We i g h t a n d b a l a n c e

i t ’s i m p o r t a n c e
o SOME OF THE
WEIGHTS:
 BASIC EMPTY WEIGHT: The weight of an aircraft
without fuel, crew but inclusive of engine oil, lubrications,
unusable fuel, extinguishers.
 Ramp f u e l w e i g h t :
The basic empty weight along
with the usable fuel.
 Max r a m p weight:
The ramp fuel weight of an
aircraft along with the
weights of

PIC, Co-pilot, Passengers

and baggage's.
 Ta k e o f f w e i g h t :
 L a n d i n g w e i g h t : The weight obtained by subtracting
the trip fuel from the take off weight.
 o Why is it impo r t a n t
•: Weight and balance have a direct effect on the
stability and performance of the aircraft.
• If a plane is too heavy, it may never get off the
ground.
• If it’s out of balance, it may be uncontrollable when it
does take flight.
• Neither of these scenarios will produce a desired
outcome.
• The measurements of how heavy the aircraft is and
where that weight is “balanced” is in relation to the
Centre of Gravity (CG).
• The fact that planes are designed to be as light as
possible, most small aircraft can not safely
operate with a full complement of fuel, passengers,
and baggage.
To p a r a p h r a s e i t
“You can either fill the seats or the fuel tanks, but
not
both.”
 Effect o f weight on
performance:
Overloading an aircraft can have possible
outcomes,
• Takeoff speeds increases, resulting in a longer takeoff
run.
• Climb rates are reduced, as is the angle of climb.
o Aircraft
balance:

 Centre of gravity (W) : The point where the whole of the

weight of the aircraft acts. The limits of C.G are with the
respective datum given by the manufacturer.
 Datum : The Datum is defined by the aircraft
manufacturer and is listed in the aircraft flight manual. It
is from this point that all weight and balance calculations
are made.
 Effect o f c.g on p e r f o r m a n c e :
 With r e a r w a r d C.g:
• If the CG is to the rear but still within acceptable
limits, the pilot may simply notice that he/she needs
to trim the nose down slightly more than usual.

Longitudinal stability
decreases,
Control ability increases,
Stick force movement
decreases.
 With f o r w a r d C.G:
• If the CG is to the forward but still within acceptable
limits, the pilot may simply notice that he/she needs
to trim the nose up slightly more than usual.

Longitudinal stability
increases,
Control ability decreases,
Stick force movement
decreases.
• The CG can also be out of balance from side to side.
This will result in one side of the aircraft requiring
more lift than the other. As a result, the aircraft will
want to roll towards the heavy side.

• If the CG falls outside of the CG limits, the aircraft

may not have enough elevator to keep the plane in a
controlled flight.
 P r e f e r r e d c . g limit:

• With forward CG limits performance factors gets

worsen, such as
Take off distance required is more, Landing distance required
is more, Fuel consumption is more, Drag is more, Power
required is more…….
• But then we use Forward CG limits because,
 Stall recovery is good.
 Longitudinal stability is more.
 How t o f i n d w e i g h t a n d b a l a n c e a l o n g
w i t h CG a r e w i t h i n l i m i t s :

• To calculate weight and balance, enter

the aircrafts empty weight along with
the fuel to be carried and PIC ,Co pilots
weight and weight of passengers
and
baggage (if required), in the appropriate locations (on the Load
and trim sheet). Multiply the weight by the Arm to determine
the Moment. When you have done , divide the Total Moment
by the Total Weight. This is your calculated CG.
• Compare your CG to the CG Limits for your aircraft.
If you’re within the limits, you’re good to go. If your
CG is NOT within the limits (or it’s very close), you
can move people or baggage around in the cabin and
recalculate the weight and balance.

• Weight and balance are critical

to the safe operation of an
aircraft. Making these
calculations is a critical step for a
pilot to ensure the safety of the
flight.
 HAPPY
LANDINGS HAVE
A GOOD D A Y 