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The Concept of Load and Trim Sheet (LTS) and Completing A LTS Manually
The Concept of Load and Trim Sheet (LTS) and Completing A LTS Manually
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The concept of Load and Trim Sheet (LTS) and completing a LTS manually
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Nasser Alishahi
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All content following this page was uploaded by Nasser Alishahi on 01 February 2021.
Nasser Alishahi
Feb. 2021
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Table of content
Preamble 5
Definitions 7
Reference line (Ref. line) 7
Arm (A) 7
Moment (M) 7
Center of Gravity (CG) 7
Leading Edge (LE) 7
Trailing Edge (TE) 7
Chord line 7
Mean Aerodynamic Chord (MAC) 8
Leading Edge of Mean Aerodynamic Chord (LEMAC) 8
Trailing Edge of Mean Aerodynamic Chord (TEMAC) 8
Forward Center of Gravity Limit (FWD CG Lim) 8
AFT Center of Gravity Limit (AFT CG Lim) 8
Center of Gravity range (CG range) 9
Stabilizer trim (Stab Trim) 9
Cabin compartment 12
Cargo compartment 12
Weight
Basic Empty Weight (BEW) 12
Dry Operating Weight (DOW) 13
PayLoad (PL) 13
Zero Fuel Weight (ZFW) 14
TakeOff Weight (TOW) 14
Takeoff fuel (TOF) 14
Operating Weight (OW) 15
Landing weight 15
Maximum Zero Fuel Weight (Max. ZFW) 15
Maximum Landing Weight (Max. Land. W) 15
Maximum TakeOff Weight (Max. TOW) 15
Maximum Operational TakeOff Weight (Max. Ops. TOW) 15
Under load weight 15
Last Minute Change (LMC) 15
Passenger onboard 15
Sole onboard 16
Index 16
Load and Trim Sheet (LTS) 17
Load sheet description 18
General information 18
Weight determination 18
Cabin occupants weight determination 19
Page 3
Determination ofmaximum operational takeoff weight 19
Passenger detailing 20
Deadweight detailing 20
Transit load detailing 20
Deadweight distribution in cargo compartments 2
None- revenue payload 21
Summation of calculation 21
Trim sheet 24
Tabulated format description 25
Passenger section 25
Cargo compartment 25
Fuel loading 26
Total index calculation 26
Passenger arrangement 26
Cargo compartment 26
Zero Fuel Weight (ZFW) 26
Fuel loading 27
TakeOff Weight Index 27
Aircraft center of gravity envelope 27
Stab trim determination 27
Additional information (optional) 28
Preparation and signature 28
Example: 38
References: 41
Page 4
Preamble
Load and trim sheet (LTS) is one of the most importance documents of the flight. It
informs the flight crew about the aircraft actual takeoff weight and the detail of loading,
aircraft takeoff Center of Gravity position and possible adjusting stabilizer trim setting
(stab trim) in that regard.
LTS alert flight crew if actual weight exceeding respected maximum takeoff weight and
the most important warning about aircraft takeoff CG position followed by required
stabilizer trim setting. If flight crew carelessly adjust or forgot stabilizer trim setting,
flowing condition might occur
It is obvious that if the aircraft is too nose heavy, then:
During takeoff, flight crew have hard time to rotate the aircraft at rotational speed
and since takeoff rolling complete within less than a minute on runway with
average length of 4,000 meters, then the aircraft need to might need to gain
more speed so that the elevators deflection able to rotate the aircraft along main
landing gear.
During landing, when the flight crew might have hard time to flare the aircraft
properly before touchdown. The aircraft must be flared so that the aircraft initially
touch the runway with main landing gear, but due to aircraft nose heavy
condition, nose landing gear most probably touches the runway first and nose
landing gear collapse might occur
If the aircraft is too tail heavy, then
During takeoff, aircraft have the tendency of rotating to nose up condition,
therefore flight crew must try to keep the nose down, when flight crew initiating
the rotation along main landing gear, the aircraft may continue the rotation and
tail skidding may occur which damaging the aircraft structure
During landing, when flight crew initiate flaring for landing, pitch up might
continue uncontrollably and causing the aircraft stall.
Above all, if incident or fatal accident occurs for the aircraft, insurance companies that
insured the company’s aircraft, hesitating to pay the damages, therefore the first
document which they study and investigate thoroughly is aircraft load and trim sheet to
find an error in calculation, and other flight document after to have the objection or
excuse for paying any …..
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Page 6
Definition
ARM (A)
Arm is the distance from reference line to subject Center of Gravity (CG)
Moment (M)
Moment is the resultant product of weight and arm which describes the
magnitude of moment
M=W*A
Chord lime
Chord line is a straight line connecting wing leading edge to trailing edge
Leading Trailing
edge (LE) edge (TE)
Chord
line
Page 7
Mean Aerodynamic Chord (MAC)
MAC is the average aircraft wing chord length of root and tip chord
LEMAC TEMAC
MAC
AFT CG LIMIT
AFT CG LIMIT describes the most permissible rearward aircraft CG on wing
MAC
AFT CG LIMIT
Page 8
CG range
CG range is the distance between FWD CG and AFT CG limit and describes
aircraft CG may move during any phase of flight
Courtesy A-310
Typical aircraft CG envelope
Page 9
Since full elevators movement must be available and not involved during flight
unless for possible required for pitch up or down maneuvering, a device is
installed in vertical stabilizer to move fixed part of horizontal stabilizer (front part
of horizontal stabilizer) to allow aircraft elevator be aligned with front section and
result in freeing elevators deflection during any part of flight
Stabilizer
deflection units
Page 10
Stabilizer pitch trim
Stabilizer pitch trim
wheel
indicator
Note: New aircraft generation instead of installing stab trim assembly in vertical
stabilizer mostly equipped with rear trim tank which is located in fixed part of
horizontal stabilizer or most rear part of fuselage for delta wings aircraft. Trim
tank is connected to aircraft center tank via a fuel tube for compensating aircraft
nose up or down. For instance when the respected onboard device senses that
the aircraft is nose heavy, it will pump sufficient fuel amount to trim tank to
compensate aircraft nose heaviness, or when aircraft is tail heavy, sufficient fuel
will be pumped from rear trim tank to center tank to compensate the tail
heaviness
Page 11
CABIN compartment
Cabin compartment is the upper section of fuselage where passengers will be
seated. Cabin compartment is partitioned for aircraft CG determination purpose.
Cabin partitions named as 0A, 0B, 0C, … sections
Passenger
compartment
Cargo compartment
Cargo compartment is lower part of fuselage (underneath of aircraft cabin
section) for housing deadweight like passenger baggage, cargo,…
Cargo compartments of aircraft are located one between nose and main landing
gears and called ForWarD Cargo Compartment (FWD CC), one right after main
landing gears and called MIDdle Cargo Compartment (MID CC), and one after
MID CC and called AFTer Cargo Compartment (AFT CC). There is also a cargo
space at the most rear end lower section of fuselage and called “BULK”.
Note: Each cargo compartment are also divided into sections for detailing of cargo
distriburion positioning and called “HOLD” followed by a number, like HOLD 1,
HOLD 2, …
AFT CC Bulk
FWD CC
Weights:
Page 12
Aircraft BEW initially issued by aircraft manufacturer and then must be revised or
aircraft must be reweighted at least every four years or whenever a heavy
equipment like engine changed, galley modification, whole or major cabin seats
change or replaced, …
Crew configuration
Cockpit crew:
Two men crew cockpit (Captain, First officer) or three men (Captain, First
officer, Flight engineer) with or without an observer onboard
Cabin crew:
Standard setting or operation with minimum cabin crew
Possible on duty flight safety guards, and ground engineering known as
extra crew (XCR)
PayLoad (PL)
PL is the summation weight of passenger be seated in passenger compartment
and deadweight such as passenger baggage, cargo,… loaded into cargo
compartments
In regard of passenger weight, passengers are categorized with their ages as
Infant: Passenger age from birth up to two years old are considered
infant.
Infant passenger weight generally considered 10.0 Kg or
22.0 Lb
Child: Passenger age from two up to twelve years old are
considered child.
Child passenger weight generally considered 35.0 Kg or
77.0 Lb
Page 13
Adult Passenger from twelve years old and older is considered
adult
Adult passenger weight generally considered 84.0 Kg or
185 Lb
Note: Passenger weight need to have approval of respected CAO authorities of country
which airline is registered.
Some airlines changes adult passenger weight based on:
Season flight: Passengers weight is lighter in summer flight (wear less cloth) and
is heavier in winter (wear more cloth)
Business / None business flight: Passengers carries less baggage on business
flight but more baggage on None- business flight
Some airlines with approval of their competent authorities consider “NIL” for
infant passenger weight and believe that when a passenger carrying an infant,
then he/she is unable to carry any carryon at the same time, therefore they
consider 84 Kg or 185 Lb for adult with NIL for infant
Note: None – Revenue passenger are those passengers who either is a member of the
airline, traveling on duty, or got free air ticket for that flight
None – Revenue cargo is onboard cargo belong to airline carrying to destination
Page 14
Operating weight (OW)
OW is the summation weight of DOW and TOF
Passengers Onboard
Is the summation of onboard adult(s) child(s) and infant(s) passengers
Page 15
Sole on board
Is the summation of onboard passengers and onboard crew like cockpit crew
(Cockpit), cabin crew (Cabin), flight safety crew (ACM), possible ground
engineering (GE)
Index
Index in weight and balance is scaling is the generated moment by positioning
the payload in proper locations which is
Dry Operating Index (DOI) has almost the same format for every aircraft types
which is:
Page 16
Load and Trim sheet form (LTS)
LTS form is the integration of two load sheet and trim sheet forms which made a form
called LTS
Load sheet part of LTS form is designed to describe the status of the load, detail
calculation of the load for determination of actual ZFW, TOW and Landing WT
Trim sheet part is designed to describe the movement of aircraft CG in regard of loading
position and determination of location of aircraft final CG in percentage of wing MAC for
actual ZFW, TOW and landing weight with possible stabilizer pitch trim requirement for
takeoff or landing
LTS form must always be filled with a certified loadmaster or loads sheet officer at the
station. If for any reason load sheet officer is not available at the station or the airlines
has no signed agreement in this regard with ground handling company/agency, then it is
first officer duty to complete LTS form.
LTS will be official document after receiving captain’s signature.
LTS form is generally printed on “None Carbon Required” or commonly known as NCR
paper type and it is printed in at least three copies, where main copy stay in cockpit
flight documents folder, second copy will be handled to flight purser for any cabin
consideration and third copy will be filed in the station for availability of LTS in case of
aircraft incidence or accident.
Since LTS forms are NCR type using eraser for correction is totally prohibited and in
order to have a solution in this regard most of the resultant calculation items in load
sheet are in two adjacent rows for the same purpose, therefore if a mistake is made, the
data must be crossed out, initialed with the officer to acknowledge he/she made the
mistake, crossed it out and used the bottom row for correct data
Using pencil or ink pen for completion of LTS is completely prohibited
To facilitate the explanation for completion of LTS form, references is made to the
specimen copy of a load and trim sheet seperately (courtesy of TABAN Airlines) for
Boeing 737-400 is referenced which each square or space is numbered
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LOAD SHEET description
General information
Space No. 1 “Time”, the indication of UTC time for completion of LTS
Space No. 2 “Weight”, the weight unit scale weather in Kilogram (Kg) or Pound
(Lb)
Space No. 3 “Flight number”, Usually start with airlines three letters code
followed by numbers
Space No.4 “A/C registration” it is used for extraction of data from proper
document(s) for calculation
Space No. 5 “Version” it describes the number of available seats for every
passenger class
Weight determination
Space No. 8 “DOW” it is the DOW of aircraft extracted from DOW/DOI form for
the registration described on space No. 4
Space No. 9 “Takeoff fuel” it is the amount of takeoff fuel weight either in Kg or
LB as specified in space No. 2.
Takeoff fuel weight usually advised by fuel management officer,
but need to be finalized and confirmed by captain of the flight
Space No. 10 “Operating weight” it is the summation of space No. 8 and 9 values
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Cabin occupants weight calculation
Space No. 11 “Adult” it is the onboard adult(s) weight which is either calculated
in Kg or LB scale as specified in space No. 2
Space No. 12 “Child” it is the onboard child(s) weight which is either in Kg or LB
scale as described in space No. 2
Space No. 13 “Infant” it is the onboard infant(s) weight which is either in Kg or
Lb scale as described in space No. 2
Space No. 14 “FSG” it is the onboard flight safety guard(s), or air marshaler(s)
weight which is either in Kg or LB as described in space No. 2
Note: Due to governmental regulation in some country a FSG must be onboard for
protection during operations or for any movement of the aircraft, even aircraft
positioning. Said abiove FSG must occupy the closest jump seat to cockpit door.
In this case DOW of space No. 8 includes one FSG and in space No. 13 onboard
FSG weight minus one need to be calculated; otherwise the total onboard FSG
weight must be calculated in space No. 14
Space No. 15 “GE” it is the onboard ground engineer(s) weight which is either in
Kg or Lb scale as described in space No. 2
Note: Airliners usually have at least one GE onboard of a flight when there are no
maintenance facilities at destination
Space No. 16 “Total cabin occupants weight” it is the summation of spaces value
11 through 15
Note: If there exist an obstacle at destination airport which require the aircraft to climb
with more than 2.1% climb gradient during missed approach, then missed
approach climb limit weight need to be determined and compared with maximum
structural landing weight and select the lower value as maximum landing weight
Page 19
Space No. 23 “c” is the summation of space value 19 and 22 and it is the
maximum permissible takeoff weight at departure airport limited by
maximum landing weight at destination airport
Note: At this stage a comparison between spaces 21, 18 and 23 need to be made and
select the lowest value as finalized maximum operational permissible takeoff
weight of the flight and omitting the other two
Space No. 26 “Des” Destination airport. This space can be filled with the
destination city name, ICAO code or IATA code of destination city
Passenger detailing
Space No. 27 “No. of PAX” (A), it is the number of onboard adult(s) passenger
Space No. 28 “No. of PAX” (C), it is the number of onboard child(s) passenger
Space No. 29 “No. of PAX” (I), it is the number of onboard infant(s) passenger
Note: If all total payloads (passenger(s) disembarked and dead weight) removed at
destination airport, then the flight is called “One leg” flight in LTS point of view.
If part of onboard payload such as passenger(s), Baggage(s), Cargo, or mail
remains in the aircraft and transited to next destination, the flight is said “Two or
Three legs” flight. In this condition, the information of payload to second
destination needs to be filled in next bottom sections which are alike spaces 27
through 33.
At destination a new LTS need to be filled, then transit row need to be filed first
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Note: At destination airport a new LTS need to be completed and all transit information
must be filled in spaces 34 through, followed by completing spaces 26 through
32 for which embarked at station for the next flight
Note: At this stage under weighting need to be determined (if exist) to be used for
possible LMC
Note: At this stage a comparison between space value No. 50 and 51 must be
compared to be insure that actual zero fuel weight does not exceed maximum
zero fuel weight. Space value No. 50 can be equal or less than space value
No. 51, otherwise either a mistake is made in calculation or readjustment is
require.
Page 21
Note: At this stage a comparison between actual takeoff weight and maximum
operational takeoff weight need to be made to ensure actual takeoff weight does
not exceed maximum permissible operational takeoff weight. Space value No. 53
can be equal or less than space value No. 54, otherwise either a mistake is made
in calculation or readjustment is require
Note: At this stage a comparison must be made between actual landing weight space
value and. 56 and maximum landing weight value space No. 57. Actual landing
weight cannot exceed maximum landing weight otherwise a either mistake is
made or readjustment is require
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TRIM SHEET
Trim sheet section of LTS is designed to demonstrate the movement and determination
of overall aircraft CG position in percentage of MAC. Trim sheet is mainly divided into:
Passenger embarking section
Deadweight loading section
Fuel loading section
Total index calculation section
Additional information section
Note: Additional information section is optional, that is flight crew may ignore or
complete it for determination of aircraft CG position for landing
Aircraft CG envelope section
Tabulated format
Note: Since upon arrival captain and first officer (flight crew) into cockpit, they have to
manage and sort every flight matter item in its best condition to have a safe flight,
as well as to consider and answer all item brought to their attention by ground
crew or ATC, trim sheet form tried to design simple and easy to use.
Graphical format
Note: In graphical format, a set of “Pitch” which is made of two parallel lines. Each pair
of pitch describes the certain number of passenger(s) for cabin section or certain
weight for deadweight positioned in cargo compartments or fuel weight in each
tank.
Page 24
Tabulated format description
Passenger section
Space No. 1 “OA – PAX 96” indication of zone OA and number of available seats
in the zone
Space No. 2 “ “ space to show actual number of passenger seated in zone OA
Space No. 3 Indication for number of occupants in zone OA
Space No. 4 Index value describes aircraft CG movement for passenger(s)
seated in zone OA
Space No. 5 “OB – PAX 72” indication of zone OB and number of available seats
in the zone
Space No. 6 “ “ space to note actual number of passenger seated in zone OB
Space No. 7 Indication for number of occupants in zone OB
Space No. 8 Index value describes aircraft CG movement for passenger(s)
seated in zone OB
Space No. 9 “OC – PAX 75” indication of zone OC and number of available seats
in the zone
Space No. 10 “ “ space to note actual number of passenger seated in zone OC
Space No. 11 Indication for number of occupants in zone OC
Space No. 12 Index value describes aircraft CG movement for passenger(s)
seated in zone OC
Cargo compartment
Space No. 13 FWD CC with maximum allowable load in FWD CC
Space No. 14 HOLD 1 maximum weight capacity
Space No. 15 “ “ space to note actual dead weight positioned in hold number 1
Space No. 16 indication for deadweight in hold 1
Space No. 17 Index value describes aircraft CG movement for deadweight
positioned in hold 1
Space No. 18 HOLD 2 maximum weight capacity
Space No. 19 “ “ space to note actual dead weight positioned in hold number 2
Space No. 20 indication for deadweight in hold 2
Space No. 21 Index value describes aircraft CG movement for deadweight
positioned in hold 2
Space No. 22 AFT CC section
Space No. 23 HOLD 4 maximum weight capacity
Space No. 24 “ “ space to note actual dead weight positioned in hold number 4
Space No. 25 indication for deadweight in hold 4
Space No. 26 Index value describes aircraft CG movement for deadweight
positioned in hold 4
Space No. 27 BULK section maximum weight capacity
Space No. 28 “ “ space to note actual dead weight positioned in BULK section
Space No. 29 indication for deadweight in BULK section
Space No. 30 Index value describes aircraft CG movement for deadweight
positioned in BULK section
Page 25
Fuel loading
Fueling aircraft procedure must be followed, that is always initiate to fill up wing tanks
(from tip to root) that is initiate with outer tanks (if exist), followed by main tanks and end
up fueling with center
Passenger arrangement
Space No. 48 Same as space value No. 4 (if any)
Space No. 49 Same as space value No. 8 (if any)
Space No. 50 Same as space value No.12 (if any)
Cargo compartments
Space No. 51 Same as space value No. 17 (if any)
Space No. 52 Same as space value No. 21 (if any)
Space No. 53 Same as space value No. 26 (if any)
Space No. 54 Same as space value No. 30 (if any)
Note: At this stage the summation of DOI and all added weight into aircraft index
(excluding fuel weight indexes) can be defined and since there is no fuel index is
involved, then the total indicates Zero Fuel Index (ZFI)
Page 26
Space No. 55 Summation of spaces 47 through 54
Note: A note at space (*) indicates to use of last two index digit of space No. 55 before
entering aircraft CG envelope. That is the hundredth value must be omitted
Note: If defined ZFI plotted against actual ZFW which is defined in load sheet form
space No. 50, in aircraft CG envelope, position of actual aircraft CG in
percentage of MAC can be defined
Fuel loading
Space No. 56 Same as space value No. 34
Space No. 57 Same as space value No. 38
Space No. 58 Same as space value No. 42
Space No. 59 Same as space value No. 46
Note: Since determination of actual aircraft CG position for takeoff is the main concern,
takeoff index also need to be defined for determination of actual CG position in
percentage of MAC
Note (repeated): A note at space (*) indicates to use of last two index digit of space
No. 60 before entering aircraft CG envelope. That is the hundredth
value must be omitted
Note: If defined takeoff index value from space No. 60 is plotted against actual takeoff
weight calculated in load sheet form space No. 57, location of actual aircraft CG
can be determined
Aircraft CG envelope
Aircraft CG envelope is usually a graphical chart and helps to define aircraft actual
takeoff, landing (if interested) and zero fuel CG in percentage of MAC
Page 27
Space No. 68 Required stab trim value deflection
Space No. 69 introduction of stab trim direction (weather Nose up or Nose down)
Space No. 70 Takeoff CG position in percentage of MAC defined in CG envelope,
lines 63
Space No. 71 same as space value 68 with direction of stab trim setting space
No. 69
Note: At this stage none flying pilot must read actual remaining fuel weight in individual
tank fuel during descend and by the use of fuel index table and read fuel index
versus remaining fuel weight in each individual tank
Space No. 73 Remaining fuel index for outer tanks by using space No. 33 and 34
Space No. 74 Remaining fuel index for inner tanks by using space No. 37 and 38
Space No. 75 Remaining fuel index for center tank by using space No. 41 and 42
Space No. 76 Remaining fuel index for trim tank by using space No. 45 and 46
Space No. 77 Summation of spaces 70 through 75
Space No. 78 Same as aircraft landing CG defined on line(s) 63
Space No. 79 Place for name and signature of certified person who prepared the
LTS (either the load sheet man at station or flight first officer in the
absence of station load sheet man)
Space No. 80 Place for name and signature of captain
Page 28
Courtesy TABAN Airlines A-310
Page 29
Trim sheet with plus or minus sign for index value
Almost old version of trim sheet was designed in a way that all weight which make
clockwise moment are tabulated in one column and all weight that causes
counterclockwise moment tabulated in separate column, as described earlier:
If aircraft loading causes aircraft CG moves toward aircraft nose, the index
value showed with negative sign which means generated moment is
counterclockwise, that indicates the aircraft is nose heavy causes pitch down
motion
Respected indexes are shown in negative index column
If the aircraft loading causes the aircraft CG moves toward aircraft tail, the
index value showed with positive sign which means the generated moment is
clockwise, aircraft is tail heavy and causes pitch up motion
Respected indexes are in positive index column
Subtotal positive and negative indexes are added up algebraically for determination
of total index for zero fuel weight, takeoff weight or landing weight. If resultant
algebraic summation is negative, it indicates aircraft nose down tendency, and if
resultant algebraic summation is positive, it indicates aircraft tail heavy tendency
Summing up the total index values for DOI, passenger(s) and deadweight indexes,
zero fuel index is defined
Enter CG envelope with defined ZFI and actual ZFW to determine aircraft ZF CG in
percentage of MAC
If takeoff fuel index is added to ZFI, then actual takeoff index is defined
Same procedure as determination of ZFI must be followed to determine aircraft
takeoff index and respected aircraft takeoff CG in percentage if MAC
By entering stabtrim table with takeoff index value, require stab trim setting can be
defined
Page 30
Index values with negative sign Index values with positive sign
table table
Negative
column for
total index
calculation
Positive
column for
total index
calculation
Subtotal
for positive
and
negative
indexes
Page 31
Graphical format
Unlike tabulated trim sheet format, on trim sheet with graphic format, passenger(s)
positioning, cargo loading and fuel tanks fueling illustrate the aircraft CG movement.
Trim sheet with graphic format introduces parallel lines and every paired line called
“Pitch”, where the distance between two parallel lines (pitch) describes the magnitude of
aircraft CG movement with regard of weight introduced for every paired line (pitch). The
direction along with passenger number in aircraft cabin zones or weight value in cargo
compartment sections are shown with an arrow introduced
To start with, and to determine zero fuel weight CG position in percentage of wing MAC
as an example, following procedure must be followed in sequence
To determine aircraft takeoff CG in term of wing MAC and required pitch trim for takeoff
A. Calculate fuel weight MAC provided in a table, whether standard or none standard
fuel distribution
B. Apply fuel index correction on fuel pitch line before entering aircraft CG envelope
(direction of fuel index adding or subtracting on fuel pitch line is shown)
C. Enter aircraft CG envelope chart by drawing a vertical line from corrected index line
for fuel index
D. Enter aircraft CG envelope chart by actual takeoff weight defined in load sheet form
E. Move horizontally till corrected index for fuel line is crossed
F. Read aircraft takeoff CG in percentage of MAC
G. Enter pitch trim chart with takeoff CG in percentage of aircraft MAC and read
required stabilizer pitch trim for takeoff
I. Use fuel table index and determine landing fuel by adding remaining fuel in
every tanks allergically
Page 32
II. Use the same procedure as described for determination of takeoff CG in term of
wing MAC
Example:
Following example is made to illustrate the procedure to complete a trim sheet with
graphic format
Note: the main concern for of this example is to illustrate the procedure for completion
of trim sheet with graphical format, therefore initial information like aircraft registration,
Departure, Destination airport, flight number, time, date and…. set blank
PAX
Zone 0A: 30
Zone 0B: 100
Zone 0C: 30
Cargo
Hold 1: 2,000 Kg
Hold 2: 2,000 Kg
Hold 4: 2,000 Kg
Hold 5: 2,000 Kg
Fuel
Fuel weight: 37,000 Kg (fueling procedure was followed
accordingly)
Page 33
1- Initiating procedure with
DOI of 53.3 and moving
down to first pitch
2- Load dead
3- Make movement for dead
weight as
weight according the weight
instructed
and movement direction
7- Enter with
ZFW on 13- Enter with TO
weight scale MAC and read
require stab trim
which is 2 deg. NU
Page 34
Computerized load and trim sheet
Computerized load and trim sheet is commonly known as Departure Control System or
“DCS” in short. Any airliners may subscribe DCS services from service provider. The
concept is the same but provided form is different
Page 35
General information
Weight scale “LB”
Person name who prepared the LTS ““
Captain name ““
Indicated this is the second LTS requested for this flight “02”
Departure and destination airport with flight number “From/To Flight”
Aircraft registration with seat version “Y 165”
Number of cockpit crew and total number of cabin crew “2/9”
LTS issuance date “18 Nov. 18”
LTS time issuance “06 02”
Page 36
Dry Operating Index “59.10”
Landing index “56.80”
Last Minute Change “Dest Spec Cl/Cpt + - weight”
Zero Fuel Weight Index “17.01”
Zero Fuel CG in % of MAC “5.43%”
TakeOff Weight Index “17.2”
TakeOff CG in % of MAC “9.31%”
Load message
Notice To Captain NOTOC “NIL”
Flight number and aircraft register ““
Available seat version “Y165”
Flight crew “Cockpit 2/ Cabin 5”
Passenger status “Adult 151/ Child 0/ Infant 3”
Total dead weight load “T5804”
Dead weight distribution “Hold2/1000 Hold/3 2000 Hold4/2804”
Seated passenger “151”
None revenue passenger or dead weight “0”
Extra crew (ACM and ground mechanic) “4”
Specification of dead weight
“Baggage/5804, Cargo/Nil, Mail/Nil, Equipment/NIL”
Page 37
Example
Let us finalize the load and trim sheet discussion with manual completion of an example
with following information
Payload
Adult(s): 215, (3 of passengers are airline staff on duty)
Child(s): 7
Infant(s): 4
Passenger’s baggage: 2,540 Kg
Company cargo: 750 Kg
Mail: Nil
Assumption
By use of airline manual following assumption is made”
DOW for 2/5/1 crew setting (2 cockpit crew, 5 cabin crew and a FSG) is:
82,850 Kg
DOI for 2/5/1 crew setting: 52.0
Additional flight crew weight: 85 Kg per person
Passenger weight
Adult: 84 Kg
Child: 35 Kg
Infant: 10 Kg
Page 38
DOW value extracted form DOW/DOI table
Page 39
Dead
weight
Fuel distribution index
indexes DOI
value
extracte
d from
DOW/D
OI table
Passengers + XCR in
zones with related
indexes
Required stab
trim for takeoff
Location of actual
TOW and ZFW CG in
percentage of MAC
Page 40
References
TABAN Airlines
Airbus A-310 FCOM
Boeing 737 FCOM
Vikipedia.org
Goggle.com
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Intentionally left blank
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