Engine Failure on Take Off - Part 1 

Thank you for your feedback, really pleased you have enjoyed the content and found it constructive 🙂

Thank you for your feedback. There are not many pilots that have experienced the complete set of Boeing aircraft. That certainly gives a very broad depth of understanding in the design philosophy and evolution over the years. 🙂

You are correct!!Having flown also the 747-200 I can tell you that especially very close to a clean maneuvering, you’d be very careful to keep it higher.. in any case you have the concept so clear in your mind that when you explain you can feel the deep understanding. I have just renew my 737 but too hold to fly 😂

It is my absolute pleasure. Really happy you are finding them valuable. Please feel free to share with anyone who may benefit. My goal is to assist as much as I possibly can especially during these challenging times

Thank you Terry, I appreciate your feedback.

Thank you Daniel, appreciate your comments. Part 2 will be next. Good suggestions on the videos

That is great to hear that you are able to use the videos for the Embraer. Thank you for your comments.

My goal is to focus more on non-normal failures, malfunctions and guidance to ace the sim check ride. Normal procedures can vary between companies, depending on how closely they choose to follow Boeing SOPS. But I can certainly add to the list.

737 Sim Guide I see , well said. Will be grateful if you can upload a video on “Rapid Decompression & emergency descent” then. Many thanks & keep up the good work

@@zackzeko I have one of those. No problem

737 Sim Guide many thanks

Hi Rukawa, handling rudder trim in descent and in approach is a personal thing. The goal is to spend as little time trimming as possible to reduce worklaod. FCTM says rudder trim may be set to zero for landing prior to 500'. The pros are that there is no rudder pressure during landing roll when thrust is reduced to idle for roll out and the cons are on the approach it can increase the workload and have higher rudder pedal forces required in the event of a go-around. Most pilots find the easiest way is to set 4.5 units trim if failure occurs on Take Off and then trim for level flight. In the descent it is best to use lvl change not VS, then just reduce thrust for the descent. Using VS results in more thrust changes to control the speed. Every change of thrust needs inputs to the rudder. A bit like a puppet on strings, left thrust lever forward=left rudder forward. X-winds are challenging but equally as important as rudder trim is using your visual aiming point and getting the thrust off for a Boeing landing to avoid a long float. Please leave your comments how you trim rudder SE for landing?

737 Sim Guide once committed/confirmed to make a landing i will ask Pilot Monitoring to zero the rudder while my feet ready on it