ABS/BPPP Guide to Initial Pilot Checkout Appendix: Using Weight and Balance Tables
Let’s say after some re-packing, and perhaps even shipping some baggage ahead, you are able
to get the total baggage load down to 25 pounds. The new moment for baggage is 37.5,
rounded to 38, and your computed loading form now looks like figure 14:
ITEM WEIGHT MOM/100
1. BASIC EMPTY CONDITION 2372 1945
2. FRONT SEAT OCCUPANTS 330 290
3. 3rd and 4th SEAT OCCUPANTS 280 356
4. 5th SEAT OCCUPANT 0 0
5. BAGGAGE 25 38
6. CARGO 7 8
7. SUBTOTAL ZERO FUEL CONDITION 3014 2637
8. FUEL LOADING 353 264
9. SUBTOTAL RAMP CONDITION 3367 2901
10.LESS FUEL FOR START, TAXI, RUNUP* 12 9
11.SUBTOTAL TAKEOFF CONDITION 3355 2892
Fig. 14: Revised loading form
The revised, computed c.g. position for takeoff is (2892 x 100)/3355, or 86.2 inches aft of the
datum. It’s within limits, near the aft end of the envelope. See figure 15. A filled circle identifies
the location of the takeoff condition.
Center of gravity will change with fuel burn. In most factory configurations the c.g. will move aft,
toward the rear limit, as fuel is burned. Remember we said you’d use the zero fuel condition
again? Using the weight and moment as loaded but without any fuel, you’ll have the condition
of the airplane if you’ve flown all the way to fuel exhaustion (except for unusable fuel). Although
of course you would not do this “for real,” it’s a good check to determine whether your range will
be limited by center of gravity considerations. Using the zero fuel condition, plot the weight
(3014 pounds in our example) and the moment (2637) on the loading envelope chart. This is
indicated by an open circle in figure 15. As you can see, the zero fuel condition in this example
would be dangerously outside the loading envelope, aft. It would not be safe to fly to the
extreme range of the airplane as loaded.
C.G. location follows a straight line derivation in this factory-configuration fuel system. A line
drawn from the takeoff condition to the zero fuel condition exits the loading envelope at about
3275 pounds airplane weight. This is 80 pounds below the airplane’s takeoff weight; at six
pounds per gallon you can only burn about 13 gallons before going outside the approved (and
safe) loading envelope. At a very low-power cruise you might be able to fly one hour before you
need to be on the ground with minimum fuel reserves. Loaded as we’ve described, you’re fine
for a short hop of 100 miles or so, which may be enough to get you to your destination. But if
you’re traveling farther you’ll need to make refueling stops every hour or so, returning fuel load
to your original takeoff condition, to stay within the approved loading envelope.
This may be an extreme example, but it was created using actual loading information from a
typical F33A, so it is a real consideration at least for some airplanes. It’s your job as pilot-in-
command to determine the weight and balance limitations that apply to each flight you
contemplate.