MEI books

SFCC/UND

SFCC/UND

Well-Known Member
Jepp
PTS
Oral
Paul Craig
Multi Engine Pilot Flight Maneuvers
Transition To Twins
THE COMPLETE MULTI-ENGINE PILOT

Am I missing anything beside a shot of Captain Morgen and Jack Daniels?
 
Crockrocket94 said:
We have books for the mei?

:)

I just referenced the Jepp Multi Engine book, AFH, PHAK, and some odds and ends.
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I was given a 20 some page packet with everything from aerodynamics to Vmc demo and configuration for Vmc certification, I think it was sufficient . . . Hmmm I wonder if this is why so many people make crators in twins when they should be safer :(
 
Thanks for the comments, there are so many multi books out there and I feel kind of bad since my last checkride because I think my examiner went to MIT or something.
 
shdw said:
I was given a 20 some page packet with everything from aerodynamics to Vmc demo and configuration for Vmc certification, I think it was sufficient . . . Hmmm I wonder if this is why so many people make crators in twins when they should be safer :(
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I understand it might be a rhetorical question but yeah, alot of people do not understand the relationship of stall speed and VMC.
 
Crockrocket94 said:
I understand it might be a rhetorical question but yeah, alot of people do not understand the relationship of stall speed and VMC.
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I am not sure that I see the relationship either to be honest. For instance an aft CG raises Vmc because there is less of an arm for rudder authority (usually the limiting factor at least in small twins) yet aft CG reduces stall speed. Flaps down/up can change Vmc, sometimes lower, sometimes higher but always lowers stall speed.

Other than that I think they go fairly hand and hand? But I would be careful trying to relate Vmc to stall speed, anyone else have some input here? I am not an MEI, but I would love to know what you guys teach and why. Thanks

Here is the regulation on Vmc. Thanks tgray I stole this from one of your other posts.

§ 23.149 Minimum control speed.
(a) VMC is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of not more than 5 degrees. The method used to simulate critical engine failure must represent the most critical mode of powerplant failure expected in service with respect to controllability.
(b) VMC for takeoff must not exceed 1.2 VS1, where VS1 is determined at the maximum takeoff weight. VMC must be determined with the most unfavorable weight and center of gravity position and with the airplane airborne and the ground effect negligible, for the takeoff configuration(s) with -
(1) Maximum available takeoff power initially on each engine;
(2) The airplane trimmed for takeoff;
(3) Flaps in the takeoff position(s);
(4) Landing gear retracted; and
(5) All propeller controls in the recommended takeoff position throughout.
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shdw said:
I am not sure that I see the relationship either to be honest. For instance an aft CG raises Vmc because there is less of an arm for rudder authority (usually the limiting factor at least in small twins) yet aft CG reduces stall speed. Flaps down/up can change Vmc, sometimes lower, sometimes higher but always lowers stall speed.

Other than that I think they go fairly hand and hand? But I would be careful trying to relate Vmc to stall speed, anyone else have some input here? I am not an MEI, but I would love to know what you guys teach and why. Thanks

Here is the regulation on Vmc. Thanks tgray I stole this from one of your other posts.
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there is a chart in the AFH about the relationship. it isn't that complicated.
 
shdw said:
Other than that I think they go fairly hand and hand? But I would be careful trying to relate Vmc to stall speed, anyone else have some input here?
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Physics does not require a relationship between Vmc and Vs; if you had an airplane that would not stall, you would still have a Vmc.

However, in most light twins, it so happens that Vmc is only slightly above Vs, bringing about a real possibility of a single-engine stall.
 
tgrayson said:
Physics does not require a relationship between Vmc and Vs; if you had an airplane that would not stall, you would still have a Vmc.

However, in most light twins, it so happens that Vmc is only slightly above Vs, bringing about a real possibility of a single-engine stall.
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I am not quite sure I am following you. Are you saying there is a relationship or are you saying there isn't because Vmc would exist even if Vs did not?

As for the most light twins comment, I only have experience in the seminole which interestingly enough Vmc is 56 while Vs is 57. :)
 
shdw said:
I am not quite sure I am following you. Are you saying there is a relationship or are you saying there isn't because Vmc would exist even if Vs did not?
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Vmc depends on the relative strength of the yawing moment produced by the thrust of an engine versus that of the vertical stabilizer with a fully deflected rudder. The stall speed doesn't enter into the equation.
 
tgrayson said:
Vmc depends on the relative strength of the yawing moment produced by the thrust of an engine versus that of the vertical stabilizer with a fully deflected rudder. The stall speed doesn't enter into the equation.
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Ok that is what I thought, I have been going nuts for the last hour or so trying to figure out how they relate since I never thought there was a relationship. But what are Crock and Buick talking about then since they are claiming some relationship between the two.
 
shdw said:
But what are Crock and Buick talking about then since they are claiming some relationship between the two.
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The speeds typically are close together, as you pointed out for the seminole; in most light twins, the stall speed is slightly below the Vmc. For normally aspirated twins, Vmc will go down with an increase in density altitude, which can lower Vmc to below the stall speed, which will not change, leading to a stall/spin accident.

As for why the're close together, the regulations set a limit on how high Vmc can be, and the manufacturers will keep increasing the vertical stabilizer size until Vmc is where they want it. No real point in going below stall speed.
 
shdw said:
Other than that I think they go fairly hand and hand? But I would be careful trying to relate Vmc to stall speed, anyone else have some input here? I am not an MEI, but I would love to know what you guys teach and why. Thanks
Click to expand...

There isn't any relationship, that I am aware of. I just make sure my students know that published Vmc was based on the factors listed in the AFH and that they should be familiar with how changing those variables change Vmc. In one of our airplanes, the aircraft usually starts to lose directional control before the stall warning goes off and sometimes before reaching published Vmc, so they actually get to see the beginning of the Vmc.

When I did my MEI ride, the examiner basically showed me every way a student has tried to kill him in a twin and we talked about recovery, etc...
 
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