EFATO
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Join Date: Jul 2021
Location: India
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EFATO
Hello everyone,
I’ve been flying the 757 for about 3 years now.
I’ve been struggling with engine out handling lately ,especially in LVO conditions. I’ve been losing direction by more than 10 degrees most of the times towards the live engine. I am aware that I’m over correcting.
I’ve been using the diamond on diamond technique but it doesn’t seem to be working well for me .
Can anyone from their experience assist me with the techniques that have helped them in direction control using the ADI as a clue to manage direction loss.
Thanks in advance.
I’ve been flying the 757 for about 3 years now.
I’ve been struggling with engine out handling lately ,especially in LVO conditions. I’ve been losing direction by more than 10 degrees most of the times towards the live engine. I am aware that I’m over correcting.
I’ve been using the diamond on diamond technique but it doesn’t seem to be working well for me .
Can anyone from their experience assist me with the techniques that have helped them in direction control using the ADI as a clue to manage direction loss.
Thanks in advance.
Join Date: Aug 2007
Location: canada
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Adjust your feet to keep the stick straight in front of you. If it's not sitting level you have either too much or not enough rudder in. Imagine that your foot is attached to the thrust lever in the same side. If you increase thrust on the right side for example your right foot pushes in more rudder. Play with it in the sim when you're downwind. Move the thrust lever on your good engine up and down with the same foot to keep the stick straight. This will give you confidence in the technique. When you're landing either have your partner zero the rudder trim in the flair or use the opposite rudder to keep everything coordinated.
Two techniques that work for me (777, with & without TAC):
Maintain directional control using the RW as visual reference for as long as possible. Rotating slower (as per FCTM) to avoid airspeed stagnation.
Prompt reduction of pitch (rate), if you have lost visual reference (normally happens at around the OEI pitch target). Reduction of airspeed below V2 is one of the common faults observed affecting directional control during rotation and early climb.
Good luck.
Maintain directional control using the RW as visual reference for as long as possible. Rotating slower (as per FCTM) to avoid airspeed stagnation.
Prompt reduction of pitch (rate), if you have lost visual reference (normally happens at around the OEI pitch target). Reduction of airspeed below V2 is one of the common faults observed affecting directional control during rotation and early climb.
Good luck.
A technique which worked well for me on the B707, B747 and B767 was to adjust seat/rudder pedal reach so that with my knee locked I had about 50% rudder applied, more on B767 naturally, and adjust input by rolling my ankle forward or aft. Sounds complicated but it really works for me. No half extended leg to get tired or cramped. It really works a treat on B747, allowing for inbd or obrd engine out. It works on PA 31-350 too.
As for how much rudder - just look out the window and stop the world moving sideways. Don't overthink it, do what comes naturally.
As for how much rudder - just look out the window and stop the world moving sideways. Don't overthink it, do what comes naturally.
If it’s possible in your operation, ask if you can go in the sim when there’s a free slot and a friendly trainer or panel operator available and have a good practice session. Staring at the manuals is no substitute for the real thing, and you will be surprised how little time it takes to get your confidence back. IMO most of us don’t get the opportunity to get totally proficient at EFATO/OEI stuff simply because we don’t get enough exposure; there’s a way to remedy that...
757 Asymmetric flying. Probably true for other types but I don't know anything about those.
Rule 1. Don't get slow.
Rule 2. Rule 1 applies at all times.
Seat position so that you can get full rudder with a slightly bent leg.
Use the rudder to keep the yoke centralised/horizontal.
TRIM.
When changing power, live power goes forward, live rudder goes forward and trim, likewise reducing power.
As speed increases rudder becomes more effective and vice versa.
For transient changes eg small climb/descent/speed you can hold the rudder force until the manoeuvre is complete and then hold the force, sense the force, trim the force. Or you can trim through the manoeuvre.
The trim takes a while to travel - longer than you think. Try it on the ground.
As above take every opportunity for extra sim practice. Something I've found helpful with some is start at +80, accel to 250, slow to F5,+40 to practice coordinating power vs trim.
Just a few thoughts, HtH
rgds
Rule 1. Don't get slow.
Rule 2. Rule 1 applies at all times.
Seat position so that you can get full rudder with a slightly bent leg.
Use the rudder to keep the yoke centralised/horizontal.
TRIM.
When changing power, live power goes forward, live rudder goes forward and trim, likewise reducing power.
As speed increases rudder becomes more effective and vice versa.
For transient changes eg small climb/descent/speed you can hold the rudder force until the manoeuvre is complete and then hold the force, sense the force, trim the force. Or you can trim through the manoeuvre.
The trim takes a while to travel - longer than you think. Try it on the ground.
As above take every opportunity for extra sim practice. Something I've found helpful with some is start at +80, accel to 250, slow to F5,+40 to practice coordinating power vs trim.
Just a few thoughts, HtH
rgds
