First, the airspeed being high by about ten percent (80 knots versus 70 knots), as presented in the performance chapter, results in a 20 percent increase in the landing distance. In performance planning, the pilot determined that at 70 knots the distance would be 1,600 feet. However, now it is increased by 20 percent and the required distance is now 1,920 feet.
The newly revised landing distance of 1,920 feet is also affected by the wind. In looking at Figure 11-19, the affect of the wind is an additional 20 percent for every ten miles per hour (mph) in wind. This is computed not on the original estimate but on the estimate based upon the increased airspeed. Now the landing distance is increased by another 320 feet for a total requirement of 2,240 feet to land the airplane after reaching 50 feet AGL.
That is the original estimate of 1,600 under planned conditions plus the additional 640 feet for excess speed and the tailwind. Given the pilot overshot the threshhold by 1,000 feet, the total length required is 3,240 on a 3,500 foot runway; 260 feet to spare. But this is in a perfect environment. Most pilots become fearful as the end of the runway is facing them just ahead. A typical pilot reaction is to brake—and brake hard. Because the aircraft does not have antilock braking features like a car, the brakes lock, and the aircraft hydroplanes on the wet surface of the runway until decreasing to a speed of about 54 knots (the square root of the tire pressure (√36) × 9). Braking is ineffective when hydroplaning.
The 260 feet that a pilot might feel is left over has long since evaporated as the aircraft hydroplaned the first 300–500 feet when the brakes locked. This is an example of a true story, but one which only changes from year to year because of new participants and aircraft with different N-numbers.
In this example, the pilot actually made many bad decisions. Bad decisions, when combined, have a synergy greater than the individual errors. Therefore, the corrective actions become larger and larger until correction is almost impossible. Aeronautical decision-making is discussed more fully in Chapter 2, Aeronautical Decision-Making (ADM).
Performance Speeds
True airspeed (TAS)—the speed of the aircraft in relation to the air mass in which it is flying.
Indicated airspeed (IAS)—the speed of the aircraft as observed on the ASI. It is the airspeed without correction for indicator, position (or installation), or compressibility errors.
Calibrated airspeed (CAS)—the ASI reading corrected for position (or installation) and instrument errors. (CAS is equal to TAS at sea level in standard atmosphere.) The color coding for various design speeds marked on ASIs may be IAS or CAS.
Equivalent airspeed (EAS)—the ASI reading corrected for position (or installation), for instrument error, and for adiabatic compressible flow for the particular altitude. (EAS is equal to CAS at sea level in standard atmosphere.)
VS0—the calibrated power-off stalling speed or the minimum steady flight speed at which the aircraft is controllable in the landing configuration.
VS1—the calibrated power-off stalling speed or the minimum steady flight speed at which the aircraft is controllable in a specified configuration.
VY—the speed at which the aircraft obtains the maximum increase in altitude per unit of time. This best ROC speed normally decreases slightly with altitude.
VX—the speed at which the aircraft obtains the highest altitude in a given horizontal distance. This best AOC speed normally increases slightly with altitude.
VLE—the maximum speed at which the aircraft can be safely flown with the landing gear extended. This is a problem involving stability and controllability.
VLO—the maximum speed at which the landing gear can be safely extended or retracted. This is a problem involving the air loads imposed on the operating mechanism during extension or retraction of the gear.
VFE—the highest speed permissible with the wing flaps in a prescribed extended position. This is because of the air loads imposed on the structure of the flaps.
VA—the calibrated design maneuvering airspeed. This is the maximum speed at which the limit load can be imposed (either by gusts or full deflection of the control surfaces) without causing structural damage. Operating at or below maneuvering speed does not provide structural protection against multiple full control inputs in one axis or full control inputs in more than one axis at the same time.
VN0—the maximum speed for normal operation or the maximum structural cruising speed. This is the speed at which exceeding the limit load factor may cause permanent deformation of the aircraft structure.
VNE—the speed that should never be exceeded. If flight is attempted above this speed, structural damage or structural failure may result.
Performance Charts
Performance charts allow a pilot to predict the takeoff, climb, cruise, and landing performance of an aircraft. These charts, provided by the manufacturer, are included in the AFM/POH. Information the manufacturer provides on these charts has been gathered from test flights conducted in a new aircraft, under normal operating conditions while using average piloting skills, and with the aircraft and engine in good working order. Engineers record the flight data and create performance charts based on the behavior of the aircraft during the test flights. By using these performance charts, a pilot can determine the runway length needed to take off and land, the amount of fuel to be used during flight, and the time required to arrive at the destination. It is important to remember that the data from the charts will not be accurate if the aircraft is not in good working order or when operating under adverse conditions. Always consider the necessity to compensate for the performance numbers if the aircraft is not in good working order or piloting skills are below average. Each aircraft performs differently and, therefore, has different performance numbers. Compute the performance of the aircraft prior to every flight, as every flight is different. (See appendix for examples of performance charts for a Cessna Model 172R and Challenger 605.)
Every chart is based on certain conditions and contains notes on how to adapt the information for flight conditions. It is important to read every chart and understand how to use it. Read the instructions provided by the manufacturer. For an explanation on how to use the charts, refer to the example provided by the manufacturer for that specific chart. [Figure 11-20]
The information manufacturers furnish is not standardized. Information may be contained in a table format and other information may be contained in a graph format. Sometimes combined graphs incorporate two or more graphs into one chart to compensate for multiple conditions of flight. Combined graphs allow the pilot to predict aircraft performance for variations in density altitude, weight, and winds all on one chart. Because of the vast amount of information that can be extracted from this type of chart, it is important to be very accurate in reading the chart. A small error in the beginning can lead to a large error at the end.
The remainder of this section covers performance information for aircraft in general and discusses what information the charts contain and how to extract information from the charts by direct reading and interpolation methods. Every chart contains a wealth of information that should be used when flight planning. Examples of the table, graph, and combined graph formats for all aspects of flight are discussed.
Figure 11-20. Conditions notes chart.
Interpolation
Not all of the information on the charts is easily extracted. Some charts require interpolation to find the information for specific flight conditions. Interpolating information means that by taking the known information, a pilot can compute intermediate information. However, pilots sometimes round off values from charts to a more conservative figure.
Using values that reflect slightly more adverse conditions provides a reasonable estimate of performance information and gives a slight margin of safety. The following illustration is an example of interpolating information from a takeoff distance chart. [Figure 11-21]
Density Altitude Charts
Use a density altitude chart to figure the density altitude at th
e departing airport. Using Figure 11-22, determine the density altitude based on the given information.
Sample Problem 1
Airport Elevation 5,883 feet
OAT 70 °F
Altimeter 30.10 "Hg
First, compute the pressure altitude conversion. Find 30.10 under the altimeter heading. Read across to the second column. It reads “–165.” Therefore, it is necessary to subtract 165 from the airport elevation giving a pressure altitude of 5,718 feet. Next, locate the outside air temperature on the scale along the bottom of the graph. From 70°, draw a line up to the 5,718 feet pressure altitude line, which is about two-thirds of the way up between the 5,000 and 6,000 foot lines. Draw a line straight across to the far left side of the graph and read the approximate density altitude. The approximate density altitude in thousands of feet is 7,700 feet.
Figure 11-21. Interpolating charts.
Takeoff Charts
Takeoff charts are typically provided in several forms and allow a pilot to compute the takeoff distance of the aircraft with no flaps or with a specific flap configuration. A pilot can also compute distances for a no flap takeoff over a 50 foot obstacle scenario, as well as with flaps over a 50 foot obstacle. The takeoff distance chart provides for various aircraft weights, altitudes, temperatures, winds, and obstacle heights.
Sample Problem 2
Pressure Altitude 2,000 feet
OAT 22 °C
Takeoff Weight 2,600 pounds
Headwind 6 knots
Obstacle Height 50 foot obstacle
Refer to Figure 11-23. This chart is an example of a combined takeoff distance graph. It takes into consideration pressure altitude, temperature, weight, wind, and obstacles all on one chart. First, find the correct temperature on the bottom left side of the graph. Follow the line from 22 °C straight up until it intersects the 2,000 foot altitude line. From that point, draw a line straight across to the first dark reference line. Continue to draw the line from the reference point in a diagonal direction following the surrounding lines until it intersects the corresponding weight line. From the intersection of 2,600 pounds, draw a line straight across until it reaches the second reference line. Once again, follow the lines in a diagonal manner until it reaches the six knot headwind mark. Follow straight across to the third reference line and from here, draw a line in two directions. First, draw a line straight across to figure the ground roll distance. Next, follow the diagonal lines again until they reach the corresponding obstacle height. In this case, it is a 50 foot obstacle. Therefore, draw the diagonal line to the far edge of the chart. This results in a 700 foot ground roll distance and a total distance of 1,400 feet over a 50 foot obstacle. To find the corresponding takeoff speeds at lift-off and over the 50 foot obstacle, refer to the table on the top of the chart. In this case, the lift-off speed at 2,600 pounds would be 63 knots and over the 50 foot obstacle would be 68 knots.
Figure 11-22. Density altitude chart.
Sample Problem 3
Pressure Altitude 3,000 feet
OAT 30 °C
Takeoff Weight 2,400 pounds
Headwind 18 knots
Refer to Figure 11-24. This chart is an example of a takeoff distance table for short-field takeoffs. For this table, first find the takeoff weight. Once at 2,400 pounds, begin reading from left to right across the table. The takeoff speed is in the second column and, in the third column under pressure altitude, find the pressure altitude of 3,000 feet. Carefully follow that line to the right until it is under the correct temperature column of 30 °C. The ground roll total reads 1,325 feet and the total required to clear a 50 foot obstacle is 2,480 feet. At this point, there is an 18 knot headwind. According to the notes section under point number two, decrease the distances by ten percent for each 9 knots of headwind. With an 18 knot headwind, it is necessary to decrease the distance by 20 percent. Multiply 1,325 feet by 20 percent (1,325 × .20 = 265), subtract the product from the total distance (1,325 – 265 = 1,060). Repeat this process for the total distance over a 50 foot obstacle. The ground roll distance is 1,060 feet and the total distance over a 50 foot obstacle is 1,984 feet.
Climb and Cruise Charts
Climb and cruise chart information is based on actual flight tests conducted in an aircraft of the same type. This information is extremely useful when planning a cross-country flight to predict the performance and fuel consumption of the aircraft. Manufacturers produce several different charts for climb and cruise performance. These charts include everything from fuel, time, and distance to climb to best power setting during cruise to cruise range performance.
The first chart to check for climb performance is a fuel, time, and distance-to-climb chart. This chart gives the fuel amount used during the climb, the time it takes to accomplish the climb, and the ground distance that is covered during the climb. To use this chart, obtain the information for the departing airport and for the cruise altitude. Using Figure 11-25, calculate the fuel, time, and distance to climb based on the information provided.
Sample Problem 4
Departing Airport Pressure Altitude 6,000 feet
Departing Airport OAT 25 °C
Cruise Pressure Altitude 10,000 feet
Cruise OAT 10 °C
Figure 11-23. Takeoff distance graph.
Figure 11-24. Takeoff distance short field charts.
Figure 11-25. Fuel, time, and distance climb chart.
First, find the information for the departing airport. Find the OAT for the departing airport along the bottom, left side of the graph. Follow the line from 25 °C straight up until it intersects the line corresponding to the pressure altitude of 6,000 feet. Continue this line straight across until it intersects all three lines for fuel, time, and distance. Draw a line straight down from the intersection of altitude and fuel, altitude and time, and a third line at altitude and distance. It should read three and one-half gallons of fuel, 6 minutes of time, and nine NM. Next, repeat the steps to find the information for the cruise altitude. It should read six gallons of fuel, 10.5 minutes of time, and 15 NM. Take each set of numbers for fuel, time, and distance and subtract them from one another (6.0 – 3.5 = 2.5 gallons of fuel). It takes two and one-half gallons of fuel and 4 minutes of time to climb to 10,000 feet. During that climb, the distance covered is six NM. Remember, according to the notes at the top of the chart, these numbers do not take into account wind, and it is assumed maximum continuous power is being used.
The next example is a fuel, time, and distance-to-climb table. For this table, use the same basic criteria as for the previous chart. However, it is necessary to figure the information in a different manner. Refer to Figure 11-26 to work the following sample problem.
Sample Problem 5
Departing Airport Pressure Altitude Sea level
Departing Airport OAT 22 °C
Cruise Pressure Altitude 8,000 feet
Takeoff Weight 3,400 pounds
Figure 11-26. Fuel time distance climb.
To begin, find the given weight of 3,400 in the first column of the chart. Move across to the pressure altitude column to find the sea level altitude numbers. At sea level, the numbers read zero. Next, read the line that corresponds with the cruising altitude of 8,000 feet. Normally, a pilot would subtract these two sets of numbers from one another, but given the fact that the numbers read zero at sea level, it is known that the time to climb from sea level to 8,000 feet is 10 minutes. It is also known that 21 pounds of fuel is used and 20 NM is covered during the climb. However, the temperature is 22 °C, which is 7° above the standard temperature of 15 °C. The notes section of this chart indicate that the findings must be increased by ten percent for each 7° above standard. Multiply the findings by ten percent or .10 (10 × .10 = 1, 1 + 10 = 11 minutes). After accounting for the additional ten percent, the findings should read 11 minutes, 23.1 pounds of fuel, and 22 NM. Notice that the fuel is reported in pounds of fuel, not gallons. Aviation fuel weighs six pounds per gallon, so 23.1 pounds of fuel is equal to 3.85 gal
lons of fuel (23.1 ÷ 6 = 3.85).
The next example is a cruise and range performance chart. This type of table is designed to give TAS, fuel consumption, endurance in hours, and range in miles at specific cruise configurations. Use Figure 11-27 to determine the cruise and range performance under the given conditions.
Sample Problem 6
Pressure Altitude 5,000 feet
RPM 2,400 rpm
Fuel Carrying Capacity 38 gallons, no reserve
Find 5,000 feet pressure altitude in the first column on the left side of the table. Next, find the correct rpm of 2,400 in the second column. Follow that line straight across and read the TAS of 116 mph and a fuel burn rate of 6.9 gallons per hour. As per the example, the aircraft is equipped with a fuel carrying capacity of 38 gallons. Under this column, read that the endurance in hours is 5.5 hours and the range in miles is 635 miles.
Cruise power setting tables are useful when planning cross-country flights. The table gives the correct cruise power settings, as well as the fuel flow and airspeed performance numbers at that altitude and airspeed.
Sample Problem 7
Pressure Altitude at Cruise 6,000 feet
OAT 36 °F above standard
Refer to Figure 11-28 for this sample problem. First, locate the pressure altitude of 6,000 feet on the far left side of the table. Follow that line across to the far right side of the table under the 20 °C (or 36 °F) column. At 6,000 feet, the rpm setting of 2,450 will maintain 65 percent continuous power at 21.0 "Hg with a fuel flow rate of 11.5 gallons per hour and airspeed of 161 knots.
Figure 11-27. Cruise and range performance.
Pilot's Handbook of Aeronautical Knowledge (Federal Aviation Administration) Page 49
