A simulator session is a major opportunity to gain experience. Before practicing any specific maneuver, consider how the simulation might differ from the real aircraft or flight situation.
Few simulators provide a meaningful range of engine failure cues, most lacking adequate sound or vibration; thus, there could be a tendency to over-focus on the engine instruments (PSM+ICR report). Engine instruments must be scanned, but they might not be the primary cue for determining a failure, and even in rare circumstances, they could indicate a normal range of parameters. A good reminder is to recall what the normal range of the engine parameters are. The instruments are of course invaluable for any follow up action – determine the situation before deciding.
Detecting the failure in the aircraft uses aspects of the visual cue of yaw (if available) and the body sense of lateral acceleration. Some simulators suffer small, hardly perceptible lags in yaw, but which can complicate the visual detection process. Of greater concern is that few simulators represent body force / lateral acceleration very well, if at all, thus the detection of an engine failure in the simulator again places greater emphasis on the instruments and the lateral accelerometer (slip ball). And yet again, the simulation display of lateral acceleration does not always match the aircraft precisely.
Most of the criticisms of simulations are generic; modern simulations of an all-glass flight deck are much better, but they are never a perfect match for the aircraft or situation (they are meant to be ‘good enough’).
Use of the lateral accelerometer to detect and control the yaw is a valuable learning point. Consider how often your normal instrument scan includes this parameter just after take off? Relate this to how you would fly the aircraft – wings level, pitch commensurate with speed, control the yaw with rudder – do you normally use rudder? Do you reduce the workload by using the FD as in normal operations, do you rely on it? Remember that there is no FD for yaw and only a few aircraft have auto control of yaw, some of which depend on the state of engagement before of after the engine failure.
Additional ‘what ifs’ bring together aspects of non FD instrument scans and normal vs non normal instrument scans; What to look at, Where is it, When to look – frequency, Why - importance.
Non FD flight might introduce some interesting effects in speed control with EFIS strip speed displays; consider very carefully which way to pitch the aircraft in response to a speed deviation. If you don’t think that there are potential problems, then try an engine fail climb, FD off, on a dark night at heavy wt – in the simulator.
Manual flight has advantages in those aircraft which have a large change in lateral acceleration with speed change; the aircraft provides a feel for the situation (speed deviation) through the rudder force. Don’t be over anxious to trim out the yaw (follow you SOPs); the workload and attention to trim might be best used elsewhere; no commercial aircraft has impossible foot forces for a qualified pilot during a 5 min climb.
Also, consider some of the more unusual failure situations. What happens if an upwind engine fails in a limiting crosswind? The aircraft will weather cock into the wind as per any all engines operating takeoff, but depending on the point of failure and the nature of thrust loss, the aircraft my continue to yaw.
Alternatively, there are those failures with stressful levels of noise and/or vibration; consider how you will manage the stress of surprise or the unusual – sound, smell, or sight (fire at night). Sim instructors, introduce some additional surprise at the point of failure – drop the Jep bag on the sim floor!
Reconsider the differences between normal and non normal operation, ensure that these are not just tricks for use in the simulator – fly as you train, train as you fly
First, fly the aircraft with reference to the appropriate cues.
Second, navigate the obstacles – emergency turn if required. Is it likely that any of operational situations will give a EGPWS alert (amber)? Remember that EO flight path does not provide normal terrain clearances – does the simulator simulate EGPWS correctly – another potential surprise – what if? (Sims should replicate the alerts and warnings; the terrain data base is there for free so use it).
Third, communicate – with your crew, they are part of flying and navigating. Don’t be over hasty in telling the world; tell them what they need to know – your intentions – you are in control, the controllers are there to assist you.
Fourth, manage – everything else as their priorities require; remember that they are fourth.
Scan, Scan, Scan:- Plane, Path, People.