Weight & Balance during takeoff and landing with reduced fuel quantity.
If we look at it very soberly, without all the bogeymen á la “if something happens then it’s on you” and “ohhh, the insurance will be pleased” or “grounded after a ramp check”: When does this really become relevant for us VFR pilots?
Typical charter and club aircraft with wing tanks (near the CG) have virtually no CG shift.
That leaves fuselage tanks as a “little problem”. But here you know after the third W&B calculation that when landing solo you should still have x litres left.
I think in 95% of cases this is (for us) more of an academic issue.
@KaBaPilot This is absolutely not meant as a judgement of your post or you as a person. Just my personal opinion on the topic
At the moment I’m still in testing, but I’m considering purchasing VFRNAV.
To eliminate paper planning, I’m still missing two vital items:
(I fly in a mountainous region with an aircraft type that has a center tank in front of the pilot)
The center of gravity calculation must display the tank fuel level as a straight line on the graph. With baggage, the aircraft could become tail-heavy when the tank is empty.
Takeoff and landing distance depends on density altitude. A calculation of this, including other factors, is important. Tabulated with custom safety margins
Hello and thanks for the feedback. Mine is a BREEZER b400-6. It has a fuel tank in front of the pilot with a negative moment arm. During flight, as the 75 L of Super is consumed, if the large baggage compartment is used a tail-heavy condition could theoretically develop that was not present at takeoff.
Important for density altitude and general takeoff and landing distance calculations: example mountain flying, altiports, warm summer, high in the mountains, limited grass runway, etc…
