Aviation Rules of Thumb

Listed below are some tried and tested aviation rules of thumb that can help
you become a safer, more competent pilot. This is just a sampling of the
many that exist. If you have any that youd like to add, please leave a
comment. Unless otherwise specified they are intended for light aircraft.
Never, at any time should they be substituted for figures found in your
specific aircraft Pilots Operating Handbook (POH) or Airplane Flight
Manual (AFM). Nor should they be used as a substitute for any Federal
Aviation Regulation (FAR), or just plain old common sense. Hows that for
fine print?

A IRSPEED/A L TITUDE /TE MPE RA TURE

Standard Temperature (ISA): 15C (59F) at sea level. ISA

decreases 2C (3.5F) per 1,000 foot increase in altitude

True Airpseed (TAS): Add 2% to indicated airspeed (IAS) for every

1,000 foot increase in altitude

Density Altitude: For every variation of 15F or 8C from standard

temperature at a given pressure altitude, density altitude
increases/decreases 1,000 feet

Air Density/Humidity: For every 20F temperature increase air

density decreases 2-3% (moisture holding capacity doubles)

Relative Humidity: Dew point/Temperature = Percentage [Example:

(9C/19C) = 47%]

Density Altitude: Increases or decreases 120 feet for each 1 degree

Celsius that the temperature varies from standard temperature

Density Altitude: Outside temperature minus standard temperature

multiplied by 120 plus pressure altitude [Example: (OAT-ISA) x 120 +
PA = DA]

Calculating standard temperature at altitude: [Example of 12,000

feet: (12 x 2) -15=9. Convert to a negative. -9C at 12,000 feet]

Celsius to Fahrenheit (15C, for example): (15 x 2) + 30 = 60F

(59F)

Fahrenheit to Celsius (59F, for example): (59 30) 2 = 14.5C

(15C)

Maneuvering Speed (Va): Reduce Va by one-half the percentage of

weight reduction. [Example: Va at 3,000 lbs = 100kts.; 2,400 lbs =
20% reduction on weight. Reduce Va by 10 kts.]

Maneuering Speed Formula: Va2 = Va(W2 W1); whereas Va2 is

calculated maneuvering speed, Va is maneuvering speed at gross
weight, W2 is reduced weight, and W1 is gross weight

Manuevering Speed (Va): Subtract 1 knot for each 100 pounds

under gross landing weight

Stall speed: As weight doubles, stall speed increases by 2, or 1.414

A IRCRA F T L OAD ING

Weight of 100LL: 6.0 lbs/gal

Weight of Jet A: 6.75 lbs/gal

Weight of 50W Oil: 7.5 lbs/gal (1.875 lbs/qt)

Jet A lbs. to gallons: Divide pounds required by 10, add 50%

[Example: (2,000 lbs. 10) x 1.5 = 300 gallons) OR drop the zero
then add 50%]

Weight x Arm = Moment

Total Moment Total Weight = CG (inches)

CG Distance Aft of LEMAC MAC = CG in % MAC

Weight Shift Formula: (Weight shifted/Total weight) = (Distance CG

shifted/Distance weight shifted)

TAKE OFF /LA ND ING PE RF ORMANCE

General: Add at least a 20% safety margin to all POH/AFM

performance figures, as insurance

Takeoff distance: Increase by 10% for each 1,000 foot density

altitude above sea level

Ground roll: Increases or decreases by 10% for every 10C change

in temperature from ISA

Ground roll: For every 10% change in weight, ground roll changes
20%

Abort distance: Abort the takeoff if the aircraft has not achieved 70%
of its flying speed by the time it has used 50% of the runway

Rotate speed (Vr): Generally equal to 1.15 Vs

Obstacle clearance: The distance/time to clear an obstacle is

reduced by 5% for every 100 lbs. below max gross weight

Runway gradient: A 1% airport grade will affect the aircraft by 10%

over what is stated in the POH/AFM

Tailwind: A tailwind of 10% of your approach speed will increase

landing distance by 20%

Headwind: A headwind of 10% or your approach speed will decrease

landing distance by 20%

CL IMB/E NROUTE /DESCENT

Climb Gradient (Feet per NM to Feet per min.): Groundspeed x feet

per NM/60. [Example: (140 kts x 200 ft/nm) 60 = 466 ft/min]

To reduce effects of headwind in climb: Climb at cruise climb

To take advantage of tailwind in climb: Climb at Vy

Angle of Bank for Standard Rate Turn: 10% of TAS + 5 [example:

(120 x .10) + 5 = 17]

Pivotal Altitude: (TAS)/11.3 (knots) OR (TAS)/15 (MPH)

Time to Station: (60 x Time between bearings)/bearing change =

time [Example: (60 x 6 min)/10 = 36 min. to station]

Distance to Station: (TAS x Min. flown)/degree of bearing change =

distance [Example: (160 x 6 min/10 = 96 miles)]

Time to Descend: (Altitude to Lose/Rate of Descent) = Time to

Descend

Miles to Descend: (Flight Level/3) = NM [Example: (120/3) = 40 NM]

3 Glideslope: Half your ground speed and add a zero [Example: (90
2 = 45) x 10 = 450 fpm]

Calculating Visual Descent Point (VDP) Distance Method: HAT

(height above touchdown)/300 [Example: (480/300) = 1.6 NM from
threshold]

Calculating Visual Descent Point (VDP) Time Method: HAT x 10%

[Example: 480 x 10% = 48 seconds to subtract from MAP timing]