Does anyone have a TOLD card that they are using for GA airplanes? If so can you please email it to me at shayes9761@yahoo.com
Thanks!!!
Thanks!!!
TOLD card
- Thread starter SHayes
- Start date
Blackhawk
Well-Known Member
ppragman
No pasa nada.
TOLD cards are an easy way to comply with the "All Available Knowledge" section in the FARS, and may be required for some aircraft.
I don't have weather and/or NOTAMs and/or weight and balance info on my told cards.
I've got a place to put in ATIS, Clearance, takeoff distance, available runway, takeoff weight, V1, Vr, V2, Venr and takeoff N1%. Normally we put in our return ref also. For a light piston, I'd put in most of the same except the power settings, since we're going full rated power for all takeoffs. Occasionally speeds will change with light pistons, so I'd fill those in the appropriate boxes.
Weather and NOTAMS are on a separate printout shoved in the side pocket. Same with W&B.
-mini
Mike H
Well-Known Member
these are savable as excel spreadsheets
Single Engine
Multi Engine
with excel, you can set it up so you can plug in your actual weights, plus the arms & moments for a specific airplane and have it automatically compute your t/o & landing CG
Single Engine
Multi Engine
with excel, you can set it up so you can plug in your actual weights, plus the arms & moments for a specific airplane and have it automatically compute your t/o & landing CG
Blackhawk
Well-Known Member
The TOLD cards are handy uner 91 when conditions are unfamiliar to a pilot. For example, when flying my airplane by myself I pretty much know the performance and W/B for my home airport. Flying a different airplane, flying in different/unfamiliar conditions, marginal conditions, or where weight might be close I use the TOLD. I think most high DA or overgross accidents could probably be prevented if the PIC had actually computed W&B/performance.
The TOLD cards I provided are designed to be generic.
The TOLD cards I provided are designed to be generic.
I hadn't thought about unfamiliar airplanes. Don't get me wrong. When I fly up to Big Bear or Mammouth, I do perf. charts at the airplane befor I hop in on the seat. Fire up the avionics and listen to the WX and do it right there. I usually don't teach it more than what is the conditions we have *right now.*
To those of you that do performance calculations and W&B prior to every leg:
Thank you. You have no idea how frustrating it is to get paired up with the FO that's been flying with the boss and is used to just blasting off, making up some random N1 setting, V1, Vr, V2 and Venr based on "simplified data" that we don't cit the criteria for. It's frustrating because if I am going to fly single pilot, I'll just fly single pilot...but when I've got an FO, I expect that person to be a competent crewmember and not someone just sitting there. [/rant]
To those of you that don't do performance calculations:
Please do. You owe it to yourself, your pax, the people on the ground and your family and the families of your pax.
In the not-so-distant past, we picked up a trip out of a very snowy/icy Chicago. We had planned on taking enough gas to do the trip non-stop (to Boca Raton, FL) and with the pax load and bags, it wasn't a problem under normal conditions. Then I dug into the paperwork to do the performance data. Turned out at that weight, we needed almost 8,000' of runway due to runway contamination.
Now, it ended up not being a big deal since nothing happened, but had I put on the gas for non-stop and then popped a motor a knot before V1, I would have taken a trip off the end of the runway instead of coming to a stop safely at the end. (Accel/stop was limiting.)
Moral of the story: Whether you use a computer, graph, calculator, abacus, TOLD card, blackboard, or your girlfriend's forehead...do the performance data. It really only adds 2-3 minutes to preflight planning and it's completely worth it! I've gotten to "know" this plane pretty well, but sometimes it still shocks me when we look at the actual numbers.
-mini
Thank you. You have no idea how frustrating it is to get paired up with the FO that's been flying with the boss and is used to just blasting off, making up some random N1 setting, V1, Vr, V2 and Venr based on "simplified data" that we don't cit the criteria for. It's frustrating because if I am going to fly single pilot, I'll just fly single pilot...but when I've got an FO, I expect that person to be a competent crewmember and not someone just sitting there. [/rant]
To those of you that don't do performance calculations:
Please do. You owe it to yourself, your pax, the people on the ground and your family and the families of your pax.
In the not-so-distant past, we picked up a trip out of a very snowy/icy Chicago. We had planned on taking enough gas to do the trip non-stop (to Boca Raton, FL) and with the pax load and bags, it wasn't a problem under normal conditions. Then I dug into the paperwork to do the performance data. Turned out at that weight, we needed almost 8,000' of runway due to runway contamination.
Now, it ended up not being a big deal since nothing happened, but had I put on the gas for non-stop and then popped a motor a knot before V1, I would have taken a trip off the end of the runway instead of coming to a stop safely at the end. (Accel/stop was limiting.)
Moral of the story: Whether you use a computer, graph, calculator, abacus, TOLD card, blackboard, or your girlfriend's forehead...do the performance data. It really only adds 2-3 minutes to preflight planning and it's completely worth it! I've gotten to "know" this plane pretty well, but sometimes it still shocks me when we look at the actual numbers.
-mini
Blackhawk
Well-Known Member
One other "minor" point on W&B/performance.
Too often I see pilots using current conditions for all their planning, not anticipated conditions. For example, I'll see pilots plan in the summer at 0730 using 20C for performance planning when our flight will terminate at 1230 when it's 35C. Big difference in the performance numbers. We'll also see it here as pilots pass through going East/West. They will take off from sea level somewhere using the performance numbers (temps/PAs), there, but not what they will encounter on landing. Normally NM sees at least one or two of these accidents every summer.
Too often I see pilots using current conditions for all their planning, not anticipated conditions. For example, I'll see pilots plan in the summer at 0730 using 20C for performance planning when our flight will terminate at 1230 when it's 35C. Big difference in the performance numbers. We'll also see it here as pilots pass through going East/West. They will take off from sea level somewhere using the performance numbers (temps/PAs), there, but not what they will encounter on landing. Normally NM sees at least one or two of these accidents every summer.
Not required for 135 unless required by your company's GOM.
:yeahthat:
I may not get out a calculator and get the exact, to the last foot perf. number, but I do look to see that it is do'able. Years ago I was at a friends house in Big Bear. We got into a conversation about the airport, lets just say he has seen more than his fair share of people who didn't do a w&b or Perf. charts end up swimming away from a sinking airplane, at best.