Let's imagine that you're taking off with a fully-loaded (heavy) boeing/airbus, you passed V1, but are still..

Question

.... rolling to Vr, and just before Vr, one engine fails to run anymore. True that you have to put in a few tenths of a second the rudder trim to the other side (because you have to go in the air), or elsewhere you have biggest problem (and possibility of crashing or uncontrollable situations)?

Answer 1

You do have to use your rudder.  And follow proper procedures.  That's one of the situations pilots of multi engine aircraft train for, though.  And when you get to that level, you have to be pretty calm in any sudden change of flight status.

Answer 2

You don't have to add rudder TRIM that fast, but you certainly have to add rudder to keep the plane straight.  Many airplanes have a rudder boost system to help with this.  But yes, if an engine fails after V1, the takeoff and climb is continued on one engine.  Pilots practice this procedure MANY times every 6 months in a simulator to the point that it's second nature - no extra thought required, we just do it.

The rudder trim comes in where the plane is safely away from the ground and the pilot needs to relieve the workload of holding down the rudder.

Answer 3

You keep going and do engine out climb procedure.  The airplane is required to be capable of that above V1- that is what sets the V1 speed.

Answer 4

Jim's pretty much nailed it. You're gonna be really busy keeping the plane straight and flying your engine out profile first. Once you've gotten things fairly well under control away from the ground and secured from "panic stations," then is when you'll put some trim in.

Answer 5

straight away turn on the autopilot and it will handle the engine out procedure.

Answer 6

V speeds are calculated (from graph / computer) at a given set of conditions - load, temp,pressure etc.

After reaching V1, the aircraft is committed to take-off. All emergencies are treated as "In-flight" emergencies.

Remember - V1 is the minimum speed in the takeoff, following a failure of the "critical engine" at Vef, at which the pilot can continue the takeoff with only the remaining engine.

So, it is also take off decision speed.

Rudder trim is not a priority. There have been cases where pilots have used excessive pressure on rudder causing hydraulic failures, tail - fin failure etc. (Flight 587 case)

Keeping in line of the runway heading, after V2min (minimum safe speed in the second segment of a climb following an engine failure), is a priority.

In case of fire in engine, standard procedure is done.

(APU start, APU gen On etc.)

I have not heard of any pilot using AUTO mode in such an event. I think autopilot i disengaged immediately and throttle lever is brought back to ideal for the affected engine.

Read FAA / aircraft procedure to be precise.

Answer 7

And in an emergency situation like this, you should by no means even consider using the autopilot.

Answer 8

No.  Wrong.  You do not need to re-trim right away, nor should you do so right away.  You do not "have the biggest problem."  You just take off.  When stabilized in the climb you can fool with the trim.

Answer 9

You don't have to trim.  You ARE going to need considerable pressure on the rudder to keep it straight but it is manageable.

Your priorities are to keep it straight, rotate at VR, and to pitch for the correct attitude that will enable you to climb out at V2.  After you've got your heading and airspeed completely under control you can worry about trimming out some of the rudder pressure.

Answer 10

It is a bad habit to fly the airplane with trim, as trim is only to releave control pressure loads.