Weight Control of Aircraft

8/11/2019 Weight Control of Aircraft

1/50

WEIGHT ONTROL O

DEP RTMENT

O TR NSPORT

975


2/50


3/50

CONTENTS

PAGE

Introduction

1

Def i

nit ions

4

2

Weighing

of i r c ra f t

8

3 Empty Weight and Empty

Weight

entre 14

of

Gravity

4 Loading Sys

tems

23

5 Weight

and Balance

Documentation 4 1

6

Weight l tera t ions 43

Conclusion

47


4/50

INTRODUCTION

The

Austra l ian

A i r

Navigation Regulat ions

requi re

that

a i rc ra f t

be

operated with

in

the

weight

and

centre of

grav i ty

l imi ta t

ions

speci f ied

in

the cer t i f i cate of

ai rwor th iness

or lapproved

flight

manual.

Ult imately

it is th

responsibi l i ty

of

the

pi lo t

in command to ensure that

his

a i rc ra f t

is

co r re

c

t ly

l

oaded

before fl

ight

and for thrs purpose

information

in

the

fo rm o f load

ing data

and s t r u t i o n s re

made

avai lable

for

his use. Such informat ion normal ly contains detai ls of the

i rc r f t

empty

weight and

empty weight

cen t re

of gravi ty

posi t ion

together

with s u i tab l inst ruct ions as to the means

by

which the a i rc ra f t

can

be loaded with

in

safe

l imi ts.

The

information made avai lab l e to

the

pi lo t represents

the

end

resul t of

a number

of steps

made

by pe rs ons whose

ta sk i t is

to

prov ide

accurate

and

prec ise

l

oading

da

ta.

Correct

l

oading

is essential for th e safe operat ion of an

a i rc ra f t

and

i t

i s the

r

esponsibi l i ty of

a weight

contro l of f icer

to ensure

that the

in f

orma

t ion

he

approves is not only

cor rec t

but is a lso pres-

ented

in

a

c lear

and

unambiguous manner.

Al l

civ i l ai rcraf t whether

they be

of a f ixed o r

ro ta ry wing typ e, large o r small , have been cert i f icated

against a comprehensive set

of a i rwor th iness

standards for a

c l ear ly defined range of we i gh ts and centres of gravi ty . The

manufacturer

of an

a i rc ra f t mus t demonstra te to

the respons-

ib le

cer t i f icat ion

authori ty that

h i s product

can meet

th e

str ingent

safely standards

laid

down by that

authori

ty.

These

s tandards take

in

to conSide

rat i

on, among other things, not

on

l y

the st

ru

ctura

l

streng

th

of the a i rc ra f t but also

performance

and

f l ight

handling

charac ter is t ics , and the

weight

and centre

of

grav i ty

l imitat ions that re sult

can

be dictated by anyone of

these parameters. An a i rc ra f t f l

own

ou tside approved l imi ts

is

being

operated in an area where comp

l i ance

with

the requ i red

levels of ai r worth iness may not have

been

demonstrated, and

any pi lot who fl ies his

a i rc ra f t

incorrec

t ly

loaded

could

wel l

be

taking on the duties of an

exper imental test pi lot

.

Maximum take - off and land ing

we ights

are in most

cases determined

by

s t ruc tura

l considerat i

ons

and

operat i

on

in excess

of these weights

cou

ld

downgrade the strength of the

a i rcra f t

to

un

acceptab l e

levels

. Continued overweight oper

at ion

co

uld

also. accelerate . the onset of metal fat igue

induced

st ructura l

fa i ture. In addit ion

excessive

weight reduces the

f ly ing

abi l i t y

of an a i rc ra f t

in

almost

eve

ry respect the mos t

signi f icant def ic ienc ies o f

an overw

eight a i rc ra f t

being:


5/50

Long er take-of f distance

Reduced ra te of c l imb

Shor t

er range

Redu

ced cru is ing

speed

H ighe r sta l l ing speed

L

onge

r landing distance .

The balance of an

a i rc ra f t

on

the

other hand

re fers

to

the pos i t ion of the

centre

of

gravi ty and

is

o f pr imary

impor tance

in re lat ion

to f l ight

handl ing

character is t ics .

Adver se

ba l

ance s i tuation

s

can cause marked

deter iorat ion i n

stabi l i ty

and contro l to thepoint where an a i rc ra f t may

bec

ome

uncontro

l l

able . F o r examp l

e

a pi lot

may

ha

ve di f f icu l ty

i f

h is

aerop

lane is loaded too

fa r

forward in ra is ing the nose

du

r ing take-of f

or

in being able

to

f lare

the

a i rc ra f t

i

nto

the

co r rec t landing at t i tude al

the

complet ion of

the

f l ight. Con -

verse l y i f

the aeroplane

is loaded

too

far aft

the

longi tudinal

slabi l i ty may be ser iously

impaired

sta l l ing character is t ics

adverse ly affected and i f

the a i rc ra f t is of a

type

approved

f o r spi nning spin r

ecove

ry

dif f icu l t

o r even

impossible

.

The pr ime concern of a i rc ra f t balancing is a long

the

longi tu dinal ax is that

is

the fore and aft locat ion of the

cent re of gr

avi

t

y.

The

de

s i gn

of

ai rc r aft is

suc

h

that la tera

l

sy

mmetry

is usual ly assumed

to exist and

fo r

each

i tem

o f

weigh t

to

the le f t o f

the

a i rc ra f t

centre l ine

there

is

an equal

weight

to

the

r ight

exist ing

at

a corresponding l

ocat ion

.

Latera l

imba l ance however

can

occur

in

aeroplanes with unevenly d is -

t r ibuted fue l l

oads

and in hel icopters where a

l i t ter may be

loaded on one

s ide

but not on

the

o ther.

With

the except ion

of

r Olo r

craf t where

l

ate

r a l

centre of grav i t

y

l imi ts

are

usual ly

spec i f ied la tera l

imbalance

is normal l y

re la t

ive l y

easy to

cont ro

l

the long itud i

nal

ba l ance being

much more cr i t i ca l.

As

t

hi

s

is the case fu r ther

referen

ce

to

centre

of grav i ty

in

th is

Publ icat i on w it l

mean the

longitudinal l

ocat ion of the

po int

of

balance .

T

he

need to

operate with in

approved lim

i ts is

a

matter:

of

se

r ious concern

no

t on l y

to

the p i l ot bu t

also

to

those

ground personnel

whose

res pons ib i I

i

t ies encompass

the

p r eparat ion

of an

a i rc ra f t

fo r f l ight . Weight and balance con

t ro l

begins

with the in i t ia l

determinat ion

o f the a i r cra f t

empty

weight and empty weigh t centre o f grav i ty posi t

ion.

Subsequent

changes as

a

re su l t of repa i r

o r modif icat ion are

accoun

t

ed fo r


6/50

ei ther

by adherence

to

a suitable

weight

and balance

change

record system

o r by reweighing the

aircraf t

Loading inform-

ation

in

the form

of

for

example

baggage compartment and

fuel tank placards tog

e ther w i th

pert inent loading

ru les

and

systems are

made available to the

pilot for

his ready guidance

and use

to

ensure safe load ing All of these

activit ies

can

be

grouped under

the

one general heading

that

is the weight

control

of aircraf t


7/50

1 DEFIN

IT

IONS

D TUM

FWD LIMIT ....

....AFT

LIMIT

C.G.RANGE

D TUM

+)

ARM

200mm

WT

IOKg.

I

STA 0 ST

200

MOMENT: 2000

Kg mm.

Figure

1.

Oeflnitions

Th e var ious t

erms

commonly

used

in weight control

have

the follow i

ng

meanings.

1. ARM mome

nt

arm - is th e horizo

ntal

di s tanc e

in mi llimetres

from

the reference datum to the

cent r e o f gravity o f e i tem . The

algebraic

sign

is plu

s + jf measured aft of the datum and

minus {-}

if

meas ured forward of the datum.

2.

C E N

TRE OF GR

AV

IT

Y

c

.

g. - is the

p

oin

t

ab

ou t

whic

h the

aircraft wou

ld

balance

if

it were poss

ib

le

to suspend it a t that point.

The

weigh t of an

i rcr f t may

be

assumed to

be conce

ntr

at

ed

at its

centre

of gravi ty,

4


8/50

3 , C E N TR E OF GRAV ITY

DA

T

UM re ference

da tum )

-

is an

imaginary

plane

f r om

which

a l l

meas

u r.e

ments of

a rm are

tak

e

n.

F o r mo s t a i

rc ra f t the

datu

m is

estab

l i

shed by

t

he

manufact

u r

er

an

d

in

some ca ses i ts horizontal location is marked on

the a i rc ra f t On

c e

selected al l

moment

arms must

be taken

w i

th reference

to

the datum

.

The

datu m

is speci f ied in the cert i f icate of airworthiness o r

approved f l

i

ght

manual.

4

CENTRE OF GRAVITY LIM

ITS - a

re the

most

forWa

r d and mos t rearward

centre

of grav i ty

posi t i ons at which an a i rc ra f t

may be operated

in

acco

r dance

wi

Ih the

a i r

wor thin ess cer t i f ica t ion

s ta n

dard

s of

th

e

Department of Transp

o

r t

,

Centre

of gravi ty l

imi ts

are norma l l y

expressed

in mil l i

metres fo rward o r

aft

of the

datum

bu t fo r a f ixed

w

ing a i rc r

a f t

may be slated

as

a

percentage of the

mean aerodynamic

chord M.

A. C.

) of the wing.

The centre of gravi ty

l imi ts

are

specif ied

in the

cert i f icate of airworthiness o r approved f l igh t

manual.

S

CENTRE

OF

GRAVITY RANGE

-

is

t

he

dis

t

ance

between

the

fo rward

and af

l c

en t re of

grav i ty

l im i ts .

6 . L OAD DATA

SHEET

- is a

do

c ument

prepared

in

respect o f

an

Indiv idua

l

airc ra f t

to provide

weight

and centre of

gra

v i ty information fo r u se in the

l

oading system.

7.

L OADING

SYSTEM

-

is

a

system fo

r

ensur ing

that

an

ai rc ra f t is

loaded with in approved

gross

w eight and centre of gravi ty l imi ts at al l t imes

during f l ight

.

6.

MEAN

AERODYNAM IC CHORD M.

A

C . ) - is

t

he av

erage

chor

d of an i

mag

i nary

wing

h

av

in g

the

same

aerodynamic

character ist ics as

the

,

actua

l

wing.

9. MOM

E

N T

- i s t

he product of

a

weight mult ip l ied

by

i

ts

arm

.

The moment of an

i

tem about the

datl;lm is obtain

,

ed

by mult ip ly ing

t

he

weight

o f t

he

i tem

by i ts horizontal

distance

f r om the

datum

.

The tota l

momen

t

of an airc ra f t about

the

datum


9/50

is

the we

ight

of the a i rc ra f t

mul t ipl ied

by the

hor izonta l distance f rom

the

centre of grav i ty o f

the a i rcra f t

to

the datum . Moments are usual(y

exp

r

essed in terms

of

ki logram

-

mil l imetre.

kg. mm.).

10.

MOMENT

INDEX or index) - is a moment div ided

by

a constant

such

as 1,000, 1

0,000 or

100,000 .

The

constant

is

arb i t rar i ly selec ted to

reduce the

number

of signi f icant f igures

in

moment

va

lu es

to

easi ly

handled

proport ions

but

wh i ch wi l l yet give

the

desired accuracy.

An index is

conside

r

ed to

conis of

so many i ndex units.

11.

RE MOV A B LE EQUIPMENT

-

is

equipment carr ied

on

some

o r

al l

operat ions

but which

is

not

i nc lu

ded in the empty weight .

12.

SECRETARY - is the Secre tary

to

the Depar t

ment of Transpor t o r

any

person

to

whom

he has

delegated

his

author i ty in

the

manner

concerned.

13. STATION

- is a

location in

the

a i rc ra f t

which is

ident i f ied by a number designat ing i ts distance

f rom

the

datum. The datum therefore

is station

zero. Stat ion and arm are

usual ly

identical .

14.

WEIGHT

CONTROL

OFFICER is

a

person

holding

a

weight contro l

author i ty

issued

under

A i r Navigat ion Orders

Sect ion

100.28.

15.

WE IGHT EMPT Y - is

the measured or

calcu

lated

weight

of an a i rc ra f t including al l i tems o f

f ixed

equipment and other equipment that is

mandatory for a l l operat ions,

f ixed bal last,

unusable

fuel, undrainable

oi l , total

quanti ty of

hydraul ic f lu id,

but

excluding

all

other

i tems

of

disposable load.

16.

WE IGHT, MAXIMUM L ANDING - is the maximum

weigh

t,

according to

the

cert i f icate

of a i rwor th i

ness

o r

approved f l ight manual, at which the

a ir

craf t

may usua l l y be

landed.

17. WE

IGHT,

MAXIMUM TAKE-OFF - i s the max imum

weight,

according to the cert i f icate

of

a i rwor th i

ness o r

approved

f l ight manual, at

which the

a i r

craf t i s permi t ted

to

take-off.

6


10/50

18. WEIGHT MAXIMUM ZERO

FUEl- is

t h e

maximum weight approved

for

the i rcr f t not

including

fuel

load.

19.

WEIGHT OPERATING

is

in

relat ion

to

a

p r t icul r

type of

operat ion the empty

weight

of

the

i rcr f t

plus those

items

of removable

equipment

and disposable load

that

remain

con-

s t n t for the type of operat ion being conducted.

20.

WEIGHT

RAMP is

the al lowable weight

fo r

take-of f plus the fuel burned

dur ing

taxi and

run-up.


11/50

2 - W E I

GHING

OF

AIRCRAFT

Air Navigation Orders Sect ion

100 7 requires

that

the empty

weight

and

empty

weight

centre o f

grav i ty

pos i t ion

be

determined

for a ll

aircraf t pr ior

to the initial

issue

of a cer t if i -

ca te

of ai rwor thiness

These

determinations

can be made

ei ther by

weighing

the a i r c ra f t

or

as an a l te rnat ive in the

case

of a new l y

manufactured sma

l l

a i r c ra f t

by su i tab le computat ions

made by

the manufacturer .

The

empty weight detai ls f o r an

imported

ai rcraf t can be establ ished pr ior to ar r ival in

Aus-

tralia; however

i f reasonable

doubt ex is ts as

to

the va

l i

dity

of

the weighing data the ecre ta ry may requi re

the

a i r c r a f t to be

weighed

i n Aust ra l

ia

before a cer t i f icate

of


12/50

The type of equ ipment used w i l l vary

wi

th

the

ai r :

c

raf t size. L ig

h t

a ir cra

f t

may be we

ig hed on

platform type

sca les

w

her

eas

l

a r

ge

ai rcraf t

wi

l l

usual l

y

need an

el ec

t ronic

weig

hing

k i t . In

any case

the equi

pmen

t

must

have a

capaci ty su i t -

ab

l e

to

the

s i ze of

t

he

a i

rc ra f t

. F o r

examp

l e ,

thr

ee

sca les

w i

th

a

200

0

kg

.

capaci ty each wou ld be required fo r

an

ai rc ra f t

w i th

an empty

weight

o f approximately 4000 kg . , whi l e an e l ect roni c

weig

hing k i t

wi th ce l l s of 30,000 kg . capacity wo uld be nee

ded

fo r

a

60,000

kg

.

empty

weight

ai

r

cra

ft.

WEIGHING PROCEDURES

Ai rc ra f t weighings shou ld be conducted i n

side

cl ose d

hangars to avoid the possi

bi l i

ty

of

ai r cur rent s affecting

the

accu

r

acy

o f

th

e

we

ig h ings

.

The

f loor

sur

face

s h

ou

ld

be

l

evel,

pa

r t icu l

a r

l y where

the

we ighin g k i ts o r

jacks

are placed, an d

suitable fo

r

marking wi th

chalk o r penci l .

In prepar in

g an

a i r -

c ra f

t

fo r weighing

th e

fol lowing

general procedu r

es shou

ld

be

obse

r

vedj

a)

T he

ai rc ra f t

should be cleaned inside

and

out ,

b)

The

ai rc ra f t mus

t be

dry before

weighing. An

ai rc ra f t

sho

uld

not be we i ghed immediate l y after

i t

has been washed .

c)

Seat

backs should

be

p l

aced

in

the

upr ight

pas i l ion .

d) Wing f l aps must be retracted and al l o th er

contro l su r face

s

se

cured in the neu t

ra l posit ion.

e) The equipment sta

te

of

th e ai rc ra f t must

be

checked , and

all

i tems that a r e to be i nc luded

in the empty

we

ig

ht

p l aced in

thei

r appropr iate

pos it ions . An ai rc ra f t equip ment

l i s t

must be

r aised,

o r

i f one

is

already

in

force

must

be

amended,

to ref l

ec

t th e

con

f

igura l i

on of

the

ai rc ra f t at

the t ime

of

weigh ing.

A

l l

i t

ems

not

inc

l

uded as

f ixed

equipment

should be removed,

o r

i f

th

is is

inconv enient such equipmen t ma y

remain i n the ai rc ra f t

prov

id ed that

the

app

r

opr iate

deductions ar e s

ubseq

uent l y

made

.

f)

F

ue

l

tanks

sh oul d

be dra i

n ed in

accordance

wi th

t

he manufacturers instruct ions. In some cases

i t

may

not be f easib l e

to

drain the tanks,

and

i f


13/50

this

is so, they should then be

fi

l l ed- to capacity '

and the

ai rcraf t weighed

in

this

configurat ion.

The weight of

fuel in

the

tanks

should

then

be

calculated and late r

subtracted

f rom

the

tota l

weight

to obtain

the empty

weight.

I f the total

quant i ty

of fue l in

al

l tanks is

700

l i t res o r less

a speci f i c gra v i ty fo r aviat ion gasol ine of 0.7 1

for

100

/130 grade and 0.72 for all

lower

grades,

o r

in

the

case

of

aviat ion

kerosene a

spec

i f i c

grav i ty of 0 79,

may

be assumed in calculat ing

the weight I f

the

total fuel quant i ty

is

in excess

of 700

l

i t res

the actual speci f ic gravi ty

must

be

determined

and

used fo r weight ca lcu lat ions.

Where a weighing

has

been

car r

i ed out wi th

drained

tanks,

the

weight

o f

the

unusable fuel

quant i ty

should be establ ished

and

the appropr i

ate

change

made to the weigh ing

detai ls

whe

n

determining

the empty

weight and empty

weight

centre

of gravi ty

posi t ion.

(g)

Unless

otherwise

spec i f ied by the

ai rcraf t man

ufacturer the oi l system should be

completely

drained through

the normal drain ports.

Under

these condit ions the amount of oil remaining in

the tanks, l ines and engines

is

termed un drain -

able

oi

l and

must be included

in

the empty weight.

When the

ai rcraf t

is weighed without

drain in

g

the

oi l

the tanks should be f i l led to capacity T

he oi l

weight can

then

be ca lculated and the appropr iate

deduction

made. The speci f i c grovi ty of

oi l may

be

assumed

to be 0 90 f o r

mineral

base

oi l

and

0.96 for

synthetic

base oi l .

(h)

Reservo i rs and tanks containing hydraul ic f lu id,

ant i - ic ing

f lu i d

and

o ther l iqu i

ds

th a t

are

to be

considered as par t of the empty

weight

should be

f i l led to capacity

i)

I f

the

main

wheels

are

to

be used

as

react ion

_

points

the brakes should not be set. Resul tant

horizontal load s

on

the weighing equipment may

cause

errone

ous

readings.

10


14/50

Figure

2.

Weighing on platfo rm sca le s

A i rc ra f t

should

be weighed in a

level

posi t ion, that is

wi th

the

l

ongitudina

l

and

lateral

axes

hor izonta l .

On most a i rc ra f t

l eve l l ing

devices such

as l

ugs,

pins

o r

p l

ates

have been

accurately insta l

led by the manufac turer

.

The

methods

used

to level a i rc ra f t

vary

with the

type of

a i rc ra f t

and re ference

must

be made to

the

manufacturer S inst ruct ions.

The

fo l l ow -

ing

genera

l procedu re s

should

however

be fo l lowed;

a ) Jacks u sed for

level l ing shou

l d never be emp l oyed

other than at

the

speci f ied

jack

points.

(b)

Dur ing

the

l eve l l ing

procedure

extreme

care

should be

taken to prevent

side loads develop ing

which may

cause

an ai rcra f t

to

s l ip off

the j acks .

When ra is ing an a i rc ra f t with two

wing

o r main

undercarr iage

jacks

they

shou

ld be actuated

sim

ul

taneous ly

in

order to mainta i n

the a i rc ra f t

in

a latera l l y l eve l pos i t ion .

c l

Nose

whee l o l eo s t ru ts

o r l y res

may

be

inf lated

o r def la t

ed to

leve

l

the ai rcra f t .

(d) Rotary

wing a i rc ra

f t f i t led

with

undercarr iage

o l

eo

st ru ts

may

be

placed

in

the

leve

l

pos

i

t ion

by inf lat ing o r def

lating

the

struts .

e)

A

hois t o r jack should be used to level

tai lwheel

a i rc ra f t j f

the

tai,l is

too heavy

to be ra i sed

manua l ly .


15/50

f) Bal last

may be placed

to co

r rec t ar )Y instabi l i ty

of the airc ra f t .

H

owever

i f this is done

the

weight

and

posit ion

o f

the

bal last

s

hould be

accurate ly determined so

that

the

appropr iate

deductions may be subsequent l y made .

When the ai rcraf t is in a level

posit ion

i t may be

necessary

to

measure

and

rec o rd rele

vant

dimensions so that the

empty

w e igh t

centre of gravi ty posit ion may be

calculated.

The horizon t

al

distances that

need

to

be measured for

th

is

purpose

are those

establ ishing the posit ion

of the

react ion poi nt

s in relat i on to

some f ixed

datum. As

an example, when an

airc ra f t is

weighed

using

the land ing gear

wheels as

weighing

react ion ) points

the

fo l lowing

three

dimensions

must

be determinedj

a)

Th e

hor izontal

distance from the reference

datum

to

some known j ig poi nt. Th is dimensi

on

fo r small

ai rcraf t

is usual ly

zero,

becau se the

r e feren ce

datum is

an eas

i ly

ident i f ied locat ion

such as the f i rewal l o r

wing

root

leading

edge.

However for certa in airc ra f t

th

e

datum

may be

located

ahead

of the

nose,

and in

these

cases i t

is

nece

ssary

to

u se

some

convenient

j i g

point

on

the

ai rc ra f t

.

b) The distance

f rom

the j i g point to lateral l ine

passing

through

the

main

gear react ion points.

This

measurement should be ma de along a l ine

which

is

paral le l to the longi tudinal

axis

of the

airc ra f t and

c)

The distance f r om the j i g point to the forward

o r

aft react ion point

fo r

nose and

tai l

whee

l a i r

craf t

respect ively.

The required

points can be projected

to

the hangar f loor by

means o f a plumb bob, after wh i ch i t i s a s

impl

e matter

to

measure the necessary

dimensions

. When an ai rc ra f t is

weighed

using

the

wheels

as

react ion

points

i t

is

important

to

measure

the re leyant

distances,

and not re l y

on publ ished

dimensions . -Var ia t ions in o leo strut extensions can

vary

the

posit ion

of the rea c ti on points to a

signif icant

degree.

When fuselage

and

wing jack points

are

used as

react

ion points

i t is

unnecessary to measure dimensions

as

these points rem ain

f i xed, and

the i r moment arms may be found

in the

ai rcraf t records. I t

is

important h

oweve

r to use the

2


16/50

f ixed

r eaction

points indicated

i n th e

basic airc ra f t re cords

fo r

the

par t icu lar

a

i r c r aft, because

manufactu r

ing tolerances

and

other factors

can

cause

var

i

ations

in

these

dimensions between

ai rc

r a

f t

of the same type o r model .

DATUM

JIG

fo----C _ - - - - ~

INT

FWD

,

,

IIUM9I 0 0

. . - .....

.,.

II ' lor ..... ...

. . . . ,

k

pool

.....

1.

B.;g

' ' '

........... a r U t

01

OOIftpjlrlMtf'l1 . ..

1m

local_

1M gro

.

"'0;11\ and lotI' momonl ....,. . on ,I>t

_ .... oghI . . ._ . 11\11

po ..

1111a . ,Ih .. 1".

. . . . . 1M

....

,;,.;

bi t

.

'

,

, , . .

a . ' .... lor IhI

CIICuI

IUc ... -.0.. uMI

It.o , ,

".0" '"

01 lhl

1'10

.

i .

...,.. conI' .... 10 1000.

3. M ..._ ..... _ 1 . . . . . . . . .a '9 ......."r ...

'h

l

COfI'IO)In_

I t

geo

iC9

.

n .

IoaoUo .

01

, , .

C*IIf ' 01

O"""Y ......1 Do

CNc_

"""'., o;:oncIUoon. 0/ .

10)

.0.01

,, "1 ,.... II

_11

.. . .. "

(OJ Zero 1 ,1 .

: ti'O

1OO

i

~

,

~

0

~

INDEX

Figure

13

. Loading systems

37

REAA

PASS


41/50


42/50


43/50


44/50

5

WEIGHT

AND BALANCE DOCUMENTATION

WEIGHT AND

BALANCE

REPORT

A i r

Navigation Orders

require that

a weIght and

balance

report for

each i rcr f t

be submitted to the Depart

ment, as par t of the cert i f icat ion documentation for

that

aircraft , prior to the

initial

Issue

of

an Austral ian cert If icate

of airworthiness. The

weight

and balance report

must contain

at least

the

fol lowIng;

{a} A l i s t of the

var ious weight

l imi ts

such as

maximum take-off, landing,

zero fuel

and

ramp wei ghts.

b) The approved centre of

gravi

ty range,

c) Weighing

detai ls

including all relevant

calculat ions

made

to establ ish the empty

weight and empty weight cent re of gravity

pasi tions.

d)

Equipment

l i5 t

e) Load

da

ta

sheet .

f)

Loading system. I f

a

loading system is not

required the

Justif ication as

to

why

it

is not

required

must be providep.

g) Such other instruct ions re as considered

necessary for

the

safe loading of

the

aircraf t .

Each weight and

balance

report SUbmitted to the

Department

will be

re ta ined

by the

Department for

record

purposes.

LOADING

DATA

Weight

and

balance data necessary to enSUre

that

an

i rcr f t can be

correct ly and

safely

loaded

for

flight must be

contained in the flight manual. n

lieu

of the Hight manual,

Regulat ion 113 3) of Air Navigation Regulations permits

c r r i ge in the i rcr f t of operations manuals, placards o r

other documents, prov1ded that th ey supply the pilot in

command

with all the

re levant

data contained

o r

referened in

4


45/50


46/50


47/50


48/50


49/50


50/50

Weight Control of Aircraft

Documents

Transcript of Weight Control of Aircraft