ABS/BPPP Performance Worksheet: Bonanza/Debonair Pilots

weight, and reduce VY by 1% for every 1000 feet of altitude MSL. EXAMPLE: For a P35 the published value for VY is 90 KIAS. If the airplane is 400 pounds below its maximum gross weight and at 5000 feet MSL, compute VY as follows: VY = 90 kts (POH) -4 kts (reduction for weight) -5 kts (reduction for altitude; 5% of 90 is 4.5). Under these conditions the adjusted VY speed is 81 KIAS. 5. Liftoff speed Liftoff speed varies with weight. A table of speeds versus airplane weight is at the top of the Takeoff Distance chart in the Performance section of the POH. Begin to pull the nosewheel off the surface (“rotate”) approximately five knots/five mph, as applicable, prior to reaching the liftoff speed. The angle of attack will be the same for all weights when the correct indicated airspeed is used. 6. Climb speed at 50 ft AGL 50-foot climb speed also varies with airplane weight. This speed is found alongside the Liftoff speed, in the table at the top of the Takeoff Distance chart. You’ll notice that the 50-foot speed at maximum weight is the published VX speed—the 50-foot climb speed is VX adjusted for airplane weight. The weight-adjusted VX speed is the speed Beech considers optimal for takeoff and initial climb performance. This is the technique necessary to obtain POH-computed performance. The angle of attack will be the same for all weights when the correct indicated airspeed is used. After liftoff, establishing the correct attitude will allow the airplane to accelerate and attain this speed as it climbs through roughly 50 feet in altitude above the ground. A simple technique is to raise the attitude to approximately +10 (10º UP) at liftoff, and hold it there. Takeoff trim is usually set for VY speed, so an additional pull is required to attain this attitude. Once attitude is established, release elevator pressure and allow the airplane to accelerate to VY after passing 50 ft AGL. pg. 5 version 3 ©2019 ABS Air Safety Foundation For high density altitude takeoffs (approximately 5000 feet DA and higher), raise the nose to only +7 (7º UP) at rotation and wait for the airplane to fly off. Then hold this attitude and raise the landing gear when you are sure you will not settle back onto the runway. Attain VY and climb out of ground effect. 7. Short field takeoff Some versions of the Bonanza/Debonair POHs and Beechcraft Owner’s Manuals recommend partial flaps for reducing ground roll distance. NOTE: Use of flaps many not reduce obstacle clearance distance, and at higher weights and/or density altitudes obstacle clearance distance may increase with the use of partial flaps for takeoff. 1984 and later A36s, B36TCs and G36s have two Takeoff Performance charts in the Performance section of the POH—one for Flaps UP, and one for the preselect-switch Flaps APPRAOCH. Use the Liftoff speed from the chart that corresponds to your selected flap setting. Compare the calculated performance from both charts under the same conditions to determine whether to take off with flaps UP or in the APPROACH position for a given departure. In Bonanzas and Debonairs without a Takeoff Performance chart for use of flaps, early Beechcraft Owner’s Manuals recommended using 10º-20º of flaps for short field takeoffs. When flaps are used, the liftoff speed should be reduced four to seven knots/mph (as appropriate) below the recommended flaps UP takeoff speed. Subtract five from the flaps UP takeoff speed. 8. Short field speed at 50 ft AGL 1984 and later A36s, B36TCs and G36s have two Takeoff Performance charts in the Performance section of the POH—one for Flaps UP, and one for the preselect-switch Flaps APPRAOCH. Use the 50-foot speed from the chart that corresponds to your selected flap setting. Compare the calculated performance from both charts under the same conditions to determine whether to take off with flaps UP or in the APPROACH position for a given departure. In airplanes without flap preselect switches, some Beechcraft Owner’s Manuals recommend maintaining the liftoff speed during initial climb through 50 feet AGL. VX with flaps extended is lower than the published VX, which assumes flaps UP. Liftoff speed with partial flaps approximates VX speed with 10º-20º of flaps extended. CAUTION: The technique in the preceding paragraph has the airplane climbing at a speed below the Emergency Landing Approach/Landing Without Power speed of 83 knots/96 mph. Should engine failure occur in climb using this technique, immediately lower the nose to slightly below level flight (0º), leave the gear and flaps down, and attain the Emergency Landing Approach/Landing Without Power speed until touchdown. Do not attempt to accelerate to Best Glide speed, which would require a very steep nose down attitude and consequently a steep descent path. This would result in a very high sink rate, so high you may not be able to stop the descent to flare before landing. 9. VA – Maneuvering speed The POH lists this in the Limitations section. The published VA is a not-to-exceed speed determined at the airplane’s original maximum gross weight with gear and flaps UP. VA should be reduced at weights lower than the original maximum gross weight. You may compute the corrected value for VA as follows: Corrected Va = Published Va (in mph) x square root (actual weight/maximum weight) EXAMPLE: A V35B has a published VA of 154 mph at 3400 pounds maximum gross weight. At 2800 pounds, its corrected VA is: 154 x square root (2800/3400) = 140 mph RULE OF THUMB: Approximate the weight-adjusted VA by reducing the published value by two knots/two mph for every 100 pounds below the maximum gross weight. Use the published VA speed at weights above the original maximum gross weight when higher weights are approved by STC. pg. 6 version 3 ©2019 ABS Air Safety Foundation 10. Speed for maximum range This is the indicated airspeed at which maximum range (in still air) is available for a given fuel quantity and a given aircraft weight. It provides the maximum endurance (time aloft), useful when factoring in winds and ground speed. Sometimes called the Carson’s Speed, add 15 to the Best Glide speed for a given weight (as computed in item 18, below). On a long-range flight, the speed for maximum range/endurance decreases as the airplane weight decreases with fuel burn. Therefore, a maximum range/endurance flight requires gradual reduction in power to reduce indicated airspeed as the flight progresses. 11. VNO – Normal operating VNO is the maximum normal operating speed, the top of the green arc. It does not vary with weight and is found in the Limitations section of the POH. There is a second, significantly lower VNO for turbocharged airplanes above 20,000 feet that is also listed in the POH Limitations. 12. VNE – Never exceed VNE is the never exceed speed, the red line at the top of the yellow arc. VNE does not vary with weight and is found in the Limitations section of the POH. In turbocharged airplanes reduce VNE by four knots indicated airspeed for each 1000 feet above 16,000 feet, according to a note in the POH Limitations. 13. Speed at 50 feet AGL, normal landing This is the indicated airspeed to be decelerating through as you pass a point 50 feet above ground level, with full flaps and gear down, during a normal landing. It varies by airplane weight at the time of landing, and is 1.3 times the stalling speed in the landing configuration (VSO) for that weight. There is a table on the Landing Distance chart in the Performance section of the POH that lists the 50-foot speed by airplane weight. 14. Short field landing speed at 50 feet AGL Early Beechcraft Owner’s Manuals recommended using 1.2 times the VSO as adjusted for weight, plus ½ of any gust factor, as the indicated airspeed to be decelerating through as you pass a point 50 feet above ground level, with full flaps and gear down, during a short field landing. This speed is not mentioned in the Pilot’s Operating Handbook. To compute it, use the Stall Speeds – Power Idle chart in the POH Performance section to determine wings-level VSO at the landing weight, then multiply that value by 1.2 to derive the short field landing speed at 50 feet AGL. Adjust this result for wind gusts as needed. EXAMPLE: An S35 at 2800 pounds is landing at an airport with a reported wind of 15 gusting to 22 knots. • Use the Stall Speeds – Power Idle chart to determine the wings-level Vso at this weight is 47 knots. • 1.2 x 47 knots = 56 knots • Winds are gusting from 15 to 22 knots. 22 – 15 = 7 knots of gust factor. One-half the gust factor is four knots • 56 knots + 4 knots = a short field landing speed at 50 feet AGL of 60 knots. Adjust power for a shallower or steeper glide path to clear obstacles and touch down at your desired landing spot. CAUTION: You may need to add a short burst of power in the flare to arrest the sink rate. 15. Balked landing The initial balked landing (go-around) speed appears on the Speeds for Safe Operation page of the Normal Procedures section you the POH. It is the same as the speed at 50 feet AGL during a normal takeoff (item 6 above) for a given airplane weight and configuration, and is very near Vx under those conditions. pg. 7 version 3 ©2019 ABS Air Safety Foundation 16. VFE – Flaps down speed VFE is found in the Limitations section of the POH. Some POHs and Beech Owner’s Manuals state specifically that this is a maximum full flap extension speed. There is no guidance on the use of partial flaps in handbooks that make this distinction. Most Beech POHs and Owner’s Manuals define VFE as applicable to any flap extension at all. Bonanzas with APPROACH flap preselect switches (12°-15° extension, depending on model and year) have a higher APPROACH flap extension speed, the same as the gear extension and operating speed (VLE/VLO; see item 17 below). Full flaps are limited to the published VFE speed in these airplanes. VFE is reduced in turbocharged airplanes above 20,000 feet. This speed is also listed in the Limitations section. 17. VLE/VLO – Landing gear extension/operating speed VLE/VLO, the maximum landing gear extension and operating speed, is found in the Limitations section of the POH. VLE/VLO is reduced in turbocharged airplanes above 20,000 feet. This speed is also listed in the Limitations section. 18. Best glide speed – maximum range with engine out This is the indicated airspeed that permits the greatest distance with a failed engine. It assumes that the landing gear and flaps are up, the cowl flaps (if installed) are closed, and the propeller control is in the LOW RPM position. Best Glide speed is listed in the Speeds for Emergency Operation, in the Emergency Procedures section of the POH. Similar to VA, Best Glide speed decreases with a reduction in airplane weight. Approximate Best Glide speed at reduced weights by decreasing the published speed by two knots/two mph for every 100 pounds below the airplane’s maximum gross weight. 19. Emergency descent speed This is the indicated airspeed for a maximum rate of descent at idle power and, in some models as noted in their POH, partial flaps extended. The emergency descent speed is usually the Vle/Vlo speed. It is found in the Speeds for Emergency Operation, in the Emergency Procedures section of the POH. 20. Emergency landing approach speed The Emergency Landing Approach speed, called the Landing Without Power speed in some POHs and Beechcraft Owner’s Manuals, is the recommended final approach speed when making an emergency landing (on or off airport) with no power, full flaps and gear down. After reaching a runway or other landing zone using the Best Glide speed, transition to Emergency Landing Approach speed on final approach. This reduces impact forces by reducing the airplane’s inertia, but it also provides enough air flow over the elevators to permit a flare prior to touchdown. Since there is no propeller blast over the elevators with a failed engine, the Emergency Landing Approach speed is slightly faster than the 50-foot AGL speed for a normal or short field landing. The Emergency Landing Approach or Landing Without Power speed is found in the Speeds for Emergency Operation in the Emergency Procedures section of the POH. All this good research will quickly fade from your memory without regular review. Enter some of the key numbers into a handy reference like that below—you might make a copy of this page, fill in the airspeeds, cut out the reference card and laminate it. A quick check before each time you fly will reinforce the numbers that result in maximum, predictable performance in normal, abnormal and emergency situations. pg. 8 version 3 ©2019 ABS Air Safety Foundation BONANZA/DEBONAIR AIRSPEEDS KIAS/MPH as applicable to the airplane (maximum gross weight) Takeoff/Climb Pattern VLIFTOFF ______ Downwind ______ VX ______ Base ______ VY ______ Final (flaps UP) ______ VCC _________ Final (flaps DN) ______ VSI ______ BEST GLIDE ______* VSO ______ ROUGH AIR ______** * Reduce 2kts or mph/100 lbs below maximum gross weight. ** MP ~ 17 inches. Maximum speed for moderate or greater turbulence. Reduce 2kts or mph/100 lbs below MGW. ©2019 American Bonanza Society Air Safety Foundation, Inc. www.bonanza.org