Originally Posted by
FullWings
I get the occasional contingency brief that mentions manual use of rudder in the cruise with an engine failure. I point out that a) even with full thrust on one side and nothing on the other, the residual yawing moment is significantly smaller compared with V2 at sea level, b) the AP can cope with it until it’s trimmed out and c) most of the time TAC will do its thing. A heavy boot on the pedals is unlikely to make the situation more manageable, especially if all you’ve practiced is V1 cuts.
Doing acceptance flights was a very valuable tool in this regard - regarding one thrust lever at altitude and then back up to watch spool up times, one simply left the AP in to handle it, which on the 737 didn’t have a rudder channel.