weight & balance (16 aug 08)

Welcome toWeight & Balance Course

COURSE SYLLABUS

Introduction Forces acting on a flight Principle of Balance C G of Empty and Loaded Aircraft Mean Aerodynamic Chord Effects of C G due Change of location & Weight Definition Fuel Weight Terminology Air Craft weight Terminology Structural Limitation Pay load and E Z F W Hold Limitation Load Planning Load Control Documents DGR and Special Load L M C

INTRODUCTION

Mass and Balance control affects aircraft handling and safety as well as optimization of payload and economy of fuel. This is achieved by proper loading and weight control of an aircraft.

The aircraft should be loaded in a manner that:

Its weight remains within limits

Its balance remains within limits

The aircraft structural limitations are not exceeded

INTRODUCTION

The documents prepared in this context are:

It shows aircraft weights, distribution of traffic load (cargo, baggage, mail and passengers) in various sections of the aircraft, the amount of fuel and balance conditions. This information helps the Captain to understand as to how the aircraft will behave.

1. LOAD SHEET

2. TRIM SHEET

3. LOADING INSTRUCTIONS

THEORY OF FLIGHT

Aerodynamics:

The science of aerodynamics deals with the manner in which any gas, especially the atmosphere, behaves when in motion. Particularly when it flows past a three dimensional body or when such a body moves through it.

Earth’s Gravitational Force:

The subject of Gravitation with its origin is too technical and lengthy. For aircraft application it will suffice to know that every matter in universe attracts every other matter with a certain force called the force of gravitation. For earth bound bodies this force is called Gravity and defined as the force on a given mass of a body that tends to draw it towards the centre of the earth.

THEORY OF FLIGHT

Weight & Gravitational Constant:

The weight of the body is the resultant of all gravitational forces acting on the mass of the body. On the surface of earth the relation between weight and mass is always constant and has a value 32.2 ft per second per second (32.2ft/sec) ². This constant has been given a symbol (g) called acceleration due gravity.

Consequently if the body is accelerating or de-accelerating at the rate of 32.2ft/sec² it is said to be moving with 1g acceleration or de-acceleration. If the de-accelerating force is twice as much it is said that the body is subjected to 2g load.

FORCES ACTING ON AN AEROPLANE

An aero plane is kept up in the air, and travels through it by means of various forces that act upon it. These forces are:

i) Weight ii) Lift iii) Drag

iv) Thrust

FORCES ACTING ON AN AEROPLANEWeight:

This is equivalent to the earth’s gravitational pull or mass x gravity or

Lift:Depending upon the speed, shape, smoothness of surface, density of air, the force acting at right angle (perpendicular) to the direction of the movement of the aircraft is called Lift.

Drag:

The force acting parallel and opposite to the direction of movement of the aircraft is called Drag.

Thrust:

The forward motion produced by the engines is called Thrust.

W = m x g = mg

FORCES ACTING ON AN AEROPLANE

Drag Thrust

Lift

Weight

The wing of the aircraft is shaped like an aerofoil to reduce the resistance to the airflow to a minimum. Since the wing has a larger curve on the upper surface, the air flows faster over the wing and slower under the wing. This causes a reduced pressure above the wing as compared to the pressure under the wing, which at a certain speed causes the wing to lift into the air and consequently the fuselage to which wings are attached also lifts. And that is how the aircraft gets airborne.

However the phenomenon of lift isgoverned by many other factors liketemperature, pressure etc.

Principle of Balance

Centre of Gravity:

It is a point through which the resultant of all gravitational forces (weight acting upon a body) passes and act.

Rotation:

It is a motion the path of which can be described by a circle or an arc of a circle. Rotation can take place in two directions namely clockwise (+ve) and anti clockwise (-ve).

Clockwise Anti-Clockwise


Arm:

It is the distance from a reference point along which the turning effect of a load acts.

Moment:

It is the tendency to turn or the turning effect of a load along an arm and about a point.

Moment = Arm x Weight


Law of Moments:

When the sum total of all clockwise moments acting upon an axis is equal to the sum total of all anti clock wise moments acting upon the same axis, then there is no tendency to rotate or there is no rotation. This is also called Equilibrium.

Balance:

An axis is said to be in state of balance when there is no rotation or tendency to rotate.


Fulcrum:

It is the point of separation or a demarcation between the negative and positive moments acting upon the same axis. In a balanced beam the total moments on one side of the fulcrum will equal the total moments on the other side.

Fulcrum


10 kgs 10 kgs

5 m 5 m

8 m 2 m

Fulcrum Examples:

10 kgs 40 kgs


Fulcrum Examples:

15 kgs 10 kgs

4 m 6 m

18 kgs 2 kgs

1 m 9 m

Calculation of CG

Calculation of CG

C.G. = Total Moments Total Weight

Centre of Gravity =Total Moments

Total Weight

OR

DEFINITIONS

Datum:

It is a point or line of reference usually taken at the beginning of an axis or ahead of it from which the arms of all the loads acting upon the axis are measured.

Station:

Distances marked on the longitudinal axis of an aircraft are called stations.

DEFINITIONS

xx

Datum

x

Datum

0

Datum

0 2200 2000 1800 1600 1400 1200 800 600 400 200

Stations

Datum:

DEFINITIONS

Use of Algebraic Signs:

The weight of a basic aircraft is always positive. Any weight added to the aircraft is positive and the weight of any item removed from the aircraft is negative.

The arms of any item placed forward of datum line is always negative and the arm of any item placed aft of datum line is always positive:

DEFINITIONS

Use of Algebraic Signs:

+ve and +ve = +ve

–ve and –ve = +ve

+ve and –ve = – ve

Hence:

Items added forward of datum line: (+wt) x (–arm) = –Moment

Items added aft of datum line: (+wt) x (+arm) = +Moment

Items removed forward of datum line: (–wt) x (–arm) = +Moment

Items removed aft of datum line: (–wt) x (+arm) = –Moment

DEFINITIONS

Calculation of CG of Empty Aircraft

Calculation of CG of Loaded Aircraft

Calculation of CG of Loaded Aircraft

ITEM ARM WEIGHT MOMENT

Empty aircraft 140.25 1990 279100

Front Seat – Pilot 170 70 11900

Middle Seat

– One Male Passenger 170 65 11050

– One Mail Passenger 270 70 18900

– One Female Passenger 270 55 14850

Aft. Seat – One Female Passenger 360 50 18000

Forward Baggage Compartment -60 75 -4500

Aft. Baggage Compartment 450 75 33750

Fuel Tank 185 400 74000

Oil Tank 75 30 2250

TOTAL 2880 459300

CG = 459300 / 2880 = 159.47

CENTRE OF GRAVITY CALCULATION SHEET

ITEM / LOCATION WEIGHT x ARM = MOMENT

Sec: Em-Empty Aircraft Centre of Gravity Arm:

Nose Wheel

Right Wheel

Left Wheel

Total Weight: Total Moment:

(Total Moment ÷ Total Weight = CG Arm)

CENTRE OF GRAVITY CALCULATION SHEET ITEM / LOCATION WEIGHT x ARM = MOMENT

Sec: Ld-Loaded Aircraft Centre of Gravity Arm:

Empty Aircraft

Pilot and Forward Passenger Zone

Middle Passenger Zone

Aft Passenger Zone

Forward Baggage/Cargo Compartment

Aft Baggage/Cargo Compartment

Oil Tank

Fuel Tank # 1

Fuel Tank # 2

Fuel Tank # 3

Total Weight Total Moment

(Total Moment ÷ Total Weight = CG Arm)

CALCULATION OF CENTRE OF GRAVITY OF AN AIRCRAFT

The centre of gravity of an aircraft is expressed on the Trim Sheet through the resolution of indices.

Index:

These are mathematical indicatives of large moment figures reduced to a manageable size. Large moment figures of 6 or 7 digits are reduced to 2 or 3 digits for easy calculations.

Balance Arm:

It is the arm of a fixture measured from the reference datum of an aircraft along its longitudinal axis.

Chart Datum:

It is a reference line fixed anywhere over the longitudinal axis from where balance arm are reduced in order to get index arm.


Index Arm:

It is the distance of a fixture or an item measured from the chart datum along the longitudinal axis of the aircraft.

Datum

Chart Datum

A CB

Balance Arm – Chart Datum = Index Arm

Or AC – AB = BC

X


Now just as Moment = Weight x Balance Arm

Similarly Index = Weight x Index Arm

The index thus calculated may still not be of one or two digits. Dividing them by a simple figure known as Reduction Factor further reduces them.

Now the complete formula to calculate the index will be:

Index =Weight x Index Arm

Reduction Factor

Index =Weight (Balance Arm – Chart Datum)

Reduction Factor

Index =–Weight (Chart Datum – Balance Arm)

Reduction Factor

OR

OR


Example:

A weight of 700 Kgs is placed 200 inches behind the chart datum that is situated at station 400. Calculate the index if the reduction factor is 10000:

Index =700 ( 600 – 400 )

10000

Index =700 X 200

10000

Index = +14

Mean aerodynamic chord (Mac)

It is defined as the chord of an imaginary rectangular wing which has the same span and the same aerodynamic characteristics as the tapered and / or swept-back wing fitted to the airplane.

Leading Edge and Trailing Edge:

It is the distance of the leading edge of this imaginary chord from the datum. Another term which is also used in this connection is TEMAC or trailing edge of mean aerodynamic chord, where

MAC= TEMAC - LEAMAC

CONVERSION OF C.G. ARM INTO % MAC

CONVERSION OF C.G. ARM INTO % MAC The C.G. of aircraft in terms of distance is called arm of C.G. If the C.G. of an aircraft lies 275 inches from the datum line then the arm of C.G. is 275 inches.

Leading edge of MAC is the distance from the foremost point of MAC ( 0% MAC ) to the datum line.

X 100 = %MACArm of C.G. – Leading edge of MAC

Length of MAC

Example:

Arm of C.G. lies 50m behind the datum line, leading edge of MAC starts 45m behind the datum line

Length of MAC is 25mWhat is the C.G. in %MAC?

X 100 = 20%MAC50 – 45

25

Mean aerodynamic chord (Mac)

MAC Percentage

Centre of gravity as a percentage of the mean aerodynamic chord is determined by the following formula:

CG % MAC = (159.48 - 110) x 100

MAC

Example:

Determine the centre of gravity as a percentage of mean aerodynamic chord, when LEMAC is 110 cm and MAC is 200 cm.

CG % MAC = (159.48 - 110 ) x 100 = 24.74 %

200

Effect of Change of Loading and change of Weight

When weight placed in an airplane are shifted from one location to another or when some weight is added or removed it causes a change in the position of centre of gravity.

When a weight is shifted forward it causes a decrease in the total moment and when shifted backwards it causes an increase in the total moment. The value of shift in the position of centre of gravity can be determined by dividing the change in total moment by the total weight or by dividing the new total moment by new total weight.

Effect of Change of Loading and change of Weight

Structural Weight Limitations

Every aero plane has certain weight limitations, which are carefully determined by the manufacturer, and the operator is legally bound by these limitations.

Maximum Structural Taxi or Ramp Weight:Maximum weight of the aircraft at which it can move on ground under its own power or being pushed or towed by some other means.

Maximum Structural Take-off Weight:Maximum weight permitted at the commencement of the take-off run with which the aircraft will safely take-off and climb out of an airfield. .

Regulated Take Off WeightMaximum structural Take off weight can be reduced to lower weights due to temperature, climb clearance, runway length etc.

AIRCRAFT WEIGHT TERMINOLOGY Structural Weights: (Cont’d)

Maximum Structural Landing Weight:Maximum weight at which the aircraft can land safely, without straining any point of its landing gear or structure.

Maximum Zero Fuel Weight:Maximum weight of a loaded aircraft with nil usable fuel. This restriction is imposed to avoid undue stress on wing structure. Beyond this weight any addition will only consist of usable fuel/water methanol.

Lift forces on the wings act upwards while the weight of the loaded fuselage acts downwards in the centre causing a bending moment on the wings. When fuel is added to the wings, the weight of the fuel counteracts part of the total weight carried in the fuselage.

CALCULATION OF MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT

The aircraft will not be able to take-off at the maximum structural take-off weight every time it flies. The maximum allowable take-off weight is calculated for each flight and the following conditions govern it:

Aircraft Zero Fuel Weight Limit Box “A” limitation

Departure Airport conditions Box “B” limitation

Destination Airport conditions Box ”C” limitation

Box “A” Limitation: This is the fuel limited take-off weight. For a certain flight the minimum required fuel must always be loaded. Box “A” limitation is calculated by adding required fuel to the maximum structural zero fuel weight.

CALCULATION OF MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT

Box “B” Limitation:

The conditions of the departure airport may restrict the allowable take-off weight. These conditions are:

Runway length condition i.e. wet, slippery, snow, slush etc., slope, temperature, wind etc.

Climb, elevation from sea level, obstacles etc.

Box “C” Limitation: This is the Landing Weight limited take-off weight. The landing weight of an aircraft may be restricted for a particular airfield due to its runway conditions (length, slope etc.). Hence the take-off weight from the previous station is restricted and is calculated by adding the permitted landing weight to the burn-off fuel.

Fuel for a flight is determined after considering many factors:

FUEL WEIGHT TERMINOLOGY

Burn-Off:

Also called Trip-Fuel. The amount of fuel consumed between departure

and destination airport including taxiing at destination.

Required Fuel:

This is also known as Flight Plan Fuel or minimum take-off fuel. This is

the fuel for a flight to be legally dispatched and it consists of:

Burn-Off

+5% or 10% of Trip-Fuel for contingency

+Fuel to farthest alternate

Holding fuel from 30 to 45 minutes+Fuel for missed approach

FUEL WEIGHT TERMINOLOGY

Stored Fuel: This is the amount of fuel, which is uplifted over and above the required fuel for reasons of economy, if payload permits.

Sector Fuel: A pre-calculated required fuel for any sector for an average seasoned day. This figure may change in different weather conditions.

Taxi-Fuel: Fuel consumed from engine start to take-off point.

Required fuel + stored fuel (if any) = Take-off fuel

+ Taxi-fuel

= Fuel at Block

BASIC OPERATING WEIGHT

Aircraft weight varies with the following reasons at different stages.

1. Aircraft Empty Weight

2. Configuration Weight Factor

3. Operating Variable Factor

4. Additional Equipment

When we add all these weights we get a figure known as



1. Aircraft Empty Weight:

Weight of an aircraft with basic equipment without which it cannot fly, It includes:

Weight of structure

Power plants and accessories with fixed locations

Trapped fuel (residual fuel which cannot be drained)

Trapped oil (residual oil which cannot be drained)

Fixed ballast weight for balancing purpose

Engine coolants

All hydraulic fluids

Toilet or galley water – optional

Standard emergency equipment with fixed locations

Nylon webbing and partition barriers.


2. Configuration Weight Factor:

Depending on the classes of service and number of seats, this factor includes the weight of:

Seats, carpets, bulkheads and curtains

Pillows and blankets

Galley equipment and pantry stores

Newspapers, magazines etc.

Toilet supplies.


3. Operating Variable Factor:

This factor includes the weight of:

Working crew, cockpit and cabin, and their baggage Pantry stores

Newspapers, magazines etc.

Toilet supplies.

Navigational kit and Manual

Ship papers

Useable oil

Minimum tool kit

Concertina bag.

4. Additional Equipment:

Any other item necessary for the flight like spares, additional working crew etc.

Basic Operating Weight:(BOW).

Basic Operating Weight of any aircraft is the weight when the aircraft has been

prepared for service but fuel and commercial load has not been put on. To

plan the available commercial load, calculation of Basic Operation Weight

(BOW) is a must.

AIRCRAFT EMPTY WEIGHT

+CONFIGURATION WEIGHT FACTOR

+OPERATING VARIABLE FACTOR

+ADDITIONAL EQUIPMENT

=BOW

Also called DRY OPERATING WEIGHT(DOW)

AIRCRAFT OPERATIONAL WEIGHTS

Zero Fuel Weight:(ZFW):

This is the weight of a fully loaded aircraft with the fuel tank empty or zero

fuel in the tanks and as such it is called Zero Fuel Weight.

BOW (or DOW) + PAYLOAD = ZFW

Operating Weight: (OW):

Weight at which an aircraft fully prepared for service can take off, or in other

words the weight of the aircraft including the weight of the fuel.

BOW (or DOW) + REQUIRED FUEL = OPERATING WEIGHT



Take-Off-Weight (TOW):

This is the weight of the aircraft at the time of its take off including fuel and payload.

BOW (or DOW) + REQUIRED FUEL + PAYLOAD = TOWOr

ZERO FUEL WEIGHT + REQUIRED FUEL = TOWOr

OPERATING WEIGHT + PAYLOAD = TOW

Landing Weight (LAW):

This is the weight of the aircraft at Landing, or the weight of the aircraft at take-off reduced by the weight of the fuel consumed during the journey, or in other words:

TOW – BURN-OFF = LAW

DEFINITIONSPayload:Weight of passengers, their baggage, Cargo and Mail including both revenue and non-revenue items.

Dead Load:Baggage, Cargo, Mail, Ballast and equipment in compartment not included in Aircraft DOW.

Load:Items carried in the aircraft other than those included in aircraft Basic Weight.

Loading:Stowing and securing dead load in bulk or ULDs on board the aircraft as per loading instruction form.

Bulk Load:Loading piece by piece in aircraft holds.

DEFINITIONS

Deck: Structural floor level of an Aircraft.

Main Deck: Single floor level to accommodate passenger and cargo load.

Lower Deck: Floor level below main deck to accommodate cargo loads only.

Hold: Space confined by ceiling, floor, walls and bulkheads.

Compartment:Sub division of Hold

Bulkhead: Rigid partition between two areas.

DEFINITIONS

ACM: Additional crew members in cockpit (may require a passenger seat if no seat is available in the cockpit).

XCR:Extra cabin crew over and above normal crew compliment. A passenger seat is to be protected if no crew seat is available.

DHC or SNY:Dead Head or Supernumerary Crew. Non-operating or Positioning Crew required to operate the same or another flight from another station. May hold a ticket or travel on General Declaration. Required number of seats is to be protected for them.

DEFINITIONS

Density:Weight per unit volume.

Volume:Space enclosed within three dimensions of a material body i.e. length, width, height. V= LxWxH.

Weight:Effect of Earth’s gravitational force on a material body.

Mass:Material of which a body is composed of and occupies space in the Universe.

UNIT LOAD DEVICES (ULDs)


Containers

Loaded Pallet


Loaded Pallet in Aft HoldLoose Load forBulk Compartment

LEGAL DOCUMENTS

The documents prepared to determine weight and balance conditions of an aircraft are legal documents and include:

Loading InstructionLoad Sheet andTrim Sheet

Load Sheet:

Load Sheet is mathematical computation of all the loads carried on board an aircraft.

The load sheet shall be prepared according the following instructions:The reference No. refer to those as stated in the specimen Load Sheets.

M/C/O refers to this item as mandatory/conditional/optional.The description is divided in eight parts.

The sketch of the Load Sheet given hereunder is explained as per the encircled numbers.

LEGAL DOCUMENTS

Important parts of a Load Sheet:

There are 4 important parts of a load sheet, each one having a different type of information and calculations, and these entries lead you towards actual weight and balance conditions of the aircraft.

First Part: HEADER LINE

Second Part: Calculation of Allowed Traffic Load

Third Part: Actual Traffic Figures and Load Distribution

Fourth Part: Calculation of Actual Weights

Fifth Part Balance Condition

LEGAL DOCUMENTSTrim Sheet:

Trim Sheet is graphical computation of the effects of all the loads along the longitudinal axis, also called fuselage of the aircraft.

1. The aircraft balance is achieved through Laws of Moments. If total moments FWD or AFT of datum or reference point are equal, there will be no change in CG.

2. For all practical purposes, all FWD moments are called negative (-) and all AFT moments are called positive (+) moments.

3. Large moment figures are divided by a common reduction factor to obtain small workable figures called INDEX UNITS.

4. The DOI ( Dry Operating Index) is provided by the manufacturer. The DOI gives an idea as to where the CG of an aircraft at Dry Operating Weight lies. It may or may not correspond to ideal CG location on CG safety zone.

5. The CG of an aircraft moves FWD or AFT of datum as different items of load are added to Dry Operating Weight.

6. Load items FWD or AFT are also adjusted or TRIMMED as to bring the CG close to ideal position on aircraft balance char.

LEGAL DOCUMENTS

Loading Instructions:

The Loading Instruction / Report is the most important Load Control

document besides the Load Sheet. It must be completed for every flight

that requires a Load Sheet.

All the Loading Instruction forms are divided into three parts with three

different functions:

Arrival Part

Loading Instructions

Loading Report

LEGAL DOCUMENTSLoading Instructions:

Special Instructions (SI):

A small box or portion on the Loading Instruction form is meant for Special Instructions.

Under this heading give instructions for:

Goods, which require special handling or stowing such as AVI,

FIL, ICE or items of Dangerous Goods.

Relocation of ULDs or bulk load.

Resetting of container / pallet locks.

For Lashing and/or supporting pieces. Etc.

Limitations:

The aircraft has to be loaded keeping in view certain limitations, which are

Balance

Volumetric capacity available

Strength of aircraft structure

AIRCRAFT LOADING

Effects of Improper Loading:

Safe loading is a prime requirement. The aircraft is badly loaded if it is:

Nose HeavyTail Heavy

Over loaded

In such conditions the effects are:

Poor maneuverability

Longer take-off run

Lower rate of climb

Lower ceiling

Increased fuel consumption

Reduction in safety factor

Increased landing speed

If nose heavyTendency to dive orUndue strain on nose wheel

If tail heavyTendency to stallDanger of tipping on ground

AIRCRAFT LOADING

Volumetric Capacity:

Each loading area has a measured volume but the entire volumetric capacity cannot be utilized because of hold contours and the shape / dimensions of the load. It is, therefore, necessary to calculate the useable volume according to the type of load, which is to be loaded on in any hold.

Average densities of different load categories are:

Baggage 5.0 Kgs / Cu. Ft.

Cargo 6.0 Kgs / Cu. Ft.

P.O. Mail 6.0 Kgs / Cu. Ft.

AIRCRAFT LOADING

Fuselage Limits:

The area where wings are joined to the fuselage is heavily reinforced and so, on and around the wings the load bearing capacity is slightly higher than other areas. The manufacturer specifies the maximum load that can be carried in various section of the fuselage.

Floor Load Limitation:

Maximum load bearing capacities of aircraft floor structures are provided by aircraft manufacturer. They are

Area Limitation

Linear Limitation

For packages having greater values of weight than allowed to be loaded per squire running foot, spreaders must be used to increase the area of loading to protect floor from damages.

AIRCRAFT LOADING

Tips For Load Controllers:

When planning Load distribution:

Obtain aircraft balance through dead load distribution in Cargo holds.

Balance the aircraft through passenger seating only when unavoidable.

Maximum load capacities must never be exceeded.

Depending on the density of the load, ascertain the weight that can be

loaded in given space.

AIRCRAFT LOADING

Tips For Load Controllers:

Example:

To find the weight of baggage which can be accommodated in a hold having maximum volume limitation of 469 cu.ft. (Weight limitation 3402 Kgs) multiply the volume by average baggage density i.e. 5.0 Kgs.

469 x 5.0 = 2345 Kgs

Which means 2400 to 2600 Kgs only of passenger’s checked baggage can be loaded in this hold against maximum permissible load of 3402 Kgs due to volumetric restrictions.

NOTE: Load Planner must make a physical check of all Cargo and Mail before preparing loading instructions. Load Master must repeat must co-ordinate any deviation in loading plan with Load Controller.

Load Master to ensure all safety nets are installed restraining movements / shifting of loaded items.

AIRCRAFT LOADING

FUEL CALCULATION

The traffic load and fuel calculations are done on the upper part of the Loadsheet.

1. A calculation with a low Take-Off-Weight will result in a ZFW limitation.As long as we have a ZFW limitation the Allowed Traffic Load remains the same (29000). The fuel has no influence on the result, because the take-off fuel is part of both, “THE ALLOWED WEIGHT FOR TAKE-OFF” and the “OPERATING WEIGHT” which are deducted from each other.

2. A calculation with a relative high take-off fuel and a low Trip Fuel will result in a landing weight limitation.

Conclusions:The highest allowed traffic load results from a Zero Fuel Weight Limitation.A high Take-Off fuel will result in a Take-Off Weight limitation and reduce the “ALLOWED TRAFFIC LOAD”.A high reserve fuel (TOF – TIF) will result in a Landing Weight limitation and reduce the “Allowed Traffic Load”.

LOADING INSTRUCTION

LOAD SHEET

LOAD SHEET

First Part:

LOAD SHEET

Second Part:

LOAD SHEET

Third Part:

LOAD SHEET

Fourth Part:

ITEM WEIGHT

Passenger (Booked) =

Baggage =

Cargo =

Mail =

ULDs =

EIC =

Estimated Payload =

+ DOW =

EZFW =

ESTIMATED ZERO FUEL WEIGHT

THANK YOU

weight & balance (16 aug 08)

Documents

loaded aircraft

aircraft weights

aircraft handling

aircraft application

weight control

force of gravitation

earths gravitational

deaccelerating force