By Federal Aviation Administration (FAA)/Aviation Supplies & Academics (ASA)
Basic airplane weight and stability keep an eye on ideas and approaches for the training, and the particular weighing of an airplane begin the dialogue, together with the equipment of opting for the positioning of the empty weight heart of gravity. Loading computations with loading graphs and tables of weight and second indexes stick with, together with directions on picking the load and middle of gravity adjustments attributable to maintenance and adjustments or elimination and install of apparatus. Chapters are devoted to light-sport plane, single-engine plane, multi-engine plane, and commuter and big airplane, in addition to helicopter weight and stability keep watch over and deciding on lateral CG. additionally incorporated are examples of fixing weight and stability difficulties utilizing a handheld digital calculator, E6-B flight computing device, and a committed digital flight computer.
This 2016 version displays the newest aviation methods, gear, ideas, rules, and is a key reference within the FAA Airman Certification criteria (ACS). Illustrated all through with designated, full-color drawings, and contains a word list and index.
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Extra info for Aircraft Weight and Balance Handbook: FAA-H-8083-1A
Indd 2 3/13/07 11:03:11 AM Figure 7-2. Loading schedule for determining weight and CG. indd 3 3/13/07 11:03:13 AM Determining the Correct Stabilizer Trim Setting It is important before takeoff to set the stabilizer trim for the existing CG location. There are two ways the stabilizer trim setting systems may be calibrated: in % MAC, and in Units ANU (Airplane Nose Up). Stabilizer Trim Setting in Percent of MAC If the stabilizer trim is calibrated in units of % MAC, determine the CG location in % MAC as has just been described, then set the stabilizer trim on the percentage figure thus determined.
The maximum allowable takeoff weight is 3,900 pounds, and this airplane weighs 3,781 pounds. 5. The CG of 114 inches falls within these allowable limits. indd 6 3/14/07 10:26:42 PM Figure 4-13. Typical weight and balance loading form. Figure 4-14. Weight and moment index for occupants. Figure 4-15. Weight and moment index for baggage. indd 7 3/14/07 10:26:44 PM Figure 4-16. Weight and moment index for fuel. Figure 4-17. Moment limits vs. weight envelope. indd 8 3/14/07 10:26:46 PM Center of Gravity Change after Repair or Alterations The largest weight changes that occur during the lifetime of an aircraft are those caused by alterations and repairs.
Divide the total moment index by the total weight, and multiply this by the reduction factor. This gives the CG in inches, from the datum. 5. Determine the distance of the CG behind the leading edge of the mean aerodynamic chord (LEMAC) by subtracting the distance between the datum and LEMAC from the distance between the datum and the CG. 6. indd 1 3/13/07 11:03:10 AM Determining the Loaded CG of the Airplane in Percent MAC The basic operating weight (BOW) and the operating index are entered into a loading schedule like the one in Figure 7-1 and the variables for the specific flight are entered as are appropriate to determine the loaded weight and CG.
Aircraft Weight and Balance Handbook: FAA-H-8083-1A by Federal Aviation Administration (FAA)/Aviation Supplies & Academics (ASA)