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will have a different figure,
principally because the fuel tanks
have a C of G system all of their
own, running separately from the
aircraft. There may be enough of a
difference to cause an insurance
company to have qualms about
paying up if you have an accident.
Basic Weight is that of the aircraft as
stated on the Weight and Centre of
Gravity Schedule (in the Flight Manual
or the aircraft docs). This is found
by actual weighing before the
machine is used for commercial air
transport, and every 4 years after.
The Maximum Takeoff Weight is that
in the Flight Manual. Any maximum
take-off weight less than the full
maximum due to performance
factors is known as the Restricted (or
Regulated) Takeoff Weight (RTOW)
and is the starting point for
calculating maximum payload
available. Sometimes, of course,
RTOW is the same as MTOW.
It’s well known that all 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
106 The Helicopter Pilot’s Handbook
insurance cover will be invalid if you
don’t fly 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.
Incorrect distribution naturally
affects performance, and will
possibly prevent you even getting
airborne. A Centre of Gravity too far
forward or backwards will make you
run out of control movement.
The best way of making life easier
with regard to loads that are used
often is to create a Load Plan.
The Load Plan
Used to save the constant working
out of C of G on loads that are fairly
standard. Weight ranges need to be
worked out, as the aircraft will
frequently be loaded by nontechnical
staff (like oil rig workers or
slashers), who will want as little
detail and as much flexibility as
possible (these weight ranges should
not be confused with standard
weights). C of G limits in Load Plans
will therefore be more stringent.
Your Inspector will want to see preworked
examples for worst case
situations (including full and empty
tank positions). Any flights outside
the conditions of a Load Plan will
need the C of G and a Loadsheet to
be worked out in full. There is a
sample in the Bell 206 chapter.
Loadsheets
Should be drawn up outside the
conditions imposed by a Load Plan
and account for all items of the
laden weight. Generally, they could
be used in the circumstances below,
although you could probably think
of more. The position of the laden C
of G must be specified, together
with the load distribution, but noting
its position within a range will be
enough. A copy should be left
behind with a responsible person, or
put in a fireproof container with
Tech or Journey Logs.
You need loadsheets:
· outside load plans, such as with
more than anticipated baggage
· with any combination of doors
removed
· with camera mount and
cameraman on board
· with an underslung load
· With freight only
· When parachute dropping
When you’re overweight in one
section and want to redistribute the
load, here’s how to calculate how
much to move and where:
X = W x D
d
where:
X Weight to be moved
W Gross weight of aircraft
D Distance the C of G is out
d Distance between old and new
locations
So, if your gross weight is 3000 lbs,
your load is 1 ½ inches outside the
envelope (aft), to be moved from the
baggage compartment to the rear
seats, all of 34 inches, you need to
move 133 lbs to get back in limits:
Operational Stuff 107
133 = 3000 x 1.5
34
Helicopter Blade Sailing
High winds and gusts will cause the
main rotor blades of helicopters to
flap up and down and be both a
danger to people near them and the
helicopter itself, as the blade stops
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The Helicopter Pilot’s Handbook(71)
