Originally Posted by
JamesNoBrakes
You are kidding, right?
BTW, displacement of the rudder trim tab in the same direction of the rudder would INCREASE effectiveness by increasing camber/AOA, but you've got to push harder with your leg to compensate because now it's working like an anti-servo tab (if it isn't already one, many are). If you're not following, I'm saying having the trim tab trimmed opposite from the direction you are pushing on the rudder due to the engine failure.
Therein lines the problem.
What if your plane has enough rudder authority to allow for use of trim in the opposite direction and relieve rudder pressure whilst maintaining control? Many aircraft that have very powerful engines DO require some rudder trim to "help" ease the control force for SE control.
Which is really better?
Are they applicable at all and does the FAA consider either of THESE situations in 23.149?
If you can keep up with such a conversation, great, but it's not really relevant to ME control IMO and experience.
Nope, not kidding. I practially did a masters thesis when studying for my MEI; it's a 3" thick binder and chock full. He also didn't seem to ask a direct question regarding certification or was not interested in certification or any other Vmc criteria. Seems he just wanted an answer to his question of how trim affects Vmc, and it very much can. Alot of folks are dead over a knot or two... This should get interesting! Gotta go to bed now. Hope this threads up tomorrow.