If I may bore you with a few more observations ...
you are permitted under FAR 25 to use up to 5 degrees of bank
One needs to be careful here.
Unless the AFM states something different to 5 deg bank into the operating engine(s), it is a REQUIREMENT to use that bank to achieve book Vmca. Vmca is very dependent on bank angle.
Some useful reads -
(a) earlier in the thread, reference was made to a B707 mishap at Prestwick many years ago. Inadequate bank control saw the actual Vmca ramp up 40 kts or so and bite the crew on the tail big time. It is worth a read of the
report to get a feel for the problem.
(b) the
Air North Brazilia thread is worth a sobering read.
(c) The
investigation report, likewise, is essential reading.
(d)
Post 417 in the Brazilia thread links to a youtube video of a QueenAir Vmca departure .. the speed with which it all happens in the last few knots near the real Vmca on the day is chillingly clear. The video title refers to stall but the event looks to be a Vmca departure.
Boeing recommends that the thrust levers not to be advanced
One of the points which should be emphasised is the very real difficulty for the pilot in juggling thrust response with rudder/aileron inputs. Unless you are about to impact the ground in the next few seconds .. in which case, it's worth a try ... better to leave the thrust where it is.
I mentioned that was a setup for an upwind engine failure which drew a confused look until Vmcg was explained to the pilot. The discussion was interesting for many reasons including how poorly and perfunctorily performance is trained.
Isn't the training implication the truth of the state of the Industry ? By the way, you likely to be out for the next Air Show ?