Further from my Canberra Asymmetric Handling Report
Determination of Minimum Control Speed
4.3 Minimim control speed was determined by reducing speed from the minimum trim speed in a straight climb at between 4,000 and 5,000 feet (first cut). The minimum control speed was the lowest speed at which a straight climb could be maintained. These test were made with power settings of 7600 RPM and 7850 RPM on the "live" engine and at bank angles of 0 degrees and 5 degrees towards this engine. Rudder pedal forces measured during these tests were very high and difficult to hold for even a short period.
4.3.3 Minimum Control Speed 7850 RPM Wings Level
Using the technique described in para 4.3 the minimum control speed with the right engine set at 7850 RPM was 175k IAS. The rudder pedal position was full right rudder held by a force of 250lbf. At 175kIAS the slipball was about 1/2 width to the right and the sideslip angle was 3 degrees left. Aileron forces were zero with the yoke position at 10 degrees left and the aileron trimmer position at 2 unit left.
4.3.4 Minimum Control Speed 7850 RPM 5 Degrees Right Bank
With 5 degrees of bank towards the live engine, the speed was reduced to 150k IAS before the aircraft commenced a slow turn to the left. The rudder force was still 250 lbf right rudder and a slight rudder buffet became apparent. The yoke and aileron trimmer positions were 5 degrees and 4 units right respectively.
The sideslip angle was 5 degrees right and the slip ball was at 1/2 the total available travel to the right.
Comment
This is clearly not Vmc - rudder forces way beyond the then BCARD limits.
No CAS quoted - no PEC info with sideslip.
At some bank anle between 0 degrees and 5 degrees right the sideslip direction changed from left to right - at some small angle of bank the sideslip angle was zero.
Bank angle was extremely powerful in reducing the minimum control speed
Of the many jet aircraft types I have flown most have had fairly strong lateral static stability( low speed, low altitude), so during asymmetric flight using a small bank angle towards the operating engine and co-ordinating rudder so the roll rate with neutral aileron is close to zero. Sideslip will be close to zero and the aircraft close to optimum for both handling and performance.
(Not true for most Prop/Turboprop aircraft and not true for all jet aircraft).
Milt, sorry gave up on FTSA years ago.
I will now disappear back into cyberspace.
Cheers