What is the correct procedure for liftoff and climbout when an engine on a multi-jet like the 747-400 fails right after V1 or during rotation? I've been experimenting today, but don't know if I've been doing exactly the right thing. I start by kicking opposite rudder and then preparing to turn the aileron into the failed engine to balance things out for a level aircraft. Is this basically correct in theory? Appreciate any guidance, thanks!JS

What is the correct procedure for liftoff and climbout when an engine on a multi-jet like the 747-400 fails right after V1 or during rotation? I've been experimenting today, but don't know if I've been doing exactly the right thing. I start by kicking opposite rudder and then preparing to turn the aileron into the failed engine to balance things out for a level aircraft. Is this basically correct in theory? Appreciate any guidance, thanks!JS

You're generally correct. In the 747 especially, you have to be right on it or the jet will veer off of the runway. It's a favorite for sim instructors, simply for the difficulty.Don't use the aileron. The reason is because (and this is all real world stuff...I have no clue if FS will take it into account) depending on the amount of aileron you put in, the spoiler may come up. Which leads to all sorts of problems you really don't need in that situation.Don't rotate quite as far. Say you're pitching for 15 degree's on a normal takeoff. Try only pitching toward 12 or 13 degree's. It should be rotating less quickly, so keep that in mind while doing it. Adjust the pitch for desired airspeed after liftoff. If it occurs at or after liftoff apply rudder and aileron to control heading and keep the wings level. In flight, correct rudder input approximately centers the control wheel. To center the wheel, rudder is required in the direction the wheel is displaced. Doing this approximates a minimum drag configuration. If you're wondering what speed you want to pitch for, shoot for V2 to V2 + 15.The initial climb altitude should be adjusted to maintain a minimum of V2 and a positive climb. If you have to do an immediate turn after takeoff, initiate the turn at the appropriate altitude. Maintain V2 to V2 + 15 with takeoff flaps while maneuvering. Then after the turn, do as before and retract your flaps, etc. As I said, this is all based on real info, but I'd imagine that it still applies to the game. Have fun!

What is the correct procedure for liftoff and climbout when an engine on a multi-jet like the 747-400 fails right after V1 or during rotation? I've been experimenting today, but don't know if I've been doing exactly the right thing. I start by kicking opposite rudder and then preparing to turn the aileron into the failed engine to balance things out for a level aircraft. Is this basically correct in theory? Appreciate any guidance, thanks!JS

The tendency for most planes to turn into the failed engine would be such that even if you are kicking massive opposite rudder into the working engine, you would still need aileron as well into the working engine. As stated already though, on aircraft that use spoiler assist in roll, you need to watch how much aileron is being applied in order to keep from losing lift at a critical momemt. I don't think this is actually modelled in MSFS though.After liftoff and gear retraction, you do whatever it takes to keep the aircraft going in the direction you want, while climbing at V2 to V2+15. At engine-out acceleration height, typically 500'agl over flatland, level off and allow the aircraft to accelerate through the flap retraction speeds. Retract flaps per schedule. Upon reaching flaps up maneuver speed, ease back into a climb at that speed. Reduce thrust to maximum continuous. Once you have climbed through 1500', you can consider the takeoff phase over. Trim out the plane, run through the checklists, decide what you want to do next.

Mike Ray's 747-400 checkride manual says Four engine climb out is V2+10 anything less is V2 only if engine failure occurs at or before V2 or up to V2+10 if your speed is attained prior to engine failure..

I've run into an interesting variation here: in using the PSS 777 as an additional jet for practice, I find that because the yaw damper kicks in at over 200' AGL automatically and cannot be switched off--even if the AP is turned off in the case of this model--I am stuck with very little rudder authority at all. It makes me wonder how this is handled in real life. Actually, wait, I know there is an ASYM COMP button on the 777 overhead for exactly this kind of contingency, but this function is not modeled in the PSS 777 (shame!).Your comment about using aileron to roll into the good engine is interesting.JS

You're generally correct. In the 747 especially, you have to be right on it or the jet will veer off of the runway. It's a favorite for sim instructors, simply for the difficulty.Don't use the aileron. The reason is because (and this is all real world stuff...I have no clue if FS will take it into account) depending on the amount of aileron you put in, the spoiler may come up. Which leads to all sorts of problems you really don't need in that situation.Don't rotate quite as far. Say you're pitching for 15 degree's on a normal takeoff. Try only pitching toward 12 or 13 degree's. It should be rotating less quickly, so keep that in mind while doing it. Adjust the pitch for desired airspeed after liftoff. If it occurs at or after liftoff apply rudder and aileron to control heading and keep the wings level. In flight, correct rudder input approximately centers the control wheel. To center the wheel, rudder is required in the direction the wheel is displaced. Doing this approximates a minimum drag configuration. If you're wondering what speed you want to pitch for, shoot for V2 to V2 + 15.The initial climb altitude should be adjusted to maintain a minimum of V2 and a positive climb. If you have to do an immediate turn after takeoff, initiate the turn at the appropriate altitude. Maintain V2 to V2 + 15 with takeoff flaps while maneuvering. Then after the turn, do as before and retract your flaps, etc. As I said, this is all based on real info, but I'd imagine that it still applies to the game. Have fun!

Your comment about the risk of raising the spoiler in activating aileron for this kind of situation reminds me of the near disaster of a UA 744 many years ago departing KSFO when they had a compressor stall in one of the outboard engines on rotation at MGTOW and the first officer subsequently used aileron to correct the climbout instead of the rudder and very nearly crashed into Mt. San Bruno (they missed it by 50 vertical feet). In using aileron, part of the spoilers were activated reducing lift. In the press, this was reported at the time as being that the first officer had stupidly deployed spoilers to try and fix the problem when it would appear that they deployed automatically with the aileron activation and the spoiler was a totally unintended consequence. Scary stuff....!!JS

I've run into an interesting variation here: in using the PSS 777 as an additional jet for practice, I find that because the yaw damper kicks in at over 200' AGL automatically and cannot be switched off--even if the AP is turned off in the case of this model--I am stuck with very little rudder authority at all. It makes me wonder how this is handled in real life. Actually, wait, I know there is an ASYM COMP button on the 777 overhead for exactly this kind of contingency, but this function is not modeled in the PSS 777 (shame!).Your comment about using aileron to roll into the good engine is interesting.JS

MSFS yaw damper is not very realistic when it comes to the kind of yaw damper that is on those Boeings. On those jets, the yaw damper damps unwanted yaw, without restricting you from using the rudders. In the game, it restricts you from using the rudders. If you can turn off the yaw damper in the game, you should, if you want to practice single engine procedures.The airplane is going to want to both yaw and roll into the dead engine side. It is going to take both rudder and aileron work to keep the aircraft upright. Though using too much aileron and bank into the good engine side can be detrimental in terms of losing lift from a lifted spoiler or too much bank angle. Which is why most manuals caution you to limit bank angles into the good engine to five degrees during straight flight. However, coordinated straight flight with one side's engine out requires you to be slightly banked into the good engine. Because if the aircraft was perfectly wings level, the assymetric thrust and the rudder force all conspire to push the aircraft sideways into the dead engine. You will be flying along in a slip, even with a centered ball. In order to cancel that slip out, a slight bank into the good engine is required. This becomes plainly visible if you have a yaw string in front of you. Most light piston twin engine trainers, (at least those I used to teach in) will have a yaw string taped in front of the windscreen to help you fly straight during single engine flight.

Mike Ray's 747-400 checkride manual says Four engine climb out is V2+10 anything less is V2 only if engine failure occurs at or before V2 or up to V2+10 if your speed is attained prior to engine failure..

Probably true. I don't have any experience in 747's, so I was going by the 757/767. That one is V2 to V2 + 15. Whether individual companies vary the procedures I have no idea.

Your comment about the risk of raising the spoiler in activating aileron for this kind of situation reminds me of the near disaster of a UA 744 many years ago departing KSFO when they had a compressor stall in one of the outboard engines on rotation at MGTOW and the first officer subsequently used aileron to correct the climbout instead of the rudder and very nearly crashed into Mt. San Bruno (they missed it by 50 vertical feet). In using aileron, part of the spoilers were activated reducing lift. In the press, this was reported at the time as being that the first officer had stupidly deployed spoilers to try and fix the problem when it would appear that they deployed automatically with the aileron activation and the spoiler was a totally unintended consequence. Scary stuff....!!

I haven't heard of that incident. It would be scary! I'll have to look it up on the NTSB website.

The issue of spoiler drag due to too a certain amount of aileron is a little bit of a myth. Firstly one has to differentiate between ground spoilers and flight spoilers. If ground spoilers deployed in flight it would probably be disastrous. One then has to remember what the flight spoilers are there for and that is to ensure there is sufficient roll authority due to lack of outboard wing aileron surface due to wing structure and high TAS/MACH speeds. One must remain in control of the aeroplane and if that means lots of control wheel movement then so be it. The affect on the climbout gradient would be minimal.It is true, that on rotation there is an issue that too much aileron can reduce tail clearance due to the small amount of additional drag incurred a phase of flight where the speed is the lowest and the angle of attack the highest. But it is not true that once airborne all sorts of problems will occur. Certainly in the case of engine failure after V1, any correction with rudder will quite likely required significant aileron to counter wing lift due to the yaw correction. This is an area of swept wing flight dynamics that MSFS does not model at all. However, it is also true that once stable there should be little need for aileron. I'm not familiar but I'll wager that the case with the afore mentioned 747 was not so much that the flight spoilers were up on one side, but that the aircraft was fundementally out of trim and in a slip condition. Applying sufficient rudder to level the control wheel indicates a properly trimmed condition.

Certainly in the case of engine failure after V1, any correction with rudder will quite likely required significant aileron to counter wing lift due to the yaw correction.

I am not sure if I understand what you are saying with that sentence. Are you saying that if you lose your left engine and then apply right rudder to counter the yaw, that you should apply a left roll aileron input. To have your ailerons and rudder cross controlled?