High and Hot Day 500B Shrike Take Off performance

[kent4142]

Can anyone tell me the take off distance for a 500B or Shrike for a high elevation hot day take off?  7,000 foot elevation 85 degree day?  Gross Weight?

From charts or experience?

Thanks

Kent

[JimC]

Weight: 6750
Wind: 0
Pressure Altitude: 7000

My 1960 500B manual says:
For 75 degrees, it's 4571 feet and for 100 degrees, it's 5352 feet. Those are distances to clear a 50 ft obstacle; ground rolls are not provided.

[kent4142]

Thanks Very Much!!!!

If you were buying a piston twin today, would you buy a 500B or a Shrike?  Or anything else?

[donv]

What is the mission? There are a lot of choices out there, and they all have different strengths and weaknesses.

In my opinion, the Shrike's strong points are good load carrying capacity and a comfortable cabin. And reasonable short field takeoff distances. Weaknesses are relatively slow cruise speeds, less efficient, and not great two engine climb rates.

[kent4142]

Yes, hmmm, what is the mission.  The airplane is for my son.  Priorities - time build in a twin, acclimate to the commander, as he will be flying the 840 some day.  He likes exploring camping in the North.  Minnesota and all around.

I felt like the 500B / Shrike was like a Land Rover / Jeep.  Built like a tank, great payload and short field performer.  Good for mid range inter-state travel.

The other airplane that we have talked about - and it is veeeery different from the piston commander is a P210.  We had a T-210, and flew the pants off of it.  Then sold it when we bought a Cessna 414A.  The plan has been to sell the 414 since we bought the 690c.  Thinking the 414A was a little on the speedy side.  Twice the purchase price of a shrike.  Also Shrike is a little less to operate.  The P210 would get him used to using pressurization, and would be fast for long distance and gets in and out short.  200kts at altitude, under 2,000 foot strips.  Also good full fuel payload.

K

[donv]

For what you are describing, I would go with Shrike all day long, especially over a P-210. If you're going to be flying over the Rockies a great deal, then maybe the P-210 makes sense, but in the midwest I'd go with a Shrike.

Figuring out the pressurization is easy, but learning how to manage the twin (and taxi the Commander) is much more worthwhile.

[Adam Frisch]

Good comparison, they Land Rover. Commanders are like that - equally good at the farm strip hauling unwashed goats as they are at the Ritz.

[JimC]

Personal experience:
Two adults, full fuel, no bags at a density altitude of about 8500 feet in a 1963 500B Shrike conversion:

1000 ft ground roll with a rotation at 80 mph.