We have our mandatory base check which includes mandatory drills on how to handle catastrophic engine failures, fires, or even engine separation from its nacelle every 6 months. Engine flameouts are the easiests of the three (flameout, fire, severe damage/separation), you just need to relight the engine, like you're relighting a blown candle, which means the engine is usable back again. The Fire or severe damage/separation scenarios are more complex to deal with and in the case of the engine totally separating itself from the plane, means aerodynamically the plane is not fit to fly. Kapal terbang senget.

In normal situation where we have the autopilot on, when an engine fails, the autopilot is pretty efficient and caters for the fail engine enough that there would not be abrupt or unpleasant yaw/roll movement because on the 777, the Thrust Assymetry Compensator kicks in and levels the plane out. Only when the TAC goes offline and the plane system boots out to manual control that the effect of an engine failure is being fed into the control system and the pilot feels the actual effect on the control column.

The worst I got was two. Once during my training days at the BAeFTA Academy in Australia, flying on the Tobago TB-10 doing dual IFR "under the hood" practice, that the butterfly door on my side opens upward like a DeLorean door. The second time, was while in 737, pressurization valve went haywire and the flight was from Kuching to KK, and we had to divert to Miri on a precautionary descent to land and do the repairs. Not much drama there, unlike the TB-10 incident.

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