Professional Documents
Culture Documents
Model CL−600−2B19
Series 100/200/440
CSP A−041−009
BOMBARDIER INC.
BOMBARDIER AEROSPACE REGIONAL AIRCRAFT
CUSTOMER SUPPORT
Chapter Chapter
Section Section
Subject Config Page Date Subject Config Page Date
Chapter Chapter
Section Section
Subject Config Page Date Subject Config Page Date
TABLE OF CONTENTS
Subject Page
INTRODUCTION
Effectivity: ON A/C ALL
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Correspondence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Translation of Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Units of Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Personnel Qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Effectivity of the WBM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Front Matter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
How to Use the Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Definition of Warning, Caution and Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
INTRODUCTION 01−00−00
Effectivity: ON A/C ALL
CONTROL – GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Subject Page
PERSONNEL 01−40−00
Effectivity: ON A/C ALL
PERSONNEL – GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Subject Page
1. Description
A. This section shows the general data applicable to the aircraft and includes:
A. The dimensions and areas show the exterior and principal dimensions and areas of the aircraft
(refer to 01−00−10).
3. Definition of Terms
A. The definition of terms shows the definitions of the important terms used in this manual (refer to
01−00−20).
4. Aircraft Stations
A. The aircraft stations show the position of the aircraft stations and the number system used to
identify the aircraft stations (refer to 01−00−30).
A. The reference datum points show the position of the zero reference datum and the relationship of
the balance arm to other specified stations (refer to 01−00−40).
A. The maximum weight limits show important aircraft weight limits (refer to 01−00−50).
A. The maximum center of gravity limits show important center of gravity limits related to aircraft
loads for flight (refer to 01−00−60).
A. The balance change due to operation shows the effect of the operation of some devices on the
aircraft center of gravity (refer to 01−00−70).
9. Takeoff Setting
A. The takeoff setting shows how the horizontal stabilizer is set in relation to the center of gravity of
the aircraft at takeoff (refer to 01−00−80).
1. General
A. This section gives dimension and area information for the Canadair Regional Jet CL−600−2B19
aircraft. Dimensions are measured in a parallel axis or a perpendicular axis to the fuselage
reference plane at WL97.5. Chord lines are measured as projections on the wing reference plane.
The wing reference plane passes through WL53.25 at the center line of the aircraft and has a
dihedral angle of +2.33 degrees with respect to the fuselage reference plane. The overall
dimensions are shown in Figure 1.
A. The data shown here is related to the wings (refer to Table 1), the empennage and tail (refer to
Table 2), the fuselage (refer to Table 3) and the landing gear (refer to Table 4).
Table 1 – Wings
WINGS
DEFINITION DIMENSION
Span (including winglets) 69.75 ft (21.23 m)
Root chord (fuselage center line) 16.84 ft (5.13 m)
Tip chord 4.16 ft (1.27 m)
Mean aerodynamic chord (MAC) 99.43 in. (2.53 m)
(MAC leading edge at FS493.793)
Aspect ratio (net wing) 8.85
Taper ratio (net wing) 0.34
Thickness ratio
• WS47.615 13.2%
• WS148.019 10.9%
• WS388.450 10.0%
Dihedral of wing reference plane +2.33 degrees
Sweepback (25% chord line) 24.76 degrees
Spar locations (% chord)
• Front 7.3
• Rear 60.0
WINGS
DEFINITION DIMENSION
Ailerons
• Span (% wing span)* 17.3
• Chord (% wing chord) 31.8
Flaps
• Type Double−slotted
• Span (% wing span)* 57.4
• Chord (% wing chord) – Outboard 33.6
• Chord (% wing chord) – Inboard 33.6
Spoilers (2 on each side)
• Ground lift dumping N/A
Ground Spoiler Inboard
• Span (% wing span)* 10.5
• Chord (% wing chord at WS148.019) 10.9
Ground Spoiler Outboard
• Span (% wing span)* 9.3
• Chord (% wing chord at WS148.019) 10.9
Spoilers – Flight
• Span (% wing span)* 13.8
• Chord (% wing chord) 10.3
Spoileron
• Span (% wing span)* 10.5
• Chord (% wing chord) 8.2
* (Percentage of the wing span is calculated excluding winglet)
Table 3 – Fuselage
FUSELAGE
DEFINITION DIMENSION
Diameter 8.83 ft (2.69 m)
Length 80.00 ft (24.38 m)
Static ground angle 0 degree¹
LANDING GEAR
DEFINITION DIMENSION
Wheel size:
• Main gear 15 in. (0.381 m)
• Nose gear 10 in. (0.254 m)
Tire size:
• Main gear H29 x 9.00 − 15
• Nose gear 18 x 4.4,12 PR
Loaded (in−service) tire pressure:
• Nose gear
• Main gear 149−156 psi (1025−1076 kPa)
NOTE: A loaded, or in−service, condition is 175−183 psi (1205−1265 kPa)
when the tire assembly is installed on the
aircraft and the weight of the aircraft is
on the tire (the aircraft is not on jacks).
Track:
• Main gear 10 ft 5 in. (3.175 m)
• Nose gear 11.5 in. (0.129 m)
Wheel base (max.) 37 ft. 4.5 in. (11.39 m)
Turning circle: 75.00 ft (22.86 m)
• Minimum width for 180−degree turn
19 ft 2 in.
4 ft 9 in.
(5.84 m) (1.45 m)
12 ft 2 in.
(3.708 m) 9 ft 6 in.
5 ft 6 in. (2.90 m)
(1.676 m)
69 ft 8 in. 7 ft 6 in.
(21.23 m) (2.286 m)
30 ft 6 in.
(9.30 m)
8 ft 10 in.
(2.69 m)
14 ft 0 in. 20 ft 4 in.
(4.27 m)
(6.20 m)
NOTES
1 Maximum ramp weight is 53 250 lb (24 154 kg).
20 ft 8 in.
rwb0100100_015.dg, sd, 4−mar−2013
(6.299 m)
1. General
A. In this section, the terms used for the important weight and balance conditions are clearly
defined. This helps to prevent errors in the use of the data in the Weight and Balance Manual
(WBM). Many of the terms are shown as abbreviations and as arithmetic definitions.
A. This is the operational weight empty (OWE) plus the payload (P/L). It must not be more than the
maximum zero fuel weight (MZFW).
3. Drainable Fuel
A. This is the portion of the unusable fuel that can be removed from the fuel tanks. This can be
found when you subtract the trapped fuel from the unusable fuel.
A. This is the weight of the aircraft which includes only the components that are clearly part of the
aircraft (power plant, structure systems). It is a dry weight which includes only the fluids contained
in closed systems.
A. This is the maximum weight at which an aircraft can start a takeoff run.
A. This is the maximum weight at which an aircraft can move safely on the ground. It includes the
fuel for these displacements and the takeoff run
A. This is the maximum weight of an aircraft before the usable fuel is loaded on the aircraft.
9. Maximum Payload
A. This is the weight which you get when you subtract the operational weight empty (OWE) from the
maximum zero fuel weight.
A. This is the minimum weight at which an aircraft can fly and land.
A. This is the sum of the weight of the operational items added to the manufacturers weight empty
(MWE).
A. This is the weight which you get as you add the personnel, equipment and supplies necessary for
a specific operation.
A. This is the weight of the passengers, cargo, baggage and any additional load.
A. This is the fuel that is left after the usual fuel drain.
A. This is the fuel that is left after the engines and the auxiliary power unit (APU) have run out of
fuel. This includes the drainable fuel and the trapped fuel.
A. This is the weight found when you subtract the operational weight empty (OWE) from the ramp
weight. This includes the payload and usable fuel.
1. General
A. To identify aircraft stations, five major components are shown in relation to their respective
reference planes. The fuselage and vertical stabilizer are shown in Figure 1. The horizontal
stabilizer, wing, and power plant detail are shown in Figure 2.
The fuselage stations are measured along the X datum line. The fuselage stations are measured
in inches and are perpendicular to the fuselage center line.
The wing stations are measured in inches and are perpendicular to the wing reference plane and
parallel to the center line of the fuselage.
The vertical stabilizer stations are measured in inches and are perpendicular to the center line of
the vertical stabilizer rear spar.
The horizontal stabilizer stations are measured in inches and are perpendicular to the center line
of the horizontal stabilizer rear spar.
E. Waterline (WL)
The waterlines are measured in inches and are horizontal lines perpendicular to the buttock line
(BL) and parallel to the fuselage center line.
The buttock lines are measured in inches. The buttock lines are vertical lines perpendicular to the
waterline (WL) and fuselage center line. The buttock lines are parallel to the fuselage vertical
center line.
The engine stations are measured along the X datum line. The engine stations are measured in
inches and are perpendicular to the center line of the engine.
A. For weight and balance calculations, the aircraft stations have related values in the X component
of the mass−account coding system (refer to Figure 3).
VSS242.00
VSS235.00
VSS231.00
VSS222.00
VSS158.70
VSS139.20
VSS128.20
VSS117.50
VSS103.10
67.5% REAR SPAR VSS86.10
VSS69.10
VERTICAL STABILIZER VSS52.10
VSS37.10
VSS23.10
FS886.00
FS864.00
VSS0.0 FS843.50
FS815.00
FS802.20 TAIL CONE
FS794.70
FS759.00
FS755.00
FS736.00
FS718.00
WL97.50
FS700.00
FS672.20 FS682.00
AFT FS654.50
FUSELAGE FS640.00
FS621.00 FS625.30
FS605.00
FS589.00
FS574.00
FS559.00 + 112
FS559.00 + 96
FS559.00 + 80
AFT FS559.00 + 64
EXTENSION FS559.00 + 48
FS559.00 + 32
FS559.00 + 16
FS559.00
FS544.00
FS529.00
FS513.00
MID FS499.00
FS484.00
FUSELAGE FS473.15
FS461.00
FS449.85
FS439.00
FS424.00
FS409.00 + 128
FS409.00 + 112
FS409.00 + 96
WL73.50
FWD FS409.00 + 80
FS409.00 + 64
EXTENSION FS409.00 + 48
FS409.00 + 32
FS409.00 + 16
FS409.00
FS394.00
FS379.00
FWD/MID FS364.00
FS349.00
FUSELAGE
rwb0100300_001.dg, sb/gd, 05/07/94
FS333.00
FS319.70
FS310.00
FS295.00
FS280.00
WL79.50
FS265.00
FS250.00
MHB
FS235.00
FWD FS220.00
FUSELAGE FS210.00
FS193.00 FS202.75
FS169.00
FS144.00
111.00
41.30
56.90
72.50
88.10
122.00
16.50
104.10
25.70
BL86.17
CL NAC
FS943.00
2
FS903.00
FS886.00 ES230.13
FS863.00 ES218.17
FS843.80 FS674.73 ES200.00
BL86.17
CL NAC
ES185.00
FS652.26 ES177.00
2
ES155.31
FS625.30 ES151.14
ES135.84
CL FUS
FS652.26 WS343.50
WS330.25
ES100.72
WS264.00
WS220.00
WS178.00
FS585.00
WS148.01
WS80.50
WS407.08
WS389.00
WS377.40
WS366.00
WS353.00
WS314.50
WS294.50
WS282.00
FS511.25
WS274.00
WS242.00
WS199.00
WS163.00
WS137.60
FS437.00
WS127.25
WS106.40
FS411.00
WS85.50
15
WS65.75
FS409+98
BL45.00
BL22.50
WS0.00
WGLTS49.89
L FUS
WGLTS0.00
C
WS389.00
WS407.08
EFFECTIVITY:
0.41 1.04 3.86 7.14 10.39 14.20 17.04 22.02 (METERS)
XARM
Figure 3
Mass − Account Coding System
WEIGHT AND BALANCE MANUAL
G
NOTE
The relation between the aircraft reference axis system,
the fuselage stations and related locations is shown here.
01−00−30
rwb0100400_004.dg, jp, 12/06/97
Mar 10/2014
Page 5
THIS PAGE INTENTIONALLY LEFT BLANK
G
WEIGHT AND BALANCE MANUAL
A. The zero reference datum is found at the intersection of the fuselage center line of the aircraft
and the reference plane found 0.406 meters (16.00 inches) forward of the nose radome (refer to
Figure 1). The XARMS are measured aft of the zero reference datum.
2. Weighing Datum
A. The weighing datum is found on the bottom of the aircraft, forward of the wing fairing and on the
center line at XARM 9.525 meters (375.00 inches).
A. The mean aerodynamic chord (MAC) is parallel to the fuselage between the leading and trailing
edges of the wing. The leading edge of the MAC is at XARM 12.542 meters (493.79 inches). The
length of the MAC is 2.526 meters (99.43 inches).
For SI units, the XARM position in percentage of the MAC is shown in Table 1 and is calculated
as follows:
XARM .000 .001 .002 .003 .004 .005 .006 .007 .008 .009
(m)
12.80 10.20 10.24 10.28 10.32 10.36 10.40 10.44 10.48 10.52 10.56
12.81 10.60 10.64 10.68 10.72 10.76 10.80 10.84 10.88 10.92 10.96
12.82 10.99 11.03 11.07 11.11 11.15 11.19 11.23 11.27 11.31 11.35
12.83 11.39 11.43 11.47 11.51 11.55 11.59 11.63 11.67 11.71 11.75
12.84 11.79 11.83 11.87 11.91 11.94 11.98 12.02 12.06 12.10 12.14
12.85 12.18 12.22 12.26 12.30 12.34 12.38 12.42 12.46 12.50 12.54
12.86 12.58 12.62 12.66 12.70 12.74 12.78 12.82 12.86 12.90 12.93
12.87 12.97 13.01 13.05 13.09 13.13 13.17 13.21 13.25 13.29 13.33
12.88 13.37 13.41 13.45 13.49 13.53 13.57 13.61 13.65 13.69 13.73
12.89 13.77 13.81 13.85 13.89 13.92 13.96 14.00 14.04 14.08 14.12
12.90 14.16 14.20 14.24 14.28 14.32 14.36 14.40 14.44 14.48 14.52
12.91 14.56 14.60 14.64 14.68 14.72 14.76 14.80 14.84 14.88 14.91
XARM .000 .001 .002 .003 .004 .005 .006 .007 .008 .009
(m)
12.92 14.95 14.99 15.03 15.07 15.11 15.15 15.19 15.23 15.27 15.31
12.93 15.35 15.39 15.43 15.47 15.51 15.55 15.59 15.63 15.67 15.71
12.94 15.75 15.79 15.83 15.86 15.90 15.94 15.98 16.02 16.06 16.10
12.95 16.14 16.18 16.22 16.26 16.30 16.34 16.38 16.42 16.46 16.50
12.96 16.54 16.58 16.62 16.66 16.70 16.74 16.78 16.82 16.85 16.89
12.97 16.93 16.97 17.01 17.05 17.09 17.13 17.17 17.21 17.25 17.29
12.98 17.33 17.37 17.41 17.45 17.49 17.53 17.57 17.61 17.65 17.69
12.99 17.73 17.77 17.81 17.84 17.88 17.92 17.96 18.00 18.04 18.08
13.00 18.12 18.16 18.20 18.24 18.28 18.32 18.36 18.40 18.44 18.48
13.01 18.52 18.56 18.60 18.64 18.68 18.72 18.76 18.80 18.83 18.87
13.02 18.91 18.95 18.99 19.03 19.07 19.11 19.15 19.19 19.23 19.27
13.03 19.31 19.35 19.39 19.43 19.47 19.51 19.55 19.59 19.63 19.67
13.04 19.71 19.75 19.78 19.82 19.86 19.90 19.94 19.98 20.02 20.06
13.05 20.10 20.14 20.18 20.22 20.26 20.30 20.34 20.38 20.42 20.46
13.06 20.50 20.54 20.58 20.62 20.66 20.70 20.74 20.77 20.81 20.85
13.07 20.89 20.93 20.97 21.01 21.05 21.10 21.13 21.17 21.21 21.25
13.08 21.29 21.33 21.37 21.41 21.45 21.49 21.53 21.57 21.61 21.65
13.09 21.69 21.72 21.76 21.80 21.84 21.88 21.92 21.96 22.00 22.04
13.10 22.08 22.12 22.16 22.20 22.24 22.28 22.32 22.36 22.40 22.44
13.11 22.48 22.52 22.56 22.60 22.64 22.68 22.72 22.75 22.79 22.83
13.12 22.87 22.91 22.95 22.99 23.03 23.07 23.11 23.15 23.19 23.23
13.13 23.27 23.31 23.35 23.39 23.43 23.47 23.51 23.55 23.59 23.63
13.14 23.67 23.70 23.74 23.78 23.82 23.86 23.90 23.94 23.98 24.02
13.15 24.06 24.10 24.14 24.18 24.22 24.26 24.30 24.34 24.38 24.42
13.16 24.46 24.50 24.54 24.58 24.62 24.66 24.69 24.73 24.77 24.81
13.17 24.85 24.89 24.93 24.97 25.01 25.05 25.09 25.13 25.17 25.21
13.18 25.25 25.29 25.33 25.37 25.41 25.45 25.49 25.53 25.57 25.61
13.19 25.65 25.68 25.72 25.76 25.80 25.84 25.88 25.92 25.96 26.00
13.20 26.04 26.08 26.12 26.16 26.20 26.24 26.28 26.32 26.36 26.40
13.21 26.44 26.48 26.52 26.56 26.60 26.64 26.67 26.71 26.75 26.79
13.22 26.83 26.87 26.91 26.95 26.99 27.03 27.07 27.11 27.15 27.19
13.23 27.23 27.27 27.31 27.35 27.39 27.43 27.47 27.51 27.55 27.59
XARM .000 .001 .002 .003 .004 .005 .006 .007 .008 .009
(m)
13.24 27.62 27.66 27.70 27.74 27.78 27.82 27.86 27.90 27.94 27.98
13.25 28.02 28.06 28.10 28.14 28.18 28.22 28,26 28.30 28.34 28.38
13.26 28.42 28.46 28.50 28.54 28.58 28.61 28.65 28.69 28.73 28.77
13.27 28.81 28.85 28.89 28.93 28.97 29.01 29.05 29.09 29.13 29.17
13.28 29.21 29.25 29.29 29.33 29.37 29.41 29.45 29.49 29.53 29.57
13.29 29.60 29.64 29.68 29.72 29.76 29.80 29.84 29.88 29.92 29.96
13.30 30.00 30.04 30.08 30.12 30.16 30.20 30.24 30.28 30.32 30.36
13.31 30.40 30.44 30.48 30.52 30.55 30.59 30.63 30.67 30.71 30.75
13.32 30.79 30.83 30.87 30.91 30.95 30.99 31.03 31.07 31.11 31.15
13.33 31.19 31.23 31.27 31.31 31.35 31.39 31.43 31.47 31.51 31.54
13.34 31.58 31.62 31.66 31.70 31.74 31.78 31.82 31.86 31.90 31.94
13.35 31.98 32.02 32.06 32.10 32.14 32.18 32.22 32.26 32.30 32.34
13.36 32.38 32.42 32.46 32.50 32.53 32.57 32.61 32.65 32.69 32.73
13.37 32.77 32.81 32.85 32.89 32.93 32.97 33.01 33.05 33.09 33.13
13.38 33.17 33.21 33.25 33.29 33.33 33.37 33.41 33.45 33.49 33.52
13.39 33.56 33.60 33.64 33.68 33.72 33.76 33.80 33.84 33.88 33.92
13.40 33.96 34.00 34.04 34.08 34.12 34.16 34.20 34.24 34.28 34.32
13.41 34.36 34.40 34.44 34.47 34.51 34.55 34.59 34.63 34.67 34.71
13.42 34.75 34.79 34.83 34.87 34.91 34.95 34.99 35.03 35.07 35.11
For standard units, the XARM position in percentage of the MAC is shown in Table 2 and is
calculated as follows:
XARM .0 .1 .2 .3 .4 .5 .6 .7 .8 .9
(in.)
500.0 6.24 6.34 6.44 6.54 6.64 6.75 6.85 6.95 7.05 7.15
501.0 7.25 7.35 7.45 7.55 7.65 7.75 7.85 7.95 8.05 8.15
502.0 8.25 8.35 8.46 8.56 8.66 8.76 8,86 8.96 9.06 9.16
503.0 9.26 9.36 9.46 9.56 9.66 9.76 9.86 9.96 10.06 10.16
504.0 10.27 10.37 10.47 10.57 10.67 10.77 10.87 10.97 11.07 11.17
505.0 11.27 11.37 11.47 11.57 11.67 11.77 11.87 11.98 12.08 12.18
XARM .0 .1 .2 .3 .4 .5 .6 .7 .8 .9
(in.)
506.0 12.28 12.38 12.48 12.58 12.68 12.78 12.88 12.98 13.08 13.18
507.0 13.28 13.38 13.48 13.58 13.69 13.79 13.89 13.99 14.09 14.19
508.0 14.29 14.39 14.49 14.59 14.69 14.79 14.89 14.99 15.09 15.19
509.0 15.29 15.39 15.50 15.60 15.70 15.80 15.90 16.00 16.10 16.20
510.0 16.30 16.40 16.50 16.60 16.70 16.80 16.90 17.00 17.10 17.21
511.0 17.31 17.41 17.51 17.61 17.71 17.81 17.91 18.01 18.11 18.21
512.0 18.31 18.41 18.51 18.61 18.71 18.81 18.91 19.02 19.12 19.22
513.0 19.32 19.42 19.52 19.62 19.72 19.82 19.92 20.02 20.12 20.22
514.0 20.32 20.42 20.52 20.62 20.73 20.83 20.93 21.03 21.13 21.23
515.0 21.33 21.43 21.53 21.63 21.73 21.83 21.93 22.03 22.13 22.23
516.0 22.33 22.43 22.54 22.64 22.74 22.84 22.94 23.04 23.14 23.24
517.0 23.34 23.44 23.54 23.64 23.74 23.84 23.94 24.04 24.14 24.25
518.0 24.35 24.45 24.55 24.65 24.75 24.85 24.95 25.05 25.15 25.25
519.0 25.35 25.45 25.55 25.65 25.75 25.85 25.95 26.06 26.16 26.26
520.0 26.36 26.46 26.56 26.66 26.76 26.86 26.96 27.06 27.16 27.26
521.0 27.36 27.46 27.56 27.66 27.77 27.87 27.97 28.07 28.17 28.27
522.0 28.37 28.47 28.57 28.67 28.77 28.87 28.97 29.07 29.17 29.27
523.0 29.37 29.48 29.58 29.68 29.78 29.88 29.98 30.08 30.18 30.28
524.0 30.38 30.48 30.58 30.68 30.78 30.88 30.98 31.08 31.18 31.29
525.0 31.39 31.49 31.59 31.69 31.79 31.89 31.99 32.09 32.19 32.29
526.0 32.39 32.49 32.59 32.69 32.79 32.89 33.00 33.10 33.20 33.30
527.0 33.40 33.50 33.60 33.70 33.80 33.90 34.00 34.10 34.20 34.30
528.0 34.40 34.50 34.60 34.70 34.81 34.91 35.01 35.11 35.21 35.31
529.0 35.41 35.51 35.61 35.71 35.81 35.91 36.01 36.11 36.21 36.31
530.0 36.41 36.52 36.62 36.72 36.82 36.92 37.02 37.12 37.22 37.32
* EXAMPLE: XARM 510.4 inches = 16.7% MAC
A. The center line of the nosewheel axle is found at XARM 2.550 meters (100.40 inches). The
center line location can be measured if the aircraft is weighed on platform scales (refer to
01−80−40).
A. The center line of the main landing gear wheel axle changes with the load put on the main
landing gear (refer to Figure 2 and 3). The center line location can be measured if the
aircraft is weighed on platform scales (refer to 01−80−40).
A. The forward jacking point of the aircraft is at XARM 3.810 meters (150.00 inches).
A. The aft jacking points of the aircraft are at XARM 13.825 meters (544.30 inches).
MAC
12.542 m 2.526 m
EFFECTIVITY:
(493.79 in.) (99.43 in.)
METERS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850 900 950 1000 1050
INCHES
NOSE FORWARD FORWARD FORWARD MID AFT AFT
CONE FUSELAGE MID EXTENSION FUSELAGE EXTENSION FUSELAGE
FUSELAGE
0.406 m
22.022 m
17.043 m
10.389 m
14.199 m
(41.00 in.)
(16.00 in.)
(867.00 in.)
(671.00 in.)
(409.00 in.)
(281.00 in.)
(559.00 in.)
(152.00 in.)
Figure 1
Reference Datum Points
WEIGHT AND BALANCE MANUAL
TAIL CONE
G
NOSE
WHEEL
01−00−40
XARM XARM XARM XARM
2.550 m 3.810 m 9.525 m 13.825 m
(100.40 in.) (150.00 in.) (375.00 in.) (544.30 in.)
rwb0100400_001.dg, gd, 07/07/94
Mar 10/2014
Page 6
G
WEIGHT AND BALANCE MANUAL
30
GROUND LOAD PER MAIN LANDING GEAR (x 1000 lb)
25
20
15
10
548.0 548.2 548.4 548.6 548.8 549.0 549.2 549.4
NOTE
Inflation pressure for each main landing−gear
shock−absorber at the fully extended position is 524 psi.
The wheel axle centerline must be measured
as the aircraft is weighed.
13
GROUND LOAD PER MAIN LANDING GEAR (x 1000 kg)
11
10
6
5 351 kg MIN GEAR LOAD
5
13.920 13.925 130.930 13.935 13.940 13.945 13.950 13.955
WHEEL AXLE CENTERLINE LOCATION (meters)
NOTE
Inflation pressure for each main landing−gear
shock−absorber at the fully extended position is 36.13 bar.
The wheel axle centerline must be measured
as the aircraft is weighed.
1. General
For aircraft certified to a maximum take-off weight (MTOW) of 52900 lb (23995 kg) refer to
Table 1.
For aircraft certified to a maximum take-off weight (MTOW) of 53000 lb (24040 kg) and a
maximum zero fuel weight (MZFW) of 39500 lb (17917 kg) refer to Table 2.
For aircraft certified to a maximum take-off weight (MTOW) of 53000 lb (24040 kg) and a
maximum zero fuel weight (MZFW) of 44000 lb (19958 kg) refer to Table 3.
1. General
A. The center of gravity limits data and the related graph are shown in Table 1 and 2 and in
Figure 1, 2 and 3. The lateral payload should be divided as symmetrically as
possible along the center line of the aircraft (refer to the AFM (CSP A−012) for lateral center of
gravity restrictions).
MTOW − 52900 lb
INCHES AFT FROM THE ZERO REF DATUM
523.6
518.7
503.8
533.6
493.8
508.7
513.7
498.8
528.6
56000
55000 25000
53250 lb (24154 kg) MAX RAMP WEIGHT
54000 24.0%
26.8%
51600 lb (23405 kg)
53000 24000
52000 52900 lb (23995 kg) MAX TAKEOFF WEIGHT
22000
48000 47000 lb (21319 kg) MAX LANDING WEIGHT
FWD CG LIMIT
47000
AFT CG LIMIT
IN−FLIGHT
IN−FLIGHT
21000
46000
45000
42000 19000
41000
40000
18000
39000
38000 lb (17237 kg)
38000 37330 lb (16933 kg)
17000
37000 7.0%
36000 lb (16329 kg)
37.0%
36000 35998 lb (16328 kg)
9.0% 16000
35000 35.0%
34000 lb (15422 kg)
34000
33000 15000
32000
31000 30000 lb (13608 kg) MIN FLIGHT WEIGHT 14000
30000
11.0% 32.0%
29000
13000
28000
rwb0100600_025.dg, kp, January 23, 2014
27000
12000
26000 11793.4
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
% MAC
MTOW − 23995 kg
METERS AFT FROM THE ZERO REF DATUM
12.67
13.55
13.05
12.79
12.92
12.54
13.30
13.43
13.17
25000 55000
24154 kg (53250 lb) MAX RAMP WEIGHT 23405 kg (51600 lb)
24500 24.0% 54000
26.8%
24000 53000
23995 kg (52900 lb) MAX TAKEOFF WEIGHT 52000
23500
23521 kg (51854 lb) 51000
23000
50000
22500
49000
22000
T/O, APPROACH & LANDING
IN−FLIGHT
47000
AFT CG LIMIT
IN−FLIGHT
21000
46000
20500 45000
19000 42000
18500 41000
40000
18000
39000
17500
38000
17000 17237 kg (38000 lb) 16933 kg (37330 lb)
7.0% 37000
16500 16329 kg (36000 lb) 37.0%
16328 kg (35998 lb) 36000
9.0%
16000 35.0%
35000
15500 15422 kg (34000 lb)
34000
15000 33000
14500 32000
13500 30000
11.0% 32.0% 29000
13000
rwb0100600_026.dg, kp, January 23, 2014
28000
12500
27000
12000 26455.5
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
%MAC
Center of Gravity Envelope − MTOW 53000lb (24040kg) and MZFW 39500lb (17917kg)
Figure 2 (Sheet 1 of 2)
rwb0100600_040.dg,kp, 24−Feb−14
Center of Gravity Envelope − MTOW 53000lb (24040kg) and MZFW 39500lb (17917kg)
Figure 2 (Sheet 2 of 2)
MTOW − 53000 lb
INCHES AFT FROM THE ZERO REF DATUM
533.6
493.8
498.8
503.8
508.7
513.7
518.7
523.6
528.6
55000
53250 lb (24154 kg) MAX RAMP WEIGHT
54000
24.0%
26.0% 51600 lb (23405 kg)
53000 24000
52000 53000 lb (24040 kg) MAX TAKEOFF WEIGHT
47000
IN−FLIGHT
IN−FLIGHT
AFT CG LIMIT
47000 lb (21319 kg) MAX LANDING WEIGHT 21000
46000
45000
44000 20000
32000
31000 30000 lb (13608 kg) MIN FLIGHT WEIGHT 14000
30000
11.0% 32.0%
29000
rwb0100600_027.dg, kp, January 23, 2014
13000
28000
27000
12000
26000 11793.4
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
% MAC
MTOW − 24040 kg
12.67
12.79
12.92
13.05
13.17
13.30
13.43
13.55
25000 55000
24154 kg (53250 lb) MAX RAMP WEIGHT
24500 24.0% 54000
23405 kg (51600 lb)
26.0%
24000 53000
24040 kg (53000 lb) MAX TAKEOFF WEIGHT 52000
23500
51000
23000 23521 kg (51854 lb)
50000
22500
49000
22000
T/O, APPROACH & LANDING
21500
47000
IN−FLIGHT
AFT CG LIMIT
IN−FLIGHT
21000 21319 kg (47000 lb) MAX LANDING WEIGHT
46000
20500 45000
19000 42000
18500 41000
40000
18000
39000
17500
17237 kg (38000 lb) 16933 kg (37330 lb) 38000
17000
7.0% 37000
16500 16329 kg (36000 lb) 16328 kg (35998 lb) 37.0%
36000
16000 9.0%
35.0% 35000
15422 kg (34000 lb)
15500 34000
15000 33000
14500 32000
13500
11.0% 32.0% 29000
13000
28000
12500
27000
12000 26455.5
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
%MAC
1. General
A. The operation of some systems changes the center of gravity of the aircraft during flight, ground
service operations, and landing/takeoff. Their effect on the aircraft center of gravity is shown in
Table 1.
A. The adjustment of the horizontal stabilizer trim at the time of takeoff must agree with the related
center of gravity of the aircraft.
Refer to Figure 1.
15
14
13
12
11
10
EICAS STABILIZER TRIM UNITS
GREEN BAND
8
1
rwb0100800_001.dg, sb, 17/03/94
0
0 5 10 15 20 25 30 35 40
CG − % MAC
1. General
A. This section shows data on the fuel tank configuration. It also shows data on the unusable and
usable fuel in the main and center fuel tanks.
A. The aircraft can have five fuel tanks − two standard fuel tanks, an optional fuel tank and two
optional auxiliary tanks (Refer to Figure 1 and 2).
(a) A standard fuel tank is located in each wing. The standard fuel tanks are identified as
the main tanks.
(a) The optional fuel tank is located in the lower part of the center fuselage. The optional
fuel tanks is identified as the center tank in this section.
(a) The optional auxiliary aft tanks are located in the aft section of the aircraft and divide
the cargo and the passenger areas. The auxiliary tanks are identified as the aft tanks
in this section.
NOTE: The correct refuel/defuel procedures are found in the Aircraft Maintenance
Manual (refer to AMM 12−11−28).
3. Unusable Fuel
A. The unusable fuel includes the two types of fuel that follow (refer to Table 1 or 4):
1. Trapped Fuel
This is the unusable fuel left after the usual defueling and draining.
2. Residual Fuel
This is the unusable fuel that can be removed through drain points with the usual procedures.
A. The usable fuel volumes, weights, arms and moments are shown in Table 2 (SI) or Table 3
(Standard).
A. The usable fuel volumes, weights, arms and moments are shown in Table 5 (SI) and Table 6
(Standard).
Table 6 − Usable Fuel (Imperial Units) (with optional aft fuel tanks)
WS314.00
BL45.00
C
BL45.00
WS314.00
C CENTER TANK
WS314.00
RA
BL45.00
C
BL45.00
LA
WS314.00
C CENTER TANK
1. General
A. This section includes the volume and the weight and balance information on the engine oil and
the three hydraulic systems (refer to Table 1).
1. General
A. This section shows the effect of personnel (crew only) weights and position on the center of
gravity of the aircraft. For weight and balance details on the passenger compartment and
passengers, refer to the Completion Center Handbook.
A. The crew arrangement shows the position of the seats, bulkheads, aft fuel tanks and the
emergency exits (refer to 01−40−10). Refer to the Completion Center Handbook for weight and
balance details.
A. The crew weights and center of gravity shows the center of gravity of the passengers and crew
while they are in their seats at takeoff (refer to 01−40−20). Refer to the Completion Center
Handbook for weight and balance details.
A. The balance change due to movement shows examples of center of gravity shift caused by the
passenger and crew movement between the seats, galley, and lavatory. Refer to the Completion
Center Handbook for weight and balance details.
5. Compartment Volume
A. The compartment volume shows the basic dimensions and volumes of different storage
compartments. Refer to the Completion Center Handbook for weight and balance details.
1. General
A. The basic interior configuration of the aircraft shows the position of the bulkheads, emergency
exits with optional aft fuel tanks (refer to Figure 1) or without the optional aft fuel tanks (refer
to Figure 2). For weight and balance details on the finished aircraft interior and the
passengers, refer to the Completion Center Handbook.
A. During flight, the crew are usually in their specified seat positions. The center of gravity related to
these positions is shown in Figure 3. Rfer to the Completion Center Handbook for weight
and balance details.
B
A PILOT SEAT
B COPILOT SEAT
C C OBSERVER SEAT
D PILOT AND COPILOT BULKHEAD
E AFT FUEL TANKS
D
PASSENGER DOOR
36.00 in. X 70.00 in.
(0.91 m X 1.78 m)
E
rwb0140100_009.dg, sb/kp, 24−Feb−14
CARGO COMPARTMENT
DOOR
43.00 in. X 33.00 in.
(1.09 m X 0.84 m)
A B
PASSENGER DOOR D
36.00 in. X 70.00 in.
(0.91 m X 1.78 m)
A PILOT SEAT
B COPILOT SEAT
C OBSERVER SEAT
D PILOT AND COPILOT BULKHEAD
CARGO COMPARTMENT
DOOR
43.00 in. X 33.00 in.
(1.09 m X 0.84 m)
NOTE
Crew are in the upright
seated position.
XARM XARM
LOCATION
(INCHES) (METERS)
A 127 3.226
B 148 3.759
1. General
A. During flight, each passenger and crew member has a specified seat position related to a specific
center of gravity. The data for the usual crew weight and center of gravity, in their usual position
in their seats, is shown in Table 1. For weight and balance details on the passengers, refer to the
Completion Center Handbook.
1. General
A. This section shows the ground operations data that is applicable to the aircraft. The data that is
included in this section is as follows:
A. The ground balance limits show the usual stable aircraft configuration and the effects of changes
to it. It also shows the ground static envelope for the nose landing gear (refer to WBM01−80−10).
3. Jacking Locations
A. The jacking locations show the correct points to put the three jacks that are necessary to safely
lift the aircraft (refer to WBM01−80−20).
A. The maximum static loads show the aircraft loads as it is lifted on jacks and the maximum loads
that can be put on the floor of the cargo compartment (refer to WBM01−80−30).
A. The leveling and weighing procedure shows the preparation steps and the procedures that are
necessary to level and weigh the aircraft (refer to WBM01−80−40).
A. The systems fluids lateral center of gravity shows the data on system fluids volumes and the
related center of gravity (refer to WBM01−80−50).
A. The weight and balance of primary components show weight and balance data on important
components of the aircraft (refer to WBM01−80−60).
1. General
A. When the aircraft is supplied, it has a configuration that helps to prevent accidental tip-over, refer
to Figure 3. The aircraft may be put into a possible tip-over condition if any change is done
to the basic configuration of the aircraft. The changes can include one or more of those that
follow:
• Add equipment
• Remove equipment
• Move equipment
• Unusual ground operations.
A. Before you perform any change to the aircraft, do the steps that follow to make sure the aircraft
will remain stable.
(1) Make an analysis of the aircraft weight and balance moment for the desired configuration
(refer to the equipment checklist in 02−00−00).
(2) Check the weight and center of gravity of the aircraft, from the analysis in step (1) (Refer to
Figure 3).
(3) Ballast the aircraft if minimal margin exists to tip-over. Rework steps (1), (2), and (3) for any
future changes. The ballast should be installed at FS300.00 without exceeding the floor
loading limits of 500 lb/ft (744 kg/m) parallel to the fuselage plane.
NOTE: Additional precautions must be taken if the conditions that follow occur:
B. The tables shown in Table 1, 2, and 3 may be used for weight and balance calculations for static
stability.
3. Towing
A. When the aircraft is towed, keep a minimum load of 1551 lb (703.5 kg) on the nosewheel (Refer
to Figure 4). This load is limited by the CG envelope and by the structure of the steering
cams for the nosewheel. If the load on the nosewheel is not sufficient, add ballast on the floor of
the passenger compartment (ballast as per paragraph 2).
A. The ground static load envelope for the nose landing gear is shown in Figure 1 for an
MTOW of 23995 kg (52900 lb) and in Figure 2 for an MTOW of 53000 lb (24040 kg).
5. Ground Limitations
A. The aircraft CG must always remain forward of 47% MAC (FS540.50) to minimize the risk of tail
tipping (tip-over). In the event of high wind conditions (in excess of 60 knots) it is recommended
that you observe one of the procedures that follow:
(1) Secure the aircraft at the appropriate picketing points (refer to CSP−A−001−002 and
CSP−A−035), or
(3) Add ballast to the nose of the aircraft to make sure that there is sufficient tip-over protection.
B. Particular care should be taken with aircraft that are in a lightweight/aft CG configuration (i.e. low
fuel/highly loaded cargo compartment/no passenger/no crew).
SNOW MOMENT
DEPTH WEIGHT
in. mm lb kg lb*in. kg*m
0 0 0 0 0 0
2 50 202 90 187997 2132
4 100 404 180 375994 4264
6 150 606 270 563990 6396
8 200 807 360 751987 8527
10 250 1009 451 939984 10659
12 300 1211 541 1127981 12791
14 350 1413 631 1315977 14923
16 400 1615 721 1503974 17055
18 450 1817 811 1691971 19187
20 500 2019 901 1879968 21318
NOTE: Assuming snow density of 8 lb/ft³ (128.15 kg/m³).
26000
24000
23000
50000
22000
21000
45000 − 5%
20000
19000
40000 18000
17000
16000
35000
15000
rwb0180100_018.dg, hg, oct30/2013
14000
30000
500 1500 2500 3500 4500 5500 6500
26000
24000
23000
50000
0%
21000
45000 −5%
20000
19000
40000
18000
17000
16000
35000
rwb0180100_024.dg, kp, January 21, 2014
15000
14000
30000
500 1500 2500 3500 4500 5500 6500
NOSE LANDING GEAR (lb)
CRJ 200
EFFECTIVITY:
STATIC STABILITY
55000
52500
50000
DANGER REGION
CAUTION : TOWING NOT ALLOWED,
SAFE REGION
ADDITIONAL PRECAUTION MUST BE TAKEN
STATIC STABILITY
47500 IF THE AIRCRAFT IS LOCATED ON AN
INCLINED SURFACE, IF THERE IS SNOW ON
THE HORIZONTAL STABILIZER OR IF
45000 THERE IS HIGH WIND.
TIP− OVER
40000
REGION
37500
Constant Static Load on Nose Gear =
Balance Limit
35000 200 lb (90.7 kg) Limit Boundary Curve
Figure 3 (Sheet 1 of 2)
32500
30000
WEIGHT AND BALANCE MANUAL
25000
525.0 527.0 529.0 531.0 533.0 535.0 537.0 539.0 541.0 543.0 545.0 547.0 549.0 551.0
AIRCRAFT CENTER OF GRAVITY (in)
01−80−10
rwb0180100_021.dg, January 21, 2014 CRJ 200
Mar 10/2014
Page 7
CL601R −BALANCE LIMITS
STATIC STABILITY
EFFECTIVITY:
25000
24000
23000
SAFE REGION
STATIC STABILITY DANGER REGION
CAUTION : TOWING NOT ALLOWED,
22000
ADDITIONAL PRECAUTION MUST BE TAKEN
IF THE AIRCRAFT IS LOCATED ON AN
INCLINED SURFACE, IF THERE IS SNOW ON
21000 THE HORIZONTAL STABILIZER OR IF THERE
20000
TIP− OVER
19000 REGION
18000
Balance Limit
Constant Static Load on Nose Gear =
17000
Figure 3 (Sheet 2 of 2)
200 lb (90.7 kg) Limit Boundary Curve
16000
WEIGHT AND BALANCE MANUAL
13000
13.3 13.4 13.4 13.5 13.5 13.6 13.6 13.7 13.7 13.8 13.8 13.9 13.9 14.0
AIRCRAFT CENTER OF GRAVITY (m)
01−80−10
rwb0180100_022.dg, January 21, 2014 CRJ 200
Mar 10/2014
Page 8
Chrome Length vs Nose Landing Gear Load
EFFECTIVITY:
6000
5000
NLGLoad (lb)
2000
Figure 4 (Sheet 1 of 2)
1000
WEIGHT AND BALANCE MANUAL
1.5 2.5 3.5 4.5 5.5 6.5 7.5 8.5 9.5 10.5 11.5 12.5 13.5 14.5 15.5
DIMX (in)
01−80−10
rwb0180100_019.dg, January 20, 2014 CRJ 200
Mar 10/2014
Page 9
G
WEIGHT AND BALANCE MANUAL
39
CRJ 200
37
35
33
27.33 cm = 703.5 kg (1551 lb)
31
NLG Min Load
29
27
Chrome Length vs Nose Landing Gear Load
25
DIMX (cm)
21
19
17
15
13
11 23
2000
1500
1000
500
kg)(
NLG Load
1. General
A. There are three points that are used to jack the aircraft. Two are found below the wing at each
rear spar. The third is found aft of the nose landing gear below the forward fuselage. For data on
the maximum permitted jacking load, refer to WBM01−80−30. When the aircraft is jacked, the
installation of a tail steady helps to make the aircraft stable and helps to prevent an accidental
tipover (refer to Figure 1).
NOTE: When the aircraft is weighed, the tail steady must not touch the aircraft.
TAIL STEADY
WS143.75 WS143.75
rwb0180200_001.dg, gd, 24/03/94
Jacking Locations
Figure 1
1. General
A. The maximum permitted jacking weight of the aircraft is 16 874 kg (37 200 lb). The aircraft has
three jacking locations. The maximum permitted load for each of the two wing jacking locations is
8437 kg (18 600 lb). The maximum permitted load for the nose jacking location is 2871 kg
(6330 lb).
1. General
A. The leveling and weighing procedure permits you to make the aircraft level and find its weight and
its center of gravity in a "static parked position". This is done in two steps as follows:
(2) Level, weigh and calculate the center of gravity of the aircraft with one of the two procedures
that follow:
(b) With the aircraft lifted on jacks and weighed with load cells.
NOTE: Make sure that the collector tanks also are fully drained.
(b) The potable water tank and the wash water tank are drained
(a) The aircraft interior and exterior are clean and dry
NOTE: If the aircraft is wet or covered with ice or snow, let the aircraft dry.
(f) Any equipment not related to the aircraft such as tools, work lights, and ground
handling equipment are removed from the aircraft.
WARNING: MAKE SURE NO PERSON IS ON OR IN THE AIRCRAFT WHEN YOU WEIGH IT. IF
YOU DO NOT DO THIS, INJURIES TO PERSONS OR DAMAGE TO THE
AIRCRAFT MAY OCCUR. PERSONS ON BOARD CAN ALSO GIVE INCORRECT
DATA DURING THIS STEP.
(1) Align the three platform scales and ramps with the main and nose landing gears on the
aircraft.
NOTE: If you use electronic scales, let them warm up, and follow the manufacturers
instructions.
(2) Use the equipment checklist and make sure that the aircraft is in its basic configuration as
follows:
(a) Compare the components on the aircraft with those in the checklist.
(b) Write any difference and correct the aircraft weight and center of gravity as necessary
(refer to 02−00−00 in Weight and Balance Report that is applicable to the tail number
of the aircraft).
(3) Place the chocks on the scales and set the scales to zero. Remove the chocks from the
scales.
CAUTION: DO NOT CHANGE THE CHOCKS THAT YOU USED ON THE SCALES WHEN
YOU SET THE SCALES TO ZERO. IF YOU CHANGE THE CHOCKS, YOU
MUST PLACE THE NEW CHOCKS ON THE SCALES AND SET THEM TO
ZERO AGAIN.
(7) Attach the screw and the plumb bob from the leveling kit to the bracket at the top of the
frame at FS718.75 and BL8.00 (to the left).
NOTE: The plumb bob must be no more than 0.25 inch (0.64 cm) above the leveling
target to give an accurate level indication.
(a) Adjust the oleo or tire pressure until the plumb bob is directly above the center of the
leveling target (refer to AMM 08−20−00 and AMM 12−12−32).
(2) Weigh the aircraft and write the weight data at each platform scale.
(3) Remove the leveling kit and the chocks, and roll the aircraft off the scales and down the
ramps.
(4) Do a visual check of the zero on each of the three channel displays on the platform scales.
If the displays are set to zero, no change to the weight data is necessary. If the displays do
not read zero, change the weight data as follows:
(a) If you read a positive value, subtract it from the weight data written in step B. (2).
(b) If you read a negative value, add it to the weight data written in step B. (2).
(1) Find the data you need to calculate the center of gravity
(3) Find the data you need to calculate the XARM (refer to Figure 2):
(a) Read the nose−landing−gear weight from the scale. Write the result as R1.
NOTE: The left main−landing−gear gives R (left) and the right main−landing−gear
gives R (right).
(f) Measure the distance between the weighing datum point and the main−landing−gear
center line, and write the result as B. Ensure that this dimension is correctly measured,
as its accuracy will affect CG calculations. Refer to Figure 2, 3 and 4.
Use a plumb bob, and drop a line from the weighing datum point to the ground. Mark
this point on the floor with chalk. Again drop the plumb bob line from each main
landing gear wheel centerline to the surface of the platform scale, and mark these
points with chalk. Next, use a chalk line and connect the two main landing gear
centerlines. Now, measure the distance parallel to the fuselage centerline from the
weighing datum point to the line connecting main landing gear wheel chalk marks. This
distance is "B" (Refer to Table 1 or Table 2).
(g) Measure the distance between the weighing datum point and the nose−landing−gear
center line, and write the result as D. Make sure that this dimension is correctly
measured, as its accuracy will affect CG calculations. Refer to Figure 2, Figure
3, and Figure 4. Use a plumb bob and drop a line from the nose landing gear
wheel centerline to the surface of the platform scale, and mark this point with chalk.
Next, measure the distance from this chalk mark to the weighing datum point chalk
mark. This distance is "D".
(i) Make sure that the value of E is correct as follows (refer to Figure 3 or
Figure 4):
4 Draw a perpendicular line from this point on the curve and read the wheel−axle
center line location such as point E.
NOTE: Make sure that the value for E is correct. This value should be the
same as the E value measured in Figure 2.
(4) For SI Units: Calculate the aircraft XARM with the value specified in paragraph (1) as
follows:
NOTE: For SI units (R1, R2, and W are in kilograms and E and F are in meters):
NOTE: For SI units (R1, R2, and W are in kilograms and E and F are in meters):
(5) For Standards Units: Calculate the aircraft XARM with the value specified in paragraph (1)
as follows:
NOTE: For SI units (R1, R2, and W are in pounds and E and F are in inches):
NOTE: For SI units (R1, R2, and W are in pounds and E and F are in inches):
NOTE: When you determine the true empty weight of the aircraft, remember to
correct for the weight of the engine oil in the aircraft, as well as any
adjustments that may have been made in 3.A. (2) of this section (refer to
02−00−00).
A. This metric (SI) example calculates the aircraft center of gravity. Each value, the procedure to find
the value the formula to use, and an example of the result are shown in Table 1.
IDENTIFICATION OF
HOW VALUE IS FOUND FORMULA TO USE EXAMPLE OF RESULT
VALUE
R1 Read the display − 1360.78 kg
R (left) Read the display − 10 663.96 kg
R (right) Read the display − 10 654.88 kg
R2 Calculate R (left) + R (right) 21 318.84 kg
L Calculate R2 / 2 10 659.42 kg
W Calculate R1 + R2 22 679.62 kg
B Measure − 4.422 m
D Measure − 6.975 m
E Calculate 9.525 + B 13.947 m¹
F Calculate 9.525 − D 2.550 m
AIRCRAFT CG (XARM) Calculate [(F x R1) + (E x R2)] / W ²
AIRCRAFT CG (%MAC) Calculate [(XARM − 12.542) x 100] ³
/ 2.526
A. This example shows how to calculate the aircraft center of gravity. Each value, the procedure to
find those value, the formula to use, and an example of the result are shown in Table 2.
IDENTIFICATION OF
HOW VALUE IS FOUND FORMULA TO USE EXAMPLE OF RESULT
VALUE
R1 Read the display − 3000 lb
R (left) Read the display − 23510 lb
R (right) Read the display − 23490 lb
R2 Calculate R (left) + R (right) 47000 lb
L Calculate R2 / 2 23500 lb
W Calculate R1 + R2 50000 lb
B Measure − 174.15 in.
D Measure − 274.60 in.
E Calculate 375.00 + B 549.15 in.¹
F Calculate 375.00 − D 100.4 in.
AIRCRAFT CG (XARM) Calculate [(F x R1) + (E x R2)] / W ²
AIRCRAFT CG (%MAC) Calculate [(XARM − 493.793) / ³
99.43] x 100
WARNING: MAKE SURE NO PERSON IS ON OR IN THE AIRCRAFT WHEN YOU WEIGH IT. IF
YOU DO NOT DO THIS, INJURIES TO PERSONS OR DAMAGE TO THE
AIRCRAFT MAY OCCUR. PERSONS ON BOARD CAN ALSO GIVE INCORRECT
DATA DURING THIS STEP.
WARNING: DO NOT SET THE PARKING BRAKE AT ANY STAGE OF LIFTING AND/OR
LOWERING THE AIRCRAFT. IF THE PARKING BRAKE IS SET, THE AIRCRAFT
MAY FALL OFF THE JACKS AND CAUSE INJURIES TO PERSONS AND DAMAGE
TO THE AIRCRAFT AND EQUIPMENT.
(1) Prepare the weighing kit for installation and allow it sufficient time to warm up (refer to the
weighing kit manufacturers instructions).
(2) Remove the nylon plugs and install the jack pads in the two aft jacking points and the
forward jacking point (the jack pads screw into the fuselage jacking points).
CAUTION: EXTEND THE JACKS EQUALLY TO PREVENT SIDE LOADS ON THE LOAD
CELLS. IF YOU PERMIT SIDE LOADS TO OCCUR, THE EQUIPMENT CAN
SHOW INCORRECT WEIGHTS, OR YOU CAN CAUSE LOAD CELL FAILURE
OR DAMAGE TO THE AIRCRAFT.
(4) Put the load cells correctly on the jacks and operate jacks manually until load cells lightly
touch jacking pads (refer to Figure 5).
(6) Attach the screw and the plumb bob from the leveling kit to the bracket at the top of the
frame at FS718.75 and BL8.00 (to the left).
NOTE: The plumb bob must be no more than 0.25 inch (0.64 cm) above the leveling
target to give an accurate level indication.
(3) Adjust the jack heights until the plumb bob is directly above the center of the leveling target
(refer to AMM 08−20−00).
(a) Get the nose−landing−gear weight data from the load cell.
(a) Get the sum of each main−landing−gear weight data from the load cells.
(7) Lower the aircraft until there is no load on the jacks and load cells.
(8) Do a visual check of the zero on each of the three channel displays. If the displays are set to
zero, no change to the weight data is necessary. If the displays do not read zero, change
the weight data as follows:
(a) If you read a positive value, subtract it from the weight data found in steps B. (4) and
B. (5).
(b) If you read a negative value, add it to the weight data found in steps B. (4) and B. (5).
(9) Repeat steps 5.B.1 to 8 to make sure your readings are accurate.
(10) Remove the load cells and the jacks from below the aircraft.
(1) Calculate the aircraft center of gravity (XARM) with the data found in paragraph B.:
(2) Where 78.3 is the Δ moment (kg*m) for the main landing gears displacement from the fully
extended position to the typical "on ground" position.
(a) For SI units (R1, R2 and W are in kilograms and E and F are in meters):
(1) Calculate the aircraft center of gravity (XARM) with the data found in paragraph B.:
(2) Where 6800 is the Δ moment (lb*in.) for the main landing gears displacement from the fully
extended position to the typical "on ground" position.
(a) For standard units (R1, R2 and W are in pounds and E and F are in inches):
NOTE: When you determine the true empty weight of the aircraft, remember to
correct for the weight of the engine oil in the aircraft, as well as any
adjustments that may have been made in 3.A. (2) of this section (refer to
02−00−00).
ZERO
REFERENCE
DATUM
AIRCRAFT CENTER
OF GRAVITY
AIRCRAFT CG (XARM)
R1 R2
F
ZERO
REFERENCE
DATUM
AIRCRAFT CENTER
OF GRAVITY
AIRCRAFT CG (XARM)
0.406 m
(16.00 in.)
X
WEIGHING
DATUM W
POINT
F D B
11
L
10
6
5 351 kg MIN GEAR LOAD
5
13.920 13.925 13.930 13.935 13.940 13.945 E 13.950 13.955
NOTE
Inflation pressure for each main landing−gear
shock−absorber at the fully extended position is 36.13 bar.
The wheel axle centerline must be measured
as the aircraft is weighed.
WING
LOAD CELL
PIN CONTACT
WING
LOAD CELL
JACK
CONTACT
ZERO
REFERENCE
DATUM
AIRCRAFT CENTER
OF GRAVITY
AIRCRAFT CG (XARM)
R1 W R2
1. General
A. This section gives information on system fluids and the related lateral center of gravity of these
fluids. The level of fuel in each main fuel tank also has an effect on the lateral center of gravity.
A. The volume and the lateral center of gravity of system fluids are as shown in Table 1.
A. The center of gravity of the aircraft changes with the quantity of fuel in each main fuel tank (refer
to Figure 1 or Figure 2).
3.5
3.21 m
FULL :
2649.8 liters
3
TANK LATERAL CG (meters)
2.5
1.5
1.14 m
1
0 500 1000 1500 2000 2500 3000
NOTE
This graph is used for the right main tank or the left main tank.
The total volume in one main tank is 2649.8 liters.
Fuel volume includes usable fuel and unusable fuel.
1. General
A. This section gives information on the approximate weight and balance of some of the primary
components (refer to Table 1).
1. General
A. This section contains the subjects that follow related to loading procedures and examples:
1. General
A. This section shows how to calculate the operating weight empty (OWE) and center of gravity
(CG) of an aircraft for a given loading scenario. To find the OWE, it is necessary to add the
values of the operating items to the true empty weight (TEW). If the MWE is used, it is also
necessary to add the outfitting, unusable fuel, and oil weight to find the OWE.
It is necessary to know the value of the OWE to calculate the ramp weight (RW), take−off weight
(TOW) and landing weight (LW) with the different procedures given.
2. Procedure
(1) Refer to the example in Table 1. Use a copy of the OWE Calculation Form (refer to Table 3)
to continue with this procedure.
(2) Find the values for the TEW or MWE, as applicable, in Chapter 2, Aircraft Reports.
(4) Refer to the example in Table 2. Use a copy of the Multiple Item Form (refer to Table 4) to
calculate the sums for multiple items.
(5) Record the sums of the multiple items on your copy of the OWE Calculation Form.
MOMENT /
WEIGHT XARM
1000
Op %MAC Reference Note
lb in. (kg
lb (kg) in. (m)
m)
1
True Empty Weight (TEW) or 33649 524 17632 30.4 Last
Manufacturer’s Weight Empty Weighing 2
(15263) (13.3) (203.144)
(MWE) as Applicable Result
Items to Add Only if MWE is Used for Calculations
4
Outfitting + 6903 439.3 3032.8 Chapter 2,
Aircraft
(3131) (11.16) (34.941)
Reports
3
Unusable Fuel + 101 500.6 50.7 Subject
01−20−00 5
(45.9) (12.72) (0.583)
3
Oil + 47 785.7 36.9 Subject
01−30−00
(21) (19.96) (0.425)
Operating Items
Flight Compartment Crew + 340 127 43.18 Subject
(170 lb (77.11 kg) / Crew) 01−40−20
(154.22) (3.2) (0.497)
4
Crew Baggage + 30 167 5.01 Chapter 2,
Aircraft
(13.61) (4.24) (0.058)
Reports
4
Other Operating Items + 759 300 228 Chapter 2,
Aircraft
(344.3) (7.63) (2.628)
Reports
1
Operating Weight Empty = 34778 514.9 17908.4 21.3
(OWE)
(15775) (13.1) (206.327)
1
NOTE: %MAC (imperial) = [(Xarm − LEMAC) / MAC] × 100 = [(Xarm − 493.793 / 99.43] × 100
%MAC (SI) = [Xarm − LEMAC) / MAC ×100 = [Xarm − 12.54) / 2.53] × 100
2
Last weighing result for TEW or MWE, as applicable, given in Chapter 2, Aircraft Reports.
3
If you use the true empty weight (TEW) and not the manufacturer’s weight empty (MWE), make sure that
you do not add this item two times.
4
The operator must use the values related to the applicable flight.
5
Select value that applies. For A/C without auxiliary tanks, refer to Table 1, section 01−20−00. For A/C
equipped with auxiliary tanks, refer to Table 4, section 01−20−00.
MOMENT /
WEIGHT XARM
1000
Op %MAC Reference Note
lb in. (kg
lb (kg) in. (m)
m)
1
True Empty Weight (TEW) or Last
Manufacturer’s Weight Empty Weighing 2
(MWE) as Applicable Result
Items to Add Only if MWE is Used for Calculations
4
Outfitting + Chapter 2,
Aircraft
Reports
3
Unusable Fuel + Subject
01−20−00 5
3
Oil + Subject
01−30−00
Operating Items
Flight Compartment Crew + Subject
01−40−20
4
Crew Baggage + Chapter 2,
Aircraft
Reports
4
Other Operating Items + Chapter 2,
Aircraft
Reports
1
Operating Weight Empty =
(OWE)
1
NOTE: %MAC (imperial) = [(Xarm − LEMAC) / MAC] × 100 = [(Xarm − 493.793 / 99.43] × 100
%MAC (SI) = [Xarm − LEMAC) / MAC ×100 = [Xarm − 12.54) / 2.53] × 100
2
Last weighing result for TEW or MWE, as applicable, given in Chapter 2, Aircraft Reports.
3
If you use the true empty weight (TEW) and not the manufacturer’s weight empty (MWE), make sure that
you do not add this item two times.
4
The operator must use the values related to the applicable flight.
5
Select value that applies. For A/C without auxiliary tanks, refer to Table 1, section 01−20−00. For A/C
equipped with auxiliary tanks, refer to Table 4, section 01−20−00.
1. General
A. This section shows how to use the weight build−up procedure to calculate the weight and center
of gravity (CG) for a given loading scenario. The weight of the passengers and baggage is added
to the operating weight empty (OWE) to get the zero fuel weight (ZFW). Then the necessary fuel
is added to calculate the ramp weight (RW), take−off weight (TOW), fuel curve boundary points
(FCBP) and landing weight (LW).
2. Procedure
A. ZFW Calculation
(a) Refer to the example in Table 1 that follows for the calculation of the ZFW:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Operating Weight Empty = 34778 514.9 (13.1) 17908.4 21.3 Subject [1] [2]
(OWE) (15775) (206.327) 01−90−15
Payload Items
Check−in Baggage or + 120 (54) 699 (18) 83.8 (0.966) Chapter 2, [4]
Cargo Aircraft Reports
Passengers (4) + 780 (354) 303 (7.69) 236.3 Chapter 2, [4]
(2.722) Aircraft Reports
Adjustment
Adjustment + Subject [3]
01−40−10
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Gear Up + −13.156 Subject [5]
(−0.151) 01−00−70
Zero Fuel Weight − ZFW (Gear Up)
Zero Fuel Weight Gear = 35678 510.5 18214.7 16.8 Subject [2]
Up (ZFW Gear Up) (16183) (12.99) (210.228) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] To use when necessary.
[4] The operator must use the values related to the applicable flight.
[5] The total aircraft moment decreases by approximately 13156 lb·in (151 kg·m) when the
landing gears are retracted.
(b) Use a copy of the Weight Build-Up − ZFW Calculation Form to continue with this
procedure. Refer to Table 2.
(d) Take the values for OWE from your copy of the OWE Calculation Form. Refer to
Subject 01−90−15.
(e) Record these values in the applicable fields of your Weight Build-Up – ZFW
Calculation Form.
(f) Use a copy of the Payload Item Form to calculate the sum of payload items. Refer to
Table 15.
(g) Record the sums of the payload items on your Weight Build−Up − ZFW Calculation
Form. Refer to Table 2.
(i) Use a copy of the Weight Build−Up Envelope to continue with this procedure. Refer to
Table 14.
(j) Make sure that the value of ZFW is not more than the maximum zero fuel weight
(MZFW).
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Operating Weight Empty = Subject [1] [2]
(OWE) 01−90−15
Payload Items
Check−in Baggage or + Chapter 2, [4]
Cargo Aircraft Reports
Passengers + Chapter 2, [4]
Aircraft Reports
Adjustment
Adjustment + Subject [3]
01−40−10
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [2]
Down (ZFW Gear Down) 01−00−50
Gear Up + Subject [5]
01−00−70
Zero Fuel Weight − ZFW (Gear Up)
Zero Fuel Weight Gear = Subject [2]
Up (ZFW Gear Up) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] To use when necessary.
[4] The operator must use the values related to the applicable flight.
[5] The total aircraft moment decreases by approximately 13156 lb·in (151 kg·m) when the
landing gears are retracted.
B. RW Calculation
(1) RW Calculation for A/C equipped with Auxiliary Tanks, refer to Figure 1 and Table 4.
(a) Refer to the example in Table 3 that follows for the calculation of the RW:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight − ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [1] [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Fuel Main Tank Fuel + 9380 (4255) 505.6 (13) 4742.4 Subject [3]
(54.638) 01−20−00
Center Tank Fuel + 4925 (2234) 458.1 (12) 2255.9 Subject [3]
(25.990) 01−20−00
Aux. Tank Fuel + 3268 (1482) 655 (17) 2140.3 Subject [3]
(24.659) 01−20−00
Ramp Weight − RW (Gear Down)
Ramp−Weight Gear = 53250 513.9 (13.1) 27366.9 20.3 Subject [2]
Down (RW Gear Down) (24154) (315.301) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
(b) Use a copy of the Weight Build−Up – RW Calculation Form to continue with this
procedure. Refer to Table 4.
(c) Record the values found for the ZFW gear down.
(f) Make sure that the value of RW is not more than the maximum ramp weight (MRW)
shown on your copy of the Weight Build−Up Envelope.
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [1] [2]
Down (ZFW Gear Down) 01−00−50
Fuel Main Tank Fuel + Subject [3]
01−20−00
Center Tank Fuel + Subject [3]
01−20−00
Aux. Tank Fuel + Subject [3]
01−20−00
Ramp Weight − RW (Gear Down)
Ramp−Weight Gear = Subject [2]
Down (RW Gear Down) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
(2) RW Calculation for A/C without Auxiliary Tanks, refer to Figure 1 and Table 6.
(a) Refer to the example in Table 5 that follows for the calculation of the RW:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [1] [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Fuel
Main Tank Fuel + 9380 (4255) 510.6 (13) 4742.4 Subject [3]
(54.638) 01−20−00
Center Tank Fuel + 4925 (2234) 458.1 (12) 2255.9 Subject [3]
(25.990) 01−20−00
Ramp Weight − RW (Gear Down)
Ramp Weight Gear Down = 49982 504.7 (12.8) 25226.6 11.0 Subject [2]
(RW Gear Down) (22672) (290.642) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
(b) Use a copy of the Weight Build−Up – RW Calculation From to continue with this
procedure. Refer to Table 6.
(c) Record the values found for the ZFW gear down.
(f) Make sure that the value of RW is not more than the maximum ramp weight (MRW)
shown on your copy of the Weight Build−Up Envelope.
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [1] [2]
Down (ZFW Gear Down) 01−00−50
Fuel
Main Tank Fuel + Subject [3]
01−20−00
Center Tank Fuel + Subject [3]
01−20−00
Ramp Weight − RW (Gear Down)
Ramp Weight Gear Down = Subject [2]
(RW Gear Down) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
C. TOW Calculation
(1) TOW Calculation for A/C equipped with Auxiliary Tanks, refer to Figure 1 and Table 8.
(a) Refer to the example in Table 7 that follows for the calculation of the TOW:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [1] [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Fuel
Main Tank Fuel + 9280 (4209) 505.1 (13) 4687.3 Subject [3] [4]
(54.003) 01−20−00
Center Tank Fuel + 4925 (2234) 458.1 (12) 2255.9 Subject [3] [4]
(25.990) 01−20−00
Aux. Tank Fuel + 3268 (1482) 655 (17) 2140.3 Subject [3] [4]
(24.659) 01−20−00
Take−off Weight − TOW (Gear Down)
Take−off Weight Gear = 53150 513.9 (13.1) 27321.2 20.2 Subject [2]
Down (TOW Gear Down) (24108) (314.670) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
[4] Fuel quantity remaining prior take−off.
(b) Use a copy of the Weight Build−Up – TOW Calculation Form to continue with this
procedure. Refer to Table 8.
(c) Record the values found for the ZFW gear down.
(f) Make sure that the value of TOW is not more than the maximum take−off weight
(MTOW) shown on your copy of the Weight Build−Up Envelope.
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [1] [2]
Down (ZFW Gear Down) 01−00−50
Fuel
Main Tank Fuel + Subject [3] [4]
01−20−00
Center Tank Fuel + Subject [3] [4]
01−20−00
Aux. Tank Fuel + Subject [3] [4]
01−20−00
Take−off Weight − TOW (Gear Down)
Take−off Weight Gear = Subject [2]
Down (TOW Gear Down) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
[4] Fuel quantity remaining prior take−off.
D. TOW Calculation
(1) TOW Calculation for A/C without Auxiliary Tanks, refer to Figure 1 and Table 10.
(a) Refer to the example in Table 9 that follows for the calculation of the TOW:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [1] [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Fuel
Main Tank Fuel + 9280 (4209) 505.1 (13) 4687.3 Subject [3] [4]
(54.003) 01−20−00
Center Tank Fuel + 4925 (2234) 458.1 (12) 2255.9 Subject [3] [4]
(25.990) 01−20−00
Take−off Weight − TOW (Gear Down)
Take−off Weight Gear = 49882 504.6 (12.8) 25171.5 10.9 Subject [2]
Down (TOW Gear Down) (22626) (290.007) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
[4] Fuel quantity remaining prior take−off.
(b) Use a copy of the Weight Build−Up – TOW Calculation Form to continue with this
procedure (Refer to Table 11).
(c) Record the values found for the ZFW gear down.
(f) Make sure that the value of TOW is not more than the maximum take−off weight
(MTOW) shown on your copy of the Weight Build−Up Envelope.
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [1] [2]
Down (ZFW Gear Down) 01−00−50
Fuel
Main Tank Fuel + Subject [3] [4]
01−20−00
Center Tank Fuel + Subject [3] [4]
01−20−00
Take−off Weight − TOW (Gear Down)
Take−off Weight Gear = Subject [2]
Down (TOW Gear Down) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The operator must use the values related to the applicable flight.
[4] Fuel quantity remaining prior take−off.
E. FCBP Calculation
(a) Refer to the example in Table 11 that follows for the calculation of the FCBP:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [1] [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Fuel
Fuel Quantity for Fuel + 14305 489.25 6998.7 Subject [4]
Curve Boundary Point (6489) (12.4) (80.464) 01−20−00
Fuel Curve Boundary Point − FCBP (Gear Down)
Fuel Curve Boundary = 49983 504.7 (12.8) 25226.4 11.0 [2]
Point − FCBP (Gear (22672) (290.202)
Down)
Add Gear Retraction + −13.156 Subject [3]
Moment (−0.151) 01−00−70
Fuel Curve Boundary Point – FCBP (Gear Up)
Fuel Curve Boundary = 49983 504.4 25132.6 10.7 Subject [2]
Point – FCBP (Gear Up) (22672) (12.79) (290.051) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The total aircraft moment decreases by approximately 13156 lb·in (151 kg·m) when the
landing gears are retracted.
[4] The quantity of fuel in the center tank gives the most forward center of gravity variation due
to fuel in center tank. In the case where the quantity of fuel necessary in the center tank for the
applicable flight is less than 14305 lb (6489 kg), then the values found here must be related to
the smaller quantity of fuel.
(b) Use a copy of the Weight Build−Up – FCBP Calculation Form to continue with this
procedure. Refer to Table 12.
(c) Record the values found for the ZFW gear down.
NOTE: The values found for the FCBP will be used to complete your weight
build−up envelope.
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [1] [2]
Down (ZFW Gear Down) 01−00−50
Fuel
Fuel Quantity for Fuel + Subject [4]
Curve Boundary Point 01−20−00
Fuel Curve Boundary Point – FCBP (Gear Down)
Fuel Curve Boundary = Subject [2]
Point – FCBP (Gear 01−20−00
Down)
Add Gear Retraction + −13.156 Subject [3]
Moment (−0.151) 01−00−70
Fuel Curve Boundary Point − FCBP (Gear Up)
Fuel Curve Boundary = Subject [2]
Point – FCBP (Gear Up) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
[3] The total aircraft moment decreases by approximately 13156 lb·in (151 kg·m) when the
landing gears are retracted.
[4] The quantity of fuel in the center tank gives the most forward center of gravity variation due
to fuel in center tank. In the case where the quantity of fuel necessary in the center tank for the
applicable flight is less than 14305 lb (6489 kg), then the values found here must be related to
the smaller quantity of fuel.
F. LW Calculation
(a) Refer to the example in Table 13 that follows for the calculation of the LW:
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = 35678 510.9 (13.0) 18228.6 17.2 Subject [1] [2]
Down (ZFW Gear Down) (16183) (210.016) 01−00−50
Fuel
Remaining Fuel at + 2025 (919) 481.5 975.0 Subject
Landing (12.23) (11.239) 01−20−00
Landing Weight − LW (Gear Down)
Landing − Weight Gear = 37003 509.3 19202.9 15.6 Subject [2]
Down (LW Gear Down) (17102) (12.96) (221.618) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
(b) Use a copy of the Weight Build−Up – LW Calculation Form to continue with this
procedure. Refer to Table 14.
(c) Record the values found for the ZFW gear down.
(f) Make sure that the value of LW is not more than the maximum landing weight (MLW)
shown on your copy of the Weight Build−Up Envelope.
Moment/
Weight Xarm
Item Op 1000 %MAC Reference Note
lb (kg) in (m) lb·in (kg·m)
Zero Fuel Weight – ZFW (Gear Down)
Zero Fuel Weight Gear = Subject [1] [2]
Down (ZFW Gear Down) 01−00−50
Fuel
Remaining Fuel at + Subject
Landing 01−20−00
Landing Weight – LW (Gear Down)
Landing − Weight Gear = Subject [2]
Down (LW Gear Down) 01−00−50
NOTE: [1] Results from previous sum.
[2] %MAC (imperial) = [Xarm CG − 493.793) / 99.43] x 100
%MAC (SI) = [Xarm CG − 12.54) / 2.53] x 100
(a) Refer to the example in Table 15 that follows for the calculation of the payload items:
(b) Use a copy of the Payload Item Form to continue with this procedure. Refer to
Table 16.
(c) Record the applicable values for each of the payload items on your copy of the
Payload Item Form.
NOTE: The sum of payload items is used for the calculation of the ZFW.
(b) Use a copy of the Weight Build−Up Envelope to continue with this procedure. Refer to
Figure 10.
(c) Make points on your copy of the Weight Build−Up Envolope to show the coordinates
for the ZFW, FCBP and TOW.
(d) Make lines to attach the points in sequence ZFW, FCBP and TOW.
1 Do not include the fuel−curve boundary−points (FCBP) if they are heavier than
the TOW:
a If FCBP is heavier than the TOW make only lines to attach the TOW and
ZFW points, in sequence.
(e) Make sure that the curve obtained is in the inner area of the envelope limits:
1 If the curve is in the inner area of the envelope limits, the aircraft is safe for
take−off.
2 If a part of the curve is out of the envelope limits, the aircraft is not safe for
take−off. You must move, add, or remove payload or ballast until the weight and
CG of the aircraft are within the envelope limits.
MTOW − 53000 lb
INCHES AFT FROM THE ZERO REF DATUM
533.6
493.8
498.8
503.8
508.7
513.7
518.7
523.6
528.6
55000
53250 lb (24154 kg) MAX RAMP WEIGHT
54000
24.0%
26.0% 51600 lb (23405 kg)
53000 24000
52000 53000 lb (24040 kg) MAX TAKEOFF WEIGHT
47000
IN−FLIGHT
IN−FLIGHT
AFT CG LIMIT
47000 lb (21319 kg) MAX LANDING WEIGHT 21000
46000
45000
44000 20000
32000
31000 30000 lb (13608 kg) MIN FLIGHT WEIGHT 14000
30000
11.0% 32.0%
29000
rwb0100600_027.dg, kp, January 23, 2014
13000
28000
27000
12000
26000 11793.4
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
% MAC
MTOW − 24040 kg
12.67
12.79
12.92
13.05
13.17
13.30
13.43
13.55
25000 55000
24154 kg (53250 lb) MAX RAMP WEIGHT
24500 24.0% 54000
23405 kg (51600 lb)
26.0%
24000 53000
24040 kg (53000 lb) MAX TAKEOFF WEIGHT 52000
23500
51000
23000 23521 kg (51854 lb)
50000
22500
49000
22000
T/O, APPROACH & LANDING
21500
47000
IN−FLIGHT
AFT CG LIMIT
IN−FLIGHT
21000 21319 kg (47000 lb) MAX LANDING WEIGHT
46000
20500 45000
19000 42000
18500 41000
40000
18000
39000
17500
17237 kg (38000 lb) 16933 kg (37330 lb) 38000
17000
7.0% 37000
16500 16329 kg (36000 lb) 16328 kg (35998 lb) 37.0%
36000
16000 9.0%
35.0% 35000
15422 kg (34000 lb)
15500 34000
15000 33000
14500 32000
13500
11.0% 32.0% 29000
13000
28000
12500
27000
12000 26455.5
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
%MAC
1. Procedure
A. The slides are used as an alternative procedure to graphically get the approximate weight and
longitudinal CG position during flight.
NOTE: The slides used for this procedure are at the end of this section.
(1) Do the steps that follow to correctly use the CG Slide Method:
(a) Calculate the ZFW and longitudinal CG position (%MAC). Refer to the ZFW
Calculation procedure (Refer to 01−90−25).
(b) Make a copy of the CG SLIDE ENVELOPE. On your copy, make a point to record the
coordinates for ZFW and %MAC. Please select the proper envelope according to the
particular A/C MTOW.
(c) Put the transparent CG SLIDE CHART squarely on top of the copy of the CG SLIDE
ENVELOPE. Select the proper fuel loading curve transparency according to your fuel
tank configuration (with or without aux. tanks).
(d) Align the bottom point of the fuel curve (ZFW) with the point that you made on the CG
SLIDE ENVELOPE.
NOTE: The fuel curve that you get with the procedure shows the set of weight and
longitudinal CG points along the fuel burn path. In other words, the highest
point of the fuel curve shows an aircraft with full fuel tanks. During the flight,
the point moves down the fuel curve as the fuel burns. If the fuel tanks do
not contain the maximum amount of fuel, it is necessary to use only the
applicable part of the fuel curve. The applicable part goes from the ZFW
point to the point equivalent to the RW of the aircraft for the flight.
(e) Find the weight and longitudinal CG position as a result of the fuel load for the flight.
(f) Make sure that all of the applicable parts of the fuel curve are inside the area of the
longitudinal CG envelope limits.
(2) Example This procedure shows an example of how to use the CG Slide Method. Do the
steps that follow:
(a) The values for the example are ZFW = 33947 lb (15398 kg) and %MAC = 21.3.
(b) The aircraft fuel tanks are full. The weight of the fuel load is 18274 lb (8289 kg). This
fuel load added to the aircraft weight gives an approximate RW of 52221 lb (23687 kg).
(c) From this RW of 52221 lb (23687 kg) the CG Slide Method procedure is used to find
that %MAC = 24.9 approximately.
(d) It is safe to operate the aircraft if all of the applicable parts of the fuel curve are inside
the inner area of the longitudinal CG envelope limits.
56000
50000
MZFW 44000 lb
44000
42000
40000
38000
36000
34000
32000
30000
28000
−5 −3 −1 1 3 5 7 9 11 13 15 17 19 21
1 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59
Aircraft CG (%MAC)
rwb0190500_001.dg, yf/lr, apr07/2009
ZFW
56000
50000
MZFW 44000 l b
44000
42000
40000
38000
36000
34000
32000
30000
28000
−5 −3 −1 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59
Aircraft CG (% MAC)
rwb0190500_004.dg, lr/cr, 24−feb−2014