For example, a note regarding fuel for the CS says "Serial Nos. According the Cessna generic flight manual for the CS, normal category maximum takeoff and landing weight for a CS is 2, pounds. Utility maximum takeoff and landing weight for a CS is 2, pounds. This is a pound difference between the two categories. The center of gravity limits for a CS varies from forward CG limit at The utility limits of forward CG limit at As you can see, not only do the weights differ, but also so do the center of gravity limits differ between the normal and utility categories for the CS.
Based upon the information presented so far, and the following information, with full fuel, what is the maximum weight that two pilots can weigh in a CS in the normal category?
What can they weigh in the utility category? Are they within CG limits? Can they do spins with full fuel? Oh, and by the way, do you know the rule dealing with parachutes when doing spins?
The items in boldface are computed values. The digits after the decimal are there for typographical purposes and do not necessarily indicate significant figures. In this particular case—given for information only—the center of gravity Your case may vary. Aircraft weight and balance is done the same for all aircraft at lest all GA aircraft as far as I know. You will need a few of the constants out of the POH for your plane such as dry weight and moments for various things.
As well as specifics from your airplane is other avionics have been installed. Other than that this walkthrough covers it pretty well. Sign up to join this community. The best answers are voted up and rise to the top. Stack Overflow for Teams — Collaborate and share knowledge with a private group. Create a free Team What is Teams?
C has best G. This figures out to one accident for every 18, hours of C flight. I want to fly long enough to have an injury accident. Not long ago I saw four people get into the C I questioned the pilot regarding weight and he said that he was in limits. When the heavyweight of the group got into the back seat, I again approached the pilot and suggested that balance might be a problem. What can be done? First, I don't believe anyone deliberately, and knowingly damages an aircraft or exposes passengers to danger.
A pilot may have erroneous perceptions as to what makes a good landing. Maybe, there is a problem with knowing aircraft attitudes. Is establishing a stabilized approach at a constant airspeed the problem?
Very possibly, it is caused by a situation beyond the pilot's experience. Instructional flying is five times safer than other G. Since so much instruction is done in the C it is logical to expect that the C has an excellent safety record when compared to complex-high-performance aircraft. A single pilot in a C with his seat well forward; the C with a a full radio stack; and The aircraft is within C. A final approach at 60 knots will give the elevators enough authority to round out.
As the aircraft decelerates below 60 knots the elevator loses authority and may well be unable to raise the nose, even if full back and up. This is especially true if the power has been taken off. Under these conditions, what should the pilot do? If you can't arrange to get one passenger in the back seat, you should plan to leave at least rpm. The power will help hold the nose up and give the elevator the authority required for a full stall landing.
Very careful energy management will be required to avoid a balloon. It can be done to a full stall landing every time. You will not be able to see the runway. The nose wheel will remain well clear of the ground.
Power can be applied for the takeoff and the flaps removed without the nose wheel ever touching the ground. Alternatively, the power can be taken off as the nose wheel touches. Aircraft damage due to landings is mostly accumulative. Occasionally damage happens all at once but usually it is accumulative.
The gearbox can take thousands of average landings without any damage. The spring gear can take a heck of a beating. The severe damage to Cessnas is to the gearbox underneath the seats. One falling out of the sky from 20' can break the box.
The nose gear is attached to the firewall. A very hard landing on the nose wheel can damage the firewall. Flying an aircraft with a bent firewall is enough to trigger an FAA investigation. Try to inspect the firewall of a C or C without removing the cowling. Is the nose wheel fork bent? Inadequate preflight the FAA calls it. It took me 14 months to shake them loose. The C generic landing uses 70 knots for downwind and final adding two ten-degree notches of flaps while taking off two full turns of trim.
On final you put in full flaps and no trim change. You are on a stabilized approach hands-off at 60 knots. For the go-around, on bringing up the flaps you will be trimmed for a knot climb. The hard part of flying the C is levelling off. The old joke about how long it take a student to level off a C is answered with, "Thirty-five hours".
It will take about one and one-third turns of trim and a close eye on the altitude while the plane accelerates. The trick is to reduce to as soon as you reach knots. Otherwise, you will be jockeying airspeed and trim for quite a while. The cause of this problem is that the C has less power for its weight than the C The time to accelerate to knots seems to take forever. Initially you will be holding backpressure and then forward pressure on the yoke while the airspeed gets sorted out.
Due to deceleration the C power should only be reduced to At approach speed the power will have dropped to rpm.
I would suggest each pilot run some fuel consumption tests to compute figures for their mode of operation. To do otherwise is unsafe. Note: Use of a C information manual other than for a CN will give erroneous information.
Power: New engine is h. Fly conservative until consumption is known. Speed: Do not use manual figures. For cross-country the use of K will work about right.
The new engine makes it Model N since the flap deflection has been limited to 30 degrees. Speed: Do not use manual figures for cross-country. The use of kph will work about right. This may change with new hp engine but not by much. Power mostly affects rate of climb. Similar figures would probably apply to the C Baggage allowance lb. Wing Loading These make it possible to increase the useful and gross because of the go-around requirements. Slips with flaps are either prohibited or not recommended in the POHs.
The slip problem arises from the possibility of extended flaps under certain conditions such as in slips or wind shear blocking or interfering with the airflow over the horizontal tail surfaces. I have had such an occurrence in a C The tail surfaces stall and the nose pitches straight down before the stall warner has a chance to yelp. Cessna merely admits that there may be control oscillations. Top of page to C Differences 36, Cs have been manufactured since the first one in June of The C has the best safety record of aircraft in its class.
The model had a hp Continental. The model had a swept tail. In a rear window appeared as well as single piece windshield and longer elevator. The to 60 C had a low panel that allowed the pilot to 'look down' over the H. Over 30, Cs have been built in 43 years. Enter the window in the back and then we have a series of changes in engine, landing gear, and cockpit but essential things remained the same. The model had electric flaps instead of the Johnson Bar. In the spring steel gear was changed to tubular.
In the dorsal fin was extended to correct pitch problems during slips. An engine change in was a disaster due to inadequate lubrication. Popular modifications include such things as hp engines and possibly constant speed props. Sound reduction through use of thicker windshield, long range tanks and electronic upgrades are common.
The large slotted flaps in older Cessnas can a nose down pitch in forward slips. A cautionary warning is in many POHs indicating that slips should be avoided when using maximum flaps. The pitching motion is the result of the difference between a strong wing downwash over the tail in straight flight to a reduced downwash influenced by a raised aileron in slipping flight.
This effect is elusive hard to duplicate, I have experienced it only once in over hours. This restriction does not apply to the wing-low drift correction used in crosswind landings. When the larger dorsal fin was adopted in the CL, this sideslip pitch event was eliminated. In the higher-powered Cs the placard was applicable to a mild pitch from flap outboard-end vortex hitting on the horizontal tail at some combinations of side-slip angle, power and airspeed. One accident every two days.
This gives a rate per , flight hours of 1. Prior to the C engine failure rate was one per every 5. Only one in six of these accidents result in personal injury. This is more than accidents in other types. The percentage of C accidents is highest when the pilot involved has between and hours of flight time.
A high percentage of C accidents have been attributed to inadequate checkouts. Cs have twice as many hard landings as a PA Cherokee per aircraft. The C is four times as likely to have a wind related accident. It has twice as many go-around accidents. This is certainly indicative of a problem in piloting, checkouts, and instruction.
Making flat landings or nose wheel first are the problem. The C has half as many fuel exhaustion accidents as like powered low-wing aircraft. Crosswind takeoff and landing accidents were relatively frequent and attributable to inadequate checkouts. The second major area of accident was the go-around, which has been partially corrected by Cessna by reducing flap extension to only 30 degrees on later models. Corey is an Embraer First Officer for a regional airline.
He graduated as an aviation major from the University of North Dakota, and he's been flying since he was You can reach him at corey boldmethod. To: Separate email addresses with commas. Now What? All Videos. Planes Careers. This story was made in partnership with Republic Airways.
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