Par 9-60 Page 9-456
SECTION 4. CABIN INTERIOR
GENERAL. Only materials that are flash-resistant should be used in cabin interiors. The requirements related to fire protection qualities of cabin interior materials are specified in CAR 3.388, fire precautions or 14 CFR part 23, section 23.853 compartment interiors
CAR-3 AIRCRAFT INTERIOR. The requirement for an interior of a CAR-3 aircraft that is used only in 14 CFR, part 91 operations, where smoking is not permitted, is that the materials shall be flash-resistant. (Reference CAR-3.388.)
For compartments in CAR-3 aircraft where smoking is permitted, the wall and ceiling linings, the covering of all upholstering, floors, and furnishings shall be flame-resistant. Such compartments should be equipped with an adequate number of self-contained ash trays. All other compartments shall be placarded against smoking. (Refer to CAR-3.388.)
If fabric is bought in bulk to refurbish the interior, seats, and ceiling liners for a CAR-3 aircraft used in part 91 operations, a manufacturer’s statement, declaring that the material meets the American Society for Testing and Materials (ASTM) or similar national standard for either flash resistance or flame resistance, would be acceptable, but only for a CAR-3 aircraft installation. (Refer to 14 CFR part 43, section 43.13(a).) A manufacturer’s statement is acceptable due to neither the Civil Aeronautics Administration (CAA) nor the Federal Aviation Administration (FAA) having published an FAA fire standard for either flash or flame resistance for interior materials for CAR-3 aircraft. Since the FAA would accept and recognize a national standard, the mechanic would reference the manufacturer’s statement and the national standard that the material meets in the aircraft’s maintenance records.
If an annual inspection is performed on a CAR-3 aircraft with a new interior and there is no mention of a manufacturer’s statement that the fabric is flash or flame resistant as applicable, the possibility exists that the fabric is an unapproved part. The mechanic should take the necessary steps to ensure that the fabric meets or exceeds the ASTM or national standards. (Refer to 14 CFR part 23, appendix F.)
If an FAA-approved STC interior kit is installed in a CAR-3 aircraft, and the material and fabric in the kit are PMA or TSO approved, the mechanic should include the STC number in block 8 of FAA Form 337.
It is recommended that for all CAR-3 interiors to use only fabric and materials that meets the more stringent requirements of part 23, appendix F.
PART 23 AIRCRAFT INTERIOR. Materials used in part 23 aircraft interiors must meet the requirements of section 23.853, and the burn test requirements called out in part 23, appendix F.
If the fabric is bought in bulk to refurbish a part 23 aircraft then the fabric must meet the part 23 burn requirements. A burn test would have to be done on samples of the material and fabrics by an approved and rated FAA Repair Station. That FAA Repair Station would certify that all the material and fabrics meet part 23, appendix F requirements. The mechanic would include that repair station’s statement in the aircraft’s records.
Chap 20 Sec 1 Page 20-457 If STC-approved interior kit with either PMA or TSO-approved materials for a part 23 aircraft is bought, the mechanic would only have to reference the STC number on FAA Form 337 and the aircraft’s records.
Part 23, appendix F would not be required.
If an annual inspection is to be performed on a part 23 aircraft in which a new interior was installed, but the aircraft’s records do not reflect that a burn test was performed on the interior’s materials and fabric by an FAA Approved Repair Station, or there is no mention of an STC or FAA Form 337 in the aircraft records, then a burn test that meets, part 23, appendix F must be accomplished before the aircraft is approved for return to service.
SOURCE OF INFORMATION. If information regarding the original or properly altered fire protection qualities of certain cabin interior materials is not available, requests for this information should be made to the aircraft manufacturer or the local FAA regional office, specifying the model aircraft and the aircraft manufacturer. The date the aircraft was manufactured or the serial number, and the 14 CFR part under which the aircraft is operated (i.e., CAR-3, 14 CFR part 91, or part 121, etc.).
UPHOLSTERY AND/OR BELTS. Upholstery and/or belts that have been washed may lose some or all of their fire-resistant qualities.
Unless the soap is completely removed from the cloth, the strength of the material may be significantly reduced. Consult the manufacturer to determine how to maintain the fire-resistant qualities.
9-65.9-70. [RESERVED.]
Par 10-1 Page 10-458
CHAPTER 10. WEIGHT AND BALANCE
SECTION 1 TERMINOLOGY
GENERAL. The removal or addition of equipment results in changes to the center of gravity (c.g.). The empty weight of the aircraft, and the permissible useful load are affected accordingly. Investigate the effects of these changes, since the aircraft flight characteristics may be adversely affected.
Information on which to base the record of weight and balance changes to the aircraft may be obtained from the pertinent Aircraft Specifications, Type Certificate Data Sheet (TCDS), prescribed aircraft operating limitations, aircraft flight manual, aircraft weight and balance report, and maintenance manual. Removal or addition of minor items of equipment such as nuts, bolts, rivets, washers, and similar standard parts of negligible weight on fixed-wing aircraft do not require a weight and balance check. Rotorcraft are, in general, more critical with respect to control with changes in the c.g. position. The procedures and instructions in that particular model’s maintenance or flight manual should be followed.
TERMINOLOGY. The following terminology is used in the practical application of weight and balance control.
Maximum Weight. The maximum weight is the maximum authorized weight of the aircraft and its contents as listed in the specifications.
Empty Weight. The empty weight of an aircraft includes all operating equipment that has a fixed location and is actually installed in the aircraft. It includes the weight of the airframe, powerplant, required equipment, optional and special equipment, fixed ballast, full engine coolant, hydraulic fluid, residual fuel, and oil. Additional information regarding fluids that may be contained in the aircraft systems and must be included in the empty weight will be indicated in the pertinent Aircraft Specifications or TCDS.
Useful Load. The useful load is the empty weight subtracted from the maximum weight of the aircraft.
This load consists of the pilot, crew (if applicable), maximum oil, fuel, passengers, and baggage unless otherwise noted.
Weight Check. The weight check consists of checking the sum of the weights of all items of useful load against the authorized usef ul load (maximum weight less empty weight) of the aircraft.
Datum. The datum is an imagin ary vertical plane from which all horizontal measurements are taken for balance purposes with the aircraft in level flight attitude. The datum is indicated in most Aircraft Specifications or TCDS. On some of the older aircraft, when the datum is not indicated, any convenient datum may be selected.
Once the datum is selected, all moment arms and the location of the permissible c.g. range must be taken with reference to it. Examples of typical locations of the datum are shown in figure 10-1.
Arm (or Moment Arm). The arm (or moment arm) is the horizontal distance in in ches from the datum to the
c.g. of an item. The algebraic sign is plus ( + ) if measured aft of the datum, and minus ( - ) if measured forward of the datum. Examples of plus and minus arms are shown in figure 10-2.
Par 10-2 Page 10-459
F IGURE 10-1. Typical datum locations.
Par 10-2 Page 10-460
F IGURE 10-2. Illustration of arm (or moment arm).
Moment. The moment is the product of a weight multiplied by its arm. The moment of an item about the datum is obtained by multiplying the weight of the item by its horizontal distance from the datum. A typical moment calculation is given in figure 10-3.
Center of Gravity. The c.g. is a point about which the nose-heavy and tail-heavy moments are exactly equal in magnitude. If the aircraft is suspended from the c.g., it will not have a tendency to pitch in either direction (nose up or down). The weight of the aircraft (or any object) may be assumed to be concentrated at its c.g.
(See figure 10-3.)
Empty Weight Center of Gravity. The empty weight
c.g. is the c.g. of an aircraft in its empty weight condition, and is an essential part of the weight and balance record. Formulas for determining the c.g. for tail and nosewheel type aircraft are given in figure 10-4.
Typical examples of computing the empty weight and empty weight c.g. for aircraft are shown in figures 10-5 and 10-6.
Empty Weight Center of Gravity Range. The empty weight c.g. range is determined so that the empty weight c.g. limits will not be exceeded under standard specifications loading arrangements. Calculations as outlined in paragraph 10-16 should be completed when it is possible to load an aircraft in a manner not covered in the Aircraft Specificati ons or TCDS (extra tanks, extra seats, etc.). The empty weight c.g. range, when applicable, is listed in the Aircraft Specifications or TCDS. Calculation of empty weight c.g. is shown in figures 10-5 and 10-6.
Operating Center of Gravity Range. The operating
c.g. range is the distance between the forward and rearward c.g. limits indicated in the pertinent Aircraft Specifications or TCDS. These limits are determined for the most forward and most rearward loaded c.g.
positions at which the aircraft meets the requirements of Title 14 of the Code of Federal Regulation (14 CFR).
The limits are indicated in th e specifications in either percent of mean aerodynamic chord (MAC) or inches from the
DATUM
CENTER OF GRAVITY OR
POINT OF BALANCE The entire aircraft weight may be considered to be concentrated at the center of gravity. Therefore, the moment of the aircraft about the datum is the weight of the aircraft times the horizontal distance between the C.G. and the datum.
Example: If the weight of this airplane is 2000 Ibs.
and the arm from the datum to the center of gravity is 16 inches, the moment of the aircraft about the datum is 2000 x 16 or 32,000 in. Ibs.
FIGURE 10-3. Example of moment computation.
datum. The c.g. of the loaded aircraft must be within these limits at all times as illustrated in figure 10-7.
Mean Aerodynamic Chord (MAC). The MAC is established by the manufacturer who defines its leading edge and its trailing edge in terms of inches from the datum. The c.g. location and various limits are then expressed in percentages of the chord.
location and dimensions of the MAC can be found in the Aircraft Specifications, the TCDS, the aircraft flight manual, or the aircraft weight and balance report.
Weighing Point. If the c.g. location is determined by weighing, it is necessary to obtain horizontal measurements between the points on the scale at which the aircraft's weight is concentrated. If weighed using Par 10-2 Page 10-461
DATUM - DATUM D - D .G C.
F L
NOSE WHEEL TYPE AIRCRAFT
DATUM LOCATED FORWARD OF THE
MAIN WHEELS
TAIL WHEEL TYPE AIRCRAFT
DATUM LOCATED FORWARD OF THE
MAIN WHEELS C.G. = D - (FX_) C.G. = D+ RX_) DATUM — DATUM * D*
•.G.
NOSE WHEEL TYPE AIRCRAFT
DATUM LOCATED AFT OF THE
MAIN WHEELS C.G.= - (D+ F XL)
TAIL WHEEL TYPE AIRCRAFT
DATUM LOCATED AFT OF THE
MAIN WHEELS C.G. = -D+ (RxL) C.G. = Distance from datum to center of gravity of the aircraft.
W = The weight of the aircraft at the time of weighing.
D = The horizontal distance measured from the datum to the main wheel weighing point.
L = The horizontal distance measured from the main wheel weighing point to the nose or tail weighing point.
F = The weight at the nose weighing point.
R = The weight at the tail weighing point.
FIGURE 10-4. Empty weight center of gravity formulas.
Par 10-2 Page 10-462
DATOM (LEADING EDGE OF
WING ROOT SECTION)
COMPUTED
• C.G.
-TARE 27 LBS.
WEIGHING POINT I MAIN WHEEL -LEFT SCALE 565 LBS. • RIGHT SCALE 564 LBS/ ·67 LBS. SCALE READING D, MEASURED. • WEIGHING POINT TEL, MEASURED. (Q TAIL WHEEL) TO FIND: EMPTY WEIGHT AND EMPTY WEIGHT CENTER OF GRAVITY Datum is the leading edge of the wing (from aircraft specification) (D) Actual measured horizontal distance from the main wheel weighing point (C main wheel) to the Datum --
- 3" (L) Actual measured horizontal distance from the rear wheel weighing point (Q rear wheel) to the main wheel weighing point - -222" SOLVING: EMPTY WEIGHT Weighing Scale Tare # Net Point Reading # Weight # Right 564 564 Left 565 565 Rear 67 27 40 Empty Weight OW _1169 SOLVING: EMPTY WEIGHT CENTER OF GRAVITY Formula: C.G. = D + W = 3"+ 40 × 222 1169 " = 3" + 7.6" = 10.6" Reference for formula, Figure 10-4.
This case is shown properly entered on a sample weight and balance report form, Figure 10-17 FIGURE 10-5. Empty weight and empty center of gravity - tail-wheel type aircraft.
Par 10-2 Page 10-463
DATUM (LEADING EDGE OF
COMPUTED WING ROOT SECTION)
• C.G.
COMPUTED• LEFT SCALE 620 LBS., TARE 5LBS.
RIGHT SCALE 609 LBS., TARE 5 LBS.
WEIGHING POINT D, MEASURED (Q NOSE WHEEL)
WEIGHING POINT
L, MEASURED (Q MAIN WHEEL) TO FIND: EMPTY WEIGHT AND EMPTY WEIGHT CENTER OF GRAVITY Datum is the leading edge of the wing (from aircraft specification) (D) Actual measured horizontal distance from the main wheel weighing point (Q main wheel) to the Datum -.
(L) Actual measured horizontal distance from " 34.0" the front wheel weighing point (Q front wheel) to the main wheel weighing point -
- 67.8" SOLVING: EMPTY WEIGHT Weighing Scale Tare Net Point Reading Weight Right 609 5 604 Left 620 5 615 Front 464 10 454 Empty Weight (W 1673 SOLVING: EMPTY WEIGHT CENTER OF GRAVITY Formula: C.G. = D - F X L = 3" + 454 × 67.8 =34"-18.3"=15.7" 1673 Reference for formula, Figure 10-4.
FIGURE 10-6. Empty weight and empty weight center of gravity - nosewheel type aircraft.
Par 10-2 Page 10-464
Par 10-2 Page 10-465
FIGURE 10-7. Operating center of gravity range.
scales under the landing gear tires, a vertical line passing through the centerline of the axle will locate the point on the scale at which th e weight is concentrated.
This point is called the “weighing point.” Other structural locations capable of supporting the aircraft, such as jack pads on the main spar, may also be used if the aircraft weight is resting on the jack pads. Indicate these points clearly in the weight and balance report when used instead of the landing gear. Typical locations of the weighing points are shown in figure 10-8.
Zero Fuel Weight. The maximum permissible weight of a loaded aircraft (passengers, crew, cargo, etc.) less its fuel is zero fuel weight. All weights in excess of maximum zero fuel weight must consist of usable fuel.
Minimum Fuel. The minimum fuel for balance purposes is 1/12 gallon per maximumexcept-take-off horsepower (METO). Minimum fuel is the maximum amount of fuel which can be used in weight and balance computations when low fuel might adversely affect the most critical balance conditions. To determine the weight of fuel in pounds divide the METO horsepower by two.
Full Oil. The full oil is the quantity of oil shown in the Aircraft Specifications or TCDS as oil capacity. Use full oil as the quantity of oil when making the loaded weight and balance computations.
Tare. The weight of chocks, blocks, stands, etc., used when weighing aircraft is called tare and is included in the scale readings. Tare is deducted from the scale reading at each respective we ighing point when tare is involved, to obtain the actual aircraft weight.
Par 10-2 Page 10-466 (and 10-10)
FIGURE 10-8. Weighing point centerline.
10-3.10-13. [RESERVED.]
Par 10-14 Page 10-467
SECTION 2 WEIGHING PROCEDURES
GENERAL. Weighing procedures may vary with the aircraft and the type of weighing equipment employed. The weighing procedures contained in the manufacturer’s maintenance manual should be followed for each particular aircraft.
PROCEDURES. Accepted procedures when weighing an aircraft are:
Remove excessive dirt, grease, moisture, etc., from the aircraft before weighing.
Weigh the aircraft inside a cl osed building to prevent error in scale reading due to wind.
Determine the c.g. by placing the aircraft in a level flight attitude.
Have all items of equipment that are included in the certificated empty weight inst alled in the aircraft when weighing. These items of equipment are a part of the current weight and balance report.
The scales should have a current calibration before weighing begins. Zero and use the scales in accordance with the scale manufacturer’s instructions. Platform scales and suitable support for the aircraft, if necessary, are usually placed under the wheels of a landplane, the keel of a seaplane float, or the skis of a skiplane. Other structural locations capable of supporting the aircraft, such as jack pads, may be used. Clearly indicate these points and the alternate equipment used in the weight and balance report.
Drain the fuel system until the quantity indicator reads zero or until the tanks are empty with the aircraft in level flight attitude, unless otherwise noted in the TCDS or Aircraft Specifications. The amount of fuel remaining in the tank, lines, and engine is termed residual fuel and is to be included in the empty weight.
In special cases, the aircraft may be weighed with full fuel in tanks provided a definite means of determining the exact weight of the fuel is available.
The oil system should be filled to the quantity noted in the TCDS or Aircraft Specifications.
NOTE: On Civil Aeronautics Regulations (CAR-3) Certified Aircraft, the weight of the oil was subtracted math ematically to get the empty weight. In 14 CFR, part 23 aircraft, the weight of the oil was included in the empty weight.
Do not set brakes while taking scale reading.
Note any tare reading when the aircraft is removed from the scales.
WEIGHT AND BALANCE COMPUTATIONS. It is often necessary after completing an extensive alteration to establish by computation that the authorized weight and c.g. limits as shown in the TCDS and Aircraft Specifications are not exceeded. Paragraph b(2) explains the significance of algebraic signs used in balance computations.