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031 Aircraft Mass & Balance (JAA ATPL Theory) PDF
031 Aircraft Mass & Balance (JAA ATPL Theory) PDF
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Produced and Published by the
CLICK2PPSC LTD
EDITION 2.00.00 2001
This is the second edition of this manual, and incorporates all amendments to previous editions, in
whatever form they were issued, prior to July 1999.
EDITION 2.00.00
1999,2000,2001
G LONGHURST
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the validity and accuracy of the material contained herein, however no responsibility is accepted for errors or
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TABLE OF CONTENTS
Introduction
The Composition of Aeroplane Weight
The Calculation of Aircraft Weight
Weight and Balance Theory
Centre of Gravity Calculations
Adding, Removing and Repositioning Loads
The Mean Aerodynamic Chord
Structural Limitations
Manual and Computer Load/Trim Sheets
Joint Aviation Regulations
TABLE OF CONTENTS
The Weighing of Aeroplanes
Documentation
Definitions
CAP 696 - Loading Manual
Introduction
1.
As a professional pilot you will deal with aircraft loading situations on every flying day of
your working life. The course that you are about to embark upon considers the inter-relationship
between aircraft loading and other related subjects (principally aircraft performance and flight
planning), and the very important airmanship aspects of proper aircraft loading. In general (nonaircraft type specific) terms, the ways in which the centre of gravity of both unladen and laden
aircraft can be determined and checked as being within safe limits will be discussed. As and when
you are introduced to new aircraft types, both during your flight training and during your
subsequent career, you will be taught the loading procedures which are specific to that particular
aircraft type.
2.
In the Aircraft Performance book the problem of determining the maximum permitted takeoff weight for an aircraft in a given situation is addressed. The Flight Planning book addresses the
determination of the maximum payload, which can be carried on a given flight. In Aircraft Loading
the problems of distributing the load within the aircraft such that the resultant centre of gravity is,
firstly, within the safe limits laid down for the aircraft and, secondly, positioned so as to enhance the
efficient performance of the aircraft, are addressed.
3.
The Joint Aviation Authority has the task of ensuring that all public transport aircraft,
irrespective of size or number of engines, are operated to the highest possible level of safety. To
discharge this commission the JAA periodically introduces legislation in the form of operating rules
or regulations and minimum performance requirements, which are complementary. All public
transport aircraft are divided into Classes in which the types have similar levels or performance.
There is a set of rules and requirements for each Class of aeroplanes, which dictate the maximum
mass at which an aeroplane may be operated during any particular phase of flight.
Chapter Page 1
4.
With the introduction of the Joint Aviation Authority syllabus the word mass is used instead
of the word weight. In all British and American publications, weight is still preferred and used to
express the downward force exerted by mass. The reason the JAA use mass is because weight = mass
x acceleration i.e. weight = mass x 1. Therefore weight and mass are synonymous. Throughout this
book the word weight has been used and may be exchanged for the word mass if preferred.
5.
In addition to this the metric system of measuring weight and volume is preferred by the JAA
and it may be necessary to convert Imperial or American quantities to metric equivalents. If such is
the case use the following method.
Chapter Page 2
8.
When converting litres of any liquid to kilograms the volume must be multiplied by the
specific gravity, or when converting kilograms to litres the weight must be divided by the specific
gravity. Similarly, when converting imperial gallons to pounds the volume must be multiplied by (10
x the specific gravity), or to convert pounds to imperial gallons the volume must be divided by (10 x
the specific gravity) of the liquid.
9.
Aviation fuels and oils are lighter than pure water, therefore their specific gravities will be less
than 1.0.
10.
The diagram at Figure 0-1 may help you with these conversions. When using the diagram at
Figure 0-1 and moving in the direction of the arrows, multiply (as shown). Conversely, when moving
in the opposite direction, divide.
Volume Conversions
11.
In some problems the oil is measured in quarts. They may be in Imperial measurements or
American. It does not matter, the conversion is the same as shown below in Paragraph 12.
12.
Chapter Page 3
2 Pints
= 1 Quart
4 Quarts
= 1 Gallon
8 Pints
= 1 Gallon
FIGURE 0-1
Weight/Volume
Conversion
13.
When travelling in the direction of the arrows multiply, when travelling in the opposite
direction divide.
Chapter Page 4
1.
The total weight of an aeroplane is the weight of the aeroplane and everyone and everything
carried on it or in it. Total weight comprises three elements, the basic weight, the variable load and
the disposable load.
Basic Weight.
This is the aeroplane weight plus basic equipment, unusable fuel and undrainable
oil. Basic equipment is that which is common to all roles plus unconsumable fluids such as hydraulic
fluid.
Variable Load.
This includes the role equipment, the crew and the crew baggage. Role
equipment is that which is required to complete a specific tasks such as seats, toilets and galley for
the passenger role or roller convey or, lashing points and tie down equipment for the freight role.
Disposable Load.
The traffic load plus usable fuel and consumable fluids. The traffic load is the
total weight of passengers, baggage and cargo, including any non-revenue load. The disposable load
is sometimes referred to as the useful load.
2.
Although these are the weight definitions used in the load sheet there are other terms which
are commonly used. These are:
Chapter 1 Page 1
The total weight of an aircraft and all of its contents at a specific time.
Design Minimum Weight. The lowest weight at which an aeroplane complies with the
structural requirements for its own safety.
Dry Operating Weight. The total weight of the aeroplane for a specific type of operation
excluding all usable fuel and traffic loads. It includes such items as crew, crew baggage, catering
equipment, removable passenger service equipment, and potable water and lavatory chemicals. The
items to be included are decided by the Operator. The dry operating weight is sometimes referred to
as the Aircraft Prepared for Service (APS) weight. The traffic load is the total weight of passengers,
baggage and cargo including non-revenue load. [JAR-OPS 1.607 (a)].
Empty Weight.
(Standard Empty Weight) The weight of the aircraft excluding usable fuel, crew
and traffic load but including fixed ballast, engine oil, engine coolants (if applicable) and all
hydraulic fluid and all other fluids required for normal operation and aircraft systems, except
potable water, lavatory pre-charge water and fluids intended for injection into the engine (demineralised water or water-methanol used for thrust augmentation).
Landing Weight.
The gross weight of the aeroplane, including all of its contents, at the time of
landing.
Chapter 1 Page 2
Payload.
Anyone or anything on board the aeroplane the carriage of which is paid for any
someone other than the operation. In other words anything or anyone carried that earns money for
the airline.
The sum of the aircraft basic weight, the variable load and disposable
load.
Traffic Load. The total mass of passengers, baggage and cargo, including any non-revenue load.
[JAR-OPS 1.607 (f)].
Zero Fuel Weight.
This is the dry operating weight plus the traffic load. In other words it is the
weight of the aeroplane without the weight of usable fuel.
Chapter 1 Page 3
Equipment
Ballast.
Additional fixed weights which can be removed, if necessary, that are carried, to ensure
the centre of gravity remains within the safe limits, in certain circumstances.
Basic Equipment. The unconsumable fluids and the equipment which is common to all roles for
which the operator intends to use the aircraft.
Load Spreader.
A mechanical device inserted between the cargo and the aircraft floor to
distribute the weight evenly over a greater floor area.
Unusable Fuel.
That part of the fuel carried which is impossible to use because of the shape or
position of particular tanks.
Unusable Oil. That part of the oil lubrication system that cannot be removed due to the
construction of the system.
Chapter 1 Page 4
Chapter 1 Page 5
Chapter 1 Page 6
Weight Limitations
12.
The factors which may limit the maximum Take-Off Weight (TOW) are:
These are weight limits, which are imposed by the manufacturer, and
agreed by the Authority, to ensure the aeroplane is not over-stressed. These structural weights
include the maximum structural ramp weight, the maximum structural take-off weight, the
maximum zero fuel weight and the maximum structural landing weight.
Chapter 1 Page 7
The weight of the aircraft at any stage of the flight en-route must
be such that the aircraft can safely clear any objects within a specified distance of the aircrafts
intended track. Depending on the aircrafts performance category, the loss of power from a specified
number of engines will be assumed when determining the maximum weight at which the aircraft can
safely clear en-route obstacles. En-route terrain clearance may impose a limitation on the take-off
weight.
This may be dictated by the structural limitation, the FieldLength Limit or the WAT Limit at the destination or alternate aerodromes.
The Maximum Take-off Weight. The lowest restricted weight of the field-length limitation, the
WAT limitation and the structural limitation is the maximum TOW.
13.
As already discussed, the disposable load consists of the usable fuel and the traffic load. In
order that the maximum traffic load can be carried it may be necessary to limit the amount of fuel
which is carried to a safe minimum. Whether or not the fuel carried actually limits the traffic load, it
is normally prudent to reduce the fuel load to a safe minimum in order to reduce the all up weight of
the aircraft. This will result in lower operating costs, higher cruise levels, reduced thrust take-offs
and/or easier compliance with noise abatement procedures on take-off. The total fuel required on
any particular flight comprise the following:
Route Fuel. This is the fuel used from departure to destination aerodromes and may be
minimised by operating at the most economical pressure altitude accounting for the temperature and
wind component, but not below the minimum safe altitude.
Diversion Fuel.
The fuel required to proceed from the destination to the alternate aerodrome in
the prevailing conditions.
Chapter 1 Page 8
Landing Allowance.
The fuel required to be used from overhead the landing aerodrome to the
Chapter 1 Page 9
Operating Overweight
16.
A safely loaded aircraft is one in which the total weight of traffic load is equal to or less than
the maximum permissible traffic load for a given flight and the distribution of that traffic load is such
that the centre of gravity of the laden aircraft lies within the fore and aft limits of centre of gravity
which are permitted for that aircraft operating in the specified role.
17.
Chapter 1 Page 10
Reduced acceleration on the ground run for take-off. The take-off speeds are
increased because of the weight, and this results in an increased take-off run required
and an increased take-off distance required.
(b)
Decreased gradient and rate of climb which decreases obstacle clearance capability
after take-off and the ability to comply with the minimum climb gradient
requirements.
(c)
Increased take-off speeds impose a higher load on the undercarriage and increased tyre
and wheel temperatures. Together these reduce the aeroplanes ability to stop rapidly
in the event of an abandoned take-off.
(d)
(e)
Reduced cruise ceiling which increases the fuel consumption resulting in a decreased
operational range. It may also cause en-route terrain clearance problems.
(f)
Increased approach and landing speeds causing a longer landing distance, landing
ground run, increased tyre and wheel temperatures and reduced braking effectiveness.
(h)
(i)
Reduced structural strength safety martins with the possibility of overstressing the
airframe.
18.
In addition to ensuring that the maximum permissible all-up weight of an aircraft is not
exceeded it is of vital importance to ensure that the distribution of the permissible weight is such that
the balance of the aircraft is not upset.
Chapter 1 Page 11
(Note if no optional equipment is added, Standard Empty Weight = Basic Empty Weight).
Basic Empty Weight + Variable Load = Aircraft Prepared for Service Weight (APS).
Chapter 2 Page 1
EXAMPLE
Given:
Take-off mass 80,000 kgs; Traffic load 12,000 kgs; Usable fuel 10,000 kgs; Crew 1000 kgs.
Calculate the dry operating weight.
SOLUTION
80,000 - 12,000 - 10,000 = 58,000 kgs.
EXAMPLE 2-2
EXAMPLE
Given:
Basic weight 50,000 kgs; Basic equipment 5,000 kgs; Usable oil 500 kgs; Variable load
6000 kgs; Traffic load 3000 kgs; Usable fuel 7000 kgs.
Calculate the APS weight.
SOLUTION
50,000 + 500 + 6000 = 56,500 kgs
Chapter 2 Page 2
EXAMPLE
Given the same details as Example 2-2, calculate the disposable load.
SOLUTION
3000 + 7000 = 10,000 kgs.
EXAMPLE 2-4
EXAMPLE
Given:
Take-off mass 77,500 kgs; Disposable load 10,000 kgs; Variable load 4000 kgs.
Calculate the basic empty mass.
SOLUTION
77,500 - 10,000 - 4000 = 63,500 kgs.
Chapter 2 Page 3
The Aircraft Prepared for Service Weight (or Dry Operating Mass).
(b)
(c)
3.
The APS weight and the traffic load remain constant throughout the flight whereas the weight
of the fuel will progressively decrease.
4.
In the examination you will be required to calculate the weight of the traffic load that can be
carried, as limited by one of three limiting maximum weights:
(a)
(b)
(c)
5.
For an aircraft to perform a particular role it may be necessary to fit additional equipment.
This is known as role equipment, for example the passenger seats and galleys required in a public
transport aircraft, which makes the aircraft ready to enter service. The weight of the aircraft in this
condition is called the Aircraft Prepared for Service (APS) weight, or the Dry Operating Weight. The
Total Weight of the aeroplane then comprises of the APS weight plus the Disposable Load, which is
made up of the usable fuel and traffic load.
Chapter 2 Page 4
EXAMPLE 2-5
EXAMPLE
Given:
Maximum Take-Off Weight at A
145,000 kg.
97,900 kg.
90,100 kg.
67,400 kg.
7,500 kg.
Mean TAS
470 kt.
Sector Distance A to B
3,600 nm.
5,500 kg/hr.
Wind Component
-20 kt.
Chapter 2 Page 5
470 kt.
Wind Component
-20 kt.
Groundspeed
450 Kt.
Sector Time
Sector
Distance- = --------------3, 600- = 8 hours
--------------------------------------Groundspeed
450
MTOW Limit
MLW Limit
MZFW Limit
MTOW
+145,000 kg.
MLW
APS Wt.
67,400 kg.
APS Wt.
67,400 kg.
Res:
- 7,500
+ 90,100 kg
- 7,500
+26,100 kg.
+23,000 kg.
+22,700kg
Maximum traffic load is the lower of the three calculated values i.e. 22,700 kg. This is the only
traffic load that will not exceed either the MTOW, MLW or the MZFW limitations.
Chapter 2 Page 6
Chapter 2 Page 7
EXAMPLE
Given:
Maximum Take-Off Weight
150,000 kg.
100,000 kg.
90,000 kg.
APS Weight
70,000 kg.
50,000 kg.
Reserve Fuel
6,000 kg.
Sector Distance
1,250 nm.
TAS
300 kt.
Wind Component
-50 kt.
Fuel Flow
6,000 kg./hr.
Calculate:
Chapter 2 Page 8
(a)
(b)
(c)
What Payload can be carried over the Maximum Range of the aircraft.
+150,000 kg
MLW Limit
MLW +100,000 kg
MZFW Limit
MZFW +90,000 kg
-70,000 kg
-70,000 kg
Fuel
-50,000 kg
-20,000 kg
Payload
+30,000 kg
+10,000 kg
+20,000 kg
Chapter 2 Page 9
EXAMPLE
An aircraft is to fly from A to B and then on to C without refuelling at B.
Given: APS weight 23,500kgs
Maximum Take-Off Weight at A
41,800 kg.
37,000 kg.
38,000 kg.
36,500 kg.
37,320 kg.
31,300 kg.
APS Weight
23,500 kg.
Distance A to B
521 nm.
Distance B to C
703 nm.
Mean Groundspeed A to B
453 kt.
Mean Groundspeed B to C
388 kt.
3,100 kg/hr.
2,950 kg/hr.
2,000 kg.
Chapter 2 Page 10
MLW B
MZFW
MTOW B
MLW C
Limitation
+41,800
+38,000
+31,300
+37,000
+36,500
APS Weight
-23,500
-23,500
-23,500
-23,500
-23,500
Fuel A - B
-3,565
Fuel B - C
-5,345
-5,345
-320
-320
Reserve Fuel
-2,000
-2,000
Payload
+7,070
+6,835
Taxi Fuel at B
-5,345
+7,800
Chapter 2 Page 11
-2,000
-2,000
+6,155
+11,000
1.
In order to understand the concept of weight and balance as it applies to aeroplanes it is
essential to have a thorough knowledge of the basic theory of balance and force moments. This is
best described by using a childs seesaw to illustrate the terms, cause and effect.
2.
If the bar of a seesaw having a uniform density and cross section is placed on a fulcrum (or
pivot) for support such that the fulcrum is exactly half way along the length of the seesaw, the weight
of the seesaw will act vertically downwards through the fulcrum. In this case at any specified
distance from the fulcrum, the turning moment (that is the downward force imposed at that point)
will be equal on both sides of the fulcrum. The seesaw is said to be in equilibrium or to be balanced,
and will therefore rest in a horizontal position.
3.
The turning moment at any particular point can be determined by multiplying the weight (the
downward force) by the arm (the distance of that point from the fulcrum). Moments can be
expressed foot pounds (ft. lb.) inch pounds (in. lb.) or metre kilograms (m. kg.).
4.
The position through which all of the weight acts in a vertically downward direction is
referred to as the Centre of Gravity (CG). In the case considered above and illustrated at Figure 3-1,
the CG of the seesaw is immediately above the fulcrum.
Chapter 3 Page 1
5.
If a weight is placed on one side of the seesaw it will impart an unbalancing force or turning
moment about the fulcrum. The moment of this force is equal to the product of the weight and the
distance at which it is placed from the fulcrum. For example, if a 20 kg weight is placed on the
seesaw at a distance of 80 cm from the fulcrum the moment (20 kg x 80 cm) is equal to 1600 cm kg
or 16 m kg as shown at Figure 3-2.
FIGURE 3-2
Unbalanced
Condition
Chapter 3 Page 2
Chapter 3 Page 3
Chapter 3 Page 4
NOTE:
All of the weights used in the above examples are assumed to be of uniform
density and construction such that the weight acts vertically downward
through the centre of the weight.
Reference Datum
9.
The point from which the arms of force moments are measured is termed the reference
datum. In the preceding examples the reference datum was the centre of gravity of the unladen
seesaw, which was coincident with the fulcrum.
10.
The CG of an aircraft is the point through which all of its weight is assumed to act in a
vertically downward direction. The position of the CG measured along the fore and aft axis of the
aircraft will change due to changes in aircraft configuration (passenger configuration with seats in,
freight configuration with seats out), total weight and distribution of the fuel load at any given point
in the flight, total weight and distribution of the payload, and so on. It is therefore important to
appreciate that with an aircraft the reference datum cannot be the position of the CG, but will
instead be a fixed point on the aircraft structure, or indeed a point on the extension of the aircrafts
fore and aft axis which is in fact forward of the aircrafts nose.
Chapter 3 Page 5
Chapter 3 Page 6
The Newton
17.
The mass of a body is the amount of matter which it contains. The weight of a body is the
force due to gravity acting on that mass. Weight and mass are often taken to be synonymous.
18.
When considering SI units, the unit of mass is the kilogram and the unit of force is the
Newton. From Newtons second law it is known that:
Force = Mass x Acceleration
and therefore
1 Newton=1 kilogram x 1 metre/second/second
19.
The acceleration due to gravity at the earths surface is 9.81 metres/second2, and therefore the
weight force of gravity acting on a 1 kilogram mass is 9.81 Newtons.
20.
If one now accepts mass and weight as being synonymous, then 1 kilogram is equal to 9.81
Newtons.
21.
It is possible, although presently unlikely, that you may encounter aircraft weights expressed
in Newtons. In the examination, you may find that gravity is given as 10m/s/s in which case 1kg is
equal to 10 Newtons.
Chapter 3 Page 7
(b)
25.
Providing that the centre of gravity and the centre of pressure are not coincident a force
couple will be set up by the lift and the weight forces, and this will result in a pitching moment, as
shown at Figure 3-4.
Chapter 3 Page 8
26.
The magnitude of the pitching moment will depend on the magnitude of lift and weight
forces, but also on the distance between the centre of gravity and the centre of pressure.
27.
The position of the C of G will depend on the way in which the aircraft is loaded, and on the
manner in which fuel is transferred/consumed in flight. The position of the centre of pressure
depends on the angle of attack, with the C of P moving slowly forward as the angle increases, and
then rapidly backwards at the stalling angle.
28.
It is rarely possible to design an aircraft in which the forces of lift, weight, thrust and drag are
exactly in equilibrium in flight. The centre of pressure moves with changing angle of attack, as does
the drag line. The centre of gravity moves with changes in the distribution of load and fuel. The
pitching couples are set up when the weight line is not coincident with the lift line or the drag line is
not coincident with the thrust line and are offset by the tailplane and/or elevators.
Chapter 3 Page 9
Chapter 3 Page 10
(a)
(b)
Difficulty in flaring, rounding-out, or holding the nose-wheel off the ground after
touchdown on landing.
(c)
(d)
(e)
34.
(f)
Additional tail down force requires more lift from wing resulting in greater induced
drag, higher fuel consumption and reduced range.
(g)
(h)
The effects of operating with the centre of gravity aft of the permitted aft limit include:
(a)
Pitch up at low speeds causing early rotation on take-off or inadvertent stall in the
climb.
(b)
(c)
(d)
(e)
More difficult spin recovery, unexplored spin behaviour, delayed or even inability to
recover.
Chapter 3 Page 11
Chapter 3 Page 12
EXAMPLE
The main wheels of a light aircraft are in line with the datum, and the nose-wheel is 75 inches
forward of the datum. The weights measured through each wheel are:
Left Hand Main Wheel
810 lb.
815 lb.
Nose-Wheel
320 lb.
Determine the weight of the aircraft, and the position of the aircraft CG relative to the datum.
SOLUTION
The situation is as shown at Figure 3-5.
FIGURE 3-5
Chapter 3 Page 13
Arm
Moment
Nose-Wheel
320 lb.
-75 in
-24,000 in lb.
810 lb.
815 lb.
Total
1945 lb.
0
-24,000 in lb.
24000 in lb
CG = ------------------------------ = 12.34 in
1945 lb
The aircraft weight is therefore 1945 pounds, and the CG lies 12.34 inches forward of the datum.
Chapter 3 Page 14
EXAMPLE
The datum is in line with the tip of the propeller spinner of a single engined light aircraft. The
nose-wheel is 10 inches aft of the datum and the main wheels are 120 inches aft of the datum.
The weights measured through each wheel are:
Left Hand Main Wheel
810 lb.
815 lb.
Nose-Wheel
320 lb.
Determine the weight of the aircraft, and the position of the aircraft CG relative to the datum.
SOLUTION
The situation is as shown at Figure 3-6.
FIGURE 3-6
Chapter 3 Page 15
Arm
Moment
Nose-Wheel
320 lb.
+10 in
+3,200 in lb.
810 lb.
+120 in
+97,200 in lb.
815 lb.
+120 in
+97,800 in lb.
Total
1945 lb.
+198,200 in lb.
+ 198,200 in lb
CG = ------------------------------------ = +101.9 in
1945 lb
The aircraft weight is therefore 1945 pounds, and the CG lies 101.9 inches aft of the datum.
Chapter 3 Page 16
EXAMPLE
The datum is positioned between the nose and the main wheels of a single engined light
aircraft. The nose-wheel is 45 inches forward of the datum and the main wheels are 55 inches
aft of the datum. The weights measured through each wheel are:
Left Hand Main Wheel
810 lb.
815 lb.
Nose-Wheel
320 lb.
Determine the weight of the aircraft, and the position of the aircraft CG relative to the datum.
SOLUTION
The situation is as shown at Figure 3-7.
FIGURE 3-7
Chapter 3 Page 17
Nose-Wheel
Weight
Arm
Moment
320 lb.
-45 in
-14,400 in lb.
810 lb.
+55 in
+44,550 in lb.
815 lb.
+55 in
+44,825 in lb.
Total
1945 lb.
+74,975in lb.
+74,975 in lb
CG = -------------------------------- = +38.55 in
1945 lb
The aircraft weight is therefore 1945 pounds and the CG lies 38.55 inches aft of the datum.
Chapter 3 Page 18
Chapter 3 Page 19
Chapter 3 Page 20
Chapter 3 Page 21
Chapter 3 Page 22
Chapter 3 Page 23
MLW
MZFW
+ 52000 kgs
+ 46000 kgs
+ 43000 kgs
DOW
- 30,000 kgs
- 30,000 kgs
- 30,000 kgs
Fuel
- 10,000 kgs
- 5,000 kgs
Traffic Load
+ 12000 kgs
+ 11000 kgs
+13,000 kgs
Chapter 3 Page 24
Chapter 3 Page 25
1.
The CG of an aeroplane is determined by calculating the moments of the basic aeroplane and
together with the moments of all additional items (fuel, passengers, freight and so on) contained
within the aeroplane and dividing the sum of these moments by the total weight.
2.
In order to determine the individual moments the weight of each specific item is multiplied by
its arm (distance from the reference datum). It is vital that you remember that the arm and the
resulting moment is, by convention, considered to be negative if the item is forward of the datum and
positive if the item is aft of the datum. Frequently the reference datum is given as a point on an
extension of the fore and aft axis forward of the nose of the aircraft. The advantage of such a
reference datum is that all arms and moments will be positive.
3.
In the event that the position of the undercarriage (extended or retracted) will significantly
affect the position of the basic aircraft CG, the loading information contained in Part C of the Weight
and CG Schedule will contain a statement of the total moment change which occurs when the
undercarriage is lowered. This is because the position of the basic aircraft CG is given with the
undercarriage the aircraft weight is therefore 1945 pounds and the CG lies 38.55 inches aft of the
datum extended.
4.
In order to demonstrate how the position of the loaded aircraft CG can be determined a small
twin piston aircraft is considered in Figure 4-1 and Figure 4-2. A general description of the CG limits
for this aeroplane is given at Figure 4-1 and is shown diagrammatically at Figure 4-2. Figure 4-3
shows the load form, which is appropriate to this aeroplane. The layout of the seats, baggage
stowage areas and fuel tanks is shown at Figure 4-4 and Figure 4-5.
Chapter 4 Page 1
Weight in Pounds
126
135
126
135
6200
122
135
5200 or less
120
135
NOTE:
Straight line variation between the points given. Datum line is located 137 in
ahead of the wing main spar centreline. Maximum landing weight 7000 lb.
Chapter 4 Page 2
Chapter 4 Page 3
Weight Lb.
Arm Inches
Basic Aeroplane
Pilots Seat
+ 95.0
Co-Pilots Seat
+ 95.0
Seat No.3
+ 137.0
Seat No.4
+ 137.0
Seat No.5
+ 195.0
Seat No.6
+ 195.0
Seat No.7
+ 229.0
Seat No.8
+ 242.0
Forward Baggage
+ 19.0
Rear Baggage
+ 255.0
+ 145.0
+ 192.0
+ 145.0
+ 192.0
Inboard Fuel
+ 126.8
Outboard Fuel
+ 148.0
Chapter 4 Page 4
Total Moment
CG Location for Take-Off
Chapter 4 Page 5
Chapter 4 Page 6
NOTE:
Note that on the form shown at Figure 4-3 that neither the weight nor the arm
appropriate to the aircraft itself is given. The information is contained within
the aircraft weight schedule, and is appropriate to one particular airframe.
Chapter 4 Page 7
EXAMPLE 4-1
EXAMPLE
Given that the aircraft described at Figure 4-2, Figure 4-3, and Figure 4-4, is loaded in the
following manner, determine the take-off weight and the position of the CG at take-off.
Basic aircraft
Arm
122.5 inches
Captain
170 lb.
Co-pilot
150 lb.
Seat 3
120 lb.
Seat 4
145 lb.
Seat 5
80 lb.
Seat 6
0 lb.
Seat 7
0 lb.
Seat 8
Chapter 4 Page 8
4,600 lb.
0 lb.
40 lb.
120 lb.
SG of fuel 0.72
SOLUTION
First calculate the weight of fuel in pounds.
200 litres x 0.72
144 kg
144 kg x 2.205
317.5 lb
Therefore the weight of fuel in the inboard tanks is 635 lb., and in the outboard tanks is 635 lb.
Now complete the table to appear as Figure 4-6.
Chapter 4 Page 9
Weight Lb.
Basic Aeroplane
+ 122.5
Pilots Seat
+ 95.0
Co-Pilots Seat
+ 95.0
Seat No.3
+ 137.0
Seat No.4
+ 137.0
+ 195.0
Seat No.6
+ 195.0
Seat No.7
+ 229.0
Seat No.8
+ 242.0
+ 19.0
+ 255.0
Seat No.5
Fwd Baggage
Rear Baggage
Chapter 4 Page 10
Arm Inches
+ 145.0
+ 192.0
+ 145.0
+ 192.0
Inboard Fuel
+ 126.8
Outboard Fuel
+ 148.0
Tot Moment
Other
Total Weight
Check that the total weight is within the permitted limits shown at Figure 4-1, which it is. Next
calculate the moments by multiplying the weights by their associated arms. Now add all of the
moments together to get, in this case, 885,363 inch-pounds. Finally divide the total moment by
the total weight to get:
885, 363 inch-pounds
---------------------------------------------------- = +128.4in
6, 895 lb
The completed table should now appear as shown at Figure 4-7.
Chapter 4 Page 11
Weight Lb.
Basic Aeroplane
+ 122.5
Pilots Seat
+ 95.0
Co-Pilots Seat
+ 95.0
Seat No.3
+ 137.0
Seat No.4
+ 137.0
+ 195.0
Seat No.6
+ 195.0
Seat No.7
+ 229.0
Seat No.5
Seat No.8
+ 242.0
+ 19.0
+ 255.0
Fwd Baggage
Rear Baggage
Chapter 4 Page 12
Arm Inches
0
7
+ 145.0
+ 192.0
+ 145.0
+ 192.0
+ 126.8
Outboard Fuel
+ 148.0
Tot Moment
Other
Total Weight
885,363 inch-pounds
-------------------------------------------------- = +128.4in
6, 895lb
Take the planned take-off weight and the calculated CG and go to Figure 4-2. You can now see
that the CG lies within the envelope on take-off. This is shown at Figure 4-8.
You should of course appreciate that, although the C of A maximum take-off weight has not been
exceeded, the actual take-off weight may in fact be limited by aircraft performance considerations
(such as the runway length available, obstacles in the take-off flight path and so on); by the
requirement to clear obstacles en-route to the destination of any nominated alternate aerodrome;
or by the landing weight (with aircraft where the maximum landing weight is lower than the
maximum take-off weight).
Chapter 4 Page 13
Chapter 4 Page 14
EXAMPLE
The aircraft in Example 4-1 is planned to burn 650 litres of fuel en-route. The outboard tanks will
be used initially until they contain only 20 litres each, the inboard tanks will then be used for the
remainder of the flight. Determine the landing weight and position of the CG on touchdown.
SOLUTION
The question doesn't indicate that we've lost any passengers en-route, and therefore the only
change is going to be the weight of fuel, and the change in the position of the CG which has
resulted from the reduction in fuel load. Fuel remaining 150 litres.
20 litres in each of the outboard tanks weigh 31.75 lb. per tank, total 64 lb. (to the nearest lb.)
55 litres in each of the inboard tanks weigh 87.32 lb. per tank, total 175 lb. (to the nearest lb.)
The amended table should now appear as at Figure 4-9. With this aircraft the maximum landing
weight is the same as the maximum take-off weight and so there is no problem (but the landing
distance required will need checking). The new CG falls well within the envelope as shown at
Figure 4-10.
Chapter 4 Page 15
Weight Lb.
Basic Aeroplane
+ 122.5
Pilots Seat
+ 95.0
Co-Pilots Seat
+ 95.0
Seat No.3
+ 137.0
Seat No.4
+ 137.0
Seat No.5
+ 195.0
Seat No.6
+ 195.0
Seat No.7
+ 229.0
Seat No.8
+ 242.0
Fwd Baggage
+ 19.0
+ 255.0
Rear Baggage
Chapter 4 Page 16
Arm Inches
+ 145.0
+ 192.0
+ 145.0
+ 192.0
Inboard Fuel
Outboard Fuel
+ 126.8
+ 148.0
Total Moment
Other
Total Weight
Chapter 4 Page 17
Chapter 4 Page 18
Chapter 4 Page 19
EXAMPLE
Determine the position of the CG of an aircraft at take-off, given the following information:
Maximum weight for take-off and landing 8000 lb. CG envelope from 1 inch to 4 inches
forward of the datum at all weights.
Aeroplane Details for Example 4-3.
FIGURE 4-11
Chapter 4 Page 20
Item
Weight or Volume
Arm
Basic Aircraft
6000 lb.
Crew
350 lb.
Passengers
330 lb.
Fuel
Engine Oil
FIGURE 4-12
150 Imperial gallons of fuel (150 x 10 x 0.72) weigh 1080 lb. 8 Imperial gallons of oil (8 x 10
x 0.875) weigh 70 lb.
Chapter 4 Page 21
FIGURE 4-13
Item
Weight Lb.
Arm Inches
Basic Aircraft
6000
-5
-30,000
Crew
350
-40
-14,000
Passengers
330
+36
+11,880
Fuel
1080
+11
+11,880
Oil
70
-6
7830
-420
-44,420
-20,660
Chapter 4 Page 22
+23,760
EXAMPLE
Given that the aircraft described in Example 4-3 flies for 3 hours and that the mean rate of fuel
consumption is 32 Imperial gallons per hour, determine the position of the CG on landing.
SOLUTION
Fuel used in flight (3 x 32 x 10 x 0.72) is 691 lb. (to the nearest lb.). Fuel remaining (1080 691) is 389 lb.
FIGURE 4-14
Item
Weight Lb.
Arm Inches
Moment Inch/lbs
Basic Aircraft
6000
-5
-30,000
Crew
350
-40
-14,000
Passengers
330
+36
+11,880
Fuel
389
+11
+4,279
Oil
70
-6
7139
-420
-44,420
-28,261
Chapter 4 Page 23
+16,159
Chapter 4 Page 24
EXAMPLE
The following details apply to a six-seat twin engined aircraft. Maximum take-off and landing
weight 6000 lb.
Maximum baggage weights:
Port and starboard wing lockers
Nose bay
350 lb.
340 lb.
Fuel capacities
Main tanks (x 2)
50 US gallons each
Auxiliary tanks (x 2)
30 US gallons each
80 x 2 = 160 US gallons
Chapter 4 Page 25
0.72
Basic aircraft:
Weight 3900 lb., CG is 143 inches aft of datum.
Relevant arms, given in inches aft of the datum:
Nose bay baggage area
77
Pilot/Co-pilot
137
Row 1 passengers
175
Row 2 passengers
204
242
150
162
Loading:
Chapter 4 Page 26
Two pilots
340 lb
320 lb
80 lb
50 lb
310 lb
100 US gallons
60 US gallons
FIGURE 4-15
Determine whether or not the CG will lie within the envelope at take-off, with the aircraft
loaded as described.
Chapter 4 Page 27
FIGURE 4-16
Item
Weight Lb.
Arm Inches
Basic Aircraft
3900
+143
+557,700
Crew
340
+137
+46,580
Row 1 Passengers
320
+175
+56,000
Row 2 Passengers
80
+204
+16,320
50
+77
+3850
310
+242
+75,020
Main Tanks
600
+150
+90,000
Aux Tanks
360
+162
+58,320
5960
Chapter 4 Page 28
+903,790
FIGURE 4-17
The aircraft cannot fly whilst loaded in this manner and quantity of baggage will have to be
moved from the aft baggage area to the nose bay baggage area in order to move the CG to within
safe limits.
Chapter 4 Page 29
EXAMPLE
Determine the minimum amount of baggage that must be moved from the aft baggage area
to the nose bay baggage area, in order to move the CG calculated in Example 4-5 to the aft
safe limit. The baggage to be moved comprises individual packages each weighing 10 lb.
SOLUTION
The maximum aft safe CG position is 149", see Figure 4-17.
The movement of baggage will not change the total weight of the aircraft but it will alter
the total moments. The required total moments, that is the moments which will result from
a CG at 149" and a total (unchanged) weight of 5960 lb., will be 888,040 in. lb.
The change of moment caused by moving 1 lb. of baggage from the aft baggage area (at an
arm of +242") to the nose bay baggage area (at an arm of +77") is -165 in. lb.
The change of moment is minus since load is being moved forward.
The total change of moment required is determined by subtracting the total moments for a
CG at +149" from the total moments for a CG at +151.6" from Example 4-5.
The total change of moment required (903,790 - 888,040) is therefore 15,750 in/lb.
The amount of baggage which must be moved from the aft baggage area to the nose bay
baggage area (15,750 165) is therefore 95.45 lb.
The baggage can only be moved in 10 lb. increments and therefore it is necessary to move
100 lb. The revised baggage distribution is therefore as shown in the table which follows.
Chapter 4 Page 30
Weight Lb.
Arm Inches
Basic Aircraft
3900
+143
+557,700
Crew
340
+137
+46,580
Row 1 Passengers
320
+175
+56,000
Row 2 Passengers
80
+204
+16,320
150
+77
+11,550
210
+242
+50,820
Main Tanks
600
+150
+90,000
Aux Tanks
360
+162
+58,320
5960
+887,290
887, 290
Position CG = --------------------- = +148.9 in (aft of datum)
5960
Plotting CG against weight gives us a point inside of the envelope, see Figure 4-19.
Chapter 4 Page 31
Chapter 4 Page 32
EXAMPLE
The mean fuel consumption for the flight is 180 lb. per hour, and the flight time is 4.5 hours.
Given that the aircraft is loaded as described in Example 4-5, and that the fuel which remains on
touchdown is all contained in the main tanks, check that the CG lies within the envelope on
landing.
SOLUTION
Chapter 4 Page 33
Fuel on take-off
960 lb.
810 lb.
Fuel on touchdown
150 lb.
Weight Lb.
Arm Inches
Moment Inch/lbs
Basic Aircraft
+557,700
Crew
+46,580
Row 1 Passengers
+56,000
Row 2 Passengers
+16,320
+11,550
+50,820
Main Tanks
150
+150
+22,500
Aux Tanks
5960
+761,470
-810
5150
761, 470
Position CG = --------------------- = 147.9 in (aft of datum)
5150
Chapter 4 Page 34
FIGURE 4-21
The conventional graph used to present the CG envelope, which we have used so far, employs a
vertical total aircraft weight axis and a horizontal distance from datum axis. An alternative
presentation is shown at Figure 4-22.
Chapter 4 Page 35
FIGURE 4-22
Chapter 4 Page 36
Transverse Loading
6.
So far all of the calculations concerning the position of the CG of an aircraft have considered
the position along the fore and aft axis. It is important that an aircraft be loaded such that it is
reasonably balanced about the centreline. The most common reason for an aircraft to be unbalanced
about the centreline is that the wing fuel is unevenly loaded. Wing tanks, especially outboard tanks
and possibly wingtip tanks, have a considerable arm from the centreline. Aircraft operating and/or
loading manuals will frequently contain limits as to the amount of permissible imbalance in respect
of lateral fuel distribution.
7.
Should it be necessary to determine the position of the CG relative to the centreline,
appreciate that, by convention, arms to the left (port) of the centreline are positive and arms to the
right (starboard) of the centreline are negative.
Chapter 4 Page 37
EXAMPLE
An aircraft is loaded such that the weight is evenly distributed about the centreline, with
the exception of the fuel, which is loaded such that there is 400 lb. of fuel in the left wing
and 500 lb. of fuel in the right wing. The lateral arm for the wing fuel tanks is 127". If
the loaded weight of the aeroplane is 9000 lbs, determine the lateral position of the CG.
SOLUTION
Total moments
Lateral CG
Chapter 4 Page 38
50,800 - 63,500
-12,700
-----------------9000
-1.41"
Chapter 4 Page 39
8000 lbs
forward of datum
SG of fuel 0.72
SG of oil 0.90
(a)
(b)
If the fuel consumption is 40 Imp. gals/hr and the oil consumption is 2 Imp. gals/hr,
calculate the arm of the C of G after three hours.
60,000 lbs
Chapter 4 Page 40
on the datum
SG of fuel 0.72
SG of oil 0.90
(a)
(b)
If the fuel consumption is 204 Imp. gals/hr and the oil consumption is 4 pints/hr, what
is the arm of the C of G after 4 hours?
Chapter 4 Page 41
8500 lbs
C of G limits 18 to 29"
aft of datum
Oil 15 US gals
SG of fuel 0.72
SG of oil 0.90
Fuel consumption
50 US gals/hr
Oil consumption
2 US gals/hr
(a)
(b)
Weight
Arm
Moment
APS
6000 lbs
-5"
-30,000 ins/lbs
Fuel
1080 lbs
+11"
+11,880 ins/lbs
Oil
72 lbs
-6"
-432 ins/lbs
Crew
340 lbs
-40"
-13,600 ins/lbs
PAX
340 lbs
+36"
+12,240 ins/lbs
Totals
7832 lbs
19912
C of G arm ------------------ = 2.542
7832
Chapter 4 Page 42
-19,912 ins/lbs
Fuel used
Oil used
Weight change
- 918 lbs
Moment change
Revised weight
Revised moment
29092
C of G arm ------------------ = 4.208 (out of limits)
6914
Chapter 4 Page 43
Arm
Moment
26,000 lbs
+1 ft
+26,000 ft/lbs
Crew
300 lbs
-5 ft
- 1500 ft/lbs
Hold A
10,400 lbs
+ 6ft
+ 62,400 ft/lbs
Hold B
800 lbs
- 1ft
- 800 ft/lbs
Fuel
14,400 lbs
Oil
225 lbs
- 1ft
-225 ft/lbs
Totals
52,125 lbs
+85, 875
C of G arm --------------------- = +1.647 ft
52, 125
Chapter 4 Page 44
Weight
4 hrs fuel
4 hrs oil
2 gals = 18 lbs
Change of weight
- 5893.2 lbs
Revised AUW
46,231.8 lbs
Moment change
fuel = 0
oil = -18 x = 85,893 ft/lbs
Revised moment
85, 893
C of G arm ---------------------- = 1.8579 ft
46, 231.8
Chapter 4 Page 45
Arm
Moment
5000 lbs
+30"
+150,000 ins/lbs
Crew
340 lbs
- 30"
-10,200 ins/lbs
Fuel
1200 lbs
-10"
-12,000 ins/lbs
Oil
112.5 lbs
+8"
+900 ins/lbs
PAX
340 lbs
+40"
+13,600 ins/lbs
Totals
6992.5 lbs
+142.300
C of G arm ---------------------- = +20.35
6992.5
Chapter 4 Page 46
Weight
+ 142,300 ins/lbs
3 hrs fuel
3 hrs oil
Revised AUW
Moment change
Revised moment
+150,940
C of G arm ---------------------- = +24.96
6047.5
Chapter 4 Page 47
= -360
ins/lbs
+8640 ins/lbs
1.
When a detailed description of the weight and arms of an aeroplane and all of its contents is
available, the method used to determine the position of the laden aircraft CG is to complete a trim
sheet. Having done this, if the CG is outside of the approved envelope it is necessary to redistribute
the load in order to move the CG to within limits, if possible. If this is not possible then some of the
load will need to be removed from the aircraft altogether in order to put the CG within the envelope.
2.
Frequently, once the trim sheet is complete, additional payload is added (last minute changes)
and it is essential that the new CG is calculated in order to ensure that it is still within limits.
4.
In the formula above the Load moment is the product of the weight and arm of the load
which is added or removed from the aircraft. The symbol will therefore appear as a + if a load is
added or a if a load is removed.
Chapter 5 Page 1
EXAMPLE 5-1
EXAMPLE
Given an aeroplane all up weight of 120,000 lb. and CG arm 4 ft aft of the reference datum.
Determine how much load must be removed from a cargo hold 33 ft aft of the datum in order to
move the CG 1ft forward from its original position.
Chapter 5 Page 2
New CG arm
+4 ft 1 ft.
+3 ft.
New weight
120,000 W lb.
Load moment
480,000 33W
33W 3W
480,000 360,000
30W
120,000
4000 lb.
In order to position the CG 3ft aft of the datum it is therefore necessary to remove 4000 lb.
of load.
Chapter 5 Page 3
EXAMPLE
Given an all up weight of 80,000 kg and a CG 16 metres aft of the datum which is the nose of
the aircraft, determine the change in the position of the CG, if 5,000 kg of freight is now
loaded in a hold 23 metres aft of the datum.
SOLUTION
Let D
(80,000 + 5,000) x D
85,000 x D
1,280,000 + 115,000
+16.412 m.
Change to CG Arm
Change
(+16.412 (+16))
+0.412 m.
1, 395, 000
--------------------------85, 000
The CG has therefore moved 0.412 metres aft of its original position.
Chapter 5 Page 4
EXAMPLE
Given an all up weight of 65,000 lb. and a CG 18.5ft aft of the datum, which is the nose of the
aircraft. Determine the change in the position of the CG if 3,200 lb. of freight is removed from a
hold 14 ft aft of the datum.
SOLUTION
New Total Moments
(65,000 3200) x D
61,800 x D
1,202,500 44,800
+18.733 ft
Change to CG Arm
Change
(+18.733 (+18.5))
+0.233 ft
1, 157, 700
--------------------------- ft
61, 800
The CG has therefore moved 0.233 metres aft of its original position.
Chapter 5 Page 5
EXAMPLE 5-4
EXAMPLE
Given: Aircraft weight 150,000 kgs, if 5000 kgs of freight is added to a hold 10 m ahead of the
present CG, determine the change to the CG
SOLUTION
5000 10
--------------------------- = 0.323m . New CG is 0.323 m ahead of old CG.
155000
Chapter 5 Page 6
EXAMPLE
Given: Aircraft weight 30,000 lbs, if 2000 lbs of fuel is used from a fuel tank
positioned 5 ft forward of the present CG, determine the change to the CG.
SOLUTION
2000 5
--------------------------- = +0.357 ft The new CG is 0.357 ft aft of the old CG.
+28000
Repositioning a Load
7.
As already discussed, the CG position is influenced by the relocation of the load. When
dealing with this type of problem it is convenient to use the following formula:
Wt of load to be moved
Change to CG arm
-------------------------------------------------------- = -------------------------------------------------Total weight
Distance load moved
or
w
cc
----- = ----W
d
8.
The signs to be used in this formula for cc and d are + for a rearward movement of the load
and for a forward movement of the load.
Chapter 5 Page 7
Chapter 5 Page 8
EXAMPLE
Given an All Up Weight of 60,000 kg and a CG 22 metres aft of the datum, which is the
nose of the aircraft. Determine the change in the position of the CG if 3,000 kg of load is
moved from a hold 14 metres aft of the datum to a hold 29 metres aft of the datum.
SOLUTION
The load (3,000 lb.) is to be moved aft by 15 metres as illustrated below.
Chapter 5 Page 9
w
----W
cc
----d
3000
-----------------60, 000
cc
--------+15
3000x + 15
--------------------------60, 000
= cc
cc
(600,000 x D)
60,000 D
60,000 D
= 1,365,000
= 22.75 m.
Change to CG Arm
Chapter 5 Page 10
EXAMPLE
Given an All Up Weight of 25,000 kg and a CG 9 metres aft of the datum. Determine the
change in the position of the CG if 1,000 kg of load is moved from a hold 12 metres aft of
the datum to another 5 metres aft of the datum.
SOLUTION
The load (1,000 kg) is to be moved forward by 7 metres as illustrated here.
Chapter 5 Page 11
w
----W
cc
----d
1000
-----------------25, 000
cc
------7
1000x 7
-----------------------25, 000
cc
= cc
= 0.28 metres or
28cm (forward movement)
Chapter 5 Page 12
(25,000 x D)
25,000 D
25,000 D
= 218,000
= 8.72 m.
Change
EXAMPLE
Given an All Up Weight of 145,000 lb. And a CG 21 ins. forward of the datum. Determine
how much freight must be moved from a hold 96 ins. forward of the datum to a hold 84 ins.
aft of the datum in order to move the CG 1.5 ins. aft of its original position.
SOLUTION
Chapter 5 Page 13
w
----W
cc
----d
w
--------------------145, 000
+1.5
-----------+180
+1.5 x 145,000
-----------------------------------+180
= 1208 lb
EXAMPLE
Given an All Up Weight of 120,000 lb and a CG 4 ft aft of the reference datum.
Determine how much load must be moved from a hold 35 ft aft of the datum to a hold
25 ft forward of the datum in order to move the CG to a point 3 ft aft of the datum.
SOLUTION
Chapter 5 Page 14
w
----W
w
--------------------120, 000
= 2000 lb
cc
----d
1
--------60
1 x 120,000
------------------------------ 60
Calculate:
How much freight must be added to hold arm 5 ft. aft of datum to move the C of G
to 1 ft. forward of datum?
Question 2
Chapter 5 Page 15
Given
Calculate:
The change to C of G arm if 4,000 kgs of freight is removed from hold 25m aft of
datum.
Calculate:
The change to C of G arm if 10,000 kgs of fuel is used from tank arm 1m forward
of datum.
Question 4
Given
Calculate:
How much freight must be removed from hold 4 ft aft of datum to move C of G 6
inches forward?
Question 5
Chapter 5 Page 16
Given
Calculate:
Change to C of G arm if 1,000 kgs of freight is moved from hold 50m aft of datum
to hold 30m aft of datum.
Question 7
Given
Calculate:
How much freight must be removed from hold 5 ft aft of datum to move C of G 6
inches forward?
Chapter 5 Page 17
Answer 3
Let d = New C of G Arm
(50,000 x d) = [60,000 x (+6)] - [10,000 x (-1)]
50,000 d = 360,000 + 10,000
d = 370,000 50,000 = +7.4m
Change to C of G Arm = 7.4 - 6 = +1.4m
Chapter 5 Page 18
Answer 5
Let d = New C of G Arm
(50,000 d) = [50,000 x (+25)] - [1,000 x (+50)] + [1,000 x
(+30)]
50,000 d = 1,250,000 - 50,000 + 30,000
d = 1,230,000 50,000 = +24.6m
Change to C of G Arm = +24.6 - 25.0 = -0.4m = 0.4m Forward
Chapter 5 Page 19
Answer 7
Let w = Freight to be removed
(30,000 - w) x 2.5 = [30,000 x (+3)] - (w x5)
75,000 - 2.5w = 90,000 - 5w
5w - 2.5w = 90,000 - 75,000
2.5 w = 15,000
w = 6,000 lbs
Chapter 5 Page 20
Chapter 5 Page 21
1.
On large transport aircraft the position of the CG is often expressed in relation to the
aircrafts Mean Aerodynamic Chord (MAC). The MAC is precisely what the name implies. If you
take the plan view of a swept and tapered wing and draw a number of chord lines across the wing,
each chord will necessarily be of a different length (longer at the wing root and shorter at the wing
tip) and a different distance from the nose of the aircraft (the shorter distance at the wing root and
the furthest distance at the wing tip). If you now take the mathematical mean of all these chord lines
you have the MAC, expressed as a single length starting at a stated distance from the reference datum
of the aircraft. For example an aircrafts MAC might be expressed as 205 inches in length extending
from 790 to 995 inches aft of the reference, as shown at Figure 6-1.
Chapter 6 Page 1
2.
The following examples illustrate how to convert the position of a CG which is given as a
percentage of the MAC into a position which is relative to the reference datum, and the reverse.
Chapter 6 Page 2
EXAMPLE
The MAC limits of an aircraft are 802.7 inches to 1020.5 inches aft of datum. The CG is 31% of
the MAC. Determine the position of the CG relative to the datum.
SOLUTION
See Figure 6-2.
MAC (1020.5 802.7) = 217.8 inches.
217.8
31% MAC = ------------- 31 = 67.5 inches
100
CG Position = 802.7 + 67.5 = 870.2 inches aft of datum.
Chapter 6 Page 3
Chapter 6 Page 4
EXAMPLE
The CG of a loaded aircraft is given as 503.6 inches aft of the datum. The MAC for this aircraft
extends from 482.2 inches to 536.7 inches aft of the datum. Express the position of the CG as a
percentage of the MAC.
SOLUTION
See Figure 6-3.
MAC (536.7 482.2) = 54.5 inches
CG Position= 503.6 482.2 = 21.4 inches aft
(Relative to forward MAC Limit)
21.4
CG as % MAC = ---------- 100 = 39.3 %
54.5
Chapter 6 Page 5
Chapter 6 Page 6
Structural Limitations
Securing Aircraft Loads
Weight Limits
Structural Limitations
Structural Limitations
1.
In addition to the weight and C of G limitations already described it is necessary to impose
further restrictions to ensure that the aeroplane floor is not overloaded or that the aeroplane
structure is not over-stressed. These limitations are divided into overall limitations and floor loading
limitations.
Overall Limitations.
An aeroplane is constructed about its main spar because it is this that must
support it in flight. Most large aeroplanes have a double main spar. The forward spar supporting
the weight in front of it whilst the rear spar supports the weight aft of it. Hence it may be considered
to be two cantilever beams, as shown in Figure 7-1. If the weight of the aeroplane is unevenly
distributed about the double spar the fuselage will bend about the spar bending greatest toward the
heavier weight. Although the bending caused by unevenly distributed loading will not be
immediately apparent the forces do exist and if the unequal division of the load is overmuch are a
serious potential source of damage to the aeroplane.
Chapter 7 Page 1
Structural Limitations
FIGURE 7-1
The Effect of
Uneven Load
Distribution
2.
The fact that the C of G is within limits does not necessarily mean that the loaded aeroplane
is within the bending limitations. Nor does the fact that the load is within the individual
compartment load limitations ensure that it is loaded within the bending limits.
3.
There are Tables and Graphs provided by the manufacturer to check the compliance of the
loaded aeroplane with the requirements.
The strength of the aeroplane floor varies throughout its length and
width according to the construction and location of the individual panels and their supporting
beams. There are two limitations imposed on floor panels to protect them and the aircraft from
damage. They are the linear and area load maxima.
Linear Limitations. This is the maximum weight per unit length of the floor. The width of the
load does not affect this limitation. The limitation may be expressed in lbs/linear ft or kgs/linear
metre. This restriction therefore requires that due consideration be given to the way in which the
items loaded are orientated. The linear load limitation is often referred to as the Running Load.
Chapter 7 Page 2
Structural Limitations
FIGURE 7-2
Linear Loading
Chapter 7 Page 3
Box A
Box B
Structural Limitations
Area Limitations. To provide protection for individual floor panels an area limitation is imposed
and is expressed in kg/sq.m. or lbs./sq. ft. Items which have a large surface area impose a low area
floor load. However, those having a small area of contact with the floor have a high area floor load
e.g. the wheels of a vehicle. Often Load Spreaders are used with this type load, this is some type of
material, usually wood, which has a larger contact area with the floor and is placed by the items
contact points and the floor. Thus the weight of the item is distributed over a larger area reducing
the area floor load. Again orientation of the load is all important. In the following example
Figure 7-3 is loaded in five different ways producing three different floor loads.
Chapter 7 Page 4
Structural Limitations
FIGURE 7-3
Area Loading
Chapter 7 Page 5
Structural Limitations
4.
All five boxes are the same size and weight 600 kgs. But each has a different effect on the
floor. In the example the area floor loading limitation is 100 kgs/sq.m. and linear load limitation is
200 kgs/linear m.
5.
To find the area load divide the weight by the floor area.
6.
To calculate the linear load divide the weight by the longitudinal length.
Weight Limits
9.
Chapter 7 Page 6
The weight of any particular load may be restricted by one of three limitations:
Structural Limitations
(a)
The total weight of the aeroplane including its load must not exceed the maximum
permitted take-off weight.
(b)
The load must not exceed the maximum permissible floor loading, measured in kg/m2
or lb/ft2, for each individual cargo or baggage compartment.
(c)
The load must not exceed the capacity of the load restraint.
Floor Loading
10.
It is important to minimise the floor loading. If the load has a flat base, which is all in contact
with the aircraft floor, then the weight of the load is distributed over the whole base area. However,
if by virtue of its shape, the weight of the load is imposed on the floor through a small area in contact
with the floor then it may exceed the maximum floor load. To distribute the load over a greater floor
area and thus reduce the floor load a mechanical device known as a load spreader may be inserted
between the load and the aircraft floor. See Chapter 2.
Load Factor
11.
The load factor is the ratio of an externally applied force to a load with a given weight:
ForceLoad Factor = Applied
----------------------------------Weight
Chapter 7 Page 7
Structural Limitations
12.
The load factor is described using multiples of the gravitational force (g) acting on the load.
The load factor is therefore +1g under normal gravity conditions. The plus sign indicates that the
load is acting vertically downwards. In a 60 bank turn the aircraft, and its contents, are subject to a
load factor of +2g. In a bunt manoeuvre the aircraft and its contents are subject to negative g (a
negative load factor), which will tend to lift unsecured items off the floor. Similarly, rapid
accelerations will tend to move loads backwards and rapid decelerations will tend to move the loads
forwards, under the effects of inertia.
Load Restraint
13.
In order to ensure that the load does not move during any phase of flight it must be
adequately secured in all directions using the most suitable equipment in a planned tie-down scheme.
Failure to prevent movement of the load could hazard the safety of the aeroplane by virtue of the
momentum or inertia of the load.
14.
The restraint factor for fixed wing aircraft is expressed in multiples of the force of gravity.
This determines the strength of the lashing and tie-down equipment required to secure the load. The
current restraint load factors are:
Chapter 7 Page 8
Forwards
3g
Rearwards
1.5g
Lateral
1.5g
Vertical
2g
Structural Limitations
15.
On flights where passengers and cargo are required to share the same compartment, the
restraint load factors are increased to coincide with the load factors for passenger seats. These load
factors are listed shortly.
Restraint Equipment
16.
On a cargo aeroplane there are many different types of equipment that may be used
individually or together to secure a load. Most require attachment to aircraft floor points, which,
although they are strong points, have a maximum strength, which must not be exceeded. They
include:
Lashing Chains. These should be applied symmetrically between 30 and 45 both with the
aircraft floor and the longitudinal axis.
Tensioners.
These are mechanical devices used to take any slack out of the tie-down scheme and
tighten the lashing equipment.
Cargo Nets.
These are strong webs of nylon or similar material which may be used to secure a
number of small items together as one load by covering them all and securing the net at specific
points to the aircraft floor.
Side Guidance.
This is a means of protecting the aircraft structure from damage when loading
and unloading the cargo bay.
Grab Hooks.
Chapter 7 Page 9
Structural Limitations
Passenger Seats
17.
Aircraft seats are specifically designed to fit into secure floor points. Aircraft seats are
equipped with seat belts. The floor securing system together with the seat belt are intended to enable
the occupant to escape serious injury in the event that the seat and occupant are exposed to the
following load factors:
Upward
3.0g
Forwards
9.0g
Sideways
4.0g
Downward
6.0g
Rearward
1.5g
18.
In the event of an emergency landing, the deformation of seats and other items of cabin
equipment should not be such that they would impede rapid evacuation from the aircraft cabin. Any
items of significant size or weight within the passenger compartment, galleys or flight deck must be
restrained to prevent their movement during an emergency landing. [JAR-25 561 (b) (3)].
Load Shift
19.
If the load is not correctly secured using an approved tie-down scheme, it may move and
cause a hazard to the aeroplane. Load shift is likely to occur:
During Take-Off.
At VR the aircraft attitude will cause any loose load to move aft causing the
aircraft to pitch up even further, making the aircraft unstable and possibly causing it to stall.
Chapter 7 Page 10
Structural Limitations
Nose-Down Pitching. On pitching nose down any loose cargo will move forward, causing the
aircraft to pitch further nose down. With a severe load shift it may be impossible to return the
aircraft to level flight. A forward load shift which occurs during the landing may make it difficult or
impossible to round out.
Deceleration. A rapid deceleration (notably during the landing roll) of the aircraft will cause an
unsecured load to move forward due to inertia.
Load Spreaders. A load spreader is material, usually thick wood, placed between the aircraft floor
and heavy load items which exceed the floor load intensity limitation and/or have hard or sharp
contact areas. Its purpose is to extend the load intensity over a larger floor area than the base of the
item and at the same time protect the aircraft floor from damage. The effectiveness of a load
spreader is established by its thickness, not its overall size. To utilise its full potential its area must be
large enough to contain a 45 angle from the base of the load item to the aircraft floor.
Chapter 7 Page 11
Structural Limitations
FIGURE 7-4
Dunnage. Material, usually thick wood, utilised to protect the aircraft floor, including ramps, and
provide a continuous pathway over which wheeled vehicles may transit when being positioned in the
fuselage prior to lashing down without exceeding the maximum area limit at any point.
Chapter 7 Page 12
1.
A load and trim sheet may be produced either manually or by computer. It is most important
that it is thoroughly checked by the aircraft commander and signed by him (or her) as accepting the
load and its distribution within the aircraft. A trim slide rule, discussed later in this chapter, may be
used for this purpose.
2.
A load and trim sheet is a record of the weight of an aircraft and the distribution of its
contents. It must be drawn up by a person qualified in the loading and security of load for flight.
The load sheet must be signed in duplicate before flight by the person supervising the loading and
passed to the aircraft commander. If the aircraft commander is satisfied that the load carried is of
such weight and is so distributed and secured that the flight can be safely conducted then he is to sign
the load sheet as accepting the load. [JAR-OPS 1.625 (a)].
3.
If the payload weight and distribution is unchanged from the previous flight and the aircraft
is refuelled with the same weight and distribution of fuel as on the previous flight the load sheet for
the previous flight may be used. The aircraft commander must endorse the load sheet of the previous
flight with signature, date and place of departure of the next intended flight and intended
destination.
4.
If it is necessary for an aircraft to stop en-route in order to refuel it is likely that the payload
weight and distribution will be unchanged, however the fuel load may differ from the previous sector.
In this case an abbreviated load and trim sheet, known as a Nil Change of Payload Form may be
completed.
Chapter 8 Page 1
Chapter 8 Page 2
Chapter 8 Page 3
Chapter 8 Page 4
(a)
(b)
Look up the APS weight and index in the loading manual, which is carried on board
the aircraft, and insert the figures in Boxes 9, 10, 11, 12 and 13 as appropriate. The
index is the position of the CG relative to the datum of the aircraft in the APS state
(the empty aircraft plus the weight of crew, crew baggage, safety equipment and
catering etc). We have assumed that there are no adjustments to the APS weight or
index, as would result, for example, from the carriage of additional catering or the
removal of seats in order to accommodate a stretcher bound passenger and associated
medical equipment.
(c)
Insert the take-off fuel (total fuel less taxi fuel) in box 14 and determine the wet
operating weight (Box 15).
(d)
Enter the maximum zero fuel weight in box 16, add to it the take-off fuel (Box 17)
and determine the ZFW limiting take-off weight (Box 18). Next determine the
maximum performance limited take-off weight and enter it at box 19. Similarly enter
the performance or C of A limited maximum landing weight at Box 20, add to it the
trip fuel (Box 21) to achieve the landing weight limited take-off weight (Box 22).
Chapter 8 Page 5
(e)
Determine which of the three take-off weights (ZFW, take-off or landing, Boxes 18, 19
and 22) is the most limiting, in this case it is the take-off itself which is limiting.
Subtract from this weight the wet operating weight (Box 23) to determine the allowed
traffic load (Box 24).
(f)
(g)
Establish from the agent the passenger breakdown (in this case 69 adult males at
165 lb., 73 adult females at 143 lb., 25 children at 86 lb., and complete Boxes 26 and
27. In this example the total passenger weight is 23,974 lb., so insert this weight in
Box 28. Insert at Box 29 the baggage weight (167 x 7lb) giving 1169 lb.
(h)
Establish from the agent the number of pieces of hold baggage (167) and determine
the weight (167 x 29 lb.) 4843 lb. Complete Boxes 30 and 31. Add the weights in
Boxes 28, 29 and 31 to determine the total traffic load, which is inserted in Boxes 32
and 33.
(i)
Subtract the total traffic load (Box 33) from the allowed traffic load (Box 25) to get
the underload before last minute changes (LMCs). The underload is entered in Box
34.
(j)
Enter the dry operating weight in Box 35 and add the total traffic load to the dry
operating weight to obtain the zero fuel weight (Box 36). Add the take-off fuel
(Box 37) to the zero fuel weight to obtain the take-off weight (Box 38).
(k)
Add the take-off weight (Box 38) to the underload before LMC (Box 34) and confirm
that the sum of the two is equal to the maximum allowed take-off weight (in this case
Box 19). If it isn't you must find your error before proceeding.
Chapter 8 Page 6
(l)
Subtract from the take-off weight (Box 38) the trip fuel (Box 39) to achieve the
landing weight (Box 40). We have now completed the load form and can start on the
trim form.
(m)
Establish from the loaders or the agent (and confirm by visual inspection) the
distribution of the hold baggage. In this example we have 100 bags in hold 4 (aft) and
67 bags in hold 3 (mid aft). Armed with this information complete Boxes 41 and 42
ensuring that the maximum hold weights are not exceeded.
(n)
With less than a full complement of passengers we would need to establish where the
passengers are sitting, however in this example we have a full load so complete Boxes
43 to 46.
(o)
We know how the fuel load is distributed (there is no trim fuel in this example) and so
we can complete Boxes 47 and 48. With this aeroplane the limiting trim is that
associated with the ZFW rather than the fuel laden aircraft and consequently it is the
position of the ZFW CG within the trim envelope which is important. The trim
envelope (A) looks complex but it isn't. It is the white portion of the envelope within
the two shaded (ferry) portions, which is the area within which the ZFW CG must
fall. Ignore the "MZFW - Limited Wing Fuel" hatched line, it is relevant to an
alternative fuel loading regime, which is used for ferry, and training flights.
Start at B with the APS index and drop the line going left or right in the direction of
the arrows for distances dictated by the diagonal lines and the actual passenger/
baggage distribution. Having made the correction for the 24 passengers in bay D take
the drop line vertically downwards ignoring for the moment the fuel load. Mark the
point on this vertical line which coincides with the actual zero fuel weight and check
that this point lies within the envelope. Fortunately it does, it is towards the forward
end of the envelope, at 5.25% of the MAC.
(q)
Return to the drop line and correct for the 18,500 lb. of fuel in the wings and the
16,500 lb. of fuel in the centre tank at take-off. Mark the point on the resultant drop
line which coincides with the actual take-off weight and read the TOW CG position as
a % MAC, in this case 8.9%. The TOW % MAC goes in box 49. It is this value
which is used to set the trim on the variable incidence tail plane for take-off.
Assuming that you've done your sums right and that the load is distributed as shown,
this should mean that the stick force required to rotate the aircraft at VR will be light
but positive.
Chapter 8 Page 7
FIGURE 8-2
LOADSHEET
CHECKED
APPROVED
All Weights in lb
Chapter 8 Page 8
From / To
Flight
A/C REG
Version
Crew
Date/Time
ACE LGW
454
GRJER
167Y
2/5
2 Feb 95 1847
4843
1/-
25143
69/73/25/-
29886
86606
116592
Take-Off Fuel
35000
151592
Trip Fuel
26000
125592
Balance
2/-
3/1943
4/2900
TTL 167
MAX 122000
MAX 154760
MAX 139500
Last Minute Changes
MAXZFW
5.25
MAXTOW
8.9
3168
LMC TOTAL + -
12.
The slide rule consists of a main block body in which several sliders are contained. Each slide
represents a loading cargo bay or compartment, which is etched with incremental weight.
Chapter 8 Page 9
Chapter 8 Page 10
EXAMPLE
Given:
Maximum take-off weight
36,000 lb.
33,000 lb.
30,000 lb
22,000 lb
Crew weight
300 lb.
2,550 lb.
2,040 lb.
Aft cargo
445 lb.
Forward cargo
50 lb.
27,385 lb.
5,040 lb.
Take-off weight
32,425 lb
Index 5.0
SG 0.72
-2,160 lb.
Landing weight
30,265 lb.
SG 0.72
Determine whether or not it is safe to take-off and land with the aircraft loaded in this way.
Chapter 8 Page 11
Chapter 8 Page 12
Chapter 8 Page 13
Chapter 8 Page 14
Chapter 8 Page 15
EXAMPLE
Given:
Dry Operating Mass 35,000 kgs; Index 48;
Take-off Fuel 10,000 kgs;
Cargo Hold 1 2,000 kgs;
Cargo Hold 4 4,000 kgs;
Passengers 10a, 15b, 20c, 20d, 20e, 15f and 10g. All at standard mass 84 kgs;
Fuel Index 10;
Trip Fuel 8,000 kgs;
Taxi Fuel 200 kgs.
Determine the underload and the MAC for Zero Fuel Mass, Take-Off Mass and Landing Mass.
Chapter 8 Page 16
Chapter 8 Page 17
Chapter 8 Page 18
Chapter 8 Page 19
An operator shall use the following mass values to determine the dry operating mass:
(i)
(ii)
(iii)
2.
An operator must correct the dry operating mass to account for any additional baggage. The
position of this additional baggage must be accounted for when establishing the centre of gravity of
the aeroplane.
Chapter 9 Page 1
Chapter 9 Page 2
(a)
(b)
For the purpose of Figure 9-1, holiday charter means a charter flight solely intended as
an element of a holiday travel package.
FIGURE 9-1
Aircraft with 20 or
more Passenger
Seats
Chapter 9 Page 3
Passenger Seats
20 or More
30 or More
Male
Female
88kg
70kg
84kg
Holiday Charters
83kg
69kg
76kg
Children
35kg
35kg
35kg
All Adult
FIGURE 9-2
Mass Values for
Aircraft with 19 or
less Passenger
Seats
Passenger Seats
1-5
6-9
10 - 19
Male
104kg
96kg
92kg
Female
86kg
78kg
74kg
Children
35kg
35kg
35kg
6.
Where the total number of passenger seats available on an aeroplane is 19 or less, the
standard masses in Figure 9-2 are applicable.
7.
On flights where no hand baggage is carried in the cabin or where hand baggage is accounted
for separately, 6 kg may be deducted from the above male and female masses. Articles such as an
overcoat, an umbrella, a small handbag or purse, reading material or a small camera are not
considered as hand baggage for the purpose of this sub-paragraph.
8.
Chapter 9 Page 4
Where the total number of passenger seats available on the aeroplane is 20 or more
the standard mass value given in Figure 9-3 are applicable for each piece of checked
baggage. For aeroplanes with 19 passenger seats or less, the actual mass of checked
baggage, determined by weighing, must be used.
Domestic flight means a flight with origin and destination within the borders
of one State.
(ii)
Flights within the European region means flights, other than Domestic flights,
whose origin and destination are within the area specified in Appendix 1 to
JAR-OPS 1.620 (f); and
(iii)
Intercontinental flight, other than flights within the European region, means a
flight with origin and destination in different continents.
FIGURE 9-3
Aircraft with 20 or
more Seats
Chapter 9 Page 5
Domestic
11 kg
13 kg
Intercontinental
15 kg
All Other
13 kg
Chapter 9 Page 6
(iv)
If an operator wishes to use standard mass values other than those contained
in Figure 9-1 to Figure 9-3 above, he must advise the Authority of his reasons
and gain its approval in advance. He must also submit for approval a detailed
weighing survey plan and apply the statistical analysis method given in
Appendix 1 to JAR-OPS 1.620 (g). After verification and approval by the
Authority of the results of the weighing survey, the revised standard mass
values are only applicable to that operator. The revised standard mass values
can only be used in circumstances consistent with those under which the survey
was conducted. Where revised standard masses exceed those in Figure 9-1 to
Figure 9-3, then such higher values must be used. [See IEM-OPS 1.620 (g)].
(v)
(vi)
If standard mass values for checked baggage are used and a significant number
of passengers check in baggage that is expected to exceed the standard baggage
mass, an operator must determine the actual mass of such baggage by weighing
or by adding an adequate mass increment. [See IEM-OPS 1.620 (h) and (i)].
(vii)
E04500
N4000
E04500
N3500
E03700
N3000
E03700
N3000
W00600
N2700
W00900
N2700
W03000
N6700
W03000
N7200
W01000
N7200
E04500
Chapter 9 Page 7
Chapter 9 Page 8
Sample Size. The survey plan must cover the weighing of at least the greatest of:
(a)
(b)
For Aeroplanes:
(i)
Chapter 9 Page 9
With a passenger seating capacity of less than 40, a total number of 50 x (the
passenger seating capacity).
Passenger Masses
12.
Adults and Children. Adults are defined as persons of an age of 12 years and above. They
are further classified as male or female. No differentiation according to sex shall be made for
children, who are defined as persons of an age of two years but who have not yet reached their
twelfth birthday. Passenger masses must include the mass of the passengers belongings, which are
carried when entering the aeroplane.
13.
Infants. Infants are defined as persons who have not yet reached their second birthday.
When taking random samples of passenger masses, infants shall be weighed together with the
accompanying adult.
14.
Weighing Location. The location for the weighing of passengers shall be selected as close as
possible to the aeroplane, at a point where a change in the passenger mass by disposing of or by
acquiring more personal belongings is unlikely to occur before the passengers board the aeroplane.
15.
Weighing Machine. The weighing machine to be used for passenger weighing shall have a
capacity of at least 150 kg. The mass shall be displayed at minimum graduations of 500 g. The
weighing machine must be accurate to within 0.5% or 200 g whichever is the greater.
16.
Recording of Mass Values. For each flight the mass of the passengers, the corresponding
passenger category (i.e. male/female/children) and the flight number must be recorded.
Chapter 9 Page 10
Chapter 9 Page 11
(a)
To ensure that, in preference to the use of actual masses determined by weighing, the
use of revised standard mass values for passengers and checked baggage does not
adversely affect operational safety; a statistical analysis (see IEM-OPS 1.620 (g)) must
be carried out. Such an analysis will generate average mass values for passengers and
baggage as well as other data.
(b)
(c)
1 5 Inclusive
16 kg
6 9 Inclusive
8 kg
10 19 Inclusive
4 kg
18.
Alternatively, all adult revised standard (average) mass values may be applied on aeroplanes
with 30 or more passenger seats. Revised standard (average) checked baggage mass values are
applicable to aeroplanes with 20 or more passenger seats.
Chapter 9 Page 12
(d)
Operators have the option to submit a detailed survey plan to the Authority for
approval and subsequently a deviation form the revised standard mass value providing
this deviating value is determined by use of the procedure explained in the Appendix.
Such deviations must be reviewed at intervals not exceeding five years. [See AMC to
Appendix 1 to JAR-OPS 1.620 (g), sub-paragraph (c) (4)].
(e)
All adult revised standard mass values must be based on a male/female ratio of 80/20
in respect of all flights except holiday charters which are 50/50. If an operator wishes
to obtain approval for use of a different ratio on specific routes or flights then data
must be submitted to the Authority showing that the alternative male/female ratio is
conservative and covers at least 84% of the actual male/female ratios on a sample of
at least 100 representative flights.
(f)
The average mass values found are rounded to the nearest whole number in kg.
Checked baggage mass values are rounded to the nearest 0.5 kg figure, as appropriate.
10
Chapter 10 Page 1
New aeroplanes are normally weighed at the factory and are eligible to be placed into
operation without re-weighing if the mass and balance records have been adjusted for
alterations or modifications to the aeroplane. Aeroplanes transferred from one JAA
operator with an approved mass control programme to another JAA operator with an
approved programme need not be weighed prior to use by the receiving operator
unless more than four years have elapsed since the last weighing.
The individual mass and centre of gravity (CG) position of each aeroplane shall be reestablished periodically. The maximum interval between two weighings must be
defined by the operator and must meet the requirements of JAR-OPS 1.605 (b). In
addition, the mass and the CG of each aeroplane shall be re-established either by:
(i)
Weighing, or;
(ii)
whenever the cumulative changes to the dry operating mass exceed + 0.5% of the maximum landing
mass or the cumulative change in CG position exceeds 0.5% of the mean aerodynamic chord.
[Appendix to JAR-OPS 1.605 (a) (1)].
Chapter 10 Page 2
For a fleet or group of aeroplanes of the same model and configuration, an average
dry operating mass and CG position may be used as the fleet mass and CG position,
provided that the dry operating masses and CG positions of the individual aeroplanes
meet the tolerances specified below. Furthermore, the criteria specified in Use of
Fleet-Values and Number of Aeroplanes to be Weighed below are applicable.
Chapter 10 Page 3
(i)
If the dry operating mass of any aeroplane weighed, or the calculated dry
operating mass of any aeroplane of a fleet, varies by more than + 0.5% of the
maximum structural landing mass from the established dry operating fleet
mass or the CG position varies by more than + 0.5% of the mean aerodynamic
chord from the fleet CG, that aeroplane shall be omitted from that fleet.
Separate fleets may be established, each with differing fleet mean masses.
(ii)
In cases where the aeroplane mass is within the dry operating fleet mass
tolerance but its CG position falls outside the permitted fleet tolerance, the
aeroplane may still be operated under the applicable dry operating fleet mass
but with an individual CG position.
(iii)
(iv)
Aeroplanes for which no mean aerodynamic chord has been published must be
operated with their individual mass and CG position values or must be
subjected to a special study and approval.
Chapter 10 Page 4
(i)
(ii)
Aeroplanes which have not been weighed since the last fleet mass evaluation
can still be kept in a fleet operated with fleet values, provided that the
individual values are revised by computation and stay within the tolerances
defined in Tolerances above. If these individual values no longer fall within
the permitted tolerances, the operator must either determine new fleet values
fulfilling the conditions of Fleet-Mass and CG Position and Tolerances
above, or operate the aeroplanes not falling within the limits with their
individual values.
(iii)
To add an aeroplane to a fleet operated with fleet values, the operator with
fleet values, the operator must verify by weighing or computation that its
actual values fall within the tolerance specified in Tolerances above.
(iv)
To comply with Fleet Mass and CG Position above, the fleet values must be
updated at least at the end of each fleet mass evaluation. [Appendix to JAROPS 1.605 (a) (2)].
FIGURE 10-1
If n is the number of aeroplanes in the fleet using fleet values, the operator must at
least weigh, in the period between two fleet mass evaluations, a certain number of
aeroplanes defined in Figure 10-1:
Number of Aeroplanes in the Fleet
2 or 3
4 to 9
n+3
-----------2
10 or More
n + 51
--------------10
(b)
In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have not been
weighed for the longest time should be selected.
(c)
The interval between 2 fleet mass evaluations must not exceed 48 months.
Weighing Procedure
(a)
Chapter 10 Page 5
Normal precautions must be taken consistent with good practices such as:
(i)
(ii)
(iii)
(iv)
2.
Any equipment used for weighing must be properly calibrated, zeroed, and used in
accordance with the manufactures instructions. Each scale must be calibrated either by the
manufacturer, by a civil department of weights and measures or by an appropriately authorised
organisation within two years or within a time period defined by the manufacturer of the weighing
equipment, whichever is less. The equipment must enable the mass of the aeroplane to be established
accurately. [Appendix to JAR-OPS 1.605 (a) (4)].
Aeroplane Loading
(a)
Chapter 10 Page 6
An operator must ensure that the loading of its aeroplanes is performed under the
supervision of qualified personnel.
An operator must ensure that the loading of the freight is consistent with the data used
for the calculation of the aeroplane mass and balance.
(c)
An operator must comply with additional structural limits such as the floor strength
limitations, the maximum load per running metre, the maximum mass per cargo
compartment and/or the maximum seating limits. [Appendix to JAR-OPS 1.605 (a)
(4)].
In-Flight Centre of Gravity. Further to sub-paragraph above, the operator must show that the
procedures fully account for the extreme variation in CG travel during flight caused by passenger/
crew movement and fuel consumption/transfer.
Chapter 10 Page 7
Chapter 10 Page 8
(a)
An aircraft is weighed when all manufacturing processes are complete. It must be reweighed within two years of the date of manufacture and subsequently at intervals not
exceeding five years and at such times as the CAA may require if the maximum total
weight authorised exceeds 5700 kg. If the MTWA does not exceed 5700 kg the
aeroplane must be re-weighed at such times as the CAA may require.
(b)
The aircraft should be re-weighed after a major servicing has been carried out or when
a modification or engine change has been done which may have a significant effect on
the aircraft weight and balanced. It would be prudent to re-weigh the aircraft if it is
not attaining is scheduled performance level.
(c)
With the approval of the Authority, when an operator has three or more aircraft of the
same type, the fleet mean weight and CG may be used for the whole fleet, except for
those that differ significantly from the remainder of the fleet.
(d)
Chapter 10 Page 9
If the person who is the operator ceases to be the operator, he (or his representative if
he dies) must retain the Schedule or pass it on to the new operator for retention for the
requisite period. [BCAR Section A, Chapter A5-47].
Chapter 10 Page 10
Chapter 10 Page 11
Chapter 10 Page 12
ANSWERS:
ANSWER 1.
Page 9-2 paragraph 7
ANSWER 2.
Page 10-1 paragraph 1
ANSWER 3.
Page 10-4 paragraph 1 (b)
ANSWER 4.
CAP 696 Page 24
ANSWER 5.
Page 7-7
ANSWER 6.
Page 7-5
Chapter 10 Page 13
Chapter 10 Page 14
300
CC
------------ = --------5000
15
4500
CC = --------------- = 0.9ft
5000
ANSWER 13.
2000 5
------------------------ = -0.83m = 0.83 ahead of old CG
12, 000
ANSWER 14.
CG moves with the nose wheel. CG moves AFT.
ANSWER 15.
45
Page 7-7
ANSWER 16.
The wing tanks must be full.
CAP 696 Page 22
ANSWER 17.
(1500 x 10) + (1000 x +15) = 0
Chapter 10 Page 15
Chapter 10 Page 16
Documentation
UK National Requirements
Documentation
11
Documentation
An operator must specify procedures for Last Minute Changes to the load.
3.
Subject to the approval of the Authority, an operator may use an alternative to the procedures
required by paragraphs (a) and (b) above.
Chapter 11 Page 1
Documentation
5.
The following conditions should be applied in order to make an electronic signature the
equivalent of a conventional hand-written signature:
Chapter 11 Page 2
(a)
(b)
Entering the PIN code should generate a print-out of the individuals name and
professional capacity on the relevant document(s) in such a way that it is evident to
anyone having a need for that information, who has signed the document.
(c)
The computer system should log information to indicate when and where each PIN
codes has been entered.
(d)
The use of PIN code is, from a legal and responsibility point of view, considered to be
fully equivalent to signature by hand.
(e)
(f)
All personnel concerned should be made aware of the conditions associated with
electronic signature and should confirm this in writing.
Documentation
Appendix 1 to JAR-OPS 1.625 Mass and Balance Documentation [See
IEM to Appendix 1 to JAR-OPS 1.625]
Chapter 11 Page 3
The mass and balance documentation must contain the following information:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
The mass of the fuel at take-off and the mass of trip fuel.
(vii)
(viii)
The components of the load including passengers, baggage, freight and ballast.
(ix)
(x)
Documentation
(xi)
(xii)
6.
Subject to the approval of the Authority, an operator may omit some of this Data from the
mass and balance documentation.
7.
Last Minute Change. If any last minute change occurs after the completion of the mass and
balance documentation, this must be brought to the attention of the Commander and the last minute
change must be entered on the mass and balance documentation. The maximum allowed change in
the number of passengers or hold load acceptable as a last minute change must be specified in the
Operations Manual. If this number is exceeded, new mass and balance documentation must be
prepared.
Computerised Systems
8.
Where mass and balance documentation is generated by a computerised mass and balance
system, the operator must verify the integrity of the output data. He must establish a system to check
that amendments of his input data are incorporated properly in the system and that the system is
operating correctly on a continuous basis by verifying the output data at intervals not exceeding six
months.
Chapter 11 Page 4
Documentation
Datalink
10.
When mass and balance documentation is sent to aeroplane via datalink, a copy of the final
mass and balance documentation as accepted by the Commander must be available on the ground.
UK National Requirements
The Weight and Balance Report
12.
Chapter 11 Page 5
The following are the requirements of the CAA as specified in BCAR, Section A.
(a)
(b)
A Weight and Balance Report shall be produced for each Prototype, Variant and Series
aircraft the Maximum Weight Authorised of which exceeds 5700 kg.
Documentation
Chapter 11 Page 6
(c)
The Weight and Balance Report shall record such loading data as is essential to enable
the particular aircraft to be correctly loaded, and shall include sufficient information
for an operator to produce written loading instructions in compliance with the
requirements of the Air Navigation Order.
(d)
The Weight and Balance Report shall apply to the aircraft in the condition in which it
is to be delivered to the user.
(e)
One copy of the Weight and Balance Report shall be sent to the CAA Safety
Regulation Group.
(f)
The Weight and Balance Report shall include the following items:
(g)
(h)
Designation, nationality, and registration marks of the aircraft, or if these are not
known the constructors serial number.
(i)
(j)
A copy of the Weight and Centre-of-Gravity Schedule including the list of Basic
Equipment, if this is separate from Part A of the Schedule.
(k)
A diagram and a description of the datum points which are used for weighing and
loading and an explanation of the relationship of these points to the fuselage frame
numbering system of other identifiable points, and where applicable, to the Standard
Mean Chord (SMC).
Documentation
(l)
Information on the level arms appropriate to items of Disposable Load. (This should
include the lever arms of fuel, oil and other consumable fluids or substances in the
various tanks (including agricultural material in hoppers) which, if necessary, should
be shown diagrammatically or graphically; lever arms of passengers in seats
appropriate to the various seating layouts; mean lever arms of the various baggage
holds or compartments.)
(m)
NOTE:
1) The Weight and Centre-of-Gravity Schedule may be in the form set down in
Appendix 1, but variations are permitted within the Requirements.
Chapter 11 Page 7
Documentation
NOTE:
2) Here reference is made in Appendix 1 to the Flight Manual, but such a
document has not been issued, it will be necessary to refer to the Certificate of
Airworthiness.
14.
Each Schedule shall be identified by the aircraft designation, nationality and registration
marks, or if these are not known, by the constructors serial number. The date of issue of the
Schedule shall be given and the Schedule shall be signed by a representative of an approved
Organisation or a person acceptable to the CAA. A statement shall be included indicating that the
Schedule supersedes all previous issues.
15.
The date and reference number of the Weight and Balance Report, or, as appropriate to the
weight, other acceptable information upon which the Schedule is based, shall be given.
NOTE:
For aircraft for which a Weight and Balance Report is not mandatory, the
Weighing Record would normally used.
16.
A copy of each issue of the Schedule shall be retained by the operator, and where the Schedule
is re-issued the previous issue shall be retained with the aircraft records. A copy of the current
Schedule and any related list of Basic Equipment (see Part A Basic Weight), shall be sent to the CAA
Safety Regulation Group.
Chapter 11 Page 8
Documentation
17.
For aircraft the Maximum Total Weight Authorised of which does not exceed 5700 kg, a
copy of the Schedule shall be included in the Flight Manual, if a Flight Manual is applicable, or if this
is not the case, displayed or retained in the aircraft in a suitably identified stowage.
18.
Operators shall issue a revised Weight and Centre-of-Gravity Schedule when the weight and
e.g. is known to have changed to an extent greater than that which has been agreed by the CAA as
applicable to a particular aircraft type.
19.
If the aircraft has not been re-weighed, the revised Weight and Centre-of-Gravity Schedule
shall contain a statement that calculations have been based on the last Weight and Balance Report, or
other information, and the known weight and CG changes.
20.
The datum to which CG limits relate is defined in Part A (see Part A Basic Weight) and this
may be different from the datum defined in the Certificate of Airworthiness or Flight Manual. When
a different datum is used it shall be adequately defined, its precise relationship to the datum in the
Certificate of Airworthiness or Flight Manual shall be given, and any lever arms and moments which
appear in any part of the Schedule shall be consistent with the datum so declared.
NOTE:
In the case of helicopters, it may be necessary to present lever arms and
moments about more than one axis, depending on the CG limits specified in
the Flight Manual.
21.
Part A Basic Weight. The Basic Weight and the associated position of the CG of the aircraft
as derived from the most recent Weight and Balance Report or other information together with any
subsequent weight and CG changes shall be stated. The position (retracted or extended) of the
landing gear associated with this information shall be stated.
Chapter 11 Page 9
Documentation
22.
Where the Maximum Total Weight Authorised does not exceed 5700 kg, Part A shall also
include the list of Basic Equipment showing the weight and lever arm of each item, or this
information may form separate pages attached to the Weight and Centre-of-Gravity Schedule, with a
suitable reference in Part A of the Schedule to this procedure.
23.
Where the Maximum Total Weight Authorised exceeds 5700 kg, Part A shall include the list
of basic equipment showing the weight, lever arm moment of each item, or shall make reference to
the document in which such a list is included.
24.
Part B Variable Load. The Variable Load may be detailed for as many roles as the operator
wishes, but for every role the weights and moments shall be given. Weights of crew members may be
assumed to be not less than the weights shown in the Air Navigation (General) Regulations, provided
that the Maximum Total Weight Authorised exceeds 5700 kg, or the aircraft has a total seating
capacity for 12 or more persons. Otherwise the weight of each person must be determined by
weighing.
25.
Part C Loading Information. This shall include all relevant information so that, knowing the
Disposable Load which is intended to be carried, the weight and the position of the Centre-ofGravity of the aircraft can be calculated. At least the following shall be given:
Chapter 11 Page 10
(i)
(ii)
The mean lever arm of each compartment or area in the aircraft where
Disposable Load, such as luggage or freight, may be placed.
(iii)
Any significant change in the CG of the aircraft (change in moment) which will
result from a change in configuration, such as the retraction and extension of
the landing gear.
Documentation
(iv)
The lever arm of the CG of fuel, oil and other consumable fluids or substances
in each tank, including any significant variation of the lever arm with the
quantity loaded.
(v)
The maximum total usable capacities of the tanks for fuel, oil and other
consumable fluids or substances and the weight of fluids or substances when
the tanks are filled to their capacities assuming typical densities.
26.
A statement shall be made in the Schedule to the effect that it is a requirement of the Air
Navigation Order that the Commander satisfies himself before take-off that the load is of such
weight, and is so distributed and secured, that it may safely be carried on the intended flight.
27.
The weights, distances, moments and quantities may be given in any units provided that these
are used consistently and do not conflict with the markings and placards on the aircraft.
Chapter 11 Page 11
Documentation
Weight and Centre-of-Gravity Schedule-Aircraft Not Exceeding 2730
kg
28.
For aircraft the Maximum Total Weight Authorised of which does not exceed 2730 kg, either
a Weight and Centre-of-Gravity Schedule, which complies with 2 and 3.2, or a Loading and
Distribution Schedule which complies with 3.1 shall be provided.
29.
30.
The Loading and Distribution Schedule (hereinafter referred to as the Schedule) shall
contain at least the information in Figure 11-6.
31.
Each Schedule shall be identified by the aircraft designation, nationality and registration
marks, or if these are not known, by the constructors serial number.
32.
A copy of each issue of the Schedule shall be retained by the operator, and when the Schedule
is re-issued the previous issue shall be retained with the aircraft records. A copy of the current
Schedule and any related list of Basic Equipment shall be sent to the CAA Safety Regulation Group.
(i)
33.
Chapter 11 Page 12
A copy of the Schedule shall be included in the Flight Manual is applicable, or,
if this is not the case, the Schedule shall be displayed or retained in the aircraft
in a suitably identified stowage.
The Basic Weight of the aircraft is known to have undergone changes in excess
of 0.5% of the Maximum Total Weight Authorised, or
Documentation
(ii)
The total moment applicable to the Basic Weight is known to have changed to
an extent greater than that, which has been agreed by the CAA as applicable to
a particular aircraft type.
34.
If the aircraft has not been re-weighed the revised Schedule shall contain a statement that
calculations have been based on the last Weighing Record and the known weight and moment
changes.
35.
Instructions for the use of the Schedule, together with the Loading Graphs, shall be included.
36.
A statement shall be given in the Schedule to the effect that it is a requirement of the Air
Navigation Order that the Commander satisfies himself before the aircraft takes off that the load is
of such a weight, and is so distributed and secured that it may safely be carried on the intended flight.
37.
The weight, distances, moments and quantities may be given in any units provided that these
are used consistently and do not conflict with the markings and placards on the aircraft.
38.
Chapter 11 Page 13
The Basic Weight and the associated moment, and CG position of the aircraft,
as derived from the most recent Weighing Record, together with any
subsequent changes.
(ii)
The Maximum Total Weight Authorised appropriate to each permitted use (eg.
aerobatics).
(iii)
Documentation
(iv)
The date and reference number of the Weighing Record and list of Basic
Equipment upon which the Schedule is based.
(v)
The date and reference of the Loading Graphs of the Loading and Distribution
Schedule shall be given.
(vi)
39.
Part B Loading. Columns shall be provided which list all standard items of Variable Load
and make provision for the associated weight and CG moments to be recorded and totalled for a
particular flight. Columns shall also be provided for recording an example of a typical aircraft
loading calculation. This example shall employ the same weight and CG moment figures as recorded
in the Loading Graphs (see Part C).
40.
Part C Loading Graphs. Graphs, sufficient to ascertain moments, and to enable the operator
to determine that the aircraft loaded weight and CG moment are within the prescribed limits shall be
provided. The graphs shall be identified by aircraft designation, date of compilation and source.
Suitable sources are the aircraft constructor or other competent person. An example application
shall be included using the same figures as employed in the Loading and Distribution Schedule
example.
41.
Weight and Centre-of-Gravity Schedule (Appendix 2, (3)). In addition the Weight and
Centre-of-Gravity Schedule for aircraft the Maximum Total Weight Authorised of which does not
exceed 2730 kg, shall contain instructions for the determination of the loaded weight, the total load
moments and resultant CG positions.
Chapter 11 Page 14
Documentation
Appendix No. 1 Weight and Centre-Of-Gravity Schedules For
Aircraft Exceeding 2730 kg
42.
INTRODUCTION. This Appendix presents a specimen Weight and CG Schedule which
constitutes an acceptable means of compliance with the appropriate requirements.
NOTE:
Imperial Units are shown on the specimen. Where it is necessary to use S.I
Units these should be used throughout
FIGURE 11-1
Specimen
Schedule
Reference
NAL/286
Produced by
Aircraft Designation
Flynow 2E
G-BZZZ
Constructor
44
7300 lb
Chapter 11 Page 15
Documentation
Part A Basic Weight
The Basic Weight of the aircraft as calculated from Weight and Balance Report/Weighing Record*
NAL/W/95 dated 31 August 1988 is
5516 lb
The total moment about the datum In this condition in lb.in/100 is 7015
NOTE:
The datum is at fuselage station 0 situated 114 inches forward of the wing
leading edge. This is the datum defined in the Flight Manual. All lever arms
are distances in inches aft of datum
Chapter 11 Page 16
Documentation
FIGURE 11-2
Weight
Lever Arm
(lb)
(in)
127 each
76
27 each
117
31
153
FIGURE 11-3
Weight
Lever Arm
Moment
(lb)
(in)
(100 lb.inc)
Pilot (one)
Chapter 11 Page 17
108
12
140
17
Lift-jackets (7)
14
135
19
60
173
104
60
215
129
60
248
149
Documentation
Weight
Lever Arm
Moment
(lb)
(in)
(100 lb.inc)
Table
256
20
45
223
100
Medical stores
15
250
37
FIGURE 11-4
Part C Loading
Information
(Disposable
Loads)
Chapter 11 Page 18
Weight
Lever Arm
Capacity
(lb)
(in)
(imp gal)
1368
145
190
Engine Oil
50
70
5.5
Forward baggage
21
Rear baggage
261
171
213
246
Patient in stretcher
223
Documentation
NOTE:
To obtain the total loaded weight of aircraft, add to the Basic Weight the
weights of the items of Variable and Disposable Load to be carried for the
particular role.
This Schedule was prepared (date) and supersedes all previous issues.
Signed .Inspector/Engineer
On behalf of ..
Approval Reference ..
NOTE:
Not part of the specimen Schedule). In Part B, Variable Load, of this Schedule
the actual weight of the pilot is required in accordance with the Air Navigation
(General) Regulations for aircraft the Maximum Total Weight Authorised of
which does not exceed 4700 kg or with less than 12 persons seating capacity.
Hence the pilots weight and calculated moment are omitted in the example.
*Densities Petrol 7.2 lb Imp.gal; Kerosone 8.1 lb. Imp.gal; Oil 9.0 lb
Imp.gal.
Chapter 11 Page 19
Documentation
Appendix No. 2 Weight and Centre-of-Gravity and Loading
Distribution Schedules Aircraft Not Exceeding 2730kg.
43.
INTRODUCTION. This Appendix contains acceptable means of compliance in respect of
Weight and Centre-of-Gravity and Loading and Distribution Schedules provided in accordance with
the requirements.
44.
LOADING AND DISTRIBUTION SCHEDULE. The Schedule (including the graphs) and
the List of Basic Equipment should, as far as is practical, take the form of Figure 11-5, Figure 11-6
and Figure 11-7.
Chapter 11 Page 20
Documentation
FIGURE 11-5
Front of Schedule
Chapter 11 Page 21
Documentation
FIGURE 11-6
Reverse of
Schedule
Chapter 11 Page 22
Documentation
FIGURE 11-7
List of Basic
Equipment
Chapter 11 Page 23
Documentation
45.
WEIGHT AND CENTRE OF GRAVITY SCHEDULE. An acceptable means of compliance
with the requirements would be to include in the Schedule instructions on the following lines:
Specimen Instructions
Chapter 11 Page 24
(a)
(b)
To obtain moment of an item, multiply the weight of the item by the corresponding
lever arm, and record the moment for each item of load, giving the moment a positive
sign if the item is aft of the datum, and a negative sign if it is forward of the datum.
Enter the weight of the item in the weight column.
(c)
(d)
Total the moment columns. If (+) and (-) moments are recorded total each column
and obtain the total resultant moment, by subtracting the lesser from the greater.
(e)
Divide the total (or total resultant) moment by the total weight to obtain c.g. position,
positive or negative, relative to the datum, and check that this is within the prescribed
c.g. limits.
(f)
To check that the fuel consumed during a flight does not cause the c.g. position to be
outside the prescribed limits, re-total the weights in 3 and the moments in 4, but
omitting the total fuel weight and the corresponding moment(s), respectively. Add the
weight and moment of the fuel expected to remain in the tanks at the end of the flight.
Divide the final total resultant moment by the final total weight to obtain the c.g.
position, and check that it is still within the prescribed c.g. limits.
Documentation
NOTE:
Note: Where there are any other significant quantities of consumable fluids or
substances (e.g. crop spraying), similar account should be taken of them.
Chapter 11 Page 25
Definitions
Weight
Load
Equipment
Passengers
Definitions
12
Definitions
Weight
Basic Weight.
This is the aeroplane weight plus basic equipment, unusable fuel and undrainable
oil. Basic equipment is that which is common to all roles plus unconsumable fluids such as hydraulic
fluid.
Dry Operating Weight. This is defined in JAR-OPS 1.607 as the total weight of the aeroplane
for a specific type of operation excluding all usable fuel and traffic load. It includes such items as
crew, crew baggage, catering equipment, removable passenger service equipment, potable water and
lavatory chemicals. The dry operating weight is sometimes referred to as the Aircraft Prepared for
Service (APS) weight.
Empty Weight.
Chapter 12 Page 1
Definitions
Maximum Structural Take-Off Weight.
This is the dry operating weight plus the traffic load. In other words it is the
weight of the aeroplane without the weight of fuel.
Aircraft Prepared for Service (APS) Weight. The weight of the aircraft shown in the weight
schedule (the basic weight) plus such additional items in or on the aircraft as the operator thinks fit
to include.
All Up Weight (AUW).
The total weight of an aircraft and all of its contents at a specific time.
The sum of the aircraft basic weight, the variable load and disposable
load.
Design Minimum Weight. The lowest weight at which an aeroplane complies with the
structural requirements for its own safety.
Maximum Ramp Weight.
Chapter 12 Page 2
Definitions
Maximum Take-Off Weight.
Landing Weight.
The gross weight of the aeroplane, including all of its contents, at the time of
landing.
Maximum Landing Weight. The maximum weight at which a landing (except in an emergency)
is permitted by considerations other than available performance.
Maximum Taxi Weight.
Load
Absolute Traffic Load.
The traffic load plus usable fuel and consumable fluids. The traffic load
is the total weight of passengers, baggage and cargo, including any non-revenue load.
Floor Load.
Index.
The highest area load permitted on any part of the floor of the
aeroplane is the maximum floor load.
Running Load. The weight of any object divided by the length of that object measured parallel to
the longitudinal axis is the running or linear load.
Payload.
Anyone or anything on board the aeroplane the carriage of which is paid for by someone
other than the operator. In other words anything or anyone carried that earns money for the airline.
Chapter 12 Page 3
Definitions
Traffic Load.
The total weight of passengers, baggage and cargo including non-revenue load.
Useful Load.
The traffic load plus usable fuel is also referred to as the disposable load.
Variable Load.
This includes the role equipment, the crew and the crew baggage. Role
equipment is that which is required to complete a specific task such as seats, toilets, galley for the
passenger role or roller conveyor, lashing points and tie down equipment for the freight roles.
Equipment
Ballast.
Additional fixed weights which can be removed, if necessary, that are carried, to ensure
the centre of gravity remains within safe limits, in certain circumstances.
Basic Equipment. The inconsumable fluids and the equipment which is common to all roles for
which the operator intends to use the aircraft.
Load Spreader.
A mechanical device inserted between the cargo and the aircraft floor to
distribute the weight evenly over a greater floor area.
Unusable Fuel.
That part of the fuel carried which is impossible to use because of the shape or
position of particular tanks.
Passengers
Adults are defined as persons of an age of 12 years and above. They are further classified as male
or female. [Appendix 1 to JAR-OPS 1.620 (g)].
Chapter 12 Page 4
Definitions
are persons of an age of 2 years but who have not yet reached their 12th birthday. They
are not differentiated by sex.
Children
Infants
are persons who have not yet reached their second birthday. Infants shall be weighed
together with their accompanying adult. When taking random samples.
Standard Weight
Chapter 12 Page 5
13
1.
The CAP 696 is published by the CAA for examination purposes. The candidate is
responsible for taking a copy of this CAP in pristine condition to the examination. The details of
three generic aircraft are contained in the manual which are representative of those used for
performance and flight planning. Pages 2, 3 and 4 of the manual contain definitions which can be
used to advantage to answer some of the theoretical questions.
2.
The SEP 1. The green pages of the manual contain all of the details of the single engine
piston/propeller aeroplane. The maximum limitations are on page 5 but the floor loading limitations
at the bottom of the page apply to Figure 2-2 on Page 6. Figure 2-3 provides the moments for any
given quantity of fuel. Page 7 details the procedure to be adopted to determine and plot the CG
position on pages 8 and 9. The following two examples demonstrate the use of the SEP 1 pages.
Chapter 13 Page 1
EXAMPLE
The aeroplane is to carry a pilot and co-pilot each weighing 80 kgs and two passengers each
weighing 70 kgs and have 5 kgs of baggage each, which is in Zone B. The fuel on board at startup is 60 US gallons of which 30 US gallons will be used for the flight.
Determine the CG for zero fuel weight, take-off and landing. Fill in the pro forma and plot the
results.
EXAMPLE 13-2
EXAMPLE
The aeroplane is to carry a pilot and co-pilot each weighing 85 kgs and two passengers weighing
185.6 kgs together in third and fourth seats. Each passenger has 10 kgs of baggage which is
loaded in Zone C. The fuel on board is 70 US gallons of which 50 US gallons will be used for the
flight.
Fill in the pro forma and plot the results to determine the CG for the zero fuel weight, take-off and
landing weights.
Chapter 13 Page 2
Chapter 13 Page 3
Example 13-1
Chapter 13 Page 4
Example 13-1
Chapter 13 Page 5
Chapter 13 Page 6
Chapter 13 Page 7
Example 13-2
Chapter 13 Page 8
Example 13-2
Chapter 13 Page 9
Chapter 13 Page 10
EXAMPLE 13-3
EXAMPLE
The aeroplane is to carry:
Chapter 13 Page 11
(a)
(b)
(c)
(d)
(e)
(f)
(g)
EXAMPLE
The aeroplane is to carry:
Chapter 13 Page 12
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Chapter 13 Page 13
Example 13-3
FIGURE 13-10
Chapter 13 Page 14
Chapter 13 Page 15
FIGURE 13-12
Chapter 13 Page 16
Chapter 13 Page 17
Example 13-4
FIGURE 13-14
Chapter 13 Page 18
Chapter 13 Page 19
FIGURE 13-16
Chapter 13 Page 20
Important Points
Chapter 13 Page 21
(a)
The wing tanks must remain full until the contents of the centre tank are 450 kgs or
less.
(b)
The standard mass used for the crew is 90 kgs each instead of the JAR-OPS 1 standard
masses of 85 kgs for flight crew and 75 kgs for cabin crew.
The standard passenger mass is 84 kgs which according to the JAR-OPS 1 is the
standard mass for all flights except holiday charters.
(d)
(e)
The standard mass for baggage is 13 kgs per passenger which according to JAR-OPS 1
is that which should be used for European flights only.
THE MESSAGE IS THAT WHEN USING MRJT 1 LOADING MANIFEST THE VALUES USED
FOR STANDARD MASSES ARE NON-STANDARD.
Chapter 13 Page 22
EXAMPLE
The details of this example are as shown on Page 28 of CAP 696 and depicted on Page 29. Use the
trim sheet blank at Figure 13-7 below and follow the instructions on Page 28.
Chapter 13 Page 23
Chapter 13 Page 24