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Aircraft Performance & Calculations

This document discusses aircraft performance calculations and considerations for general aviation pilots. It notes that accidents have occurred due to unreasonable expectations of aircraft performance, especially at maximum weight and unbalanced conditions. It then provides guidance on calculating takeoff and landing distances based on weight, payload, weather, runway conditions, and other factors. Pilots are advised to establish a performance baseline with a flight instructor to understand their personal capabilities.

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158 views2 pages

Aircraft Performance & Calculations

This document discusses aircraft performance calculations and considerations for general aviation pilots. It notes that accidents have occurred due to unreasonable expectations of aircraft performance, especially at maximum weight and unbalanced conditions. It then provides guidance on calculating takeoff and landing distances based on weight, payload, weather, runway conditions, and other factors. Pilots are advised to establish a performance baseline with a flight instructor to understand their personal capabilities.

Uploaded by

elaboratesolver
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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General Aviation

Joint Steering Committee


Safety Enhancement Topic

Aircraft Performance & Calculations


Accident investigations have discovered causal factors resulting from unreasonable expectations of
aircraft performance – especially when operating at the edges of the aircraft weight and balance envelope.
That’s why the Loss of Control Work Group suggests improvement in pilots’ understanding and calculation
of aircraft performance.

When we speak of aircraft performance we’re Once you know how much you want to haul, you
usually answering three basic questions: can figure out how much fuel you can take, and that,
together with your weather information, will tell you how
 How much can I haul?
far you can go. If you have enough to get to the
 How far can I go?
destination plus alternate and reserve, you’re golden. If
 How long will it take?
not, you’ll have to plan an en route fuel stop.
It sounds simple but a specific set of
interdependent variables must be considered in order to Be sure to consult the AFM/POH for the proper
answer each of these questions. Most of these variables power setting and fuel consumption information at your
have to do with aircraft performance, but the most planned cruising altitude. The winds aloft forecast will
important variable does not. give you information from which you can calculate your
expected ground speed. It’s also a good idea to keep an
Weight and Balance eye on your fuel state during the flight and check en route
A good way to plan a flight is to decide how fuel availability before you launch.
much weight you want to haul to what destination. Start Another important tip on fuel: Don’t wait until
with the crew and passengers. Then add cargo. If these you’re close to your destination to refuel. The closer you
items alone exceed your aircraft’s capability, you’ll either get, the more you’ll be tempted to continue on your
have to make multiple trips, or get a bigger aircraft. reserve fuel supply.

Takeoff and Landing Distance


When flight planning, consider your departure
and arrival airport’s runway lengths, obstructions, and
expected density altitude. Are the runways at your
destination paved, grass, gravel, or mud? Are they
contaminated with snow or water? These factors can
affect your takeoff/landing distance and your ability to
safely fly with a full load. Use your AFM/POH to help with
your performance calculations before you fly.

Continued on Next Page

www.FAASafety.gov Download All Fact Sheets at bit.ly/GAFactSheets


AFS-850 2019-12
It’s always a good idea to be conservative when altitude up to 8,000 feet/ 12% per 1,000 feet up to
you calculate your performance and to consider adding a 6,000 feet for constant speed prop.
safety factor. Some pilots add 50% to their takeoff and
 When planning takeoff from short, unobstructed
landing calculations for safety.
runways, establish a landmark at 50% of your
Now we can figure all of this out by consulting the calculated takeoff distance.
POH, right? Maybe not. There’s one more huge variable to
 When on the takeoff roll, you should have 70% of
consider, and I bet you know what it is.
your rotation speed at that point. If you don’t, the
The Greatest Variable safest thing to do is to abort the takeoff.

So what’s the greatest variable in your  If you can’t meet the above requirement, reduce
calculations? That’s right – it’s you, the pilot. Let’s face it. weight or wait for more favorable wind and
The POH figures and all of our calculations don’t mean temperature conditions.
much if we can’t duplicate them in our flying. That’s why  If you must clear obstructions on takeoff, you’ll need
it’s important to document your performance capability at to have 70% of your rotation speed by the time
least yearly with a flight instructor. Fly at a typical mission you’ve travelled 30% of your available takeoff
weight and try to duplicate or simulate mission density distance.
altitudes. That way you’ll know what you and your aircraft
can (and can’t) do.
In order to know what performance you and your
flying machine are capable of, you’ll need to establish a
baseline. Think of your baseline as an omnibus reference
that relates pilot and aircraft performance under a given
set of environmental circumstances on a given day.

To establish your baseline, we suggest you load


your aircraft with a typical mix of fuel, cargo, and
passengers. (Maybe one of those passengers could be
your CFI.) Calculate your test weight and note runway
condition, elevation, density altitude, and wind direction/
speed.
Next you’ll fly several takeoffs and landings noting Approach and Landing
your performance on each trial. When you’re done, you You’ll want to be stabilized on final approach with
can average your performance figures and complete your full flaps at 1.3 times the stalling speed in landing
baseline chart. configuration. Don’t cut your final short. Make it long
enough to be stable and go around if you’re unstable.
Rules of Thumb for Takeoff Distance
 Fixed pitch prop, add 15% to your calculated takeoff
Resources
distance for each 1,000 foot increase in density
 Aircraft Weight and Balance Handbook – Chapter 6
http://bit.ly/WB-handbook
 Pilot’s Handbook of Aeronautical Knowledge –
Chapter 11
http://bit.ly/phak-ch11

www.FAASafety.gov Download All Fact Sheets at bit.ly/GAFactSheets

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