2. INTRODUCTION
Compliance with the weight and balance limits of
any aircraft
is critical to flight safety. Operating above the
maximum weight limitation compromises the
structural integrity of an aircraft and adversely
affects its performance.
Operation with the center of gravity (CG) outside
the approved limits results in control difficulty.
3. REGULATORY REQUIREMENTS
Training and qualification records
The Load Control process must have an audit trail for each
departure.
Weight and balance records must be retained
The operating airline will identify specific loading
positions
The operating airline will specify requirements for
presenting load information
Weight determination of load and clearance measuring
systems must be calibrated and/or checked at intervals
determined by the operating carrier or state.
5. Aircraft Familiarization
Airbus A320 is narrow bodied aircraft consists of short- to medium-
range, narrow-body, commercial passenger twin-engine jet airliners
manufactured by Airbus
6. Service Points
A Electrical power receptacle F Toilet servicing panel
B Aircraft grounding G Potable water fill and drain panel ( aft )
C Potable water drain panel ( forward ) H Fuelling connector
D Conditioned air connector I Fueling panel
E Air starter connector J Potable water drain/overflow panel ( centre )
K Yellow ground service panel
8. Four Forces Affect Things That Fly
Weight is the force of gravity. It acts in a downward direction—toward the
center of the Earth.
Lift is the force that acts at a right angle to the direction of motion through the
air. Lift is created by differences in air pressure.
Thrust is the force that propels a flying machine in the direction of motion.
Engines produce thrust.
Drag is the force that acts opposite to the direction of motion. Drag is caused
by friction and differences in air pressure.
9. Flight Control
Yaw – Make the aircraft turn
Pitch – Make the aircraft descend or climb
Roll - Aircraft rolls to left or right
10. Aircraft
Weight
Maximum
Zero
Fuel Weight Maximum Taxi
Weight
Maximum
Take Off
Weight
Maximum
Landing
Weight
Maximum
Weight
Restrictions
Allowable
Payload
Payload
Actual Zero
Fuel Weight
Dry Operating
Weight
Basic Weight
Manufacture
Weight
11. Weight
Manufacture Empty Weight
Weight of the structure and equipment
Basic Weight
The weight aircraft without assenger,baggage
and unsable fuel
Dry Operating Weight
Basic weight with crew pantry water and crew
baggage
Maximum Taxi Weight
Zero Fuel Weight with Block Fuel
Maximum Zero Fuel Weight
The maximum weight before usable fuel
Maximum Weight Restriction
Due weather runway conditions and
Airport landing fares
Maximum Take Off Weight
Maximum weight which is allowed to take off
Maximum Landing Weight
Authorised for normal landing
Actual Zero Fuel Weight
Dry operating weight and final payload
and to ensure not exceed than MZFW
Payload
Includes passengers baggage cargo mail
Co mail
Allowable Payload ( Under load )
Payload that aircraft able to carry with weight
And balance limitation
13. Fuel
Block Fuel/Ramp Fuel
All fuel uploaded onto aircraft.
Taxi Fuel
The amount fuel an aircrfat burn to runway for take off.
Take Off Fuel
The actual required after taxing to take off.
Trip Fuel/Landing Fuel
The actual required from take off to landing
14. Fuel
Contingency Fuel
Fuel is carried to account for additional en-route
Fuel consumption caused by wind, routing changes
Alternate Fuel
Missed approach at the destination airport
Climb to en-route altitude, cruise and descent at alternate
aerodrome
Approach at alternate airport
Landing at the alternate aerodrome
When two alternates are required by the Authority, alternate fuel
must be sufficient to proceed to the alternate which requires the
greater amount of fuel.
15. Fuel
Ballast Fuel
Fuel is carried to maintain the aircraft within limits
Not to be burned during the flight
The fuel is separated from usable fuel
Fuel Loading ( Standard & Non Standard)
Standard Fuel – Tanks filled according by manufacturers
standards
Non Standard Fuel – Tanks not filled according by
manufactures standards due unserviceable fuel boost
pumps, trapped fuel
17. Principle Of Balance
Principl
e Of
Balance
Centre Of
Gravity
( CG )
Datum
Mean
Aerodynamic
Chord
( MAC )
Station
Moment
Arm
(Moment
Arm)
18. Centre Of Gravity ( CG )
the point over which the aircraft would balance. It position is
calculated after supporting the aircraft on at least two sets of weighing
scales or load cells and noting the weight shown on each set of scales or
load cells. The center of gravity affects the stability of the aircraft. To
ensure the aircraft is safe to fly, the center of gravity must fall within
specified limits established by the aircraft manufacturer.
19. Arm And Datum
Arm ( Moment Arm )
the horizontal distance from the reference datum to the center of gravity (CG)
of an item.
the algebraic sign is plus (+) if measured aft of the datum or to the right side of
the center line when considering a lateral calculation
The algebraic sign is minus (-) if measured forward of the datum or the left
side of the center line when considering a lateral calculation
Datum
The horizontal reference datum is an imaginary vertical plane or point
Location of the reference datum is established by the manufacturer and is
defined in the aircraft flight manual
All moment arm and the location of CG are measured from this point
20. Moment
is the moment of force, or torque, that results from an object’s weight
acting through an arc that is entered on the zero point of the reference
datum distance
Moment is also referred to as the tendency of an object to rotate or pivot
about a point (the zero point of the datum)
The weight of the aircraft multiplied by the distance between the datum
and the cg ( Weight x Arm )
21. Mean Aerodynamic Chord ( MAC )
The distance between the leading and trailing edge of the wing,
measured parallel to the normal airflow over the wing, is known
as the chord
the leading edge and trailing edge are parallel, the chord of the wing is
constant along the wing’s length
Most commercial transport airplanes have wings that are both tapered and
swept with the result that the width of the wing changes along its entire
length.
The width of the wing is greatest where it meets the fuselage at the wing root
and progressively decreases toward the tip. As a consequence, the chord also
changes along the span of the wing. The average length of the chord is known
as the mean aerodynamic chord (MAC)
22. Station
location in the airplane that is identified by a number designating its
distance in inches from the datum. The datum is identified as station
zero
Divided by there category for station principle :
Station Lines – station lines from the nose to the tail of aircraft and
divide in inches per station
Index – means to both reduce figures manipulated by the user and
represent the weight and the location of each items
MAC- the distance between the leading and trailing edge of the wing,
measured parallel to the normal airflow over the wing. Transported to
station lines of the Centre Gravity
23. MAC Safe Range For Stab Settings
The safe Range of MAC the
stabilizer can be used to trim
aircraft within manufacturers
limits
No flight can be dispatched
when the CG beyond the SAFE
Range
Safe Range Example
27. Load Control
To perform aircraft weight and balance within limits
Review existing operational and procedure
Actual load of the aircraft must reflect on the load sheet
Load Planning
Calculation
To checking and finalized Load Sheet and other documents
To issue Loading Instruction Report
28. LOAD AND TRIM SHEET
To ensure load and trim compliance dates from the days
when all load and trim sheets were completed manually or
computerized on specific forms designed for use with
each aircraft type
The center of gravity affect the stability of the aircraft.
To ensure the aircraft is safe to fly
29. Load And Trim Sheet
Manual Load sheets involve a pro forma calculation of Maximum Zero
Fuel Weight (MZW), Maximum Take Off Weight (MTOW) and Maximum
Landing Weight (MLW)
whilst the centre of gravity is located by marking the requisite aircraft
operating weight (vertical scale) on a ‘drop line’ located on a centre of
gravity ‘index’ scale which forms the horizontal
If the position so found is within the areas shown as the permitted safe
flight envelope
31. Load Sheet Computerized
Computerized is printed based on system
Offers the advantage of a more precise CG determination
since it allows to compute the influence of each seat row
and each cargo position instead of mean horizontal arms
for wide zones as it is done on a paper load and trim sheets.
The disadvantage is that the crew usually gets only
numbers and no visual information where they are
compared to the operational limits
33. Loading Instruction Report
Responsibility for overseeing aircraft loading, specifies the loading requirement
correctly
instructions have been carried out as requested
Offloading and loading information
Checking and finalization of the loading document
Flight Identifier and signature
Carriers requirement
Restraint of conditions
Manually and Computerized LIR
35. Cargo Compartments
Located in the lower fuselage below the passengers cabin
Divided into one forward hold (compartment 1) and three
aft holds (compartment 3, 4 and 5 = bulk)
The access doors to the cargo compartments are electrically
operated from control panels adjacent to each door. The
door may be operated manually in case of power failure
with a door hand crank
A semi-automatic cargo loading system is installed in the
FWD (CMPT 1) and AFT compartment (CMPT 3/4 )
A control panel, installed on the compartment door
controls the electrical POWER DRIVE UNITS (PDU) and
the door sill latches
37. Bulk Loading
Divider and door net in each
compartment must be closed
Must be restrained, which can
be achieved by filling the cargo
hold or net or by tie-down
41. Aircraft Structural loading
limitation
Linear ( Running) Load
Limitations
Area Load Limitation
Limitations is the
maximum load
acceptable on given
the of the fuselage.
The maximum load
acceptable on bulk
compartment floor
42. Aircraft Structural loading limitation
Point Load Limitations Cumulative Load Limitations
Resistance to puncture by a
heavy load resting on a very
small surface of the floor of a
bulk compartment.
Combined Load Limitation
Represents the total load
resting on the same fuselage
with frames and floor beams
Cumulative limitation for the
whole load located forward or
aft of the wings box
In practice this limitations
determined the maximum
allowed load weight in the
forward and aft
43. Aircraft Structural loading limitation
Is narrow bodied
aircraft
All load on aircraft
must be secured and
net must to tie down
Does not carry unit
load devices
Loading Restraint
44. CARGO
All articles, goods, materials, merchandise, or wares carried
onboard an aircraft, ship, train, or truck, and for which an
air waybill or bill of lading, or other receipt is issued by the
carrier
It includes dangerous goods and special loads.
Aircraft for the carriage of cargo only, rather than the
combination of passengers and cargo
aircraft carry in cargo compartment and bulk on the lower
deck
45.
46. Dangerous Good And Special Items
A load which owing to its
nature or value requires
special attention and
treatment during the process
of acceptance storage
transportation loading and
loading
Live Animals
Perishable Goods
Heavy and Big items
Valuable Items
Dangerous Good
47. Dangerous Good
Nine classes of
Dangerous goods include
materials that are
radioactive, flammable,
explosive, corrosive,
oxidizing, asphyxiating,
biohazardous, toxic,
pathogenic, or allergenic
48. Notification Of Captain ( NOTOC )
A NOTOC is to be issued
whenever dangerous goods
(DGs) or other special load
items are to be carried on
DG & Safety aircraft
49. Baggage Handling System
Type of conveyor system installed in airports that
transports checked luggage from ticket counters to
areas where the bags can be loaded onto airplanes.
BHS also transports checked baggage coming from
airplanes to baggage claims or to an area where the bag
can be loaded onto another airplane
50.
51. AIR MAIL
Air mail or Mail is
exclusively handled by
the Cargo Department.
Air mail must not be
manifested on the Cargo
Manifest, as separate
documents.
Air mail can be loaded in
bulk hold.
52. Load Departure Message
Operational load messages
All flight documents has to
be stored at the departure
station a minimum of
three months
Operational load messages
must be dispatched, no
later than 15 minutes after
take-off using standard
IATA format
Ldm Format
D7236/27.9M-XXV.Y180.KUL
-KUL.110/20/3/1.T5200.1/1500.3/3000.4/500.5/200
.PAX.133.DHC/0.B/250/5200.C0.M0.E.0