Well I didn't get into that much detail.
Going back to basics..................
Post Script............Emirates have been increasing their back to basics training and now encourage their pilots to manually fly below 10,000'.
Poor pilot training is becoming an increasing problem in commercial aviation, a lot of airline management believe the increasing amount of automation means that they can lower there standard of training, Air France flight 447 and American Airlines flight 1549 (airbus crash landing in the Hudson river) are classic demonstrations that this NOT the case.
Back to basics being,
- check your horizon (not impacted by any systems failure)
- check your throttles/push throttles to (I think) 90%
Have these two correct chances are you will stay airborne.
-You NEVER rely on a single instrument or observation
-Scan ALL primary flight instruments
These being Airspeed, Artifical horizon, Turn and slip indicator, Directional gyro, Vertical speed indicator, Compass, angle of attack (if fitted. Note 2) (Note 1).
-Check aircraft attitude by looking fwd
This sequence allows the pilot to confirm exactly what the aircraft is doing.
Note 1: By scanning all these one will immediately pick up any instrument that fails and one can then take steps. On most modern airline aircraft all this info is displayed on a single CRT display.
Note 2: I have yet to see a light aircraft with an angle of attack display, most airline aircraft display this on the primary CRT display, an exception appears to be the 737 MAX in which its an optional extra, and therefore usually not fitted.
The primary flight instrument is the airspeed indicator if you lose this on a light aircraft you in REAL difficulties. If one has an angle of attack indicator, one can fly successfully using the indicator and the throttles. The flight manuals will have a table showing Angle of attack, throttle position and the resulting airspeed.
I am pilot flying light aircraft, flown a large twin a couple of times and flown (successfully) a 747 in a simulator (Note 1). Pilots live and die by details. The better the training and the better ones grasp of the details the safer a pilot one will be. Its not an occupation one can cut corners in.
"There are old pilots and bold pilots but there are no old bold pilots" attributed to R. J. Childerhose, but the saying has been around for ages.
Note 1: I succesfully landed it first time out, without any training in a 747 something few can do BUT I already understood the difference bewteen mass and inertia, these heavy aircraft change direction VERY slowly and its is trivial easy to over correct.