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WEIGHT ONTROL O
DEP RTMENT
O TR NSPORT
975
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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
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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:
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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
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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
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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,
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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
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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.
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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.
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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
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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
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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.
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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 .
8/11/2019 Weight Control of Aircraft
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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
8/11/2019 Weight Control of Aircraft
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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
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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
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