Let me correct an apparent misunderstanding on your part.
Your quote: From what I understand the rudder won't have enough authority to counter the yaw generated by the engine still producing thrust.
The speed you are thinking about is VMCG
below which the rudder may not have enough authority to counter the thrust asymmetry.
Under US regulations (I'm sure JAA regs are similar) assuming that pre-takeoff performance numbers were correct, a two-engine jet experiencing the loss of one engine after V1
will continue to accelerate, climb through gear and flap retraction and return to the field or proceed to the takeoff alternate safely.
As a practical matter I'd say that from V1
is rarely more than a second or two, and that V2
passes almost un-noticed between the "positive rate" and "gear UP
Also worth noting, especially for light twin pilots is that VMC
(Air or Ground) is predicated on full power/thrust on the operative engine. There are two major factors in the asymmetry of thrust equation; thrust
and rudder authority
. Climb performance permitting, thrust can
be reduced which will decrease VMC
or speed can be increased above VMC
which increases rudder authority.
is kind of an acknowledgement that at zero airspeed the rudder has zero authority and that it does not gain any until the "Q" or dynamic airload reaches a certain point. Well above that speed, the rudder has enough authority to pop the tail off the airplane if it were moved to full throw. Hence the rudder limiters.
Now as to the A-26, well I don't have much information about it. An old boss of mine flew P-38s during that war and told me about Lockheed's Tony LeVier visiting his squadron to demonstrate engine-out procedures. The problem was similar to that you cite for the A-26. Near VMC
they experienced loss of control because of the "excess" power. (Not to mention that the P-38 had two
"critical" engines because the props rotated outboard.
LeVier demonstrated that even on heavy takeoffs they had so much excess power that all they had to do was reduce power on the remaining engine, shallow the climb and let it accelerate which increased the rudder authority. Keep it slow and keep full power on and you were probably going to die.
is well above VMC
as calculated under FAR
25 therefore, following procedures will save the day. Procedure is normally to climb at V2
or at V2
plus a small additive speed if you are above V2
More explanation than you asked for?
Happiness is not seeing another trite Ste. Maarten photo all week long.