VERY difficult.. definitely a 2-person jobIt it didn't help to have the landing at night either. Discuss..

Retort..If you maintain an approach profile needing low throttle and land at Flaps 20 / VREF 20, it's actually quite a tame procedure.Gary

The engine quit on climb out at around FL175 so I had to turn it back to the airport. It really wasn't easy for me to have 1 hand on the yoke to fly, 1 on the mouse the click stuff including setting up the FMC for landing, and 1 more on the keyboard to adjust rudder and trim.

Boeing did a 5 hour engine out run recently. That is a long time.JimCYWG

ugh. screw you guys. I'm going home.

Yea I tried an engine out on climb--really a tough one, its not easy at all, Unless you have a third hand it can be a pain in the butt, if you are all set up for landing, and your engine fails on descent, its a TON easier than having to reprogram the whole system, while trying to maintain control of the plane, not to mention the throttles. I give you a ton of credit for getting it done--its not easy at all. I dont do climb/cruise engine outs a lot, I worked on them more on apch, to kinda simulate running out of fuel, a dead stick landing is "Fun" but ill only try that when im at 300 feet. Nice job!

Bulldog,Here is a tip from real world of professional flying (where I have a few engine-out landings under my belt)...You can always make your life a little easier by taking your time and putting yourself in a hold (or request a hold if working with VATSIM). Slow things down. Once in the hold take your time to finish off the checklist items and review your procedures, examine your options and organize yourself for the approach and landing. Plan your profile to minimize the requirement for large power changes (and therefore trim changes. If flown at Flaps 20 (as it should be) the approach and landing are really not that demanding from a handling perspective (make sure the rudder trim is neutralized before landing though).In the PIC world I find it easier not to constantly play with the rudder trim and just set an appropriate setting for the approach and just compensate with rudder inputs when required. Not a technique to be used in the real world but it simplifies things for PIC.Kevin in CYOW

Hi Kev,You lived!!! I want to get into the single engine handling...what hardware, joystick ,rudder trottle, quadrant do you use or is on the market best suited to Single Engine handling.RegardsSimmslot:-)

The aircraft should be trimmed so that if you take away your hands from the controls, it remains in steady flight...now where's the FMC?Cheers[br][/img][/font][/b]

so then for every change in thrust setting, one must retrim all controls? that seems an extreme workload imho...

Lenny, that's exactly the point. You must ALWAYS trim the aircraft. Trim reduces control forces, and drag and makes it a lot easier. So say you have just had a engine failure at V1, you rotate with almost full rudder deflection maintain profile. You get airborne, you want to be thinking about getting away from the ground and controlling the aircraft...TRIM. You start reducing thrust for the acceleration...TRIM....then on final approach, get your FO (in real life) to wind off the trim as you approach so that you have full rudder pedal authority.Suggested reading: "HANDLING THE BIG JETS" I beleive the 3rd edition is out at the moment.Cheers[br][/img][/font][/b]

In my past as an Air Force instructor pilot I used to tell my students that trimming is like breathing, it is something you must learn to do all the time without thinking about it, until it becomes an automatic response. Once your trim technique is well honed a lot of other things become much easier. In real airplanes it is not a big workload because the elevator/stab trim switches are either on the yoke or some other handly location within easy reach of the hand. Rudder and aileron trims are not so conveniently located, usually on the back of the centre pedestal but even so, you rarely use the aileron trim and you quickly get used to reaching back with your throttle hand and giving the rudder trim a twist or two when required (normally only for engine out scenarios - unless the airplane is bent).Kevin in CYOW

And as for "extreme workload"You try doing it without trimming in a real aircraft. You'll be reaching for the trim before you know it.Cheers[br][/img][/font][/b]

Simmslot,Yep, I lived. They really are a non-event and we spend so much time practicing them in the sim (usually with other complications and crappy weather) that the real thing is kind-of anti-climatic (believe it or not). It just gives you bragging rights at the bar.As for the equipment I use, nothing fancy. I just use a Logitech Extreme 3D joystick (non-force feedback) with a twist grip for rudder input and an integral throttle. Works for me. The concept of responding appropriately (especially on a post V1 engine cut)and using the rudder correctly is more important (IMO) than whether you step on a pedal or twist your wrist.Kevin in CYOW

>ugh. screw you guys. I'm going home.no you see I was quoting Cartman from South Park.. ahh nevermind..