So directional control can be maintained at a lower airspeed than it can at sea level. So at Sea Level the V mc is the highest. The higher the density altitude, the lower the V mc. At Gross Weight. V mc 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.
Most Adverse CG usually Aft. V mc is greatest when the CG is at the most aft position. Gear Up. 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 V mc. No mention of CG.
But it continues "steering would be helpful in controlling the aircraft". And steering clearly works better with more load on the nose wheel. Add a comment. Active Oldest Votes. Improve this answer. Because a torque is caused by pair of forces and the arm between them is what determines the torque and CoG only matters as action point of inertial forces including gravity. But it this case all the forces are aerodynamic. Sign up or log in Sign up using Google.
Sign up using Facebook. Sign up using Email and Password. Post as a guest Name. Email Required, but never shown. Featured on Meta. Now live: A fully responsive profile. In the case of an aircraft fitted with engines that can be derated for takeoff, the reduction in thrust will result in a corresponding reduction in the amount of yaw induced should an engine fail. As the rudder size and deflection capability remain constant, the amount of force required to counter that yaw can be generated at a lower airspeed than would be case during a full thrust takeoff.
This results in a reduction in V mca.
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