To put some perspective on the earlier posts regarding engine failure inputs .... .. .(a) in a nice world, one would balance the undesired yawing moment due to the failing engine rundown with just the correct rudder input .. this works reasonably well on the ground for the traditional V1 cut where yaw-roll coupling doesn't present a problem but is difficult in flight, especially at low speed.. .. .(b) in flight, regardless of whether the conditions are IMC or VMC, if rudder input is emphasised the aircraft tends to go into rolling oscillations and it becomes a case of patting your head and rubbing your tummy to get it sorted out. Certainly, with a bit of practice, it is not an overly difficult task to master for routine speeds. . .. .If roll input is made first, then the appropriate rudder input follows directly .. the downgoing control horn indicates the side to push rudder. There ought not to be other than a very small time delay in getting the problem under control using this technique. . .. .This latter technique is much easier for most pilots and, in my observation, many pilots who distance themselves from it .. in fact tend to use it without realising it. I suggest that Mr Boeing merely is suggesting that one might be better placed to use the more repeatable and reliable procedure in a critical situation, regardless of purist objections.. .. .(c) in the case of a very low speed schedule takeoff where Vmca becomes QUITE relevant, it is MOST important that roll be well controlled if the failure occurs during the rotation flare. If this is not done, then the resulting undesired roll angle will result in a significant increase in the "real" Vmca and it is very easy for the pilot to find himself/herself in the situation of a Vmca departure. . .. .For this case the majority of pilots (and this has included a wide range of overall experience levels) with whose training I have been involved have considerable difficulty unless roll control is emphasised as a priority. . .. .This does not mean that there should be any delay in introducing the appropriate rudder input .. merely that the initial emphasis must be on roll control to avoid a Vmca problem .. and this can bite very quickly. . .. .After a bit of practice, the situation is controlled very quickly and reliably. More interestingly, once this most critical set of engine failure circumstances is trained for, the routine higher speed failure is, by comparison, child's play ... . . . <small>[ 18 March 2002, 03:04: Message edited by: john_tullamarine ]</small>