Hi all,Well after a long discussion last night with Mike Bevington about how not a week goes by without learning something new about our beloved PIC, I decided to finally work on some of my emergency procedures.As a reference I was using Mike Ray

Make sure you have no autorudder or yaw damper activated. You might want to try a rudder_effectiveness setting of 4 in the aircraft.cfg. Start with that and adjust that number to what you feel is comfortable. On the single engine landings, you should be making flaps 20 landings.

Hi Ian:Watch my screenshots. The way I can mantain directional control on the ground with the engine failure is by setting the rudder_effectiveness to 24.0. Following the V1 cut on the ground you are not allow to leave the centerline (maybe a couple of degrees). So first, only with rudder mantain control and then past VR rotate slowly to about 11-12 degrees (no aileron). You should mantain directional control at all times throughout the whole sequence. Hope the screenshots and the setting helps. Both of my YDs are ON. Pedro

I was always lead to believe you don't take the plane into the air at or before V1. Something change? Timothy(Hate it when they change the rules once I figured them out)

"I was always lead to believe you don't take the plane into the air at or before V1. Something change? "That is correct. What do you think is V1? The first bug is V1. On the picture you are past V1 and still on the ground. I am not sure about what you mean by asking something change? Makes me think something is confusing you. Once V1 is called then are going. That is why is called a V1 cut. Pedro

Tim,The procedure is for an engine failure while still on the ground, usually just approaching V1 and acclerating at a rate that makes it too late and too dangerous to attempt a high speed abort. I remember reading in Mike Ray's book that your hands come off the throttles 5 knots before V1 and you are not supposed to put them back or else by the time you move the throttles to idle to kick the RTO brakes into action, you've already passed V1 .I think that the "V1 CUT" is actually defined as a failure while still on the ground and not yet at V2.Then again, what do I know?Pedro - thanks for the info - I think it's just a matter of me checking what my rudder effectiveness it set at - I know that I am following the procedure properly, just not sure why I cant keep her straight with rudder only while on the ground.BTW - both YAW dampers were OFF.Ian Elchitz CYWG

Hi !I've noticed by looking on your lower EICAS that you did not disable the right yaw damper. It is actually a false yaw damper switch that enables auto coordination if activated. Once turned off, you will read "auto coord off" on the lower EICAS on the status page.The left yaw damper switch is the actual yaw damper system switch. You can normally leave it on.Hope this helps !Andr

Just to clarify some of the differences in the replies you are seeing, your FSUIPC version will also affect your aircraft handling. If you have a version prior to 2.87, then you leave the autorudder and yaw damper on, but change the rudder effectiveness to 24 to compensate for yaw damper being on. If you have 2.87 or newer, you need to turn auto-rudder off. This is because 2.87 restored the function of the auto-rudder switch, which ruins assymmetrical handling. With the yaw damper, you can either also turn it off, but reset the effectiveness to 4 to use it that way, or leave it on and leave the effectiveness at 24.

Andr

Flaps 20 is called for in the single engine approach checklist. In your PIC documentation, look under the engine failure non-normals.The auto-coord message appears on the status page on the lower eicas. They placed it there since it is really not an actual 767 message, but rather a msfs message.If you are using 2.88, then you are using a version which is post auto-coordination and rudder spike fix. Your auto-coord (right yaw damp switch) must be off in order to do a V1 cut. Your yaw damper (left yaw damp switch) can be either on or off...but you must set the rudder effectiveness appropriate to whether you use the rudder with the yaw damp on or off. A setting of 24 for on or a setting of 4 for off.Edited because I can never keep straight which yaw damp switch did what. I just turn them both off.

Kevin,Great point about the effect of FSIUPC, forgot about that.... Pedro

Kevin,"Edited because I can never keep straight which yaw damp switch did what. I just turn them both off."I am with you on that one. They are either both on or both off.Ian,The auto-coord msg is there, you just dont spend much time on the status screen in that phase of flight and have most likely never noticed it as it is only illuminated with the switch turned off. I see it on about every take off and landing because (with my joystick) I need to be sure I have the elevator centered before going to AP.

>Flaps 20 is called for in the single engine approach >checklist.Am I wrong or is this actually the same checklist as for a normal landing?Martin767 fetishistIt's a lot like life and that's what's appealing

"Edited because I can never keep straight which yaw damp switch did what. I just turn them both off.""I am with you on that one. They are either both on or both off."I'm the same - both on or both off.I can not remember where - but I remember reading that normal takeoff is with the dampers off. Maybe this was due to the Rudder Deflection problem. I also think that the "effectiveness 24 with yaw on" or "effectiveness 4 with yaw off" is worthy of FAQ'ing (heh).Ian

"Edited because I can never keep straight which yaw damp switch did what. I just turn them both off.""I am with you on that one. They are either both on or both off.""I'm the same - both on or both off."I'm not with you on this one: I have the rudder effectiveness set to 20 (works fine with my setup), and thus always keep the LEFT yaw damper ON. The RIGHT yaw damper is Auto-coordination, so basically I keep it on from after takeoff until before landing.Martin767 fetishistIt's a lot like life and that's what's appealing