Personally, I did put a "bootfull of rudder" in when there was a V1 cut. What else can you do to maintain or stay close to the centreline.
The best advice here so far is the guys saying to hold that rudder input. I found for the sim that I was flying that the visuals were poor. After putting in the appropriate amount of rudder, the visual showed what appeared to be the aircraft rolling down the runway at a considerable angle to the runway. The first couple of times. I backed off the rudder and went off the side. The good advice you see here for locking your leg worked fine with strange visuals ignored.
I have to admit that I used the skypointer very little for the ground portion of the V1 cut as most concentration was spent staying on the runway. I suspect that the earlier poster meant for the airborne part.
Rotation speed is critical. Believe it or not, for normal ops the 737-200 was initially allowed a 6° rotation rate which is now 3°. Anyways, a nice controlled rotation rate to perhaps 12° nose-up should work and keep you from experiencing stickshaker.
During the rotation is when I would transition to instrument flying with a back and forth inside and out in order to monitor the pitch as well as still maintaining the centreline. Just going straight to the ADI risks allowing the aircraft to drift toward the runway edge.
Done properly, the aircraft seemed to find itself magically at V2 and now a good instrument scan is essential with good pitch control to monitor airspeed and frequent monitoring of heading which can be adjusted with minor rudder adjustments. Wings level worked for me and is the recommendation even if VMCA is affected by not banking into the live engine.
Aileron input was little to none as it risks spoiler deployment and increased drag on an aircraft that is not exactly overpowered. Perhaps someone can post at what control wheel deflection there is spoiler deployment. It is not a lot'
The next thing for me was four twists of the rudder trim knob to relieve rudder pressure required and try to hold everything to the acceleration height with a few minor inputs and continuous scanning.
Then accelerate and clean up with appropriate elevator trim as required while accelerating and backing off rudder input and retrimming as speed increases. I seem to remember a bit of a nose down tendency when the slats retract so that can be anticipated for the final flap selection. I never looked at the rudder trim knob itself during such a maneuver to check the amount of units. It was all done by feel as your instrument scan is critical.
I have to admit, I didn't look at the ball much either and seem to remember it being inaccurate in our sim. However, some of the more experienced posters may recommend more emphasis on the ball.
But its been a while so any comments are welcome.
Last edited by JammedStab; 6th January 2014 at 11:38.