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It only takes a minute to sign up. While calculating takeoff distance for CessnaPOH need to be used. POH charts has pressure altitude and temperature and then distance for those two known parameters.
Does this mean if we have pressure altitude and temperature then we don't have to worry about density altitude in our calculation? Why would we want to calculate density altitude if we only need to know pressure altitude and temperature?
I have analyzed this information before, and this is what the chart looks like with one line for each weight category if you convert the temperature and pressure altitudes to density altitudes and then chart that vs.
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You can see that I have drawn a sort of best-fit line for this information. I did not add humidity as a factor because the manufacturer's charts had no relevant data. Clearly, the trend from the manufacturer's data, when converted to density altitude, does not appear perfectly linear if you follow the data points they jump up and then start lower again in chunks of similar density altitude.
The greatest variation here is about feet from the highest point in any of those clusters to the lowest point in the same cluster. That would be the yellow line around 8, ft of density altitude. To answer your question, maybe they didn't use density altitude in the POH because their data appears to be irregular. With that small margin of error here, I am comfortable using these best-fit lines to quickly calculate my data because I wouldn't make a go descision for a takeoff with a calculated distance anywhere near being within feet of acceptable runway length.
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Ask Question. Asked 3 years, 8 months ago. Active 3 years, 8 months ago. Viewed 4k times. Depending on what you read, some formulas allow you to use only those two variables. Others also—more accurately—include humidity or dewpoint as a variable. If you try to convert the given pressure altitude and temperature data into density altitude, the results are non-proportional.
In other words, it is hard to reverse engineer the data to develop a table or formula that is based instead on density altitude. Even though you can calculate density it'd easy to measure the others. Active Oldest Votes.Page 1. Page 2. Page 3. Page 4. Page 5. Page 6. Page 7. Page 8. Page 9. You can download this now and use for your own personal reference or use it as a training aid for studying performance charts and graphs.
You could also use this for helping to brush up on general systems knowledge. I have added this to a new section on askacfi. I have to make the switch to the froma to finish my licence and wanted some material to read. Paul on Aug 29, Glad that you guys are enjoying the manual. Just happened on this site while I was looking for help with aviation study in ground courses. I am flying a R at the moment i understand it is slightly different but will be a great assistance.
Hey, really appreciate this. Just acquired one and this was an awesome help amidst all the initial sticker shock. Please, could you include these pages in the PDF? Pretty sure if you start charging for copyrighted material that the publisher might get a little disturbed.
Paul on Feb 17, Yeah, your probably right. Lee on Apr 14, I own a CN and needed a to verify some data t without going all the way out to the airport. Igor on Jun 08, John on Jun 11, What a awesome find! There it is online. Thank you for posting it! I was wondering how I would manage to get the POH out of the rental plane I use long enough to scan it.
You saved me a lot of trouble!C Performance computes all the useful performance numbers for flight planning for Cessna model aircraft. It includes calculations for takeoff, landing, climb, cruise, descent, instrument procedures as well as emergencies.
It also includes an interactive hold calculator, a risk analysis tool, and an emergency glide distance calculator that handles head and tailwinds. C Performance is also available on other mobile devices and as a WebApp an App that runs in a browser that runs on a variety of platforms PC, Mac, tablets, phones. The cloud sync feature allows flight planning profiles entered on any device to be synchronized with your other devices when connected to the Internet.
C Performance is a free, open-source development effort and has Apps and WebApps for other aircraft. Recent new features: - Add adjustable minimum landing fuel reserve. This is the most amazing app I have come across in a long, long time. Very user friendly and with lots of options and it will give you very detail information with lots and lots of data. For performance calculations look no more, this is the best app you will find anywhere else I have found this app to be easy to use and a helpful planning tool.
I highly recommend it. The above reviewer says it all- this app is amazing. I would only add a couple of capabilities: 1 climb performance in both FPNM as well as FPM using the various flap settings and during departure Vyenoute cruise climbarrival, and missed approach.
Perhaps this could be done in a companion app. Requires iOS Compatible with iPhone, iPad, and iPod touch. App Store Preview. Screenshots iPhone iPad.
Description C Performance computes all the useful performance numbers for flight planning for Cessna model aircraft. Jul 4, Version 4.
Ratings and Reviews See All. Size Category Utilities. Compatibility Requires iOS Languages English.The following table gives take-off distances in feetwith flaps up on a hard runway.Ep. 68: Takeoff Distance Graph - Written Test Prep - Performance Calculations
The calculator below performs take-off distance calculations using the data from the table above. It works by calculating the density altitude using the pressure, temperature, dew-point and airfield elevationthen interpolating between the data points in the table.
Important safety note: I use this calculator for doing take-off performance calculations before flying NUbut you should be aware that this calculator is specific to that particular aircraft. The answers it gives are not applicable to any other aircraft not even other C's.
You must use the data taken from the POH of your particular aircraft. The table below gives performance figures for various cruise power settings at a range of different altitudes. Perhaps the most striking thing about these figures is the importance of correct mixture leaning technique - something which I feel is poorly taught in most PPL courses. Cessna NU Performance data Take-off performance data The following table gives take-off distances in feetwith flaps up on a hard runway.
Short dry grass firm Short dry grass soft Wet grass firm Wet grass soft Hard paved tarmac, concrete etc. Use 1.Single engine piston aircraft with fixed landing gear.
The C seats up to 3 passengers plus 1 pilot. Fuel cost per hour: 7. Learn more. Share your invaluable experience. Become an Ambassador and broaden the awareness of your wonderful airplane! Who are you? Passionate about aviation. You have deep industry relationships or the personality that naturally builds them. You are disciplined and relentless in chasing after big dreams. Who are we? Our mission is to empower the end-users, the aircraft owners and pilots. We have worked for six years to createaircraft homepages that contain detailed aircraft information think Zillow giving us the opportunity to bring together consumers with the aviation products and services they need most in a way never before possible.
What needs to be done? We have the data. We have the aviators. Now we need to connect them with products and services. Potential business lines include aviation data services to consumers or manufacturersaircraft brokerage, financing and insurance, marketing and advertising, and targeted sales of products ranging from avionics to t-shirts, and services ranging from overhauls to flight instruction.
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Takeoff Performance Chart Calculations
Current Owner.Sort of an intermediate hybrid between the venerable and the inestimable RG Skylane, the Cutlass rode a fine line for the five years it was in production. Its ill-defined market niche, coupled with the advent of the general aviation recession, kept the production numbers fairly low. Indeed, only 1, were rolled out of the factory doors. History The timing of the Cutlass introduction was unfortunate; it hit the market ingenerally seen as the year when the GA slump began. Essentially, the Cutlass was a retractable fitted with a carbureted Lycoming O and constant-speed prop the same basic power package found on the fixed-gear Cardinal, though with a different variant of the engine.
Though it fell into the same basic class as airplanes like the Arrow, the Cutlass suffered from a power deficit compared to contemporary competitors that kept it from vying successfully for that market niche. Cessnas real goal, we believe, was to create a trainer that would step pilots up to complex aircraft. In this role, the Cutlass did well, with sales to the big flight schools. In terms of configuration, the Cutlass is straightwith the exception of the electro-hydraulic landing gear.
Wisely, Cessna left off the main gear doors that had proven so troublesome in other retractable singles. By the time the s rolled around, light aircraft manufacturers had essentially stopped trying to freshen their models every year. The first Cutlass is pretty much the same as the last. The used market Cutlass prices have, for the most part, seriously lagged behind the rest of the used-aircraft market.
A RG regained its original value only a few years ago, and still hasnt exceeded it by much: this has not kept up with inflation. All the same, considering the aircrafts competition, its done reasonably well. While its possible to get a cheaper HP single-engine retractable, you also stand to get higher maintenance costs. By the same token, the nearest competitor for the Cutlass-Cessnas own RG Cardinal-offers more performance, but costs more to own. And, with only 50 gallons of fuel on board, it cant fly as far.
Plus theres the fact that its nine years older than the oldest Cutlass. At the other end of the spectrum, the Cessna RG Cardinal will cruise eight knots faster and carry 12 pounds more. But it uses a HP engine to do it. It also has reduced range, carrying only 61 gallons of gas.
The last Cardinal RGs cost about the same as the earliest Cutlasses. In a sense, though, the sluggishness in price increases makes the Cutlass one of the best values to be had in the four-place retractable market, assuming age of the airplane is a factor.
There are a number of reasons for this statement beyond pure acquisition cost. Bulletproof engine While there are some Lycoming engine models that can drive an owner to tears, Cessna fortuitously chose the remarkable Lycoming F1A6 for the Cutlass. This engine has earned a reputation for reliability far above that of most engines.
Indeed, our check of FAA service difficulty reports for a representative six-year period disclosed only one troubling trend for this engine-sticking valves.Welcome Guest. Sign in or Signup. I need the help from someone involved in light aircraft instructing.
These charts indicate takeoff distances based upon gross weights, OATs and pressure altitudes. Can anyone tell me if the derived takeoff distances are based on the "implied" density altitudes based on the various temperatures given, or are the derived takeoff distances based solely on pressure altitudes? It does make sense that the distances would imply density altitude performance given that the charts include various temperatures.
Cruise Performance Charts
Nonetheless, the distances themselves seem pretty optimistic. Are they fairly accurate? Sam Dawson on Mar 15, These are essentially DA charts- you enter at a PA, then adjust for temperature.
Having said that, I do adjust the numbers I get from these charts. Basically I remind pilots that these numbers are derived in a brand new airplane with no dings, cracked fairings and probably no bugs on it; with a brand new engine and propeller; flown by a test pilot.
So I recommend adding a safety margin- normally about 1. Dave Sandidge on Mar 16, Sam, I have entered your website into my favorites list. I believe you and I must think very much alike when it comes to new students and basic aircraft performance training.
And I believe the key to reduced accident rates is better training in two distinct areas: Aeronautical Decision Making and Aircraft Performance. On the subject of density altitude let me ask you this question — just to get your opinion. So you start down the runway in your Cessna with a density altitude of 7, feet.
Would you agree that the airplane will perform at that particular time and place like it would at an airport at an elevation of 7, feet with standard conditions — that is to say, the altimeter at Sam Dawson on Mar 16, Although I have students figure this so they have an idea of how the airplane will perform it is not really necessary with most performance charts as they are essentially DA charts. I have seen a few in older airplanes that actually used DA. Mark Kolber on Mar 18, Especially when the POH charts are line graphs, it makes for a quick and easy reference.
I limit the data to takeoff and not landing performance for two reasons: Nothing I fly has a longer landing than takeoff distance. Dave Sandidge on Mar 21, It all funnels back to basic aeronautical decision making. The following terms have been auto-detected the question above and any answers or discussion provided. Dave Sandidge on Mar 16, Sam, I have entered your website into my favorites list. Sam Dawson on Mar 16, Yes.
Takeoff Performance Chart light aircraft small aircraft course gross weights pressure altitudes interpolate density altitudes temperatures expect aircraft base balanced field item FAA read NTSB report unaware back aeronautical decision making checklists wind POH reference data land airport take off airplane perform few occurs accidents key areas elevation runway altimeter OAT technique cracked fairings propeller safety.
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