By Federal Aviation Administration (FAA)/Aviation Supplies & Academics (ASA)
Basic airplane weight and stability keep watch over ideas and strategies for the practise, and the particular weighing of an airplane begin the dialogue, together with the equipment of deciding upon the site of the empty weight middle of gravity. Loading computations with loading graphs and tables of weight and second indexes persist with, together with directions on picking out the burden and middle of gravity alterations brought on by upkeep and changes or removing and set up of apparatus. Chapters are devoted to light-sport plane, single-engine airplane, multi-engine airplane, and commuter and massive plane, in addition to helicopter weight and stability regulate and settling on lateral CG. additionally integrated are examples of fixing weight and stability difficulties utilizing a hand held digital calculator, E6-B flight machine, and a committed digital flight computer.
This 2016 version displays the most recent aviation approaches, apparatus, thoughts, laws, and is a key reference within the FAA Airman Certification criteria (ACS). Illustrated all through with special, full-color drawings, and contains a thesaurus and index.
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Extra resources for Aircraft Weight and Balance Handbook: FAA-H-8083-1A
To counteract this, rearward cyclic is required. If the CG is too far forward, there may not be enough cyclic authority to allow the helicopter to flare for a landing, and it will consequently require an excessive landing distance. If the CG is aft of the allowable limits, the helicopter will fly with a tail-low attitude and may need more forward cyclic stick displacement than is available to maintain a hover in a no-wind condition. There might not be enough cyclic power to prevent the tail boom striking the ground.
Record it in the loading schedule chart. 8 on the horizontal index at the bottom of the chart, and a horizontal line from 3,027 pounds in the left-hand vertical index. These lines intersect within the dashed area, which shows that the aircraft is loaded properly for takeoff, but it is too heavy for landing. If the aircraft had to return for landing, it would have to fly long enough to burn off 77 pounds (slightly less than 13 gallons) of fuel to reduce its weight to the amount allowed for landing.
If the TCDS list an empty-weight CG range, and after the alteration is completed the EWCG falls within this range, then there is no need to compute a fore and aft check for adverse loading. But if the TCDS lists the EWCG range as “None” (and most of them do), a check must be made to determine whether or not it is possible by any combination of legal loading to cause the aircraft CG to move outside of either its forward or aft limits. Adverse-Loaded CG Checks Many modern aircraft have multiple rows of seats and often more than one baggage compartment.
Aircraft Weight and Balance Handbook: FAA-H-8083-1A by Federal Aviation Administration (FAA)/Aviation Supplies & Academics (ASA)