Par 10-17 Page 10-472
TO CHECK: MOST REARWARD WEIGHT AND BALANCE EXTREME.
GIVEN:
Actual empty weight of the aircraft----------------------------------------------------------------------- 1169# Empty weight center of gravity --------------------------------------------------------------------------- 10.6” *Maximum weight ------------------------------------------------------------------------------------------ 2100# *Rearward C.G.. limit -------------------------------------------------------------------------------------- 21.9” *Oil capacity, 9 qts.----------------------------------------------------------------------------------------- 17# at -49” *Baggage, placarded do not exceed 100 lbs------------------------------------------------------------- 100# at +75.5” *Two passengers in rear seat, 170# x 2 ------------------------------------------------------------------ 340# at +48” *Pilot in most rearward seat equipped with controls (unless otherwise placarded) -------------------------------------------------------------------- 170# at +16” *Since the fuel tank is located aft of the rearward C.G. limit full fuel must be used--------------------------------------------------------------- 240# at +22”
* Information should be obtained from the aircraft specification.
Note: If fuel tanks are located ahead of the rearward C.G. limit minimum fuel should be used.
CHECK OF REARWARD WEIGHT AND BALANCE EXTREME
Weight (#) x Arm (“) = Moment (“#) Aircraft empty + 1169 + 10.6 + 12391 Oil + 17 - 49 - 833 Pilot (1) + 170 + 16 + 2720 Passenger (2) + 340 + 48 + 16320 Fuel (40 gals.) + 240 + 22 + 5280 Baggage + 100 + 75.5 + 7550 Total + 2036 (TW) + 43428 (TM) Divide the TM (total moment) by the TW (total weight) to obtain the rearward weight and balance extreme.
TM = 43428 = + 21.3” TW 2036 Since the rearward C.G. limit and the maximum weight are not exceeded, the rearward weight and balance extreme condition is satisfactory.
FIGURE 10-11. Example of check of most rearward weight and balance extreme.
Par 10-20 Page 10-473
EXAMPLE OF THE DETERMINATION OF THE NUMBER OF PASSENGERS AND BAGGAGE
PERMISSIBLE WITH FULL FUEL
GIVEN:
Actual empty weight of the aircraft----------------------------------------------------------------------- 1169# Empty weight center of gravity --------------------------------------------------------------------------- 10.6” Maximum weight ------------------------------------------------------------------------------------------- 2100# Datum is leading edge of the wing Forward center of gravity limit---------------------------------------------------------------------------- 8.5” Rearward center of gravity limit -------------------------------------------------------------------------- 21.9” Oil capacity, 9 qts.; show full capacity------------------------------------------------------------------- 17# at -49” Baggage, maximum----------------------------------------------------------------------------------------- 100# at +75.5” Two passengers in rear seat, 170# x 2-------------------------------------------------------------------- 340# at +48” Pilot in most rearward seat equipped with controls (unless otherwise placarded) -------------------------------------------------------------------- 170# at +16” Full fuel, 40 gals. x 6#-------------------------------------------------------------------------------------- 240# at +22”
Weight (#) x Arm (“) = Moment (“#) Aircraft empty + 1169 + 10.6 + 12391 Oil + 17 - 49 - 833 Full Fuel + 240 + 22 + 5280 Passengers 2 rear + 340* + 48 +16320 Pilot + 170 + 16 + 2720 Baggage + 100 + 75.5 + 7550 Total + 2036 (TW) + 43428 (TM)
Divide the TM (total moment) by the TW (total weight) to obtain the loaded center of gravity.
TM = 43428 = + 21.3” TW 2036
The above computations show that w ith full fuel, 100 pounds of baggage and two passengers in the rear seat may be carried in this aircraft without exceeding either the maximum weight or the approved C. G. range.
This condition may be entered in the loading schedule as follows:
GALLONS OF FUEL NUMBER OF PASSENGERS POUNDS OF BAGGAGE Full 2 Rear 100
* Only two passengers are listed to prevent the maximum weight of 2100 lbs. from being exceeded.
FIGURE 10-12. Loading conditions: determination of the number of passengers and baggage permissible with full fuel.
Par 10-20 Page 10-474
EXAMPLE OF THE DETERMINATION OF TH E POUNDS OF FUEL AND BAGGAGE PERMISSIBLE
WITH MAXIMUM PASSENGERS
Weight (#) x Arm (“) = Moment (“#) Aircraft empty + 1169 + 10.6 + 12391 Oil + 17 - 49 - 833 Pilot + 170 + 16 + 2720 Passenger (1) front + 170 + 16 + 2720 Passenger (2) rear + 340 + 48 +16320 Fuel (39 gals.) + 234 + 22 + 5148 Baggage ---- ---- ---- Total + 2100 + 38466
Divide the TM (total moment) by the TW (total weight) to obtain the loaded center of gravity.
TM = 38466 = + 18.6” TW 2100
The above computations show that w ith the maximum number of passengers, 39 gallons of fuel and zero pounds of baggage ma y be carried in this aircraft without exceeding either the maximum weight or the approved C. G. range.
This condition may be entered in the loading schedule as follows:
GALLONS OF FUEL NUMBER OF PASSENGERS POUNDS OF BAGGAGE *Full *2 Rear * 100 39 1(F) 2(R) None
* Conditions as entered from Figure 10-12 (F) Front seat (R) Rear seat
FIGURE 10-13. Loading conditions: determination of the fuel and baggage permissible with maximum passengers.
Par 10-20 Page 10-475
EXAMPLE OF THE DETERMINATION OF THE FUEL AND THE NUMBER AND LOCATION OF
PASSENGERS PERMISSIBLE WITH MAXIMUM BAGGAGE
Weight (#) x Arm (“) = Moment (“#) Aircraft empty + 1169 + 10.6 + 12391 Oil + 17 - 49 - 833 Pilot + 170 + 16 + 2720 Passenger (1) rear + 170 + 48 + 8160 Passenger (1) front + 170 + 16 + 2720 Fuel (40 gals.) + 240 + 22 + 5280 Baggage + 100 + 75.5 + 7550 Total + 2036 + 37988
Divide the TM (total moment) by the TW (total weight) to obtain the loaded center of gravity.
TM = 37988 = + 18.7 TW 20366
The above computations show that with maximum baggage, full fuel and 2 passengers (1 in the front seat and 1 in the rear seat) may be carried in this aircraft without exceeding either the maximum weight or the approved C. G. range.
This condition may be entered in the loading schedule as follows:
GALLONS OF FUEL NUMBER OF PASSENGERS POUNDS OF BAGGAGE *Full *2 Rear * 100 ** 39 *1(F) 2(R) **None Full 1(F) 1(R) Full
* Conditions as entered from Figure 10-12 ** Conditions as entered from Figure 10-13 (F) Front seat (R) Rear seat
FIGURE 10-14. Loading conditions: determination of the fuel and the number and location of passengers permissible with maximum baggage.
WEIGHTS FORWARD C.G. LIMIT - REARWARD C.G. LIMIT Weights added anywhere between the C.G. limits will not upset the balance of the aircraft.
-WEIGHT FORWARD C.G. LIMIT -REARWARD C.G. LIMIT Any weights added ahead of the forward C.G. limit would tend to upset the balance around the forward balance limit.
WEIGHT FORWARD C.G. LIMIT •REARWARD C.G. LIMIT Any weights added ait of the rearward C.G. limit would tend to upset the balance around the rearward balance limit.
FIGURE 10-15. Effects of the addition of equipment items on balance.
Moment computations for typical equipment changes are given in figure 10-16 and are also included in the sample weight and balance sheet in figure 10-18.
SAMPLE WEIGHT AND BALANCE REPORT.
Suggested methods of tabulating the various data and computations for determining the c.g., both in the empty weight condition and the fully loaded condition, are given in figures 10-17 and 10-18, respectively, and represent a suggested means of recording this information. The data presented in figure 10-17 have previously been computed in figures 10-10 and 10-11 for the extreme load conditions and figure 10-16 for equipment change, and represents suggested means of recording this information.
INSTALLATION OF BALLAST. Ballast is sometimes permanently installed for c.g.
balance purposes as a result of installation or removal of equipment items and is not used to correct a nose-up or nose-down tendency of an aircraft. It is usually located as far aft or as far forward as possible in order to bring the Par 10-20 Page 10-476
9/8/98
c.g. position within acceptable limits with a minimum of weight increase. Permanent ballast is often lead plate wrapped around and bolted to the fuselage primary structure (e.i., tail-post, longerons, members). Permanent ballast invariably constitutes a concentrated load; therefore, the strength of the local structure and the attachment of the ballast thereto should be investigated for the design loading conditions pertinent to that particular aircraft. Placard permanent ballast with Permanent ballast - do not remove. It is AC 43.13-1B desirable to install permanent ballast by pouring melted lead into the tail-post or longerons due to difficulties that may be encountered in subsequent welding repair operations. It should be noted that the installation of permanent ballast results in an increase of aircraft empty weight. See figure 10-19 for ballast computation. The local strength of the compartment in which the ballast is carried and the effect of the ballast on aircraft weight and balance should be investigated when disposable ballast is carried.
Forward Rearward
- Moments (counterclockwise) + Moments (clockwise) Wheel pants added (+6# at -1") Battery added (+29# at +13") Battery removed (-24# at -29") Landing light removed (-1# at +4") DATUM Weight (#) x Arm (") = Moment ("#) ADDED Item 204 wheel pants + 6 - 1 - 6 Item 302b Battery + 29 + 13 +377
REMOVED Item 302a Battery - 24 -29 +696 Item 303 Landing light - 1 + 4 - 4 This condition is shown properly entered on a sample weight and balance report on Figure 10-18 under Equipment Change.
FIGURE 10-16. Example of moment and weight changes resulting from equipment changes.
MAKE MA-700_MODEL A _SERIAL # 0000_REGISTRATION # N1234 DATUM IS leading edge of wing
COMPUTE AS FOLLOWS IF AIRCRAFT WEIGHED Par 10-22 Page 10-477
Par 10-22 Page 10-478
1. Leveling means: level top longeron between front and rear seats.
2. Main wheel weighing point is located ( “FORWARD) (+ 3 “ AFT) of datum.
3. Actual measured distance from the main weight point centerline to the tail (or nose) point centerline 222 “.
4. Oil over and above “ZERO” tank reading = (a. ---- Gals.) (b. ---- Lbs.) (c. ---- In.)
ACTUAL EMPTY WEIGHT
Weight Point Scale Reading - Tare = Net Weight
5. Right 564 0 564
6. Left 565 0 565
7. Tail 67 27 40
8. Nose ---- ---- -----
9. Total Net Weight X X 1169
CENTER OF GRAVITY AS WEIGHED
10. C.G. relative to main wheel weighing point:
(a) Tail wheel airc. (Item 3, 222) x (Item 7, 40 ) = + 7.6 = C.G.
(Item 9, 1169)
(b) Nose wheel airc. (Item 3 ----) x (Item 8 ---- ) = = C.G.
(Item 9 ---- )
11. C.G. relative to datum:
(a) Tail wheel airc. (Item 10a, + 7.6) added to (Item 2, + 3) = +10.6” = C.G.
(b) Nose wheel airc. (Item 10b, ) added to (Item 2, ) = = C.G.
COMPUTE IF AIRCRAFT WEIGHED WITH OIL (Item 4) Weight x Arm = Moment Aircraft Less Oil
(9) (4b)
(11) (4c)
Empty Totals (a) X (b)
(b) ------------------- = (c) ------------------“ = Empty weight C.G.
12. (a)
REPAIR AGENCY DATE Name Number
FIGURE 10-17. Sample weight and balance report to determine empty weight center of gravity.
Par 10-22 Page 10-479
EQUIPMENT LIST *Required or Optional Item Numbers as Shown in Aircraft Specification 1 2 101 102 103 104 105 106 201 202 203 301 302(a) 303 401(a) 402 ---- ---- ---- ---- ---- Special Equipment Item Make Model Weight Arm 3 Flares 1-1/2 Min. XYZ 03 25# 105”
Enter above those items included in the empty weight.
WEIGHT AND BALANCE EXTREME CONDITIONS Approved fwd limit 8.5” Approved max. weight 2100# Approved aft limit 21.9” Item FORWARD CHECK REARWARD CHECK Weight X Arm = Moment Weight X Arm = Moment Airo. Empty + 1169 (9 or 12a) + 10.6 (11 or 12c) + 12391 + 1169 (9 or 12a) + 10.6 (11 or 12c) + 12391 Oil + 17 - 49 - 833 + 17 - 49 - 833 Pilot + 170 + 16 + 2720 + 170 + 16 + 2720 Fuel + 83 + 22 + 1826 + 240 + 22 + 5280 Passenger (s) + 340 + 48 + 16320 Baggage + 100 + 75.5 + 7550 TOTAL + 1439 = TW x + 16104 = TM + 2036 = TW x +43428=TM TM = 16104 = +11.2” = TM = 43428 = +21.3” = TW 1439 TW 2036 Most Forward C.G. location Most Rearward C.G. location
LOADING SCHEDULE Gallons of Fuel Number of Passengers Pounds of Baggage
40 2(R) 100
The above includes pilot and capacity oil.
EQUIPMENT CHANGE Computing New C.G.
Item, Make, and Model* Weight X Arm Moment Airc. Empty + 1169 (9 or 12a) + 10.6 (11 or 12c) + 12391 204 added + 6 - 1 - 6 302(b) added + 29 + 13 + 377 302(a) removed - 24 + 29 + 696 303 removed - 1 + 4 - 4 NET TOTALS - 1179 = NW x + 13454 = NM NM = 13454 = +11.4” = New C.G.
NW 1179 *ITEM NUMBERS WHEN LISTED IN PERTIN ENT AIRCRAFT SPECIFICATION MAY BE USED IN LIEU OF “ITEM, MAKE, AND MODEL”.
PREPARED BY________________________________ DATE________________________
FIGURE 10-18. Sample weight and balance report including an equipment change for aircraft fully loaded.
→ D< Desired C.G. location Actual C.G. location Location of ballast to D - Distance in inches desired to move C.G. of airplane. be added W - Weight of airplane as loaded.
X - Distance in inches from point where ballast is to be installed, to the desired location of the new C.G.
B - Weight of ballast required in pounds.
B = D× W Compute the new C.G. of the aircraft with ballast installed.
NOTE: If greater accuracy is desired, repeat the entire formula using the NEW aircraft weight and the NEW C.G. in the second operation.
FIGURE 10-19. Permanent ballast computation formula.
Par 10-22 Page 10-480
Par 11-1 Page 11-481 LOADING SCHEDULE. The loading schedule should be kept with the aircraft and form a part of the aircraft flight manual. It includes instructions on the proper load distribution such as filling of fuel and oil tanks, passenger seating, restrictions of passenger movement, and distribution of cargo.
Other means of determining safe loading conditions such as the use of a graphical index and load adjuster are
Par 11-1 Page 11-482 acceptable and may be used in lieu of the information in paragraph 10-18.
Compute a separate loading condition when the aircraft is to be loaded in other than the specified conditions shown in the loading schedule.
10-24.10-34. [RESERVED.]
Par 11-1 Page 11-483 CHAPTER 11. AIRCRAFT ELECTRICAL SYSTEMS
SECTION 1. INSPECTION AND CARE OF ELECTRICAL SYSTEMS
GENERAL. The term “electrical system” as used in this AC means those parts of the aircraft that generate, distribute, and use electrical energy, including their support and attachments. The satisfactory performance of an aircraft is dependent upon the continued reliability of the electrical system. Damaged wiring or equipment in an aircraft, regardless of how minor it may appear to be, cannot be tolerated. Reliability of the system is proportional to the amount of maintenance received and the knowledge of those who perform such maintenance. It is, therefore, important that maintenance be accomplished using the best techniques and practices to minimize the possibility of failure. This chapter is not intended to supersede or replace any government specification or specific manufacturer’s instruction regarding electrical system inspection and repair.
INSPECTION AND OPERATION CHECKS.
Frequently Innspect equipment, electrical assemblies, and wiring installations for damage, general condition, and proper functioning to ensure the continued satisfactory operation of the electrical system.
Adjust, repair, overhaul, and test electrical equipment and systems in accordance with the recommendations and procedures in the aircraft and/or component manufacturer’s maintenance instructions. Replace components of the electrical system that are damaged or defective with identical parts, with aircraft manufacturer’s approved equipment, or its equivalent to the original in operating characteristics, mechanical strength, and environmental specifications. A list of suggested problems to look for and checks (Refer to the glossary for a description of the check types) to be performed are:
Damaged, discolored, or overheated equipment, connections, wiring, and installations.
Excessive heat or discoloration at high current carrying connections.
Misalignment of electrically driven equipment.
Poor electrical bonding (broken, disconnected or corroded bonding strap) and grounding, including evidence of corrosion.
Dirty equipment and connections.
Improper, broken, inadequately supported wiring and conduit, loose connections of terminals, and loose ferrules.
Poor mechanical or cold solder joints.
Condition of circuit breaker and fuses.
Insufficient clearance between exposed current carrying parts and ground or poor insulation of exposed terminals.
Broken or missing safety wire, broken bundle lacing, cotter pins, etc.
Operational check of electrically operated equipment such as motors, inverters, generators, batteries, lights, protective devices, etc.
Ensure that ventilation and cooling air passages are clear and unobstructed.