private pilot ground school Articles | Index    

Performance Sheet ASEL
2010-03-18

Performance Sheet ASEL Compute weight and balance with gross takeoff weight___________ Center of gravity location ________
Gross landing weight __________ Center of gravity location _________
Shift weight from _________ to the _____________New center of gravity locaton _________

Cross Country Flight Plan
Total distance is __________Total time is ____________Total fuel used is __________

Total fuel remaining including reserve ___________Is a fuel stop required for this flight? ____

Plan takeoff over a 50’ obstacle at full gross weight at sea lever with an outside air termperature of 30 degrees centigrade ____________

Discuss density altitude and performance.

Plan a landing over a 50 foot obstacle at landing weight at 3000’ pattern altitude with an a standard outside air temperature.

Whis is the best endurance altitude and power setting for this aircraft? _________

What is the range of this aircraft at 75% power? ________ amd 65% power?_______

Weight affects the stall speed of an airplane. Book figures are at gross weights. An overweight plane will stall before the book figure; a light plane will stall at a slower speed. Flight in excess of gross weight is prohibited. Alaska allows 10% over for survival gear. Most aircraft are close to gross when they have full fuel. Reduction of fuel load is the best adjustment factor.

Controls are designed and certified to perform properly within a certain balance/speed range. Va or maneuvering speed (abrupt control movement allowable) is published for gross weight only. An out-of-balance plane at low speeds may not have the effectiveness required for control. This means that the elevators may not be able to properly raise the nose of an airplane while taking off or landing. They may not be able to effectively lower the nose in climb, slow flight or landing. All performance figures are predicated on a properly balanced aircraft. An aircraft that is out-of-balance causes performance figures to change for the worse. This is especially true regarding fuel consumption.

Takeoff data is figured for standard conditions with factors added for wind velocity and runway conditions. Since conditions are seldom standard, you must compute any effects of density altitude or non-standard conditions. Climb is figured likewise. The performance increases at roughly the percentage of the weight reduction. Fly 10 % below gross weight expect takeoff climb and range to improve about 10%.

Fuel consumption may be determined by power applied. Altitude normally decreases the air available to the fuel mixture making possible a reduction (leaning) of the mixture. At altitude the engine has less power and consumes less fuel while at the same time getting more distance. In no wind/tail wind conditions it is more economical to fly high. Density altitude conditions affect fuel/air relationships as well. Fuel consumption, leaned, is about .44 pounds of fuel per hour per horsepower. For the C-150 this gives, .44 X 100 hp /6 lb. per gal = 7.3...gallons per hour. With 22.5 useful capacity and the tanks not really topped off (prevents waste) three hours flight time with the required 1/2 hour daytime reserve comes up short. The manual gives more optimistic figures predicated on lower horsepower available at altitude.

The true air speed (TAS) is calibrated airspeed (CAS) corrected for air density. This is the manufacturers manual speed, which you use for navigational purposes to find ground speed. For practical use it is too optimistic due to the differences between new and abused (sic) aircraft. The service ceiling is required knowledge since it makes no sense to plan a flight across terrain above aircraft capability. At service ceiling the plane can still climb 100 feet per minute. Density altitude factors can greatly affect both this ceiling and the absolute ceiling.

The V speeds are determined through exhaustive study by the manufacturer to be the best speeds for a specific desired performance. While these speeds may vary somewhat with aircraft weight they are required knowledge as a base for performance. V speeds are indicated speeds, which are to be flown within the ranges, specified in the Practical Test Standards. V speeds are usually found near the front of the aircraft annual with explanation. It is best to locate, and know for the flight test, the significance and number of all the V speeds such as: Vx, Vy, Va, Vne, Vfe, etc.

Broad performance - specifications of the aircraft are on back of the front cover or on the first few pages of the manual. For specific performance under conditions see the chapter index. Putting labeled tabs on certain charts related to takeoff, landings, emergency, and power settings would make location easier. FAR 91.103 requires that we calculate required runway lengths for takeoff and landing. You need not know everything in the manual but you must be able to locate desired information efficiently. It is not recommended to ever fly without a manual available. Va, maneuvering speed, is slower at lighter weights. So are stall speeds. The maneuvering speed is a limit on control movement. Since the aircraft loading moments between control pressures and turbulence pressures differ, the allowable turbulence speed may be a bit higher than Va.

Since the use of flaps and slips varies so widely between aircraft, it is important to know what is specifically required, permitted or prohibited for your aircraft. The stronger the cross winds the fewer degrees of flap recommended. The maximum demonstrated crosswind component is not a limitation. It is something required as a demonstration. Make sure to know under what conditions slips are allowed or not. For takeoff be sure to know the required flap setting for specific performance. Partial and full flap settings may have different airspeed limits. Application of flaps before slowing to required speeds will be harmful to the aircraft. The way flaps are removed in flight depends upon the airspeed. Below Vx they should be milked off slowly until Vy is obtained while holding altitude. At Vy or higher removing the flaps all at once should not create a problem.

It is advisable to have your own manual for every aircraft you fly.

Comment

 
 External Links
 Recent articles
Student Logbook Requirements
Student solo license endorsements for each type aircraft BR Student solo cross country license endorsement BR Logbook signoff for ground instruction BR Pre solo aeronautical...

Illusions - IFR for VFR pilots
P The purpose of IFR training is to be able to read interpret the instruments and fly accordingly The introduction of the VFR student to the...

The PTS
Everything about the Practical Test is a given If you have studied the PTS you know what is going to happen You may not know when or just how...

Help Your Instructor
P The more an instructor knows about you your background motivation finances and goals the better he will be able to advise you on ...

1998 Statistics
li B Over 20 of all G A fatal accidents had weather as contributing factor BR ...

Runway Incursions
P An incursion is when anything on the ground creates a collision hazard with an active runway area Human error is the primary cause These are...

Course Reversal
P The course reversal is a new addition to the Private Pilot Practical Test standards After the completion of a ground reference pattern in one direction it...

Bits and Pieces
ul li Tolerance to lack of oxygen decreases proportionately with age BR li Patience is one...

Military Training Routes (MTR)
P If you find that your flight will intersect an MTR route be sure to have P P the FSS run a...

Emergency Equipment
ELT operation and ground activation BR Fuses breakers ...

The Second Solo
P The first solo is deceptive in that it overcomes much of the tension related to quot;can I do it quot; The next few lessons ...

Category
Normal Category is a certification category This category has a maximum G loading of 3 8 G #39;s positive G #39;s 1 52...

Certificates and Documents
I FONT SIZE quot; 1 quot; REFERENCES; FARs 43 61 and 91; AC 61 21 AC61 23; Pilot #39;s handbook and Flight Manual...

Ground Procedures - Taxiing Renewal
P By the time we solo we should be using power and brakes with great restraint Minimum power required to move at a good pace and smooth...

Instruction as I do it...
P I tend to be too intense in my instruction I want my students to succeed save money and learn quickly I love...

IFR Rated Pilot
ul li 1 accident in 4 459 hours in IFR conditions BR li 1 accident in 61 900 hours in...

Ground Reference
Turns around a point BR B 600 to 1000 feet 45 degree bank U U 100 feet U...

Instructional Safety
When teaching the safest possible flight operations you can show a student how poor decisions doing the same maneuvers could be proportionately more dangerous ...

Advice From Over 30 Years Ago
B The performance of any complex activity such as flying an airplane requires the learning of highly conditioned responses ...

Introduction to Ground Reference
P During the time that I am practicing flap descents and go arounds I try to make at least one descent over a gently curved channel or road...

Flight Instruction/Proficiency Requirement
FAR 61 107 a flight proficiency BR I certify that I have given name the flight instruction required by FAR 61 107 a 1...

Where's The Problem?
When an instructor becomes upset over a student #39;s performance the student could well consider that the problem lies with the instructor An...

Area Familiarization
P I have instructed at a largely general aviation airport CCR with two sets of dual runways This has been fortunate because the potential complexity...

On Checklists
ol li Flying an airplane requires that a series of relatively complex procedures A checklist is most viable if a long series ...

Taxiing
Brake check speed control BR Knows and obeys signs lines and lights BR Speed and yoke positions for wind BR ...

Black Hole Landing
P When it is very dark you are subject to illusions Your seat position may make you more or less subject to these Aircraft seats are...

Your CFI As A Hazard
li 75 of flight training accidents related to improper gear operation occurs with CFI aboard BR li 50...

Phillips Head Screws
John Henry Phillips of Mass patented his double slotted screw in 1932 The very similar Reed Prince screw is not approved for ...

Fuel Accidents
ul li The number one cause of engine failure is lack of fuel BR li 10 of General Aviation accidents are caused...

Pre-start/Start Checklist
P Once in the aircraft we begin the pre start tape recording Seats doors window open belts FAR 91 107 requires the pilot ...

FAR 61.43 Flight Tests
a Perform pilot operations BR 1 Executing maneuvers within performance capability and limitations including use of the aircraft #39;s systems BR ...

Minimum Equipment List
P I Reference FAR Part 91 I P P P Knowledge of required instruments and equipment for day night VFR...

Landings on Final
Over the fence Vref U U 5 knots or 1 2 Vso No exact POH figures BR B Soft field Approach...

Why and When of Accidents
1 One fourth of forced landings are related to maintenance or mechanical failure BR 2 1 3 accidents in landing ...

Holding Patterns IFR
The shape of the holding pattern was based upon a requirement that older gyro instruments be allowed to settle down in a turn The...

Command Authority
FAR 91 3: quot;The pilot in command of an aircraft is directly responsible for and is the final authority as to the operation ...

Engine Failure Accidents
ul li 22 of all accidents BR li 4 only partial failure BR li...

Training Attitudes
A casual approach to flying can be hazardous Flying requires considerable planning and rethinking of the options as the flight progresses The midset...

Emergency Landing
Best glide U U 10 knots ...

Spin Awareness (Discussion)
Flight situations where spins may occur BR Recognize a spin and apply recovery technique BR Techniques specific to aircraft BR power off and flaps up...

CFI Abuses of Student Time
This problem is usually one of teaching style and respect BR 1 Coming to lesson unprepared BR 2 Failure to prep...

Changing You
P You begin flying with an attitude that may or may not be compatible to the reality required Attitude is a basic human factor that sets performance...

Maintenance Records
P The owner operator is responsible for all required maintenance inspections and logbook entries on an aircraft FAR 43 gives entry examples of #145;appropriate quot;...

Fatigue and Flying
P Acute fatigue occurs when a long period passes with a lack of sleep Chronic fatigue occurs when several acute fatigue periods occur without adequate recovery time...

Stalls
P When we do stalls we are seeking recognition and prompt proper recovery You the student are being taught awareness How you become...

Teaching Memory
The way an instructor presents material has a great influence on student retention of what is being taught Trauma is proven to be the...

Night Accidents
1 Night emergency landings are 1 5 times as likely to result in a fatality BR 2 7 of flying is...

Postflight Debriefing
The postflight debriefing begins as a self evaluation by both student and instructor as to why certain operations were less than successful or why...

Teaching Airplane English
I am in the process of #39;re treading #39; two pilots who have radio problems They are both experienced complex high performance ...

Courtesy
P Airport courtesy extends beyond the rules of right of way Don #39;t use strobe lights on the ground Give preference to aircraft which operate on...

 Related Links
 
©2010 4VFR.COM, All Rights Reserved Powered by 4vfr.com