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    V Factor V Performance

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    Mike
    Vmc, or the minimum control speed, is affected by several factors: 1. Vmc decreases as density altitude increases due to lower engine power and thrust moment reducing the need for rudder control. 2. Heavier aircraft weight decreases Vmc when banked due to increased sideslip towards the operating engine. 3. An aft CG increases Vmc due to a shorter rudder arm requiring higher airspeed for yaw control. 4. Most factors that increase drag, like gear down, flaps extended, cowl flaps open, and being in ground effect, decrease Vmc.

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    V Factor V Performance

    Uploaded by

    Mike
    21 views2 pages
    Vmc, or the minimum control speed, is affected by several factors: 1. Vmc decreases as density altitude increases due to lower engine power and thrust moment reducing the need for rudder control. 2. Heavier aircraft weight decreases Vmc when banked due to increased sideslip towards the operating engine. 3. An aft CG increases Vmc due to a shorter rudder arm requiring higher airspeed for yaw control. 4. Most factors that increase drag, like gear down, flaps extended, cowl flaps open, and being in ground effect, decrease Vmc.

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    Factors of VMC

    Original Title

    Vmc

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    Vmc, or the minimum control speed, is affected by several factors: 1. Vmc decreases as density altitude increases due to lower engine power and thrust moment reducing the need for rudder control. 2. Heavier aircraft weight decreases Vmc when banked due to increased sideslip towards the operating engine. 3. An aft CG increases Vmc due to a shorter rudder arm requiring higher airspeed for yaw control. 4. Most factors that increase drag, like gear down, flaps extended, cowl flaps open, and being in ground effect, decrease Vmc.

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    21 views2 pages

    V Factor V Performance

    Uploaded by

    Mike
    Vmc, or the minimum control speed, is affected by several factors: 1. Vmc decreases as density altitude increases due to lower engine power and thrust moment reducing the need for rudder control. 2. Heavier aircraft weight decreases Vmc when banked due to increased sideslip towards the operating engine. 3. An aft CG increases Vmc due to a shorter rudder arm requiring higher airspeed for yaw control. 4. Most factors that increase drag, like gear down, flaps extended, cowl flaps open, and being in ground effect, decrease Vmc.

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    © All Rights Reserved
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    of 2

    Vmc 

    Factor
    Vmc
    Performance
    Maximum take-off Power at Sea Level
    (Density Altitude is at Sea Level)
    Increase
    Increase
    For an airplane with non-supercharged engines, Vmc will Decrease as Density Altitude Increases.
    So directional control can be maintained at a lower airspeed than it can at sea level. As power
    decreases with altitude, the thrust moment of the operating engine lessens, thereby reducing
    the need for the rudder and it’s countering yaw. So at Sea Level the V mc is the highest. The
    higher the density altitude, the lower the Vmc.
    At Gross Weight
    Decrease
    Decrease
    Vmc is not affected by weight in straight and level flight, only by the weight of the airplane in a
    bank. When it is banked, a component of the aircraft weight acts along with the horizontal
    component of lift to create a more effective sideslip towards the operating engine. So for a
    given bank, the heavier the airplane, the lower the aircraft’s V mc. The lighter the airplane, the
    higher the aircraft’s Vmc.
    Most Adverse CG (usually Aft)
    Increase
    Decrease
    Vmc is greatest when the CG is at the most aft position. An aft CG shortens the arm to the center
    of the rudder’s horizontal lift, which means a higher airspeed would be required to counteract
    the engine-out yaw. So the aft CG has the highest Vmc and a forward CG would decrease Vmc.
    Gear Up
    Increase
    Increase
    The change in CG when the landing gear is put down may make the rudder more effective due
    to a longer moment arm, which would result in a slighter lower Vmc. The extended gear may also
    have a tendency to align with the oncoming relative wind, which can be directionally stabilizing.
    So the Vmc for this factor is at its highest when the gear is up, and decreases when the gear is
    extended.
    Take-off Flaps
    Increase
    Increase
    Extended flaps will increase both drag and lift. The increased drag from the extended flap
    behind the operating engine may tend to oppose the yawing motion of that engine, requiring
    less rudder to counteract that yaw. So Vmc will be lower with flaps extended, and higher with
    flaps retracted (the take-off position for this aircraft).
    Take-off Trim
    Decrease
    Increase
    Take-off Cowl Flaps
    Decrease
    Decrease
    Cowl flaps in the open position will increase drag on the aircraft, and may also provide a very
    slight weathervaning/stabilizing effect on the yawing motion. Cowl flaps closed will increase V mc,
    cowl flaps open will decrease Vmc.
    Windmilling Propeller on Critical Engine
    Increase
    Decrease
    A windmilling propeller will generate a significant amount of un-balanced drag. This will result
    in less directional control and a higher Vmc, and is one of the most significant of the factors.
    Out of Ground Effect
    Increase
    Decrease
    An aircraft in ground effect is “cushioned”, with less drag and greater lift. So in ground effect,
    Vmc decreases. As the aircraft lifts out of ground effect, it loses that lift and increases its drag,
    thereby increasing the Vmc.
    Up to 5 degrees bank into the good engine
    Decrease
    Increase
    During engine-out flight, keeping the ball centered and the wings level will actually cause a side-
    slip situation because of the one failed engine and the resulting drag and loss of lift. A sideslip
    would make stall characteristics worse, would decrease climb and acceleration capability, and
    would increase Vmc. Turning up to 5 degrees towards the good (operating) engine will prevent
    the airplane from being in a sideslip condition, will improve climb capabilities, improve stall
    capabilities, improve performance and will decrease Vmc.

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