acronym for Vmc factors

Fly_Unity said:
The Turbine Pilot's Manual shows a diagram of a curving slipstream, I doubt that anyone would bust a checkride because of that, though I agree that there is no evidence for it, I never even thought about it accuring in a slip though.
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The author of that book isn't a technical guy and I suspect he's just passing on stuff that "he heard somewhere." Books written by those who are pilots-only are generally unreliable on technical matters, unless he has well-documented sources of authoritative information. Greg Brown has never impressed me in that way, which is why I've never bought the Turbine Pilot's Manual. Does he show any footnotes regarding his sources?
 
LCWBFATCOPS (ELSIE WILL BUY FAT COPS)

L Landing gear retracted
C Center of gravity most unfavorable (aft & away)
W Weight, most unfavorable (light)
B Bank, not to exceed 5 degrees
F Flaps (Take off position specific to aircraft (usually UP)
A Altitude Most critical mode of failure (standard sea level density altitude) (23.45, max
10,000' this is for performance data)
T Take-off Power (on each engine)
C Configuration, (Take-off) again 23.45 dealing with the cowl flaps and performance data)
O Out of Ground Effect (More induced drag requiring higher AOA. Increased AOA =
increased P-factor = higher Vmc. Closer to critical AOA.
P Propeller, Windmilling
S Standardization, Vmc not to exceed 1.2 Vs1 / Max of 20 degrees of heading loss / Max
of 150 lbs rudder pressure

Don't forget aircraft under 6000lbs or Vso of 61 kts or less there is no requirement for a positive rate of climb performance data. Just needs to be determined.
 
BuickCFI said:
i was looking at the data sheet for the PA-30 and PA-39 twin commanche's and the PA-30 has a higher Vmc speed (it was under CAR 3 regulations) BUT it also has a critical engine, whereas the PA-39 looks like it has counter-rotating props. The PA-39 was certified under Part 23(i think, but i might have misread)

edit: nevermind, looks like they were all certified under CAR 3, how does that work when the FAR's were in effect in 1965 IIRC?
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Any changes to a type can be added to the original type certificate without recertification.

For example, Type Certificate number 3A12 was originally approved on December 14th 1956 and last amended February 5th 2008. It covers the entire 172 series.

So, even though the new 172s meet Part 23 standards, they are certified under CAR 3
 
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