1. Takeoff (completed using ageneric example)

• • Utilizing Figure 8.1 (Takeoff Distance Graph) from the textbook and explaining on a selected example (not necessarily your selected project aircraft) how takeoff performance data in tabular and graphical form (as can be found in the flight manual/POH) can be used to determine the specific parameter:
    • Takeoff speed for a selected takeoff weight
    • Length of the takeoff roll
    • The distance required to clear a 50 ft obstacle
  • Use two independent examples for take-off. Change the Wind and or Temp etc on the second one! Make sure you show boldly the two different take-off distances so we can see how the environment changes the difference. You can quote on both with an obstacle or no obstacle, BUT just having two examples using one with no obstacle and one with an obstacle does not satisfy the "Environmental" change of conditions!

1. Landing (completed using your specific project aircraft)

• Approach speed for a selected landing weight
• Drag during landing
  • Total drag at touchdown (stall speed)
  • Average drag during landing roll (based on total drag at stall speed - Resources and Inputs)
• Residual thrust
  • Residual power based on the rated power of the aircraft
  • Thrust at touchdown
  • Average thrust during the landing roll
• Average deceleration during the landing roll
• Length of the landingroll

Once you completed your specific landing case for your aircraft, discussand support numerically (where appropriate)the following aspects:

• Influence of altitude on landings
  • Influence on landing speeds
  • Influence on landing distances
• Difference between landing roll length (as calculated above) and landing distance (as published in a POH)
• Influence of landing conditions such as runway material and surface condition, runway slope, wind conditions
• Influence of weight on landings
  • Influence on landing speeds
  • Influence on landing distances
• Critical evaluation of any factors that were not considered in your example

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It is very important to read and follow these instructions-

takeoff and landing performance with specific data.

two independent examples for take off- Change the Wind and or Temp etc on the second one! Make sure you show boldly the two different take off distances so we can see how the environment changes the difference. You can quote on both with an obstacle or no obstacle, BUT just having two examples using one with no obstacle and one withan obstacle does not satisfy the "Environmental" change of conditions!

For the takeoff performance portion, you can utilizea generic example or use your aircraftas the example, but for the landing you MUSTuse your aircraft for the data! The landing portion is conducted specifically for your selected project aircraft.

Landing (completed using your specific project aircraft)

Approach speed for a selected landing weight

Drag during landing

Total drag at touchdown (stall speed)

Average drag during landing roll (based on total drag at stall speed - Resources and Inputs)

Residual thrust

Then:

discuss and support numerically (where appropriate) IE give two examples using actual data to show thethe following aspects:

influence of altitude on landings Influence on landing speeds-an example using 2 different altitudes

Influence on landing distances- speeds-an example using 2 different altitudes

Difference between landing roll length (as calculated above) and landing distance (as published in a POH) Influence of landing conditions such as runway material and surface condition, runway slope, wind conditions Influence of weight on landings Influence on landing speeds

Influence on landing distances

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Where are you two examples of Take off distances???? You only show the data for one! You need to proof read your work and see if it makes sense... read the Mod 6 Core lectures on how to determine approach speed. We do not use the POH to find it. -So where is the formula on how to find landing distance???you should show specific examples.

Landing Drag during landing . Total drag at touchdown Per the calculated drag table, we can determine our total drag at touchdown (at stall speed) at 24001bs Total drag at touchdown is 223 Ibs Average drag during landing roll Drag during landing is proportional to the square of remaining speed. As speed decays during braking at a linear rate, we can divide total drag by 2 to get the average drag. V q= a x V^ 2/295 CL = CDI=[1/ CD= CL^(3/2)/CD DP CDp q s pi = Cai Qt= (KTAS) (Ib/ft*2) Wigs (TeAR)] CPp CDP+CDI CL/CD (ibj 95 Di + PHP]-(1[Ibs]"V[kts ]W/325 CL^2 Dp (1b) 50.7 8.72 1.58 0.126 0.021 0.15 10.76 13.54 31.86 191 1 223.0 34.79 65 14.32 0.96 0.047 0.021 0.07 14.23 13.96 52.33 116.3 168.7 33.73 66.4 14.95 0.92 0.043 0.021 0.06 14.45 13.68 54.61 111.5 166.1 33.93 80 21.69 0.64 0.020 0.021 0.04 15.38 12.26 79.27 76.8 156.1 38.42 95 30.59 0.45 0.010 0.021 0.03 14.44 9.69 111.79 54.5 166.3 48.60 110 41.02 0.34 0.006 0.021 0.03 12.60 7.31 149.88 40.6 190.5 64.48 125 52.97 0.26 0.003 0.021 0 02 10.67 5.44 193.54 31.5 2 25.0 86.54 140 66.44 0.21 0.002 0.021 0.02 8.96 4.08 242.77 25.1 167.9 115.38 155 81.44 0.17 0.001 0.021 0.02 7.55 3.11 297.58 20.5 : 18.0 151.68 170 97.97 0,14 0.001 0,021 0 02 6.40 2 40 357.97 170 750 196.14Takeoff . Allows a pilot to predict performance of an aircraft during a particular phase of flight (takeoff, climb, cruise, landing) Takeoff charts allow pilots to determine takeoff distance requirements and obstacle clearance capability if. . The depicted associated conditions are met (such as configuration, power setting, runway type, etc) Presure Allilike..mmmmmmmmm.20100 feet CAT....... All applicable data required to compute the data is timely Takeoff Weight...... ....2.600pounds and accurate (Temp, GW, Wind, obstacle height in this case) Headwind . knots Obstacle Height.......mmmmmmmmmmm.59 lot ofblack . Running the data starts on the left . Find the current temperature (22C), follow vertically until the line intersects with current PA (2000 ft). Mark that point, draw horizontally to first reference line pounds . Follow closest diagonal black line to intersect the current gross weight vertical line (2,600). After finding this point. FFO draw horizontal line to next reference line . Follow the same procedure for wind component. Note that the solid line is for headwind and hashed is for tailwind * Follow same procedure for obstacle height. Once you find Weight Wind component Obstacle your point at the very right of the graph, that is your calculated takeoff distanceTakeoff Takeoff performance tables accomplish the same thing in a different MPH format (FAA, 2020) Not as comprehensive; for this example, you may need to calculate pressure altitude from airport elevation and current altimeter setting (via density altitude chart) and it does not account for wind Environmental conditions affect takeoff performance Increase in temperature. PA, weight, tailwind component, will decrease your takeoff performance. Obstacle clearance requirements will also 2800 2.420 increase your required takeoff distance (FAA, 2020). Outside air temperature Weight Wind comparat height thenti Fine 11:53. Taleof dimmer graph This is easy to see by looking at how calculated performance is affected by those parameters OAT-.. Tabooif Wright Nomo pards Headwind & knots The best-case takeoff performance would be at low PA, low temperature, low gross weight, more headwind component, and no obstacle clearance TAKEOFF DISTANCE requirement MAXIMUM WEIGHT 2 200 LB The worst-case takeoff performance would be at high PA, high Toul feet Tour Toul Next temperature, high gross weight, a tailwind component, and a higher obstacle clearance requirement LI15 4 1.280 - L173 MomLanding Cessna 172 POH states approach speed is based on a 23001b max gross weight. We will go with 65 KIAS approach speed at this weight If we want to calculate an approach speed for 2400lb gross weight. we can use the following equation (Dole. 2017) an increase of -1.4 knots This illustrates that an increase in weight will drive an increased requirement for lift, which drives an increase in velocity to produce that lift, The inverse applies for a decrease in weight.Landing DAY CONCRETE Friction Force during landing roll 0.6 Friction is defined as the force between two surfaces touching during movement COEFFICIENT OF FRICTION () 04 02 Aircraft weight is distributed between nosewheel and two main wheels LOCKED WHEEL We will assume 80% of weight is carried by main wheels, 20% by nose wheel 0 10 20 30 40 50 60 70 80 90 100 Front gear supports 480 Ibs, main gears support 1920 lbs FREE ROLLING PERCENT SUP WHEEL Friction coefficients for rolling braking Figure I1.16 Coefficient of friction versin wheel slippage. Largest coefficient of friction (0.75) occurs at 10% wheel slipLanding Calculating friction forces We'll assume a dry concrete runway with a braking coefficient of 0.75 and a 0.02 rolling friction coefficient . = Wx [ - favg(nose) =480 x 0.02 =9.6 lbs =W xu - farg(main) =1920 x 0.75 =1440 lbs Total friction forces = 1449.6 1bs DRY CONCRETE Average friction = divide total friction by 2 = 724.8 1bs COEFFICIENT OF FRICTION (#) 02 LOOKED WHEEL 0 10 20 30 40 50 60 70 80 90 100 FREE ROLLING PERCENT SUP WHEEL Figure 11.16 Coefficient of friction versus wheel slippage.Landing Residual Thrust Residual power based on rated power of aircraft Engine is rated for 160hp at 2700 RPM We Average Deceleration during landing roll will assume 10% of rated power at idle E F=T-D-f 10% of 160hp = 16hp E F=145.6- 111.5 - 724 = - 689.9 Thrust at touchdown We'll use > F= mxa to convert weight to mass We can use T= to calculate thrust at touchdown T=104 Ibs =74.53 Average thrust during landing roll -9.26 f Assume 1.4 times the idle thrust at touchdown . Length of landing roll (104)(1.4)=145.6 1bs Approach speed = stall speed x 1.2 V 50.7 x 1.2=60.84 . Landing distance: = Will need to convert velocity to fps by multiplying it by 1.69 for feet per second 60.84 x 1.69=102.82 fu/sLanding Cessna 172 POH states approach speed is based on a 2300]]: max gross weight. We will go with 65 KIAS approach speed at this weight If we want to calculate an approach speed for 24001]: gross weight, we can use the following equation (Dole, 201?} ' an increase of --1.4 knots This illustrates that an increase in weight will drive an increased requirement for lift, which drives an increase in velocity to produce that lift. The inverse applies for a decrease in weight. Landing Influence of altitude on landings (Cessna, 1981) Landing speed LANDING DISTANCE Increase in pressure altitude and/or temperature, CESSNA MODEL 172P which increases density altitude will result in an 30 May 1980 SHORT FIELD CONDITIONS: increase in all V speeds to achieve the required Flaps 30 Power Off performance. The inverse is also true where a lower Maximum Braking Paved, Level, Dry Runway pressure altitude/temperature and density altitude Zero Wind NOTES: will lower V speeds for the same performance. 1. Short field technique as specified in Section 4. 2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% Landing distances for each 2 knots 3. For operation on a dry, grass runway, Increase distances by 45%% of the "ground roll" figure. Due to the above effect of altitude on speed, increased 10PC 20%c 30%c 40PC speed requirements will drive a longer landing distance SPEED WEIGHT AT PRESS LBS 50 FT ALT TOTAL TOTAL TOTAL TOTAL TOTAL and lower speed requirements will drive a shorter landing KIAS GAND TO CLEAR GAND TO CLEAR GRND TO CLEAR GAND TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS distance. 2400 S.L. 510 1235 530 1265 560 1295 570 1325 1350 1000 530 1265 550 570 590 1360 610 1390 Difference between calculated landing roll and POH defined 2000 550 570 610 630 1425 3000 670 1330 590 615 635 1430 1460 landing distance 40:00 595 1365 615 635 1430 660 1470 1500 5000 615 1400 640 1435 660 1470 685 1510 705 1540 6000 640 1435 660 1470 685 1510 730 1580 . Engine power output will vary with pressure/density PERFORMANCE F [q #8-9)/60-9 7000 605 1475 690 1515 710 1560 735 1590 760 1630 8000 1515 715 1655 740 1595 765 1635 790 1675 S NOLLOAS altitude Figure 5-10. Landing Distance Associated conditions aren't completely factored into calculated valueLanding Runway material/condition . As depicted in the POH landing distance data, LANDING DISTANCE different runway materials (paved/unpaved) or CESSNA MODEL 172P surface condition (dry vs wet or ice) will result in a 30 May 1980 SHORT FIELD CONDITIONS: change of friction coefficient. More friction = Flags 30 Power Off Maximum Braking better decelerating performance Paved, Level, Dry Runway Zero Wind Runway slope NOTES: 1. Short field technique as specified in Section 4. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% . Runway slope will add the effect of gravity aiding for each 2 knots 3. For operation on a dry, grass runway, increase distances by 45%% of the "ground roll" figure. or hindering deceleration performance. Downward slope will increase landing roll while upward slope 10 C 20%c 30%C 40PC SPEED WEIGHT AT PRESS ALT TOTAL TOTAL TOTAL will decrease it. LBS 50 FT TOTAL TOTAL KIAS FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GAND TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS . Wind component 2400 61 S.L. 510 1235 530 1265 1295 570 1325 1350 1000 530 1265 550 1205 570 1325 590 1360 610 . In a similar manner to runway slope, a tailwind will 2000 560 1295 570 1330 590 1360 610 1390 630 670 1330 1360 615 635 1460 3000 590 40:00 595 1365 615 1400 635 1430 660 1470 680 1500 add groundspeed, resulting in a longer ground roll. 5000 615 1400 640 1435 660 1470 685 1510 705 1540 6000 640 1435 1470 685 1510 710 1560 730 1580 PERFORMANCE Aheadwind will decrease your groundspeed, [q #8-9)/86-9 7000 605 1475 1515 710 1560 735 1590 760 1630 690 1515 715 1655 740 1595 765 1635 790 1675 SECTION 5 decreasing the ground roll. Figure 5-10. Landing DistanceLanding Influence of weight on landings . Landing speeds/distance Increase in weight results in more lift required to achieve the same flight performance. This will LANDING DISTANCE increase required velocity and as a result, ground CESSNA roll. MODEL 172P 30 May 1980 SHORT FIELD CONDITIONS: Critical evaluation of factors not considered Flaps 30 Power Off Maximum Braking Conditions of tires/brakes can affect braking performance Paved, Level, Dry Runway Zero Wind NOTES: Aircraft might not be operating at peak performance 1. Short field technique as specified in Section 4. 2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots . Engine output might be less than rated 3. For operation on a dry, grass runway, increase distances by 45% of the "ground roll" figure. Aircraft configuration was not factored in 30%C 40PC SPEED goc 10PC 20%c WEIGHT PRESS AT Flaps increase drag considerably which aids in 50 FT ALT TOTAL TOTAL TOTAL TOTAL TOTAL LBS KIAS FT GAND TO CLEAR GAND TO CLEAR GRND TO CLEAR GAND TO CLEAR GRND TO CLEAR deceleration ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL |50 FT OBS 2400 S.L. 1235 1265 550 1295 570 1325 565 1350 POH Landing distance data calls for the short field 1000 530 1265 560 1205 570 1325 590 610 2000 560 1295 570 1330 590 610 630 3000 670 1330 1360 615 1395 635 1430 655 1460 landing technique which is not considered in the 4000 1365 615 1400 635 1430 660 1470 680 5000 615 1400 640 1435 660 1470 685 1510 705 1540 calculation 6000 1435 1470 685 1510 710 1550 730 PERFORMANCE [q +8-9)/86-9 7000 1475 690 1515 710 1560 735 1590 760 8000 1515 715 1655 740 1695 1635 790 1675 SECTION 5 Short field landing calls for deflecting the elevators Figure 5-10. Landing Distance up for more aerodynamic braking in lieu of landing gear braking. This also increases the force (weight) applied on the main gear, increasing deceleration performance