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Weight and Balance info (Read 151 times)
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Weight and Balance info
Feb 22nd, 2010 at 7:21am
 
1. Weight and balance terms
     -Weight – gravity
     -Arm – between reference datum and what you are measuring
     -Moment – force that causes the object to rotate
     -Datum – imaginary reference point from which everything is measured
-Center of gravity (C.G.) – the point at which an object will rotate; the point of intersection of all axis; point of balance
2. Effect of weight and balance on performance      
-Forward C.G.:
-Stall speed: Increases
     -Cruise speed: Decreases (more drag from elevator to hold nose up)
     -Stability: Increases
-Aft C.G.:
     -Stall speed: Decreases
     -Cruise speed: Increases
     -Stability: Decreases
3. Methods of weight and balance control
- The manufacturers of modern airplanes furnish weight and balance data with each airplane produced. Generally, this information may be found in the FAA approved Airplane Flight Manual or Pilot’s Operating Handbook (AFM/POH). With the advancements in airplane design and construction in recent years has come the development of “easy to read charts” for determining weight and balance data. Increased performance and load carrying capability of these airplanes require strict adherence to the operating limitations prescribed by the manufacturer. Deviations from the recommendations can result in structural damage or even complete failure of the airplane’s structure. Even if an airplane is loaded well within the maximum weight limitations, it is imperative that weight distribution be within the limits of center of gravity location.
4. Determination of total weight and center of gravity and the changes that occur when adding, removing, or shifting weight
-Total weight is determined by adding all imposed loads (avionics, baggage, pilots and passengers, fuel, etc) to the total empty weight of the aircraft. The center of gravity is determined by calculating the moments of the loads and comparing those numbers to a chart defined by the aircraft manufacturer. The chart will tell the pilot what the C.G. is and if it is within limits.
- With forward loading, “nose-up” trim is required in most airplanes to maintain level cruising flight. Nose-up trim involves setting the tail surfaces to produce a greater down load on the aft portion of the fuselage, which adds to the wing loading and the total lift required from the wing if altitude is to be maintained. This requires a higher angle of attack of the wing, which results in more drag and, in turn, produces a higher stalling speed.
- With aft loading and “nose-down” trim, the tail surfaces will exert less down load, relieving the wing of that much wing loading and lift required to maintain altitude. The required angle of attack of the wing is less, so the drag is less, allowing for a faster cruise speed. Theoretically, a neutral load on the tail surfaces in cruising flight would produce the most efficient overall performance and fastest cruising speed, but would also result in instability. Consequently, modern airplanes are designed to require a down load on the tail for stability and controllability.
-When adding or removing weight, the pilot must be aware of how the C.G. will be affected due to the position of the weight being added or removed. Also, if weight is being added, the pilot must make sure that the max weight of the airplane is not exceeded.
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Re: Weight and Balance info
Reply #1 - Aug 18th, 2010 at 5:49am
 
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