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Obstacle Clearance. Hold Over Times. Metar and TAFs. FAA Terminal Procedures. Dear CAVU. Available Aircraft.

6/1/10

Letters to CAVU. System Requirements.

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EFB-Pro is a self-contained Runway Analysis calculator, which does not require an internet connection to perform critical takeoff and landing calculations. An international runway database is contained within the application, which allows the user to simply select the airport and runway desired.

If internet connectivity is available, real time weather automatically integrates into the calculation. The Net Takeoff Flight Path profile is used to calculate obstacle clearance weight restrictions. Most aircraft come with wet and contaminated runway data when available. EFB-Pro provides analysis for most turbine aircraft. Aircraft not currently available can be added by contacting CAVU.

Multiple aircraft can be stored and retrieved on the device by simply selecting the tail number from a list. The application also serves as a resource library manager for user specified documents, such as MELs and op manuals. Current metars and TAFs can be viewed by route or state. Airport information is searchable by identifier and displays notams, fuel availability, FBO services and their location on the field and a list of nearby airports with instrument procedures.

See the video above for a more indepth view of climb gradients, aircraft performance as it relates to runway analysis. Runway Database. Fuel Tankering.Click here to make tpub. Takeoff and Landing Data encompasses all performance data for a flight. Without this knowledge you are. The takeoff and climb performance is the. In fact, we easily have the performance to land at many fields that we then cannot take. Reducing our takeoff gross weight is the easiest way to improve our takeoff and climb.

If you are cross-country and know you may need to limit takeoff weight to. Takeoff Gross Weight Limitations. All takeoff and initial climb performance is planned with one situation. Here are some basic considerations to establish a. We are required to be able to accelerate to rotation speed, lose an engine, and stop on the runway. In other words, our accelerate-stop distance must be equal to or less than runway length.

We are required to be able to climb at a gradient steep enough to clear obstacles if an engine fails. In many cases, this is the. Accelerate-Go Distance.

This may need to be considered if departing in bad weather conditions. Enroute Limitations.

takeoff and landing data calculator

Another limiting factor to consider in preflight planning is our one-engine inoperative. Normally, the pre-computed Form F found in the binder at maintenance issue is sufficient.

If four or more. Planning the Departure. Each pilot, prior to departing an airport on an IFR flight should consider the type of terrain and other. DP is available for obstacle avoidanceand. Planning the Arrival. If you are destined to locations where STARs have been published, you should file the appropriate. Preparation for flying an instrument approach begins with a study of the approach depiction. The end result of an approach--a landing or a missed approach--can be.

Click here for thousands of PDF manuals. Web www.

Landing: Calculating when to Descend

Without this knowledge you are a potential accident. The performance charts in the NATOPs Manual are based on operating procedures and conditions explained either in the text or on the chart itself.

In fact, we easily have the performance to land at many fields that we then cannot take off from. Reducing our takeoff gross weight is the easiest way to improve our takeoff and climb performance another option is to wait for better takeoff conditions - lower temperatures, stronger headwinds, or dry runways.

If you are cross-country and know you may need to limit takeoff weight to preserve performance, you should not have the fuel tanks filled until you can determine your gross weight limitation. All takeoff and initial climb performance is planned with one situation in mind: safe continued operation after an engine failure. The limiting factor, here at NGP, is most often our accelerate-stop distance on days with wet runways.

In many cases, this is the most restrictive of all aircraft performance factors, especially at high-density altitudes and in mountainous terrain.They had also done some engine work so I opted for a rated thrust takeoff on the longest runway.

The airplane rotated when I pulled the yoke and the initial climb was okay. But the airplane just didn't have the same feel to it. Since our grossweight that day was around 64, lbs, our weight was off by 13 percent. Looking back on it, our V 1 was off by 7 knots vs.

Takeoff and Landing Data

We typed in our fuel, passengers, and conditions. The FMS churned out the numbers and we believed them. There are a couple of ways to react to such a thing. The obvious solution is to vow to read every single line of every takeoff performance page in the FMS prior to every takeoff.

That's an easy thing to promise, but are you really going to do that? Me either. I had a good sense for what the numbers should be. I lost a little of that in the Boeing Once I got to the BoeingI became a slave to whatever machine we used to spit out the numbers.

I had lost my takeoff data sense. I want to get it back. Here is my plan. Everything here is from the references shown below, with a few comments in an alternate color.

These days, we tend to program the performance function of our Flight Management System FMSa laptop computer, or our iPads to churn out all the numbers we need to safely takeoff, abort the takeoff, or climb out with an engine failure and subsequent emergency return. Most of us rarely give the numbers a second glance.

But this nonchalance has killed before and will likely kill again as we become even more distant from the number crunching. In the KCA, a set of takeoff data could take as much as 15 minutes to compute. The charts required a sharp pencil and even sharper eyes, but mistakes were inevitable. But pilots tended to know what numbers were about right for most situations. So does that mean I think you should do all this manual number crunching to prevent an input error and to help you get a sense for what numbers are right or wrong?

No, not at all. I think there are two steps you can take to accomplish both goals without having to endure the pain of those charts. In the old water injected KCA, takeoff data was critical because we tended to use just about every inch of the runway.

These days? There have been a few transport category aircraft lost over the years because of improperly computed takeoff data, perhaps the worst was that of MK Airlines Flight The aircraft landed, refueled, and took on more cargo lobsters. The total gross weight waskg but the pilots failed to enter the new weight into their laptop computer, only updating the weather and airport.

They ended up using a reduced thrust setting. When the aircraft failed to lift off at the computed rotation speed, the pilot pulled back further, resulting in aft fuselage contact with the runway.

The aircraft finally became airborne feet beyond the paved surface, but the aft fuselage struck an earthen berm and separated on impact. The rest of the aircraft continued in the air for another feet before striking the terrain and bursting into flames. All seven on board were killed. Click photo for a larger image. MK Airlines required its crews to verify the computer generated numbers.What I suggest is that you compute the takeoff and landing distances in the ways you normally operate the airplane.

Apply at least a percent margin for less-than-perfect pilot technique or runway conditions. If you plan to do anything different from your normal—add a couple of passengers, take off at a higher density altitude, use a grass runway—compute the performance under those conditions, to the extent POH performance data exists, and apply at least a percent margin double the distances. I use the foot obstacle clearing distances, not the ground roll distances, as my deciding factor.

One last note: obtaining book performance requires you use the book technique. Most POH takeoff and landing data actually reflect short-field performance: Stand on the brakes until full throttle for takeoff; power off for a steep 1. What are your actual takeoff and landing distances compared to book POH values? It takes more distance than published. The published distances are about right.

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It takes less distance than published. I've never investigated how well my plane and I stack up against test pilots in new airplanes. Skip to content Subscriber question: "How realistic are published takeoff and landing distances for light GA airplanes?

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Calculating Takeoff and Landing Distance

The update 0. Many thanks to Aerosoft for helping us and the community! Chrome might say the files are not commonly downloaded and may be dangerous. This is an open-source project Github page.

How to calculate takeoff and landing distance with ForeFlight 11.4

You are welcomed to contribute to the project. Please checkout the latest version here ]. Please check the download page for installers. Hot fix for flight plan export path issue that prevents the program from starting. Fix Google map API key issue. Minor UI adjustments. Downloads Windows installer Portable version. Minor UI improvements. Update server url address. Downloads Windows Installer Portable version.

Icons on the status bar is now colorblind-friendly.

takeoff and landing data calculator

Various bug fixes and small UI adjustments. Download links Chrome might say the files are not commonly downloaded and may be dangerous. Windows installer Portable version. The changes in the new version includes: Many bug fixes.

UI improvements. Add automatic updater. Change fuel consumption calculation model so that other aircrafts can be easily added. Downloads Installer Portable version. Also finds route to alternate airport. Find wind-optimized route. Automatically download and parse tracks. Download real time wind aloft from NOAA. Compute required fuel for flight, using real-world upper wind and several user-specified parameters, such as taxi time, planned holding time and final reserve.

Assumed temperature takeoff is supported. For some aircrafts fixed derate TO1, TO2 is available. Landing calculation with custom flaps, autobrakes setting, and runway surface conditions. NET framework 4. Download [Please checkout the latest version here ] Windows installer Screenshots. Features: Accurate take-off distance computation based on wind, anti-ice setting and packs, etc. Post to Cancel. By continuing to use this website, you agree to their use.Performance charts for the aircraft are listed by flap position, phase of flight and possibly anti-ice or runway condition.

Clicking the appropriate category toggles the choices available. When target values are assigned for takeoff distance or 2nd segment climb performance such as stating a runway length or required gradient the chart is automatically and repetitively run to render not only the result based on the current weight, but the max weight allowed to still meet the distance or gradient respectively.

A blank field conditions page appears. The user can either manually complete this screen or utilize the included runway database by pressing the RWY button at the bottom of the screen. An international database of airports appears. All runway for the airport appear with the available takeoff and landing distances displayed.

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The Field Conditions page reappears with all the weather and runway parameters filled in. You can of course over-ride any entry or toggle the runway condition to wet or contaminated, if AFM data is available for these conditions. See the section on Obstacle Clearance for a more detailed explanation. Pressing NEXT takes the user to the results screen shown at the top of this page.

When this department first started, we used APG. When we actually practiced it in the sim, as busy as it got, it wasn't unusual for us to still mix it up. It was very apparent that this was un-doable on a regular basis on the line. Perhaps airlines that can train crew to a specific route schedule and a handful of special procedures, but its totally impractical for part 91 and operators who never know what airport they will be departing from.

Having to keep track of when the special procedures depart from the SID further complicates the problem. Keeping track of the new routing with IMC conditions and knowing that terrain is out there is just not practical. Crews that use APG are kind of kidding themselves or maybe intentionally trying to placate regulatory requirements that this is a safe mechanism for assuring obstacle clearance.

Most crews I know that use APG don't train in the sim for the product and really have no idea what they are buying into.

And remember, none of these procedures have been flight tested. Enter the 4-letter identifier or select from the list.Advanced Search.

takeoff and landing data calculator

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Takeoff & Landing Performance

Please read our Help For New Flightsimmers. This will give you the info you need to get started flying and using this web site. Results 1 to 2 of 2. Thread: Freeware Performance Calculator. Thread Tools Show Printable Version. Join Date Feb Posts 3.

takeoff and landing data calculator

Flapless Landing, Inoperative Reversers, etc Posts 5, That's very interesting, Jack. I think you should post to Outer Marker as well. In addition, it sounds like the fun kind of thing that webmaster Nels Anderson might be interested in having a product review of to run on the front page of FlightSim.

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