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TECHNICAl SERVICES
APPROVED
C.A.A. APPROVAL No. 321
... ..... .. .. ....
WEIGHT CONTROL
AUTHORITY
DATE
FORM 60-1133
(89/6)
plSTRIBUTlON
Original : R"tal" at AIrport
Duplicate: Retain In the Aircraft
LOADING ADJUSTMENTS
The last minute passenger
adjustment lines allow for up to
10 passengers or 900 kg of
freight without changing the
stabilizer trim setting. The
maximum number permitted Is
determined by the red line that
encloses both Taxi & Zero Fuel
Weight Centre of Gravity positions.
B727
LONG
RANGE LOAD & TRIM SHEET
ADJ. BASIC INDEX I l.ulI I , I I I " I I I' 11 111 11
I
ROWS 1-6 .......................... ' I I I I I I I" I I I I!"! 1'1, '11' I I I I I! I 11 ',ll 11' 'I!'! I! " I' I' " 11, I I 'I' I I!""! '!! ,-;':11' I' I!!!! I '.
ROWS I 1+-10 PASS. ! ; : : PASS .
7 -12 .......................... 1 , I I I I I ! I I I 1 I I I : I I I I I I I I' I I I I I I I 1, I I I I I I I I I I I I.
1-+-10 PASS.' , ' ---+; 1-+-10 PASS.
ROWS 13-17 .......................... I I I 1 I I I I I I I I I I , i ! ! I I I I , ! I 1 I I I; I I ! , I , , ! I I I I ! :1 I I ! I I I I ! I I I I I: I I I I I I I ! I I I I I ! I I 1 ! ! I I.
ROWS 18-22 .......................... III I1 1:111 I1I I 1 I I I 1 I 1 1 ': 1 I I1 I! 1--LJ..i-LI J J I I I 11>-\ 1 1 ,"
ROWS 23 27 .. --I I-+- to PASS. : : : ,--;.-l 1--<-10 PASS.
- ......................... .,...' 1 1 1 I 1 I : I 1 j' 1 I I I I I I I, 1 ----.L. I I : I I ' 11 1 I I I I I , I ! I L+--L I I , I I I 1 I I
FWD. COMPT. 1 ............... ' I I' '" I', 'I 1"" I" I I 1I I'" ! 111'1'" ,1" I I' " I I I! I I I' 'I I I: I I I I I' I' I I I I.
FWD. COMPT. 2 ............... ' I ,--11 , I I I I I I I I 1 I I'! ! , I I I I 1 , I ,'I , I , I ! I , I , I' , I 1 -;1 I , , I I '.
REAR COMPT 4 .. --I i i 1----1000 kg ..
.............. ..,.,' I 1 1 I I I I 1 I; I 1 I 1 L..+..J-+-:l---i--L-t--l-+.l-+ I: 1 I 1 '--1--...L-I----.L-1 I 1 I I 1 I I I I I I I I."..
REAR COMPT. 5 ................ ' - ....: : r
g
i 1 1 I +--.1. 'I 1 1 I I I: I .L-+----.....L __ + __ .1 1 I I ....t=.!2.
00
..
J.+-1 EXTRA CREW ! ; 1-+-1 EXTRA CREW
EXTRA CREW ....................... 1 I I I I I , 1 J I 1 , , 1 I,' , , , I I I I I I , , I I Lt , , I , , I I 1 ' " I , I ! , I I I I , I I 1 I , I I , I I I I 1 I ! , , I ' I I I I '.
i i!
FUEL REFERENCE UNE
v7/////////////////
/7/////////////////
FUEL REF. LINE
FUEL LOAD 7g
ALL WT. IN kg
ADJ. BASIC WT ...................+---f--+--+--+---I
ROWS t - 6 1... ..
ROWS 7 -12 I.. ... t--i--I-+_-i---II
ROWS 13-17 L ....+ __
ROWS 18-22 1 .......1--+--+--+--+--1
ROWS 23 - 27 I 1 ..... +--+-+---+--+---11
FWD. COMPT. 1 )1---+--+_-1---4---1
(
MAX '
2 1809 :I--t-+--+---;---I FWD. COMPT.
REAR COMPT. 4 ( :I--t-+--+---;---I
REAR COMPT. S( .1---+--+-+--+----1
EXTRA ......I--+__+_-I-+_-I
ZERO FUEL ...( "'..,-+---+--+---Ie---I
+FUEL LOAD ...............................
: MAl(
TAXI WT ......................... !, 88675
- TAXI FUEL .................................
TAKE - 0 F F WT. ........( 1---+----..,1---+---+--1
FUEL LOADING CURVE
77/////////Y///V/7
..J
W
::J
u.
- TRIP FUEL ............................._ ...I--+--+--+---+---i
.." 7 / / / / / / / // / / / / / /; / / /
/ / / / / / / // / / / / / / /. // /
/-// / / ;/ / / / / / /
, / / / // / L.// / / /'/ / / /'/ / /
"\. ///////////////////
/ / / / / / / / / /
v, /7/:///////////////

\ ///7//////////7////
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
89675 "",," '\ \ ... __ . 89675 :
FUEL WEIGHT - 1000 kg 85000 '\. ,\:""" '\. '\ 8500d
..:..1-,-__ -.,.._....:.:1 ;:,..(...,..:..:R:;::ea:,:..r \\ \ \: 80000
ZONE A ZONE B ZONE C ZONE D ZONE E 1'7 : \. \ \: \ \ I I /1 775000
...... fcI
ROWS '-6 ROWS 7-,2 ROWS '341 ROWS 18-22 ROWS ... /70000
I G 15.,!..... 00 ......... "-, "'-"'- -"'\., . '\ \ \ ,/ //: / //165000
ITEM WEIGHT
BASIC AIRCRAFT
ADJ. BASIC A IC.
INDEX
NOTES,
I. THE CENTRE OF GRAVITY MUST
SE CHECKED AT 80TH:
(A) ZERO FUEL WEIGHT.
(B) TAXI WEIGHT.
...'\ .. \ \ i\ \ Y / 60000
AIRCRAFT
WEIGHT
-kg.
55 \ \ I \ \ \\\ \ \! \ ,,\ 55000
'\ \ \ \ \ <\1 \ 50000
\ \ \ I Y J / / /45000
40000" \ \\/ IVl/ ,77 40000
C. of G. POSITION - % MAC. 12 14 16 18 20 22 24 26 28 30 32 34 36
7.5 7 6.5 6 5.5 5 4.5 4 3.5
L I ! I ! 1 I I I
8 7.5 7 6.5 6 5.5.5 4.5 4 3.5
1 I ! I I 1 ! I I I
HORIZONTAL STABILIZER SETTING FOR TAKE OFF - NOSE UP.
(.)
z
o
cc
W
N
LAN DING WT ........ .( ,'----'---I'--....I...-........I._-f

()
w
I:
()
PA YLOA D A DJ .................. t--+--+--+---+---I
FINAL ZERO F U EL.. ....... I--+--+--+--+--I
FIN A L TA KE -OFF ................J--+---+--+--+--I
FIN A L LANDING ................. --"'--.....I.-.........--'---t
I am satisfIed that this aircraft
has been loaded in accordance
with Company requirements .
signed ....................................................... )
Prepared ..................................................
No. of Pass.
Initial Final
MAXIMUM ALLOWABLE T.O.W .......................................kg.
% M.A.C ................................................... VH-................................... .
Flap Setting .................................... Fit. No ...................... .
Stab. Setting.................................... From ....................................................
il.
Date ................................................................ To ..................................................................
B7-910011

BOElNG 767 FLIGHT STUDY GUIDE
PERFORMANCE
The following provides a set of definitions pertaining to the performance requirements of the B767 a'
required by CAO 20.7.1(B). The performance charts of the Operating Manual are based on the requirement'
specified here.
Definitions
(1) Accelerate-Stop Distance Available (ASDA)
The take-off run available plus the length of stopway available (if stopway is provided).
, '
(2) Accelerate-Stop Distance Required
(a) The accelerate-stop distance, for either the engine out or all engine case, is the sum of the
following:
I
\
(i) Acceleration distance from brake release to speed VI'
(ii) Distance from V I' to application of full braking.
(iii) Distance with full braking applied to stop. (One braking aid not considered)
(b) A recognition time, i.e., between actual engine failure and recognition by the pilot (VI') is
built into the engine out accelerate-stop distance.
(c) Minimum time intervals between VI' and each subsequent braking action are specified.
(d) The accelerate-stop distance required is the greater of either the engine-out or all-engine
accelerate-stop distances.
(3) Approach Climb Requirement:
(4)
The approach climb gradient requirement must be satisfied with one engine inoperative, gear up and
flaps at the basic approach setting.
Balanced Field Length:
The balanced field length occurs when the accelerate-stop distance required equals the engine oui
distance to 35 ft.
(5) Calibrated Airspeed (CAS)
Calibrated a i ~ s p e e d is eq\1al to the true indicated airspeed corrected for airspeed indicator systen
errors (Le., position errors). .
(6) Clearway:
Clearway is a controlled area, beyond the end of a runway, over which an aircraft may climb to the
35ft point. When included in the available take-off distance, the take-off run requirements must also
be examined.
ATPL(A) - Performance and Loading - B767 Flight Study Guide V3.0
Page 1 of 31
(7) Decision Speed (VI):
(a) The VI speed is the speed which the pilot uses as a reference in deciding whether to continue
the takeotT or 10 abort.
(b) V I is selected so that:
(i) if the take-off is continued after an engine failure recognised at or above the VI speed,
it will be possible to attain a height 01'35 ft within the scheduled take-off distance
or
(ii) ifthe take-off is abandoned at 01' below the V I speed it will be possible to bring the
aircraft to a stop within the scheduled accelerate-stop distance ..
(c) The scheduled take-off field lengths are based on stopping if engine failure is recognised
before reaching V I and on continuing the take-off if engine failure is recognised after VI'
(d)' An appropriate time interval is allowed between VEl' and VI' VI must not be less than VEl' pI
the speed gained during this time interval with the critical engine inoperative.
\ .
(c) When stopping, appropriate time is allowed between recognition of the failure and
completion of all actions required for rejection. It is also required that one of the available
braking systems (e.g. reverse thrust) must not be use,d during certification or if all braking
devices used that an additional distance facior (e.g. F28 : + 10%) be applied.
(t) VI must not be greater than V
R

(8) Engine Failure Speed (VEl') :
V El' is the airspeed at which failure of the critical engine is assumed to occur for the purpose of
determining required take-off field lengths, V EF must not be less than V MCG.
(9) Equivalent Airspeed (EAS)
Equivalent 'airspeed is the calibrated airspeed corrected for compressibility errors.
(10) En Route Climb Speed (V
CL
)
V CL is the speed which gives maximum gradient of climb with the critical engine inoperative wher,
the aircraft is in the clean configuration and the operating engine(s) are at maximum continue
power.
(11) Flap Retractipn Speed
V FR is the speed at which flap retraction is initiated. The flap retraction speed schedule for the aircraf:
is selected to ensure 1.2 Vs protection at the flap setting selected.
(12) Gradient of Climb
The gradient of climb is the ratio of Change in ______ _
Horizontal Distance Travelled in Same Time
or
approximately equal to
Rate of Climb (fpm)
True Airspeed (kt) is usually expressed as a percentage (%';
ATPL(A) - PcrfoniHlJlcc and Loading - B767 Flight Study Guide V3.0
Page 2 of C
(13) Gross Gradient of Climb:
A gross gradient of climb refers to the actual flight test gradients established for certification.
(14) Indicated Airspeed (JAS) :
Indicated airspeed is equal to the airspeed indicator reading as installed in the aircraft withol!
correction for airspeed indicator system errors or mechanical instrument errors. The indicatec
airspeed corrected for instrument mechanical errors is known as true indicated airspeed.
(15) International Standard Atmosphere (ISA)
The international standard atmosphere is a theoretical atmosphere in which density and pressure
variations with height are specified. It assumes a mean sea level temperature of ISO C, a pressure of
1013.2 mb, and - 1 "ate of -1.98 C per thousand feet up to 36089 feet pressure altitude, above
which the temperature is assumed constant at -56. SoC.
) 6) Landing Climb Requirement:
The landing climb gradient requirement must be satisfied with landing flaps and gear down and aJ,
engines at maximum power or thrust
(17) Landing Distance Available (LDA) :
The length of runway which is declared to be available and suitable for landing. The landing distanc(
available commences at the threshold and in most cases corresponds to the physical length of tbr
runway. However, if the threshold is displaced the landing distance available is reduced and wiJ
normally be the distance between the displaced threshold and the far end of the runway.
(18) Lift-Off Speed (V
LOF
)
The lift-off speed is the speed the aircraft becomes airborne.,
.. ,19) Mach Number (M) :
Mach number is the ratio of the true airspeed (TAS) to the local speed of sound (LSS).
(20) Maximum Operating Limit Speed (V MO' MMO) :
Maximum operating limit speed may only be exceeded on specifically authorised flights. MMO is thi,;
speed expressed as a mach number.
(21) Speed -; Air (V MCA) :
V MCA is the minimum speed at which the aircraft can be kept within certain specified limits (
. and heading, when, in the secopd segment configuration and with take-off power on Ul
engines, the critical engine experiences sUdden,.compJete failure.
ATPL(A) - I'erfopnancc and Loading - B767 Flight Study Guide V3.0
Page 3 of 31
(22) Minimum Control Speed - Ground (V MCG)
V MCG is the minimum speed on the groul1d, at which the aircraft can be kept within certain specifie'
limits of heading using primary aerodynamic controls alone, when, in the take-off configuration an
at maximum power or thrust on the operating engines, the critical engine experiences sudden
complete HliJure.
(23) Minimum Un stick Speed (V MU) :
The minimum unstick speed is the minimum speed at which an aircraft can be made to lift off th,
ground and maintaining a positive climb, continue the take-off without displaying any hazardoll
characteristics. Certification requires demonstration with all engines operating and with the critica!
engine inoperative.
(24) Net Gradient of Climb :
A net gradient is the gross gradient of climb diminished by a specific margin to allow for specifie.
deterioration in performance.
The margins for a twin engined aircraft are:
Take-off to obstacle clearance 0.8%
1 engine en route obstacle clearance 1.1 %
(25) Outside Air Temperature (OAT) or (SAT) :
Outside air temperature is the static ambient air temperature.
(26) Pressure Height
Pressure height is the height in the International Standard Atmosphere at which the pressure is the
same as that prevailing at the reference location .
. (27) Ram Air Temperature (RAT) :
Ram air temperature is equal to the ambient air temperature plus some ram temperature rise.
(28) Rotation speed (V R) :
(a) Rotation speed is that speed at which the pilot begins to rotate the aircraft to the lift-off
attitude .
.
(b) The rate of rotatio;l can vary but it should normally be at the rate of 2 - 3 per second
depending on the aircraft celiification ..
(c) Rotation at the maximum practicat rate will result in a minimum lift-off speed.
Rotation at the normal rate will result in attaining the V
2
speed at or below 35 ft, with one
engine inoperative, or slightly exceeding the V
2
speed at 35 ft with all engines operating.
V
R
is such that it is not less than:
(i) VI
(ii) 1.05 V MCA
ATPL(A) - Performance and Loading - B767 Flight Study Guid\' '/3.0
Page 4 of "
(iii) a speed which permits the attainment ofV
2
prior to reaching 35 ft
(iv) a speed which will result in at least the miniumm required lift-off speed. This speed
must have a margin over V MU.
(v) a speed which will not result in increasing the take-otl distance if rotation is
commenced 5 kt lower than the scheduled V
R
during one-engine-inoperative
acceleration, or 10 kt lower than the scheduled V R during all-engine acceleration.
(29) Stopway :
A stopway is a controlled area beyond the runway end which may, depending on the aircraft type, bl
assessed as part of the accelerate-stop distance available.
(30) Take-off Distance Available (TODA) :
The length of the take-off run available plus the length of clearway available (if clearway le
provided).
(31) Take-off Run Available (TORA)
The length of runway which is available and suitable for the ground run of an aircraft taking off. Thi:
in most cases corresponds to the physicallengtb of the runway.
(32) Take-off Safety Speed and Initial Climb Speed (V
2
) :
V 2 is the take-off safety speed and is achieved prior to 35ft. This speed must not be less than
(a), 1.1V
MCA
(b) 1.2 Vs
The correct V 2 is attained as a result of proper rotation and lift-off procedures and it allows the
aircraft to maintain a specified gradient in the climb-out flight path.
I
(33) Total Air Temperature (TAT) :
Total air temperature is equal to the ambient air temperature plus all the ram temperature rise. TAT is
equal to RAT when the recovery factor of the temperature sensor is equal to 1.00.
(34) True Airspeed (TAS) :
True airspeed is the speep. of the aircraft relative to undisturbed air and is equal to the equivalent
airspeed corrected for density effects.
ATPL(A) - anu Loading - 8767 Flight Study Guide V3.0
Page 5 of 31

STOPWAY
CLEARWAY
RUNWAY END
SAFETY AREA
TAKE-OFF 'SURFACe--______ ,/1
APPROACH
1;/
/
I
/
/
/
I
RUNWAY STRIP END
NOT LESS THAN 60m
NOT LESS THAN 60m
RUNWAY STRIP EI\fD AND
TAKE-OFF CLIMB SURVEY BASELINE
RUNWAY END SAFETY AREA
MINIMUM LENGTH 90m
MAXIMUM LENGTH 3QOm
MINIMUM WIDTH OF TWICE RUNWAY WIDTH
DESIGNATION OF AREAS
BEYOND RUNWAY ENDS
ATPL(A) - Performance and Loading - B767 Flight Study Guide V3.0
Page 7 of 3J

C. Reverse Thrust Effectiveness Requirements.
NOTE:
(1) On the 'referenca wet surface', the accelerate-stop distance using reverse thrust on
(a) all engines in the case of the all engines operating accelerate-stop and
(b) one engine in the case of the one engine inoperative accelerate-stop.
shall be at least 9.1 % shorter than the accelerate-stop distance without reverse thrust.
(2) Where the reverse thrust reduces the accelerate-stop distance by less than 9.1 %, the difference
shall be applied as an additional factor.
(3) On the 'reference wet surface' the landing distance using reverse thrust on all engines shall
be at least 13% shorter than the landing distance without reverse thrust
(4) Where the reverse thrust reduces the landing distance by less than 13%, the difference shall
be applied as an additional factor.
The 'reference wet surface' is a surface for which the wet to dry stopping distance ratio is two.
\
j'l
i.
A Tl'L(A) - Perforill:Jnce and Loading - B767 Flight Study Guide V3.0
Page 21 of :>

aOEING 761 FLIGHT STUDY GUIDE
POSSIBLE AIi1CRAFT NET FLIGHT PATH
r Splay 1:8
/ 1 ___
,
DISTANCES AVAILABLE
fITIlI!IllJIIIJTIJIIII!IIllIIID1lIIII i II11 @ /
]
l
-------
150 m..,<-- ___
_ I Maximum 7500 m
----------------
RUNWAYS AND OBSTRUCTIONS
D. Used to Find Maximum Taka-Off Weight With Obstacles
(1 ) 0 of A Aerodrome Directory
A series of gradient lines (1.6, 1.9, 2.2, 2.5 ete) are drawn from the 'obstacle(s) back to the runway
and result in combinations of runway and gradient which will clear all obstructions, e.g. If the
aircraft is capable of altaining 35 It within (say) the 2.2% supplementary take-oH distance available
(with engine failure at \11) and can attain at least a '.2% net gradient of climb in the 2nd Segment,
then it will obviously clear the obstructions. The system's main advantage is it can be used,
although conservative lV, with general take-off charts but its major deficiency is the lack of coverage
beyond 7500 m.
12) Obstacle Analysis
This system, I)ither using computers or complex graphical systems, exactly matches the take-off
distance to the net gradient reqtlired to clear the obstacles. This system is very accurate and can
take into account obstacles at any point in the take-off path:
(3) Curved Flight Paths :
Obstacle splays, similar to straight flight path splays, are determined around an appropriate radius
. of turn until are cleared. Appro'priate loss of performance in turn is taken into account
when maximum Brake Release Weights. This is approx. 0.6% gradient loss with 15
bank angle.
ATPL(A) -1'crforml1l1cc and Loading - B7G7 Fligllt Study Guide V3.0
Page 24 of :3 'i

767 fLIGHT STUDY GUIDE
2. SPECIAL AIRPOR'r PROCEDURES
(1) Specific airport information and engine failure take-off procedures are printed on the reverse
side of the Ouick Reference individual runway take-off charts carried in the cockpit. Procedures
CUI rent at the revision date of this Flight Study Guide are reproduced on the following pages
for information only.
(2) Special Take-Off Procedures
Standard flight procedures (either all engine, or engine inoperative) apply as regards throttle
handling, flap retraction and se9ments unless otherwise stated in the special take-off
procedures.
(3) Obstacle Avoidance Data
Obstacle information is provided under this heading for some runways not covered by special
take-off procedures. The main obstacles to avoid are listed as a guide, but lower obstructions
may be a consideration depending on aircraft flight path.
(4) Pavement Limitations
Weight limitations approved by 0 of A Pavement Concession will be promulgated under this
heading on the 'Special Airport Procedures' page on the reverse side of the relevant individual
runway take-off chart(s).
I
ATI)L(A) - rcrfonilance and Loading - B767l'1ight Study Guide V3.0
Page 30 of 3;
CAIRNS 15 A. SPECIAL TIO PROCEDURES:
SID'S WITH A REQUIREMENT TO TURN LEFT AT STRIP
1. TRACK AS PER SID. BANK ANGLE TO 15 DEG AT
SPEEDS BELOW V2 + 15 KT.
2. VMC
(
IF ENGINE FAILS BEFORE ATTAINING A HEADING OF
020(M) CONTINUE TURN TO 020(M) THEN CONTINUE FOR
A VISUAL CIRCUIT & LANDING.
3. IMC
IF ENGINE FAILS PRIOR TO OR WHILE HEADING 020(M).
COMPLETE TURN (IF REQUIRED). MAINTAIN 020(M) &
CLIMB SEGMENTS AS NECESSARY) TO AT LEAST
2500FT QNH BEFORE MANOEUVRING FOR AN INSTRUMENT
APPROACH OR TO GAIN LSALT FOR ROUTE TO BE FLOWN.
CONTINUE CLIMBING AT VCL UNTIL COMMENCING AN INS-
TRUMENT APPROACH OR ENTERING A HOLDING PATTERN.
NOTE** ALL TAKE-OFFS WILL BE CARRIED OUT BY THE
CAPTAIN.
510'5 WITH A REQUIREMENT TO MAINTAIN RWY
OAT MUST BE LESS THAN 35 DEG CELSIUS & BRW MUST
BE LESS THAN 110,000 KG PACKS ON, OR 111,200 KG
PACKS OFF.
USE FLAPS 5 & DO NOT DERATE.
TAKE-OFF IS PERMITTED WITH ZERO WIND OR HEADWIND
ONLY.
2. TRACK AS PER SID. MAINTAIN CLIMB SPEED (CLEAN)
OF VREF30+80 UNTIL REACHING LSALT, THEN RESUME
ECON CLIMB SPEED.
3. IF ENGINE FAILURE OCCURS BELOW LSALT, MAINTAIN
RWY HEADING THROUGH SEGMENTS (AS REQUIRED) TO
4000FT QNH THEN TURN LEFT TO RETURN TO AIRPORT.
B. OBSTACLE AVOIDANCE DATA: AS ABOVE
C. PAVEMENT'LIMITATIONS: NIL
D. MISCELLANEOUS: NIL
i 1
ATJ'L(A) - Perfonilancc and Loading - B767 Flight Study Guide V3.0
Page 31 of 3,

Missing page with these questions. This is a censured copy of the answers page so do as best you
can to answer the questions.
A/An

The page with these questions is missing. Here are the
questions with no distractors (possible answers) as taken
from the answers pages.
Q1 (2 marks)
Refer to the B-727 weight and balance extract. Your B-727
is loaded with 4100 kg of ballast fuel approximately equally
distributed between tanks 1, 2 and 3. How much
deadweight ballast is required in Forward Compartment One
in addition to the ballast fuel already loaded to effect a
change in the in the Basic Weight Index Units of -100 IU?
Q2 (2 marks)
You load a B-727 to a ZFW of 59000 kg with a CG of 20%
MAC. 24000 kg of fuel is then loaded. What is your CG%
MAC and stabiliser trim setting for a 20 flap take-off?
Q3 (1 mark)
During preflight planning for a flight in a B-727 you calculate
your Brakes Release Weight to be 78000 kg with a flap
selection of 20 for take-off from an aerodrome situated at
Mean Sea Level with an OAT of 30C and QNH 1010 hpa.
What is your V
1
, V
R
and V
2
respectively for this take-off?
Q4 (1 mark)
Refer to the B-727 weight and balance extract. Due to an
APU malfunction in your B-727 you are
required to undertake a positioning flight with the APU
removed. What adjustments are needed to the Basic Weight
and Index Units for weight and balance calculations with the
APU removed?

PAGE 69 MISSING (answers: Q28 D and Q29 A)

STUDY GUID

3A

.5B

7A
8B
SIB

llC
123
lJC
14)
lSC

11C
18)
19C
.

ne
22e
23C

2.s:a
OPERATIONS TRAINING
TRAINING USE ONL Y
. :rr--
"\
1
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