The document discusses aircraft weight and balance requirements. It covers key topics such as: 1) Compliance with weight and balance limits is critical for flight safety, as exceeding maximum weight limits can compromise structural integrity and affect aircraft performance. Operating with the center of gravity outside approved limits can also cause control difficulties. 2) Proper load planning, distribution, and securing of cargo and baggage is required. Various aircraft compartments and structural loading limitations must be followed. 3) Dangerous goods and special items require special documentation and handling procedures. Records of weight and balance calculations must be retained for regulatory compliance.

1. Be Smarter

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.

4. Overview
 Aircraft Familiarization
 Forces
 Weight
 Fuel
 Principle Of Balance
 Load Control And Distribution

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

7. Aircraft
Weight
and
Balance

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

12. FUEL
Ramp
Fuel
Fuel Loading
(Standard &
Non-Standard)

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

16. PRINCIPLE OF
BALANCE
General
Principles Of
Balance is Centre
of Gravity and
Point of Life
 Example

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

24. Balance Stability And Centre OF Gravity

25. Load Control and Distribution

26. Load Control
And
Distribution
Load
control
Compart
ments
Aircraft
Locations
Aircraft
Structure
Load
Limitations
Loading
Restraint
Systems
Dangerous
Goods/
Special item
Load
Planning
Loading
Instruction
Report
Load & Trim
Sheet

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

30. Balance And Chart

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

32. Load Sheet Computerized

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

34. Manual

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

36. Cargo Compartments

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

38. Aircraft Locations
Maindeck
Lower deck

39. Structural
Loading
Limitation
Linear
(Running)
Cumulativ
e
Combined
Point
Contact
Dimensions

40. Aircraft Structural loading limitation
Dimensions

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

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

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

53. Thank You
Take off are
optional
but
Landing are
mandatory