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Multi Engine VMCA.ppt vicual metrological conditions
- 1. Vmca DEFINITION: Minimum speed atwhich directional control can be maintained in the TAKE-OFF configuration AIM: To gain an understanding behind the principles associated with loosing directional control of an aircraft due to decreased control effectiveness WHAT: -A/c Speeds -VMCA defined -Factors affecting VMCA -VMCA vs Stall -Pilot Actions -Air exercise HOW: -Flying Multi-Engine aircraft -Handing emergency situations safely and effectively RED LINE
- 4. Aircraft Speeds Vx Vy Vxse Vyse Vmca - Velocityfor BEST ANGLE of climb - Velocity for BEST RATE of climb - Velocity for BEST ANGLE of climb SINGLE ENGINE - Velocity for BEST RATE of climb SINGLE ENGNE Also known as BLUE LINE SPEED - Velocity for MINIMUM CONTROL - Also known as RED LINE SPEED
- 5. Center of Gravityat the AFT limit Trim set for take off Out of ground effect Max take off weight Max continuous Power on the live engine Flaps set to Take-Off Landing gear retracted Standard atmosphere at sea level Bank into live engine (max 3-5º) Prop wind milling (critical engine) 150 lbs force on the rudder pedal Vmca Defined
- 6. Factors affecting VMCA Less150 lbs force on the Rudder Prop Wind Milling (Critical Engine) Increase Decrease Bank into Live Engine ( 3˚-5˚ ) Temp above ISA Decrease Increase Landing Gear Extended Flaps extended Decrease Increase Max Continuous Power Increase Decrease Max Take Off Weight Decrease Increase Aft CG Control VMC speed Aspect Increase Decrease Decrease Increase Decrease Increase Increase Decrease Increase Decrease High density altitude
- 7. Altitude IAS (Kts) VMC VMCA vsStall Controllable Controllable Uncontrollable
- 8.
- 9. Air Exercise HASELL Height -above 3000’ AGL Aircraft - Flaps 10º Safety & Security Engine - Mixture full rich - Cowl flaps open Location Lookout
- 10. - Slow thea/c down (High RPM set) - Throttle idle on critical engine - Maintain direction - Full Power on live engine - Slowly pitch the nose (1kt/sec) Recovery must be done at any of the following - Evidence of a stall (buffet or stall warning) - Loss of directional control Entry Procedures
- 11. Recovery Procedure 1. Reducethrottle of the live engine (Directional control is restored) with Full rudder deflection 2. Pitch the nose down, allow the speed to build 3. Obtain Blue Line and gently raise the nose slowly apply full throttle on live engine 4. Maintain Blue Line
- 12.
Editor's Notes
- #7 Trying to maintain altitude by slowing the aircraft to the stall could be the downfall of the pilot. Situation above the blue line the aircraft will stall first and results in a spin rather than a yaw. There will be NO ability to recover the aircraft. The pilot wanting to maintain altitude must consider getting the aircraft to VYSE and then entering a descend at VYSE. Multi engine will get you faster to the scene of the accident.
- #8 Trying to maintain altitude by slowing the aircraft to the stall could be the downfall of the pilot. Situation above the blue line the aircraft will stall first and results in a spin rather than a yaw. There will be NO ability to recover the aircraft. The pilot wanting to maintain altitude must consider getting the aircraft to VYSE and then entering a descend at VYSE. Multi engine will get you faster to the scene of the accident.