If I may put a slightly different slant on the discussion .. lightoutandarmed's instructor may have been a bit terse or the message may have been slightly misinterpreted.
(a) One of the pertinent considerations is the degree to which the particular Type exhibits yaw-roll coupling. For most aircraft I have a familiarity with, the engine failure case at higher speeds is a bit of a doddle. However, as the speed is reduced back towards V2, then the roll becomes increasingly pronounced. Particularly if the pilot is handflying the aircraft .. ie on instruments, often a significant initial indication of the failure is seen on the AH/ADI/EADI/whatever and a counter-roll input is quite natural .. and works well, provided that the trained response in the engine failure case is to follow up essentially simultaneously with rudder to centralise the wheel (horn down side = rudder input side). With a bit of practice in the simulator, this input sequence becomes very rapid and the flight path excursions can be controlled very well. In the initial I/F practice, it may appear that the aileron is being used as the primary control but this is only an intermediate skills development step ... especially in the case of an inexperienced pilot under training.
(b) Depending on the Type's characteristics, at lower weights, Vmca becomes either limiting or very relevant. In this case, if the initial coupled roll is not controlled both effectively and promptly, then (the real) Vmca increases rapidly and there is a very real risk of loss of control via a Vmca departure. For such circumstances, it may be very necessary to control the initial failure with rudder input and very significant control wheel rotation into the operating engine(s) .. the question of spoilers in this case is not really significant as the wheel rotation is only a short-lived transient input until the flight path excursions are under control. Once the sequence becomes a practised outcome, the dual control input (as appropriate to the Type and the circumstances of the particular takeoff) is quite tidy.
(c) Be aware that the 5 degree bank limitation is a restriction imposed to prevent unrealistically low Vmca determinations and ought not to be necessary for failures unless Vmca is a consideration. Furthermore, for continued OEI climb at V2, the use of 5 degree bank will not provide optimum (zero) slip conditions and is a significant increase in pilot workload for no significant gain.... and, realistically, unless one is in constant OEI climb practice, then there are more than enough workload annoyances more important than trying to fly a small bank angle.
Last edited by john_tullamarine; 26th December 2002 at 03:29.