How to prepare fo Eng failures in SIM
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Flying raw data is ok if the situation allows it.
Some say you HAVE to do it.
You have simulators to train your handling skills.
Or how often have you done an emergency descent in real life?
Some say you HAVE to do it.
You have simulators to train your handling skills.
Or how often have you done an emergency descent in real life?
Join Date: May 2001
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I think you old boys are being a bit tough, anyhow the question when looked upon objectively does seem relevent.The sim does not have the same sensation during many stages of flight, ie; it is unable to accurately simulate a yawing moment, and any g-force or lateral force is impercitable.Add to that, the fact that the sim is always more difficult to fly than the real airplane.
That being said this is my two cents worth on how to nail an engine failure on take off IN THE SIMULATOR.
1) - Maintain a positive fwd pressure on the controls, more than you would in the real airplane. (to understand this, next time you have a free play in the sim; fail the engine, lock the rudder and you can very easily control the direction of the aircraft simply by increasing and decreasing the down force on the nose gear.)
2) - Keep your eyes fixed to the end of the runway; this is the only sensation you will get of yaw.
3) - Don't jump the gun! Assuming you are above V1, even if the engine is banging away don’t input any rudder until you see the aircraft positively move on the horizon.
4) - Finally as standard, once the aircraft appears fixed in your point in space, lock the rudder!
Don't over control, scan scan scan. Once again there are no lateral forces to aid you in this so a good scan is vital.
Let the assassination begin...
KCW out.
That being said this is my two cents worth on how to nail an engine failure on take off IN THE SIMULATOR.
1) - Maintain a positive fwd pressure on the controls, more than you would in the real airplane. (to understand this, next time you have a free play in the sim; fail the engine, lock the rudder and you can very easily control the direction of the aircraft simply by increasing and decreasing the down force on the nose gear.)
2) - Keep your eyes fixed to the end of the runway; this is the only sensation you will get of yaw.
3) - Don't jump the gun! Assuming you are above V1, even if the engine is banging away don’t input any rudder until you see the aircraft positively move on the horizon.
4) - Finally as standard, once the aircraft appears fixed in your point in space, lock the rudder!
Don't over control, scan scan scan. Once again there are no lateral forces to aid you in this so a good scan is vital.
Let the assassination begin...
KCW out.
I Have Control
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Good thread, this
Adding my 6 'pennorth, keep her straight THEN rotate. An extra second on the runway should not present a problem, whereas an over-brisk rotation whilst yawing off the centre-line can de-stabilise things at the wrong moment.
I agree with Rainboe's comments too...we've all been there!
I agree with Rainboe's comments too...we've all been there!
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On engine failure during take off, if the flight director needles are swinging all over the instrument and distracting you then switch off the FD so you can obtain a clearer view of the ADI. Once you have settled into a stable climb-out, then re-introduce the FD. Remember that the FD is just an aid to flying the aircraft - not the be-all and end-all to flying on instruments.
In addition it may often be helpful for the student if the instructor slips into the seat and actually demonstrates the procedure (if he is game, of course).. A picture is often worth a thousand words. This is standard procedure in elementary flying training and the principle holds good in simulators. It is also good for a few laughs....
In addition it may often be helpful for the student if the instructor slips into the seat and actually demonstrates the procedure (if he is game, of course).. A picture is often worth a thousand words. This is standard procedure in elementary flying training and the principle holds good in simulators. It is also good for a few laughs....
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Whilst Old Smokey is absolutely correct, to fully expect an event that doesn't occur can lead you to react sometimes as if it has occured, and make a complete plonker of yourself to boot!
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I personally never practice hand flying on the line,
Do not become lazy in your professional lives...the autopilot is a great comfort, so are the flight director and the approach coupler ..but do not get into the position where you need these devices to complete a flight..keep in practice at in raw ILS particularly in crosswinds..keep in practice in hand-flying at altitude and in making purely visual approaches..as we get older we all become slightly more lazy, slightly more tired - and this is a bit of a trap..the demand of jet transport flying can be best met by enthusiasm..
These words written in 1967 are just as valid 40 years later..
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well quoted a37575,
I am constantly amazed by the prep that people feel the sim requires. Surely you should be able to be grabbed at random, thrown in the box and feel confident to perform to the levels your atpl requires on a daily basis!
I use the sim check as a check on how my weekly self checking and discipline is doing. It's good to leave a two day check having done no extra prep and to have performed to a good standard. Likewise i've also left with no doubt that i've let a few things go and need to give myself harder feedback on my peformance levels on a daily basis. We should all know when we are on or off our game. By this 'prep' are people saying that they are up to daily normal ops but don't feel capable of handling non-norms? Having been lucky enough to do some FJ flying where non-norms are the norm I'm always worried that people see the sim as test to be scared of and not as a refresher to check that our performance levels remain high.
As to the original question, my only 'gem' is that during my rudder checks when operating as P1 I always use a known datum (with ref to the 747-4 lower eicas rudder posit indicator) and stop my full and free checks at the approx posit required for an efato b4 checking full movement. I was told it was a good way to train the brain for an initial stab at the swing and have found it very usefull. I only get 2/3 handling sectors a month and i have found this a good way of going into every flight with my mind refreshed as to what i'm going to do 'mechanically' if the donk goes bang. likewise when i go into the sim it's not been 6 months since i had to think what i was going to do with my legs at the critical moment.
anyway no doubt that hand flying when appropriate is a no-brainer. only you and your crewmate will know when that is.
I am constantly amazed by the prep that people feel the sim requires. Surely you should be able to be grabbed at random, thrown in the box and feel confident to perform to the levels your atpl requires on a daily basis!
I use the sim check as a check on how my weekly self checking and discipline is doing. It's good to leave a two day check having done no extra prep and to have performed to a good standard. Likewise i've also left with no doubt that i've let a few things go and need to give myself harder feedback on my peformance levels on a daily basis. We should all know when we are on or off our game. By this 'prep' are people saying that they are up to daily normal ops but don't feel capable of handling non-norms? Having been lucky enough to do some FJ flying where non-norms are the norm I'm always worried that people see the sim as test to be scared of and not as a refresher to check that our performance levels remain high.
As to the original question, my only 'gem' is that during my rudder checks when operating as P1 I always use a known datum (with ref to the 747-4 lower eicas rudder posit indicator) and stop my full and free checks at the approx posit required for an efato b4 checking full movement. I was told it was a good way to train the brain for an initial stab at the swing and have found it very usefull. I only get 2/3 handling sectors a month and i have found this a good way of going into every flight with my mind refreshed as to what i'm going to do 'mechanically' if the donk goes bang. likewise when i go into the sim it's not been 6 months since i had to think what i was going to do with my legs at the critical moment.
anyway no doubt that hand flying when appropriate is a no-brainer. only you and your crewmate will know when that is.
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As guys have said before - Visualise - Feel, See, Hear, Touch and then look out of the window and make it happen. The real world i.e. runway is the best way of keeping it straight if you can see it.
