Instructions For Use of the
Aircraft Weight and Balance
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- 3.3.1 Aircraft with a MEL
- 3.3.2 Aircraft without a MEL
3.2 Aircraft Weight and BalanceThe pilot-in-command is responsible for the proper loading, including load security, weight and weight distribution. All loadings (including fuel) shall be distributed using the current weight and balance report. The load shall be distributed to ensure that the C of G will remain within the prescribed limits throughout the entire flight. The take-off and landing weights shall not exceed the maximum weights specified in the approved Aircraft Flight Manual. Aircraft take-off and landing weights shall not exceed that which would preclude the aircraft meeting performance requirements for take-off, en-route and landing at any aerodrome used. The following is presented as an example of a weight and balance procedure. Operators should review it and revise as required to suit their particular circumstances. The weight & balance calculation may take two forms: one that is pre-computed for different fuel and passenger/freight loads, and the other that is individually prepared for a specific flight reflecting non-standard loading. Blank and pre-computed forms are kept in the Flight Department Office as well as each aircraft. A company weight & balance calculation form will be completed for each flight and signed by the pilot-in-command. A single weight and balance calculation may be used for a series of consecutive flights carrying the same load. Where practical, a copy will be left at the point of departure with instructions that it be retained for 24 hours. The original of the form will be returned and retained in the company files for a six month period following the flight. The pilot-in-command will ensure that all items carried that are not included in the equipment list that forms part of the weight and balance report have been included in the weight calculations. Each aircraft shall have a current weight and balance report with an up-to-date equipment list. Using this information, the centre of gravity location and operational empty weight (OEW) shall be calculated. Weights to be used when completing weight and balance calculations are as follows: Actual weights are to be used when it is apparent that the weights below are not appropriate.
Freight/Cargo Actual (determined through use of scales)
When completing these calculations, always add the fuel last to confirm that at "Zero Fuel Weight", the centre of gravity for that weight is within the allowable envelope. A sample weight and balance form may be found in chapter 12 of this manual. 3.3 Aircraft DefectsIt is the responsibility of the PIC to ensure that the aircraft Certificate of Airworthiness is in force before commencing a flight. The Certificate of Airworthiness of an aircraft is not in force unless the equipment, systems and instruments prescribed in the applicable airworthiness standard and all required equipment are functioning correctly. The Certificate of Airworthiness of an aircraft is also not in force if the aircraft has any malfunction or defect, unless the details of the malfunction or defect are recorded in the aircraft log and unmistakable warning is given at the flight crew station by removing, placarding or tagging the affected item. In the case of deferred defects, the PIC shall assure him/her self that the affected equipment will still allow the flight to be completed safely. 3.3.1 Aircraft with a MELFlight crews shall comply with MEL procedures approved for the specific aircraft. MEL Defect Deferral ProceduresMEL deferral procedures are specified in each MEL approved for the aircraft. Flight crews shall ensure that all “Operations” and “Maintenance” procedures are followed. 3.3.2 Aircraft without a MELWhen an aircraft system malfunction or unserviceability is found the PIC should contact an approved maintenance facility to determine if the defect has rendered the Certificate of Airworthiness invalid, or it can be deferred. If the defect can be deferred, the information must be recorded in the aircraft log and the defective equipment isolated or secured so as not to constitute a hazard to other aircraft systems or persons on board the aircraft. Directory: wp-content -> uploads -> 2010 2010 -> Hr 116 Application for Employment with Hills and Dales 2010 -> Polimaster ltd V. Rae systems inc polimaster ltd.; Na&se trading co., Limited, Plaintiffs-Appellants 2010 -> The game a morality play in one act by Louise Bryant 2010 -> Seamheads at sabr 40 2010 -> Curriculum vitae 2010 -> Mid atlantic coaching clinic 2010 -> The Case for Integrating Crisis Response with Social Media Chapter One: Introduction 2010 -> Press pack shamrock Bowl XXIV american football – Tallaght Stadium 2010 -> Andy Northedge1 2010 -> Partnership Brokers Training Download 1.23 Mb. Share with your friends:
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