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Engine Failure Above V1

G500 Emergency Procedures

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.


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 and V1 Reaction Time.

AFM Procedure

[AFM, §04-06-20]

System Impacts

  • Aircraft Operating Envelope: Maximum speed reduced to 285 KCAS / 0.9M maximum with Spoiler Panel Fail (U) (caution) CAS message displayed.

  • Autobrakes: Disarmed.

  • Spoilers: Loss of one spoiler pair.

Corrective Action

  1. Takeoff . . . Continue

  2. Throttles . . . MTO

  3. At VR speed:

  4. WARNING

    DO NOT EXCEED 10 DEGREES OF PITCH ATTITUDE PRIOR TO LIFT-OFF. DO NOT ROTATE TO THE PITCH TARGET IN LESS THAN 3 SECONDS.

    NOTE

    The Flight Director Takeoff Mode is designed to provide flight path guidance consistent with the established takeoff procedure.

    If engine failure should occur after passing V2 on takeoff, it is recommended that the speed at the time of engine failure (up to V2 +10 KCAS) be maintained.

    1. Airplane . . . Rotate smoothly to 10 degree pitch target in 3-4 seconds

    2. Airspeed . . . After confirmed airborne, capture and maintain V2 to V2 + 10 KCAS

  5. After a positive climb rate is established:

    1. LANDING GEAR . . . UP

  6. When 1500 feet above airport elevation and clear of obstacles:

    1. Airspeed . . . Accelerate to VSE

    2. Throttle (Operating Engine) . . . MCT

  7. After reaching V2 +20:

    1. FLAPS . . . UP

    2. Affected Engine . . . Confirm

    3. Throtttle (Affected Engine) . . . IDLE

    4. FUEL CONTROL (Affected Engine) . . . OFF

    5. ENG BLEED AIR (Affected Engine) . . . OFF

    6. TCAS . . . TA only

    7. Fuel Balance . . . Monitor and Maintain

    8. Refer to 02-08-60, Fuel Balancing in Flight.

    9. Airspeed . . . 200 KCAS minimum

  8. If Wing Anti-Ice is required:

    1. Isolation Valve . . . Verify Closed (Out)

    2. CAUTION

      WAI MUST BE ACTIVATED AND REACH AN OPERATING TEMPERATURE GREATER THAN 100°F PRIOR TO ENTRY INTO ICING CONDITIONS.

    3. WAI . . . ON

  9. Airplane . . . Land as soon as possible

  10. NOTE

    Do not attempt an airstart if an Eng Fail (warning) CAS message was displayed prior to the Fuel Control being shut off.

  11. If an airstart is to be attempted:

    1. Refer to 04-08-20, Airstart.

  12. If landing using a single engine:

  13. NOTE

    The APU may be used as an alternate source of electrical power. Refer to 03-03-10, APU Inflight Operation - Alternate Electrical Power Source.

    1. Refer to 04-08-30, One Engine Inoperative Landing Procedure.

Technique

The FlightSafety G500 Pilot Initial Guide gives an excellent treatise on how to fly the airplane following an engine failure at V1.

images

Photo: Flight Path Vector (FPV) with V2 "staple," slip indicator, and irrelevant flight director cue.

Click photo for a larger image

I've been using the Flight Path Vector (FPV) in the HUD for ten years now but I've made an exception for keeping control of the aircraft during an engine failure in the simulator. I've found that it jumps around too much, having to shift your eyes up to find the slip indicator, to the left for the airspeed, to the bottom for the horizon, and then to whatever heading reference there is is just too hard. I've never been able to do it, so if I have an engine failure after V1, I keep my eyes through the HUD while adding the necessary rudder, until I've brought the nose up to obscure that view. Then, I shift my eyes down to the PFD where I have everything I need in an easier to read format.

While I've been doing that, I think the majority of G450, G550, and G650 pilots were doing teh same. In fact, I think most of them were not using HUD symbology in the PFD. Now in the G500 you don't have "V-bars" in a single cue or the cross bars many of us flying Air Force aircraft grew up with. So everyone is using HUD symbology. Gulfstream has made the HUD symbology more useful during an engine failure. An airspeed "staple" appears that brackets V2 to V2+10. So all you have to do is keep the FPV's left between the two legs of that staple. I find it very easy to do that. Next, they've put a slip indicator right under the FPV to make it easier to keep the airplane in coordinated flight. I also find this very easy. But there is a problem. The horizon line in the HUD is a thin line that will drop down to the bottom of the HUD. I find it very hard to keep an eye on it. Heading? It is too hard to read. And there is one other problem.

The flight director cue in the G500 is repurposed during takeoff to give a rotation cue from well below the horizon until it gets to the correct rotation angle. And then it just stays there unless you select a vertical mode. If you are trying to keep the FPV inside the V2 to V2+10 staple, the flight director does nothing for you laterally or vertically. The FPV does a marvelous job of keeping you at the correct speed but absolutely nothing to keep you on heading. I've given this recommended technique a try and don't like it.

So here is what I do. I keep my eyes in the HUD during the takeoff roll and initial rotation. Once I have this rotation mostly done, I shift my eyes down and ask for FLCH. It should zero in on whatever speed you have at the time, but no higher than V2+10. So my call is, "Select flight level change, ensure I have no more than Vee Two Plus 10." Now I have that big beautiful PFD display where attitude and heading are easy to discern. The biggest problem for me now is having to shift my eyes up to the slip indicator. But once I've made that input, that input remains the same until I change the thrust level.

References

Gulfstream GVII-G500 Airplane Flight Manual, Revision 3, July 16, 2019

Gulfstream GVII-G500 Production Aircraft Systems, Revision 1, Oct 1, 2018

Revision: 20190731
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