Accident Prevention ProgramPlanning Your TakeoffTAKEOFF PERFORMANCE CONSIDERATIONS FOR THE SINGLE ENGINE AIRPLANE-- MAJOR FACTORS TO CONSIDER . . .Gross Weight and Center of Gravity Gross weight is defined as the empty weight of the airplane plus its useful load. Gross weight directly affects stall speed and, consequently, takeoff velocity. The higher the gross weight, the higher the speed required before the airplane can takeoff and, therefore, the longer the takeoff roll. An Improperly loaded airplane, with its center of gravity out of limits, may have undesirable handling qualities. When you operate at or near your full gross weight, or are carrying a baggage load that might involve abnormal loading, always refer to your Handbook to determine exactly what your loading limits are before you taxi out. Density Altitude Density altitude represents the combined effect of pressure altitude and temperature, and has an effect on performance even at low altitudes and on hot days. High density altitude has a major impact on airplane performance. Specifically, increased density altitude:
When operating out of a high density altitude airport, remember that your engine will not develop its maximum rated power for that altitude unless it is leaned to the proper fuel-to-air ratio. Even then, there will be some reduction in available power over comparable performance at sea level. Refer to your Handbook for information on proper leaning procedures for high altitude operation. Wind Wind direction and velocity will have a significant effect upon your takeoff roll:
Takeoff and landing distances in Handbooks are predicated on paved dry level runway conditions. A rough dirt or grass landing strip will considerably lengthen your overfill takeoff distance. Likewise standing water snow or slush on a paved runway or an uphill sloping runway will also significantly increase your takeoff roll. Ground Effect When flying close to the ground drag is reduced due to the restricted air flow patterns around the wing . . . the so-called "ground effect." This makes it possible to lift off at too high a pitch angle or too soon with a heavy lood. However taking off too soon, at possibly too steep an attitude, will cause the airplane's angle of attack to be at or near that of a stall, with drag and thrust nearly equal. If you leave ground effect under these conditions, the airplane may not be able to accelerate to its proper climb speed, without first lowering the nose momenturily. Don't force your airplane to become airborne too soon. Let it lift off when it's ready to fly. Then, hold it in ground effect momentarily before climbingout. This is especially important when departing from a short, soft field with obstacles. What can happen is that you get yourself "behind the power curve." In such cases, the only way to regain your normal climb attitude is to lower the nose, accelerate, and then climb . . . the problem is, will it be too late, or can you sacrifice altitude for speed or . . . are obstacles a problem? Planning For "What if . . ." Emergency planning is a must item in preparation for all takeoffs. Most power losses occur at the first application or reduction of power. The best way to check your engine for a possible malfunction is during your engine run-up, before takeoff. And don't rush with your run-up, either. Use your check list. Be alert. Look . . . and listen for any abnormalities that may signal impending power loss or other problem. But, what should you do in the event that you do experience a power loss during takeoff or on climbout?
(END OF DOCUMENT FAA-P-8740-23 AFS-800-01-79) |
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