1 • Weighed on a minimum of 3 points • Centre of Gravity – The point through which

• L = 2 ρ TAS2 S CL
• When mass is increased, lift must also be • Small aircraft use scales gravity will act on a body
• Large aircraft use electronic pressure • Moment = Mass x Arm
pads • This can be used to determine if a body is in
• In an enclosed building with no A/C equilibrium
• Found in the Aircraft Flight Manual (AFM) • Gear deployment will move the COG
• Drawn up by the designer • Tailwheel aircraft must be measured in the
• Approved by the state flight position
• Must not be exceeded • The Operator must establish the BEM from
the manufacturer or an AMO
• Recorded in the Weighing Schedule
• Weighed every 4 years (9 years if using • COG (arm)= Total Moment⁄Total Mass
• Reduced Manoeuvrability (VMC ↑) fleet masses) • Clockwise Moment = Positive = Aft (Right as
• Longer Take Off Run • Modifications may be recorded rather Drawn)
• Lower Angle of Climb than re-weighing the aircraft • Anticlockwise Moment = Negative =
• Reduced Rate of Climb • Aircraft are weighed fully equipped Forward (Left as Drawn)
• Increased Fuel Consumption (standard role) • This will give the distance from the selected
• Increased Tyre Wear datum to the actual COG
• Increased Landing Speed • If no datum is given, pick one
• Increased Angle of Glide • Actual datum position and limits are found in
• A fully equipped aircraft includes:
• Increased VMU (Minimum Unstick Speed) the AFM
▪ Declared quantities of unusable fuel/oil
• No effect on Glide Range
▪ Other operating fluids
▪ Fire extinguishers
▪ Pyrotechnics
• VS1 = VS0 x √W1⁄W ▪ Emergency oxygen
0 ▪ Supplementary electronics
• i.e an increase in weight will increase stall • Also referred to as the BEM
speed • If MTOM <5700kg all oil can be included
• Increased Fuel Consumption • BEM – Basic Empty Mass • Set by the manufacturer in the AFM
• Decreased Range and Endurance ▪ No additional equipment • Cannot normally be exceeded (MSLM may
• Increased Elevator Control Loads • DOM – Dry Operating Mass be exceeded in emergencies)
• Increased Longitudinal Stability • LM – Landing Mass • MSTOM – Max. Structural Take-Off Mass
• Increased Stall Speed • OM – Operating Mass • MSLM – Max. Structural Landing Mass
• Decreased Absolute Ceiling • RM – Ramp Mass • MZFM – Max. Zero Fuel Mass
• Decreased Rate of Climb • TL – Traffic Load ▪ Limited by wing root strength
• Same effects as a heavier aircraft • TF – Trip Fuel ▪ Calculated for a +2.5G load factor
• TOF – Take-Off Fuel • MSTM – Max. Structural Taxi Mass
• TOM – Take-Off Mass • RTOM – Regulated TOM (Lower of MSTOM
• ZFM – Zero Fuel Mass and PLTOM)
• Decreased Longitudinal Stability
• VL – Variable Load – Role equipment, crew • RLM – Regulated LM (Lower of MSLM and
• Light Pitch Stick Forces (could overstress)
and crew baggage (=DOM-BEM) PLLM)
• Difficult Spin Recovery
• UL – Useful Load – Pilots, pax, baggage,
• Increased Range and Endurance
cargo, operating items and usable fuel
• Decreased Stall Speed
• Same effects as a lighter aircraft

• Defined by the manufacturer

• CoG can be referenced:
▪ Relative to the Datum
▪ % of MAC
• LEMAC – Leading Edge MAC
• TEMAC – Trailing Edge MAC
• % MAC = CoG - LEMAC⁄MAC x 100
where MAC = TEMAC – LEMAC
 • m = Mass added/removed • Actual masses, or standard masses of:
• M = Old mass of aircraft ▪ Flight Crew – 85kg
• Floor Loading = Mass⁄Area • d = Old CoG to New CoG ▪ Cabin Crew – 75kg
• Use the 2 largest sides to work out the area • D = Hold In/Out to New CoG • Includes a hand baggage allowance
to get the lowest possible floor loading
• Remember to keep the same units!
• m = Mass added/removed • See CAP, Section 1 Page 5
• M = New mass of aircraft • Actual masses, or standard masses and:
• d = Old CoG to New CoG MOPSC <19:
• Running Load = Mass⁄Length
• D = Hold In/Out to Old CoG • No hand baggage = -6kg
• Use the longest side as the length to get the MOPSC <10:
lowest possible running load • Statement from each person
• +6kg hand baggage, +4kg clothing

• Palletised Cargo – Individual pieces on • See Chapter 2 – BEM

standard pallets secured by nets • If cumulative changes exceed ±0.5% of • Operator must complete a detailed
• Bulk Cargo – Late Baggage/Crew Bags MSLM or ±0.5% of MAC, recalculation of weighing survey
• Containerised Cargo – Normal baggage mass/CoG is necessary • Approved by the competent Authority
placed into standard size containers • For fleet masses, DOM and CoG’s may not
• Baggage – Personal belongings differ by more than ±0.5%
• Sample of the fleet weighed every 4 years: • Capacity of 150kg
Fleet Size Formula • Graduations of 500g
2-3 n
4-9 n + 3⁄
2
• CoG moves to where the mass is added n + 51⁄
10+ 10
• d⁄D = m⁄M
Where n is the fleet size
• Each individual aircraft weighed every 9 yrs

• m = Mass being moved

• M = Mass of aircraft
• Specified in the AFM
• d = Old CoG to New CoG
• Safety margin applied for crew/pax
• D = Hold Out to Hold In
movement and fuel consumption