Vmc demo trouble?

[nosehair]

Vmc Demo Recovery

Here's a different twist on the recovery technique:
I teach recovering as if you were having an engine failure on take-off. Reduce throttle on the operating engine AND lower the nose ONLY enough to regain directional control with a minimum loss of altitude. Imagine that you are trying to clear an obstacle at the end of the runway with an engine out, and you begin losing directional control. Pull the throttle back slightly, while lowering the nose slightly, and you will discover that you can regain directional control and airspeed while leveling off slightly. In most cases, throttle reduction to 65 - 75% power and nose down to a slight climb angle will produce a flying aircraft. This technique may allow you to maneuver around or over an obstacle on climb-out.
I also teach stall recovery with a very minimum loss of altitude.
Most students recover from stalls by diving excessively to regain excessive airspeed because they are recovering at an altitude that will allow that. Then, when they actually stall one on a go-around or high flare/bounce, they slam the throttle forward and punch the nose over into the ground - just like they have been rotely trained.
Stalls, Vmc Demos, Engine-cuts, all these things should be responded to and recovered from as if you were within a hundred feet of the ground.

 

[CUEBOAT]

5 degrees of bank, do not limit yourself to this. PTS calls for angle of bank that gives best control and performance(which is a contradiction itself-different topic). It seems everyone gets hung up on 5 degrees, if you need to bank more or less to stay alive wouldn't you do it. In a BE-76 5 degrees is too much you'd be side slipping into the good engine which would increase drag also, may be the case in other light twins. VMC recovery is done at first indication of stall or loss of directional control, says so in the PTS.

 

[SpocksBeard]

I guess in 400 hours of teaching in a BE-76 I never looked at the actual angle of bank I was holding. Obviously it doesn't have to be 5 degrees - I always just went with whatever prevented any sideslip. Then again, in a manuever with this much going on at once I never wanted students to be splitting hairs over whether they were holding 3 degrees or 7 degrees of bank either. 5 degrees is just an approximation and is useful during a verbal explanation. Whatever you do you don't want to be increasing your aileron deflection as you slow unless you are doing it to demonstrate how something very bad can happen in a hurry like it was mentioned earlier.