Differences might be academic but theoretically there is a difference,
accelerated slipstream on the "live" side will increase lift generated also with flap deployment. On the "dead" side the flap will cause less of a lift increase because of the lesser accelerated airflow.
Therefore lift assymetry as a result of engine failure will increase, therefore a stronger roll moment.
Vmc concerns directional control however, so it is arguable as to how increased roll moment will affect yaw.
Roll towards the dead engine will generally increase the yaw towards the dead engine, which will need to be corrected with more rudder deflection.
So as a secondary effect I will say that flap does affect Vmc.
If it is actually noticeable in a real life situation , I don't know.
Vmc is a fairly academic number in itself anyway.
Standard atmosferic conditions, max gross weight
, full pwr working engine, windmilling dead engine, max aft cg etc etc etc.
You will hardly ever fly under those exact conditions anyway, so "published"
Vmc is a best guess indication, not you "true" Vmc for your conditions.
It's just as vague a number as Va.
I don't like anything below Vsse anyway.
Last edited by B2N2; 15th July 2006 at 01:52.