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say 1,000 lbs has a moment of 1843
and 300 has 558. The result for 700
may not be 1843-558 (1285), but the
actual figure of 1294, which is
enough of a difference to cause an
insurance company to have qualms
about paying up after an accident.
It's well known that every aircraft
has a Maximum Takeoff Weight, which
is the maximum with which you may
get airborne (although you may not
always be able to use it – see below).
It’s also well known that aircraft will
fly overweight to a certain extent, if
only because there’s a tolerance
range in the performance figures–
ferry flights frequently do so, with
the extra weight being fuel, but
having the physical ability doesn’t
mean that you should. You will at
some stage be under some pressure
to take an extra bit of baggage or top
up with that bit of fuel that will save
you making a stop en route, but
consider the implications. Firstly, any
C of A (and hence insurance) cover
will be invalid if you don’t fly the
aircraft within the limits of the flight
manual, and, secondly, you will be
leaving yourself nothing in hand for
turbulence and the like, which will
increase your weight artificially. The
designer will have allowed for 60-
degree turns all the way up to
MAUW, but not heavier than that.
Even worse, your engine-out
capabilities will be less than
Flight Planning 335
expected, particularly with
autorotation.
There are very few light aircraft that
will allow you to fill all the seats and
cargo holds and still take full fuel.
The effects of overloading include
reduced acceleration capabilities
(leading to longer takeoff and
landing distances), decreased climb
capability (watch for those
obstacles), reduced range, ceiling,
manoeuvrability, braking and
margins, to mention but a few.
Here are some of the most common
weights you will encounter:
· The Empty Operating Weight is
that in the Weight and Centre of
Gravity Schedule (in the Flight
Manual), which is established by
actual weighing before the
machine is used for commercial
air transport. It is the weight of
the empty aircraft, plus
unuseable fluids.
· The Basic Operating Weight is the
empty weight, plus crew,
essential fluids (not fuel) and
equipment, sometimes called
the Aircraft Prepared for Service
(APS) weight.
· The Zero Fuel Weight is the BOW
(above), plus the payload (that
you get paid for carrying),
sometimes called the Operating
Weight. As fuel is carried in the
wings of most aeroplanes,
excessive weight in the cabin
will increase the design bending
moment, being most critical
with a full load and zero fuel.
Thus, the weight in the cabin is
limited, being a weight beyond
which any increase in load must
consist entirely of fuel, or, in
other words, the maximum
permissible weight with no
useable fuel. This is to ensure
that the wings are forced
downwards in flight, and is why
using inboard tanks first is often
recommended.
· The Takeoff Gross Weight, which
is simply the Zero Fuel Weight
plus the fuel, which will not
necessarily coincide with the full
maximum, for performance
reasons. The conditions at your
destination, for example (it may
be hotter and higher) may mean
taking off lighter so you can
land safely. Any weight less than
the maximum for performance
reasons is known as the
Restricted (or Regulated) Takeoff
Weight (RTOW) and is actually
the starting point for calculating
payload available (see below).
· The Maximum Taxi (Ramp)
Weight is the maximum weight
at which the aircraft may be
moved, under its own power or
otherwise. It is the sum of the
Maximum Takeoff Weight plus
fuel for taxi and runup. It can
therefore be higher than
MTOW, and you should be able
to burn off the difference
before takeoff.
· The Maximum Landing Weight is
there to help prevent the impact
with the runway being
transmitted through the
undercarriage to the rest of the
aircraft, which can only happen
if the weight is kept within
certain limits (it also assists in
reducing downward velocity).
This weight may very well be
restricted performance-wise in a
336 Canadian Professional Pilot Studies
similar way to Take-off Weight,
and could equally be a factor in
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