This misses one important factor, altitude. The certification Vmc is calculated at sea level. Actual Vmc is lower at higher altitudes because power available is lower (except with turbocharged engines).
I know your intentions are for educational purposes. There is quite a bit of inaccurate information from your lesson on Vmc. There is also a difference between Published and Actual Vmc that needs to be covered as well which is not brought up.
When you mentioned the nose gear moving the centre of gravity Foward is that dependent on if you have to have nose gear extends in a forward direction making the CoFG more forward?
enjoyed the videos and explanations. then got ears blown out from music at the end of video. many people are using airpods/earphones. tone down the music level would be my recommendation.
At 10:25-10:35 you explain how if critical engine is dead and flaps are down they create more drag on the operating engine, countering the asymmetric thrust thus reducing Vmc..but then you say the manufacturer doesn’t want that??? I thought lower Vmc and countering asymmetric thrust is good.. so wouldn’t you want to have flaps down then? As well as gear down?
The manufacturer did this to get a VMC speed. They did it so we are able to have a red mark indication on our air speed indicator. Yes VMC is bad. Knowing a speed where it will happen is what they wanted.
10:30 WTF do you mean manufacturers don't want to lower Vmc? Also your explanation about gear being down was complete garbage. You should make sure you really understand these things before trying to teach them. 7:34 Nor is it true the the aft CG created a longer arm on the thrust from the engines, this would only be true if the direction of the thrust remained perpendicular to the arm such as it is in the forwards CG location you demonstrated. The distance from the centerline to the thrust is the only relevant factor.
Toby McVinn manufactures wants to know the Vmc speed in the worst condition , that’s the reason he says that , and the gear being down I am agree with you , it’s because keel effect , and he doesn’t mention that
You need to explain yourself more or half od this video is incorrect with information provided. Every way taught to keep a twin in the air is to do the procedure immediately. 1- Mixture, Prop & Throttle forward. 2- Gear Up 3- Flaps Up 4- Identify 5- Verify by Festheribg dead engine. So Raising Gear & Flaps is actually Benefeciial to remaining control. A Heavier plane flies at a Higher Angle of Attack. AoA. Plus it makes the plane harder or impossible to climb or even maintain current Altitide if engine dies. A Lighter plane is favoravle compared to flying at the planes Max Gross weight. Prop windmills is correct 5 degree Bank is correct Aft CG correct Max power correct Standard day conditions? Questionable At higher altitudes or density altitude the air is thinner meaning plane needs ti work much harder to fly compared ti standard conditions Try explaining how a regular piston twin will perform better at higher altitudes. Standard conditions & lower altitudes are better & safer. Edit this video & you'll soon be Soaring again 😀
@igclapp power effects vmc. Lower power, density altitude effects both the wings lift to continue flight & propellers ability to purduce forward momentum.
Great video! Awesome job breaking it down into an easy to understand lesson.
Great video! I have my multi engine add on checkride tomorrow, thanks for great visuals!
i was death confused until i saw this! really helpful thank you
Watching this video few days before my CPL, thanks man !
This misses one important factor, altitude. The certification Vmc is calculated at sea level. Actual Vmc is lower at higher altitudes because power available is lower (except with turbocharged engines).
Very well said. I can see why you're named zero 2 hero. Thanks.
Excellent video!!
Very good video, thanks.
Good job! Keep it up
Excellent thanks a lot ;)
really helpful, thank you!
Very nice! I use FLAPS BOTTM 121 as acronym :D
NorPilot Iqbali how’s that?
Thank you!
Really liked this video! Helped me a lot!
I know your intentions are for educational purposes. There is quite a bit of inaccurate information from your lesson on Vmc. There is also a difference between Published and Actual Vmc that needs to be covered as well which is not brought up.
underatted video, muuch thanks. but what about Vyse???
First time watcher, great video. Love the intro sound effects too :D
Èrrrrr
Watching this video 7 hours before my checkride 😋
Vmc IS, in fact a set speed. Vmca varies.
anyone else going through jax/atl cfi school? lol
Thankyou
When you mentioned the nose gear moving the centre of gravity Foward is that dependent on if you have to have nose gear extends in a forward direction making the CoFG more forward?
Thank you Goodday
enjoyed the videos and explanations. then got ears blown out from music at the end of video. many people are using airpods/earphones. tone down the music level would be my recommendation.
At 10:25-10:35 you explain how if critical engine is dead and flaps are down they create more drag on the operating engine, countering the asymmetric thrust thus reducing Vmc..but then you say the manufacturer doesn’t want that??? I thought lower Vmc and countering asymmetric thrust is good.. so wouldn’t you want to have flaps down then? As well as gear down?
The manufacturer did this to get a VMC speed. They did it so we are able to have a red mark indication on our air speed indicator. Yes VMC is bad. Knowing a speed where it will happen is what they wanted.
Gear explanation is wrong
i think it depends on which way the nose gear extends
I used this for my MEI and failed.
Get smarter
No,this guy is all over the place with yhe explanation...need to improve delivery of info in some kinda order...
10:30 WTF do you mean manufacturers don't want to lower Vmc? Also your explanation about gear being down was complete garbage. You should make sure you really understand these things before trying to teach them.
7:34 Nor is it true the the aft CG created a longer arm on the thrust from the engines, this would only be true if the direction of the thrust remained perpendicular to the arm such as it is in the forwards CG location you demonstrated. The distance from the centerline to the thrust is the only relevant factor.
Toby McVinn manufactures wants to know the Vmc speed in the worst condition , that’s the reason he says that , and the gear being down I am agree with you , it’s because keel effect , and he doesn’t mention that
You need to explain yourself more or half od this video is incorrect with information provided.
Every way taught to keep a twin in the air is to do the procedure immediately.
1- Mixture, Prop & Throttle forward.
2- Gear Up
3- Flaps Up
4- Identify
5- Verify by Festheribg dead engine.
So Raising Gear & Flaps is actually Benefeciial to remaining control.
A Heavier plane flies at a Higher Angle of Attack. AoA. Plus it makes the plane harder or impossible to climb or even maintain current Altitide if engine dies.
A Lighter plane is favoravle compared to flying at the planes Max Gross weight.
Prop windmills is correct
5 degree Bank is correct
Aft CG correct
Max power correct
Standard day conditions?
Questionable
At higher altitudes or density altitude the air is thinner meaning plane needs ti work much harder to fly compared ti standard conditions
Try explaining how a regular piston twin will perform better at higher altitudes.
Standard conditions & lower altitudes are better & safer.
Edit this video & you'll soon be Soaring again 😀
The topic is factors that affect Vmc, not factors that make the plane climb faster.
@igclapp power effects vmc.
Lower power, density altitude effects both the wings lift to continue flight & propellers ability to purduce forward momentum.
Weight is wrong... not the lightest, but maximum instead.