Ian the EEC's would be powered with the start switches in the CONT position, but that doesn't help the autothrottle ,its looking for signals from the start lever.

"Ian the EEC's would be powered with the start switches in the CONT position, but that doesn't help the autothrottle ,its looking for signals from the start lever."Thanks, Wallace! :-)Cheers.Ian.

Hi Wallace,I am presuming this is one of the differences with the NG. I am curious though, what is your reference source regarding the use of autothrottle? In the

"Roll the wings level, and then push the pedal under the lower yoke horn, when you're ABSOLUTELY CERTAIN that you know which pedal to push. Pushing the wrong pedal will ruin your day."Another good tip (from a pilot/fellow simmer) is to "tread on the ball". Look at your slip indicator... see which way it goes... then imagine you are treading on it with your rudder pedal.On aircraft with spoilers which rise when you turn the wheel too much, you lose lift.... Not what you want in an engine-out scenario. On the 777, with its massive engines/thrust, it was decreed that it wasn't possible for the pilot to react quick enough to push the rudder pedals, so a system was developed which put in rudder automatically when the aircraft sensed the loss of an engine.Cheers.Ian.

My source is stricktly Boeing flight manuals, not based on any specific airline op's procedure's which im sure may differ. I know trimming is common for one engine, Im saying that on final approach ,In high drag high power its a procedure boeing use's :rudder trim to zero and use pedal pressure to hold the loc. There is also a way to use the autothrottle in the NG with one engine but its not recommended.

Wallace,Thanks for the reply; I hope I did not sound critical. I understand you are quoting the Boeing manual, but in a single engine descent (ILS) with flaps 15, the drag is relatively low and not much power is required -- depending on the weight. After takeoff and with "max continuous power" you absolutely would be in a high power situation and almost full rudder will be required. The rudder is then returned closer to neutral as power is reduced, with just a few degrees required for landing. Just beware of a single-engine go! Until the gear is retracted and the flaps are back to "1," the airplane is a handful ... thanks goodness for an effective rudder and a strong leg!Take care,Sean

Not at all Sean, Understand your points and would agree.