I know this is an older video now... but the depth of these videos are GREAT for people wanting to learn details, as well as refresh old skills. Keep this up!
@@flywiththeguys Absolutely!! I've had a few flights recently and preparing for my next one!! OMG!!!! IT'S ALL WORTH IT!!! So... THANK YOU for keeping all of us inspired!!!
So... now that you have density altitude... my airplane only has performance for sea level standard conditions, max gross weight... so how do I calculate take off and landing performance for other altitudes, weights, density altitude, and ect?
My operation manual has precisely four performance charts, fuel consumption vs RPM at sea level, true airspeed vs altitude, horsepower output at sea level and at altitude. So how do I calculate take off run at 6500DA with full fuel and 2 passengers aboard from that?
@@alanaspurling6469 POH will have landing and take off performance charts. On the chart will typically have 2 "load outs" of how heavy you have the plane loaded. Also will be 2 for ground roll or to clear a 50' object. Find the appropriate line, follow it to the left column (the left column is the density altitude), where they intersect down below will be the take off distance.
Why did you use standard pressure 29.92 for your airfield elevation’s altimeter setting. You did not use the standard 15 deg, so why use 29.92? Shouldn’t you have used an altimeter setting of around 29.99 for a more realistic example. This could easily confuse people who will now think they need to use the standard altimeter setting, as per your example. Unless I’m wrong?
Because the pressure at my airport that day was standard (29.92) that day so all our math kept that standard for consistency to prove the results. You can see it after our first calculation when we pull up the weather info on foreflight.
The most confusing part is the mix of metric (Celsius) and imperial (in. x Hg and feet). Your equation has the conversion built in but most equations, you have to convert everything to metric or imperial.
I know this is an older video now... but the depth of these videos are GREAT for people wanting to learn details, as well as refresh old skills. Keep this up!
Glad it was helpful! This was a fun one to make.
Love the raw math. Thanks for doing this one!
Glad you enjoyed it! Thanks for watching.
Great job Carl! You made your private pilot instructor proud :-)
Thanks JIM!
Another great video Carl!! Thank you!!
Thanks! Glad you liked it. =) Thank you SO much for watching.
@@flywiththeguys Absolutely!! I've had a few flights recently and preparing for my next one!! OMG!!!! IT'S ALL WORTH IT!!! So... THANK YOU for keeping all of us inspired!!!
Hi from Brazil, great video!
Hello there! Thanks for tuning into our video!
So... now that you have density altitude... my airplane only has performance for sea level standard conditions, max gross weight... so how do I calculate take off and landing performance for other altitudes, weights, density altitude, and ect?
Performance charts
My operation manual has precisely four performance charts, fuel consumption vs RPM at sea level, true airspeed vs altitude, horsepower output at sea level and at altitude. So how do I calculate take off run at 6500DA with full fuel and 2 passengers aboard from that?
@@alanaspurling6469 POH will have landing and take off performance charts.
On the chart will typically have 2 "load outs" of how heavy you have the plane loaded.
Also will be 2 for ground roll or to clear a 50' object.
Find the appropriate line, follow it to the left column (the left column is the density altitude), where they intersect down below will be the take off distance.
Not in the manual for a 1959 Piper...
@@alanaspurling6469 1959 piper what?
Why did you use standard pressure 29.92 for your airfield elevation’s altimeter setting. You did not use the standard 15 deg, so why use 29.92? Shouldn’t you have used an altimeter setting of around 29.99 for a more realistic example. This could easily confuse people who will now think they need to use the standard altimeter setting, as per your example. Unless I’m wrong?
Because the pressure at my airport that day was standard (29.92) that day so all our math kept that standard for consistency to prove the results. You can see it after our first calculation when we pull up the weather info on foreflight.
@@flywiththeguys thank you for that
The most confusing part is the mix of metric (Celsius) and imperial (in. x Hg and feet). Your equation has the conversion built in but most equations, you have to convert everything to metric or imperial.
I gave up on all of it and just accepted it was what it was and to stop trying. LOL
I think that's where the 120 kicks in?
I'm going to need a little more context. I'm not getting it.
@@flywiththeguys 120 is the average amount of feet that is a ratio to adiabatic lapse rate.
@@flywiththeguys actually it's 118.8 feet in change.