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length and slope of runway,
temperature, humidity, obstacles and
altitude. Any maximum take-off
weight less than the full maximum
due to performance factors is known
as the Restricted (or Regulated) Takeoff
Weight (RTOW) and is the starting
point for calculating maximum
payload available. Sometimes,
RTOW is the same as MTOW, but
this will only tend to happen at
larger airfields or landing sites with
plenty of room. Maximum Taxi
78 Operational Flying
Weight can therefore be higher than
Maximum Takeoff Weight, and you
should be able to burn off the
difference before getting airborne.
It’s well known that all aircraft will
fly overweight to a certain extent, if
only because there’s a tolerance
range in the performance figures–
ferry flights frequently do so, with
the extra weight being fuel, but
having the physical ability doesn’t
mean that you should. You will at
some stage be under some pressure
to take an extra bit of baggage or top
up with that bit of fuel that will save
you making a stop en route, but
consider the implications. Firstly, any
insurance cover will be invalid if you
don’t fly the aircraft within the limits
of the flight manual, and, secondly,
you will be leaving yourself nothing
in hand for turbulence and the like,
which will increase your weight
artificially. The designer will have
allowed for 60-degree turns all the
way up to MAUW, but not heavier
than that.
Maximum Structural Landing Mass
(Max Landing Weight) speaks for
itself, and is there to help prevent
the impact with the runway being
transmitted through the
undercarriage to the rest of the
aircraft, which can only happen if
the weight is kept within certain
limits (it also assists you to reduce
the downward velocity at the point
of landing, such as with
autorotations in a helicopter). This
weight may very well be restricted
performance-wise in a similar way to
Take-off Weight, and could equally
be a factor in further reducing your
payload at the start of a flight.
As fuel is carried in the wings of
most aeroplanes, excessive payload
(in the cabin) relative to fuel weight
will increase the design bending
moment, being most critical with a
full load and zero fuel. A Maximum
Zero Fuel Weight (Mass) will limit the
weight in the cabin, being a weight
beyond which any increase in load
must consist entirely of fuel, or, in
other words, the maximum
Operational Procedures 79
permissible mass with no useable
fuel. This is to ensure that the wings
are forced downwards during flight,
and is why using inboard tanks first
is often recommended.
As well as the above technical
weights, there are operational
weights, the most important being
the Aircraft Prepared for Service Weight
(APS), which is the basic weight plus
or minus changes to seat layouts,
fixed equipment, unuseable fuel and
crew equipment, such as flight
guides. It's the basis of the loadsheet,
and is sometimes the same as the
Dry Operating Mass (DOM), an APS
weight that also includes the crew,
their baggage, catering equipment,
etc. Wet Operating Weight, on the
other hand, includes useable take-off
fuel plus engine additives.
The Traffic Load is the weight of
cargo, passengers and baggage, and
will include loading equipment
(pallets, nets, etc.). The Allowed
Traffic Load (not necessarily the same
thing) is just the payload, which is
calculated by subtracting the
Operating Weight from the RTOW.
With under 12 seats, without
dispensation, you must use actual
weights for passengers, whereas
otherwise a statistically derived
standard weight (which will include
baggage) may be used (see overleaf).
The Maximum Compartment Weight is
the most you can have in any
specific compartment, subject to
restrictions on floor loadings, and
Loose Equipment Weight is additional
equipment which may or may not be
included in APS.
You can use standard or actual
masses for the crew and baggage in
the DOM and actual figures for
everything else, not forgetting the
engine oil. Actual figures must also
be used for freight or ballast. The
fuel load must be calculated actual or
standard density values of 0.71 for
gasoline, 0.79 for JP1 and 0.76 for
JP4. On-board fuel must always be
compared with that remaining
before refuelling plus the amount
uplifted, as a gross error check.
　
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