Engine Failure Below V1

Gulfstream GVII

Eddie sez:

The addition of autobrakes makes this maneuver fairly simple, but the problem of "go" or "don't go" remains. 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.

Everything here is from the references shown below, with a few comments in an alternate color.

Last revision:

20191019

AFM Procedure

[AFM, §04-06-10]

Corrective Action

    NOTE

    Ground Spoilers should extend automatically when the POWER LEVERS are reduced to idle.

  1. POWER LEVERS . . . IDLE

  2. Brakes Apply maximum anti-skid braking

  3. Directional Control . . . Maintain with rudder, nosewheel steering, and differential braking

  4. CAUTION

    IF DIRECTIONAL CONTROL ISSUES ARE ENCOUNTERED CONSIDERATION SHOULD BE GIVEN TO STOWING THE THRUST REVERSERS TO REGAIN CONTROL.

  5. Thrust Reversers (Left and Right) . . . As required

Of course you still have the engine failure to deal with:

Engine core fire on ground

Engine fire on ground

Technnique

[Ground and Flight Operations, pp. 61-62

  • Both pilots should adjust the seat and/or rudder pedals so that max brake pressure can be applied.
  • Both pilots should maintain situational awareness regarding proximity to V1.
  • Use standard callouts during the takeoff.
  • Don’t change your mind. If you have begun an RTO, stop. If you have reached V1, go, unless the pilot has reason to conclude that the airplane is unsafe or unable to fly.
  • Consider use of the RTO setting for auto-brakes during pre-flight planning.
  • Pilot Flying (PF):
    1. Retard throttles to idle.
    2. Apply maximum anti-skid braking.
    3. Maintain directional control with rudder, nosewheel steering, and differential braking.
    4. se reverse thrust, as required.
    5. NOTES

      Ground Spoilers should extend automatically when the throttles are reduced to idle. During a rejected takeoff, reverse thrust can be used to bring the airplane to a stop if deemed necessary. If reverse thrust is used below 60 KCAS, the event should be recorded and reported for maintenance action. After a rejected takeoff, the cabin pressurization system may still be in the FLIGHT mode of operation. Select the LANDING or RAM mode to allow the aircraft to depressurize.

  • Pilot Monitoring (PM):
    1. Monitor engine instruments.
    2. Notify ATC of rejected takeoff as soon as conditions permit.
    3. When clear of runway, perform appropriate Emergency, Abnormal or Normal checklist, to include evacuating the aircraft, if necessary.
    4. Select pressure profile to LANDING or RAM as required.
    5. Check brake temperatures on BRAKES synoptic page.

See Also:

Gulfstream GVII-G500 Airplane Flight Manual, Revision 4, August 29, 2019

Gulfstream GVII-G500 Ground and Flight Operations, released as part of the GVII-G500 AOM, §02-01-10