Here are some of the EP's that I have. Emergency Procedures. Three basic rules apply to all emergency procedures: (1) maintain aircraftcontrol, (2) analyze the situation and take proper action, and (3) land as soon as conditions permit. If theaircraft cannot be recovered safely, ejection may be the only option. . Maintain Aircraft Control. Fly the aircraft. Flying is the most important task during anyemergency. The PF flies the aircraft until the AC directs otherwise. Maintain an aircraft attitude thatallows for an appropriate response to the emergency situation. Set power and trim to help maintaincontrol. Aircraft control may include the initial turn and (or) climb to a recovery airfield. One techniqueto help prioritize pilot action, that is applicable in normal and emergency situations, is the memoryaid, “Aviate - Navigate - Communicate.” Fly the aircraft first! Analyze the Situation and Take Proper Action. Indications of a problem include aircraftperformance, engine instrument readings, or the cockpit warning system (CWS). If dual, confirm suspectindications with the other crewmember. If the master warning/master caution light is illuminated,look at the panel before resetting the system by pushing the light to turn it off. Consider all indicationswhen diagnosing the problem. Proper actions are dependent on the correct analysis and careful considerationof the circumstances. In many cases, the proper actions are clear, however, alternate coursesof action may exist depending on the nature of the emergency, flight conditions, and pilot proficiency.Pilot actions may include: Critical Actions. Boldface procedures are committed to memory and must be performedimmediately to prevent aggravation of the emergency. Sufficient time may not exist to referencethe checklist. After critical steps are performed, the checklist is referenced for noncriticalcleanup steps. Additional noncritical checklists may be required for successful recovery. Noncritical Actions. These checklist steps contribute to an orderly sequence of eventsand improve the chances for successful recovery. Warnings, cautions, and notes in the checklistmust also be reviewed during checklist execution. Communication with ATC. ATC can help identify suitable recovery airfields, findrequired frequencies, aid navigation with vectors, alert emergency response assets, identify hazardousweather, or help find a chase ship. Evaluation of Possible Recovery Airfields. The initial airfield selected may notalways be the best. Changes to energy state (if torque deficient) may eliminate or expand airfieldoptions. Additional research, once initial actions are complete, may identify a better option (basedon weather, runway available, emergency response available, etc.). Review of Approach/Landing and Post-landing Actions with Other Crewmemberor Ground-based Agencies. Crew coordination is essential for successful recovery and incident-free emergency termination. Clear communication with ground-based agencies is necessaryto coordinate contingencies such as possible runway closure Aircraft Control. Maintaining aircraft control dictates that you continue to fly theaircraft and get to a stable flight condition that allows you time to analyze the situation. In the contactphase, this may involve a contact recovery or out-of-control flight (OCF) recovery. Inlow-level navigation, it may involve starting a climb to the top of the route. In formation, it mayinvolve calling knock it off (KIO) and taking the number 1 position. During this step, describehow you will use the control stick, rudder, and power control level (PCL) to achieve a stabilizedflight condition. Analyze the Situation: . During this phase of the practice situation, time stands still (TSS) because youreyes and brain work a lot faster in the aircraft than you can talk when asking questions aboutthe status of different systems on the aircraft. B—Boldface. Once you have analyzed the situation, time resumes, and it is time to takethe proper action and perform any boldface required. During this step, state the boldface steps thenverbally execute them (for example, Green ring – pull [as required]. I will perform this step bypulling the green ring on the ejection seat with my left hand.) Applying a boldface procedureshould require you to do something with the aircraft. (For example, the engine failure during flightboldface will require you to trim the aircraft to 125 knots; the abort boldface will require you touse rudder to keep the aircraft near the center line, etc.) Once the boldface is complete, ensure theaircraft is still under control and analyze your action. Did the boldface do what it was intended todo? (Perform another FEVER check.) Is the fire out? Do you feel pressure in you mask from theoxygen bottle? After you have analyzed the situation, ask yourself if there is another boldface thatapplies. Engine failure during flight may lead to immediate engine start. Continue in this loop untilthere are no more boldface that apply. And the last one is Land ASAP . Certain things will be different like engines , speeds , multi crew and probably a few other stuff. If any RL pilot can read it and add or subtract a few things that would be good.

Maybe it took a bullet in 1943. That sounds really good though I am glad developers are starting to model this stuff and you cant just tear around the place without a care in the world. If you fly a single engine piston across the water in RL you are tending that engine like it is your favorite thing in the whole world. Do you bother in FSX? I doubt it.

No kidding. How many FS9 and FSX cockpit screenshots do you see on the web with engines indicating way past red? I'm thinking, "What's the point, then?" But then again, FSX is primarily a desktop simulator for entertainment purposes, while - to a point - still allowing room for more hard-core adherence to procedures and indications, and even more so if using good addon stuff. Whatever makes you happy.

But even still...the amount of people I see flying the 744x or the NGX or MD-11 on youtube, claiming their following correct procedures but their engines are screaming well into the red on takeoff. Why did they waste their money buying it (if they did) if they were just going to max throttle everywhere?

FS is a great tool for practice and learning a flight/procedures , though in no way it can recreate a realistic flying environment for that you would probably need a wind tunnel from NASA or from one of those formula 1 teams as all the control surfaces have pressure , count the bumping etc.... But lots and lots of RL pilots use it. Some play it as a game as Di points out "Why did they waste their money buying it (if they did) if they were just going to max throttle everywhere? " and a few who can not afford a real flight training currently LIKE ME and need this tool. If you want to really enjoy FS then the best way to go around is to follow the learning curve , the proper procedures and try and make it as much realistic as possible.And now we have the PMDG which according to reviews is the girl next to the real thing.

FS is a great tool for practice and learning a flight/procedures , though in no way it can recreate a realistic flying environment for that you would probably need a wind tunnel from NASA or from one of those formula 1 teams as all the control surfaces have pressure , count the bumping etc.... But lots and lots of RL pilots use it. Some play it as a game as Di points out "Why did they waste their money buying it (if they did) if they were just going to max throttle everywhere? " and a few who can not afford a real flight training currently LIKE ME and need this tool. If you want to really enjoy FS then the best way to go around is to follow the learning curve , the proper procedures and try and make it as much realistic as possible.And now we have the PMDG which according to reviews is the girl next to the real thing.

No reply needed. Just quoting because +1. So true.

I have put up some of the EP stuff on this post .

While my desire and appreciation for realism in fsx is very high, and the more realistic an aircraft model behaves, the more enjoyment I get from fsx, there is another aspect of fsx which is paramount for me. It is spiritual uplift I get from the sheer grace and beauty inherent in the art of flying, so wonderfully depicted, at times, as it is in fsx. The exhilarating feeling of lift under my wings; the catapulting off the runway up into the heavens; the stunning visuals of plush landscapes floating along beneath me, especially when shadows dance in the deep recesses of mountain ravines on cool misty mornings. It leaves me delighted and spellbound... all while sitting in the rather mundane settings of my apartment.I know where my enjoyment of fsx lies, which I just described above, and for that reason, I just can't be bothered with failures. I don't fly in fsx for practice or to keep current or to test my metal in emergency situations, I fly simply for the exhilaration of flight itself.That's probably why I enjoy the highly realistic, but rather uncomplicated general aviation plane models over the over-complicated ones like PMDG's new 737. They tend to put the beauty aspect of flight in the back seat.... for me, at least.

I know where my enjoyment of fsx lies, which I just described above, and for that reason, I just can't be bothered with failures. I don't fly in fsx for practice or to keep current or to test my metal in emergency situations, I fly simply for the exhilaration of flight itself.

EP is intended for anyone who wants to use FSX realistically , even Me before the rotation failure happened never considered using failures ant the EP's and just used to T//O and do a SLF / turns / banks / WCA / decent. But as posted earlier it can be used as a tool for people who cannot afford flight training currently. Tell me how many people trying to learn flying using FS do know about the EP's , calculations and other things involved in flying. It's all up to you if you want to use the procedure's or if you want to calculate your WCA. Or if you just want to fly.

EP is intended for anyone who wants to use FSX realistically , even Me before the rotation failure happened never considered using failures ant the EP's and just used to T//O and do a SLF / turns / banks / WCA / decent. But as posted earlier it can be used as a tool for people who cannot afford flight training currently. Tell me how many people trying to learn flying using FS do know about the EP's , calculations and other things involved in flying. It's all up to you if you want to use the procedure's or if you want to calculate your WCA. Or if you just want to fly.

I agree with everything you said. Just to be clear, I would never discourage anyone from using failures to help hone their skills just because I don't chose to use them. In fact I'm thrilled that their part of the simulation. It's all a matter of personal preference and I'm thankful that we have these options to chose from.

I agree with everything you said. Just to be clear, I would never discourage anyone from using failures to help hone their skills just because I don't chose to use them. In fact I'm thrilled that their part of the simulation. It's all a matter of personal preference and I'm thankful that we have these options to chose from.

Hi Brigantine, Yes it is a personal preference. The post was never meant to force it on one :). I prefer realism than just going around :)