WEIGHT AND BALANCE

The weight and balance concept is no different than that of a single-engine airplane. The actual execution, however, is almost invariably more complex due to a number of new loading areas, including nose and aft baggage compartments, nacelle lockers, main fuel tanks, aux fuel tanks, nacelle fuel tanks, and numerous seating options in a variety of interior configurations. The flexibility in loading offered by the multiengine airplane places a responsibility on the pilot to address weight and balance prior to each flight.

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The terms “empty weight, licensed empty weight, standard empty weight, and basic empty weight” as they appear on the manufacturer’s original weight and balance documents are sometimes confused by pilots.

In 1975, the General Aviation Manufacturers Association (GAMA) adopted a standardized format for AFM/POHs. It was implemented by most manufacturers in model year 1976. Airplanes whose manufacturers conform to the GAMA standards utilize the following terminology for weight and balance:

Standard empty weight + Optional equipment = Basic empty weight

Standard empty weight is the weight of the standard airplane, full hydraulic fluid, unusable fuel, and full oil. Optional equipment includes the weight of all equipment installed beyond standard. Basic empty weight is the standard empty weight plus optional equipment. Note that basic empty weight includes no usable fuel, but full oil.

Airplanes manufactured prior to the GAMA format generally utilize the following terminology for weight and balance, although the exact terms may vary somewhat:

Empty weight + Unusable fuel = Standard empty weight

Standard empty weight + Optional equipment = Licensed empty weight

Empty weight is the weight of the standard airplane, full hydraulic fluid and undrainable oil. Unusable fuel is the fuel remaining in the airplane not available to the engines. Standard empty weight is the empty weight plus unusable fuel. When optional equipment is added to the standard empty weight, the result is licensed empty weight. Licensed empty weight, therefore, includes the standard airplane, optional equipment, full hydraulic fluid, unusable fuel, and undrainable oil.

The major difference between the two formats (GAMA and the old) is that basic empty weight includes full oil, and licensed empty weight does not. Oil must always be added to any weight and balance utilizing a licensed empty weight.

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When the airplane is placed in service, amended weight and balance documents are prepared by appropriately rated maintenance personnel to reflect changes in installed equipment. The old weight and balance documents are customarily marked “superseded” and retained in the AFM/POH. Maintenance personnel are under no regulatory obligation to utilize the GAMA terminology, so weight and balance documents subsequent to the original may use a variety of terms. Pilots should use care to determine whether or not oil has to be added to the weight and balance calculations or if it is already included in the figures provided.

The multiengine airplane is where most pilots encounter the term “zero fuel weight” for the first time. Not all multiengine airplanes have a zero fuel weight limitation published in their AFM/POH, but many do. Zero fuel weight is simply the maximum allowable weight of the airplane and payload, assuming there is no usable fuel on board. The actual airplane is not devoid of fuel at the time of loading, of course. This is merely a calculation that assumes it was. If a zero fuel weight limitation is published, then all weight in excess of that figure must consist of usable fuel. The purpose of a zero fuel weight is to limit load forces on the wing spars with heavy fuselage loads.

Assume a hypothetical multiengine airplane with the following weights and capacities:

1. Calculate the useful load:

The useful load is the maximum combination of usable fuel, passengers, baggage, and cargo that the airplane is capable of carrying.

2. Calculate the payload:

The payload is the maximum combination of passengers, baggage, and cargo that the airplane is capable of carrying. A zero fuel weight, if published, is the limiting weight.

3. Calculate the fuel capacity at maximum payload (1,200 lb.):

Assuming maximum payload, the only weight permitted in excess of the zero fuel weight must consist of usable fuel. In this case, 133.3 gallons.

4. Calculate the payload at maximum fuel capacity (180 gal.):

Assuming maximum fuel, the payload is the difference between the weight of the fueled airplane and the maximum takeoff weight.

Some multiengine airplanes have a ramp weight, which is in excess of the maximum takeoff weight. The ramp weight is an allowance for fuel that would be burned during taxi and runup, permitting a takeoff at full maximum takeoff weight. The airplane must weigh no more than maximum takeoff weight at the beginning of the takeoff roll.

A maximum landing weight is a limitation against landing at a weight in excess of the published value. This requires preflight planning of fuel burn to ensure that the airplane weight upon arrival at destination will be at or below the maximum landing weight. In the event of an emergency requiring an immediate landing, the pilot should recognize that the structural margins designed into the airplane are not fully available when over landing weight. An overweight landing inspection may be advisable—the service manual or manufacturer should be consulted.

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Although the foregoing problems only dealt with weight, the balance portion of weight and balance is equally vital. The flight characteristics of the multiengine airplane will vary significantly with shifts of the center of gravity (CG) within the approved envelope.

At forward CGs, the airplane will be more stable, with a slightly higher stalling speed, a slightly slower cruising speed, and favorable stall characteristics. At aft CGs, the airplane will be less stable, with a slightly lower stalling speed, a slightly faster cruising speed, and less desirable stall characteristics. Forward CG limits are usually determined in certification by elevator/stabilator authority in the landing round- out. Aft CG limits are determined by the minimum acceptable longitudinal stability. It is contrary to the airplane’s operating limitations and the Code of Federal Regulations (CFR) to exceed any weight and balance parameter.

Some multiengine airplanes may require ballast to remain within CG limits under certain loading conditions. Several models require ballast in the aft baggage compartment with only a student and instructor on board to avoid exceeding the forward CG limit. When passengers are seated in the aft-most seats of some models, ballast or baggage may be required in the nose baggage compartment to avoid exceeding the aft CG limit. The pilot must direct the seating of passengers and placement of baggage and cargo to achieve a center of gravity within the approved envelope. Most multiengine airplanes have general loading recommendations in the weight and balance section of the AFM/POH. When ballast is added, it must be securely tied down and it must not exceed the maximum allowable floor loading.

Some airplanes make use of a special weight and balance plotter. It consists of several movable parts that can be adjusted over a plotting board on which the CG envelope is printed. The reverse side of the typical plotter contains general loading recommendations for the particular airplane. A pencil line plot can be made directly on the CG envelope imprinted on the working side of the plotting board. This plot can easily be erased and recalculated anew for each flight. This plotter is to be used only for the make and model airplane for which it was designed.