Watford,
I am not really confusing Critical Speed with Vmca as Critical Speed is not in our vocabulary in Australia. Our teaching techniques seem to follow a different tack to the UK. Vmc as defined by FAR 23.149 forms the basis of ‘control' discussion and understanding. But when expanding on that principle the various factors and considerations impacting on Vmc are dealt with. Particularly since during the Air Exercise, the minimum speed at which control is maintained will not necessarily coincide exactly with the red radial. Your methods on the other hand seem to be rather pedantic in teaching Vmc coincides exactly with the red radial and any variation is another speed termed ‘Critical Speed' which may be any speed. I probably prefer the Australian approach.
But my main concern in any initial or subsequent endorsement session revolves around the wings level -v- five degree bank towards the live engine. A point raised in the initial post above by Bear Cub (G and N registrations). In any situation where altitude is a priority then the bank technique is imperative to achieve both performance and a margin of control. In cruise it may be optional, and irrelevant in descent. An engine failure during a descending turn may require momentarily levelling the wings and centring the ball to identify the failed engine. However the student must be able to demonstrate satisfactory control with bank to meet the handling criteria of the endorsement.
Regards,
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dragchute
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