Aerospace Question?

Question

If you where the pilot of the 767 taking off with only one engine, would you retract the flaps after liftoff or leave them set at their liftoff condition ? Why ? Discuss the advantages and disadvantages of retracting the flaps.

Answer 1

d**n i thought u were talking about the band.......

**********SADNESS************

Answer 2

I did a 737 si  check today. You need flap below certain speeds.

Before V1 - Close throttle apply brakes

After V1 - Increase trust

                 Rotate at higher speed

                 Accelarate to V2 + 15

                 Set max cont trust

                 Retract flaps to 1`

                 Passing 190 call flap up

                 Accelerate to 210

                 Replan flight

Answer 3

When you are taking off and the flaps are in the down positions, it generates upward force by the directing air down towards the ground, thus helping the aircraft lift of the ground, if you lost all power to the engine in mid air flight, i would retract the flaps to '0' so your not disrupting the flow of air over the wings, because usually when pilots go through their landing checklist, they put the flaps down to about 15 degrees to slow the airflow over the wings and slows the aircraft down. So keeping the flaps down in liftoff procedure while you've lost and engine means trouble as the aircraft is more likely to drop out the sky due to insufficient airflow over the wings.

Answer 4

You leave the flaps in the takeoff configuration until reaching the engine failure acceleration altitude.  The plane climbs on one engine with flaps set for takeoff; you need to reach a safe elevation before leveling off to accelerate and raise flaps.

Answer 5

Probably follow the procedure in the AOM.  In general, it would have you leave the aircraft as is, gear comes up at positive rate (although some I've flown came up at an airspeed).  Above 1000' AGL your looking for single engine climb, V3, whatever the manufacturer/FAA have decided and you would fly the profile.

Depending on the airport and the weather, that's probably coming back around for immediate landing.  However if the weather was bad enough for a Takeoff Alternate -- Captain's choice to go there.

Specifically for the flaps, they would generally come up some, perhaps.  You have no need to accelerate away from the field so getting completely clean is a waste of time.  I don't know about the 767 but manuevering is probably slats and some small amount of flaps around 200 KIAS, give or take.

The disadvantage of not doing what the AOM says is explaining to the Company and the FAA why you chose to be a test pilot instead of the procedure.

Answer 6

I'm assuming that you're talking about an engine failure after V1.   You cannot accomplish a takeoff with one engine if the speed is below V1.

Continuing a takeoff beyond V1 on a single engine requires keeping the flaps in their takeoff position until 400 feet (some companies use 500 feet) or a non-standard acceleration height (usually necessary for obstacle clearance), whichever is higher.  The flaps are then retracted as the airspeed accelerates in accordance with a flap retraction schedule, which is predicated on weight.

It's not a matter of opinion of which way is better.  This is the way it is and it's how all performance figures are calculated.  Flaps are NEEDED at the initial climb speeds.

Answer 7

first of all is the question a true event? if it is then it must have been a ferry flight (a one time approval to bring back the 767 to its home base).The MEL (Minimum Equipment List) + AMM standard procedure for a single engine ferry flight will tell the pilot what to do. Chris pointed it out the flaps adv. and dis adv.and i agree with him all the way. One thing more is that the  767 has a dead engine and the tendency of the running engine is to pull the aircraft in his direction and rudder actuation prevent this (dutch roll) from happening.