select the PTU ARMED/ON (if required) to ensure PTU operation. If the PTU was previously armed, it will have been automatically activated when L SYS pressure decreased below 1500 psi.
If the left engine has failed, select the AUX pump to ARM. This will provide additional redundancy to the rudder, flaps, wheel brakes and nosewheel steering.
Place TCAS in to TA only mode.
Monitor and maintain fuel load balance. See Section 01-03-80, Maximum Fuel Imbalance.
Airspeed – 285 KCAS/0.9M maximum.
If WAI is required:
Descend below 32,000 feet.
Airspeed 0.85M maximum.
ECS Pack (affected engine) – OFF.
Isolation Valve – Closed (Auto/Sw-Out).
WAI – ON.
Do not attempt airstart if an Eng Fail (warning) CAS message was displayed prior to the Fuel Control being shut off.
If desired, the APU may be used as an alternate source of electrical power. See Section 03-03-10, APU Inflight Operation – Alternate Electrical Power Source.
Return to airport for immediate landing. See Section 04-19-40, Immediate Return for Landing or proceed to takeoff alternate airport.
If the engine failed for no apparent reason, consideration should be given to attempting an airstart.
If landing single engine, refer to Section 04-08-30, One Engine Inoperative Landing Procedure.