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You definitely need to know the take-off weight, but also at least the air temperature and the pressure altitude of the airport. You also need to consider runway conditions such as standing water, mud or snow. If there are, you'll probably need to look at another chart away from the flight manual to find the correct takeoff speed.

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It is also unique in that it is the only practical airspeed I can think of that has no margin of error when it comes to minimum airspeed tolerances for inspection flight standards. The tolerance for other check run airspeeds, such as a sharp turn or maintaining the airspeed specified by ATC, is plus or minus 10 knots. allow airflow down V

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There is also a base airspeed that we need to monitor during control during the arrival process. Each configuration has a factor that must be added to V

As we prepare to take off. Typically, the lowest air velocity in the clean configuration is, for example, V

For most of us, VREF airspeed changes very little from landing to landing because we usually fly within our regular weight range. But while the reported airspeed may look familiar, the actual landing runway requirements may differ dramatically. If you have to steer, even in landing position, the minimum airspeed is at least V

And connect it to the airspeed indicator before entering terminal airspace. we need to know that we

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So we can add "factors" to determine the minimum airspeed for all segments of arrival.

Is the steady state stalled airspeed in the landing configuration multiplied by 1.3. In other words, 30% margin above the stop. This may sound like a lot of cushion, but in large, high-drag turbine aircraft, that margin can disappear due to turbulence, wind shear, or pilot mismanagement of power.

The addresses only reported the ratio of airspeed and stall, it can't tell us anything about landing distance. To know this we need to know our ground speed, not the reported airspeed.

As you well know, true airspeed - ie ground speed without wind - increases more than indicated airspeed when air density decreases. So as the air temperature increases or we descend to a higher altitude, our true air speed, or ground speed, is greater than V.

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We look into the airspeed meter. This means we descend below ground speed and need more runway to stop.

I'm sure you've noticed when landing on a higher runway that the approach looks different. Your wind speed is normal, but the ground rumbles very fast. It is important to ignore this feeling and keep v

You need to consider airport altitude (pressure altitude), wind and runway gradient. Runway contamination can also be a big factor. A wet runway can double the stopping distance and an icy pavement can throw it off the map.

Airspeed changes little from landing to landing because we are generally flying within our regular weight range. But while the reported airspeed may look familiar, the actual landing runway requirements may differ dramatically.

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J. Mac McClellan is a corporate pilot with over 12,000 hours and a retired aviation magazine editor living in Grand Haven, Michigan. A book that has been read but is in good condition. Minor damage to the cover including wear, but no holes or wear. Dust protection for the hard cover may not be included in the delivery. There is some wear on the binding. Most pages are in fine condition with slight creasing or creasing, some pencil underlining, no text highlighted, no margin writing. No missing pages. See seller description for full description and description of any defects. View all terms that open in a new window or tab

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If the balance is not paid in full within 6 months, interest will be charged to your account from the date of purchase. Minimum monthly payments required. Credit approval required. View Terms - PayPal Credit Opens in new window or taVref According to the 2022 Market Trend Report, Cessna Citation model pricing, which includes Citation Longitude, is up 2 to 20 percent from the second quarter. (Photo: Textron Aviation

According to the Q3 2022 Vref Market Trends Report, values ​​for finished business aircraft remain strong, although there is evidence that the seller's market may be changing. Vref said these strong valuations continue despite inflation and recession fears.

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The summer slump hasn't affected prices for most aircraft, the report said, and "buyer appetite for business jets remains at levels not seen in years." Although the stock of turboprops and business jets has increased, utilization is down an average of 3-4 percent of the fleet. However, since the end of last year, these averages have increased by 1-2 percentage points. Business jets' valuations continue to rise, with reports showing Cessna citation values ​​for example have increased 2-20 percent since the second quarter.

According to the report, there has been no change in market days from Q1 and Q2. While the second half saw fewer aircraft deals than the first half, "we are still at the level of a normal year if we remove the crazy benchmark year of 2021," the report said.

Still, Jason Zilberbrand, president of Vref, said some valuations have seen downsides. “Demand continues to exceed supply, although we may finally reach the top of asking prices, as sellers are being forced to lower their asking prices for the first time in over a year, as a buyer and Finding turnkey, fully modernized aircraft are still clearly the top across all categories," he said.

Vref predicts a "busy" final quarter as buyers continue to take advantage of bonus write-offs before it expires and "hate commercial airlines", which are "failing to keep the train on track, demand and prices at current levels". enough for asking prices".

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