Mass Balance Demo

10 Mass and Balance Calculation
MASS AND BALANCE

for a Medium Range Twin Jet
(The JAA Generic Aeroplane MRJT1)
A medium range twin jet has a complex and Trim Sheet for a MRJT. Before completing a
system to calculate load control. Mass and Load and Trim Sheet there are some aspects and
balance calculations are required to prevent terminology that need thorough study.
that any operational or structural limitations
are exceeded. In addition, the computations
must ensure that the centre of gravity is within 10.1 Aircraft Data Constants
acceptable limits. The movement of the centre of gravity along the
normal and the lateral axes is so small that it, in
Load control must also ascertain that the load relation to mass and balance calculations, can be
is distributed in accordance with relevant neglected. But longitudinal position of CG is of
instructions depending on aircraft type and utmost importance, and its limits and position is
relevant instructions. Likewise the number of given as a distance from a predefined datum.
persons must not exceed the maximum allowed,
and the load and its distribution must be Airplane manufactures creates tables and
correctly recorded on documents involved. diagrams of aircraft data constants. In fig. MB
10.1, a side viewed fuselage shows the balance
All these matters must be considered and data arms about a predefined datum. I.e. the balance
analysed in the process of completing the Load arm numbered 727 indicates that it is 727 inches
from the datum, which again is located 22 inches
from the aircraft nose.
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Data Sheet MRJT1 10 - 1

10.2 Miscellaneous Systems Affecting
MASS AND BALANCE
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�� Mass and Balance Calculations
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Operation of the Landing Gear
�� On larger airplanes such as medium range twin
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�� jets, the landing gear assembly is sophisticated
�� and complex. Its operation has consequences for
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to these calculations, the effect of landing gear
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operation is considered negligible.
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�� Operation of Flaps and Slats
�� Various positions of flaps and slats have effect
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�� aircraft. Thus movement of flaps and/or slats
�� have a significant effect on the CG position.
Table MB 10.2 shows the effect of flap retraction
�� for various flap positions. For mass and balance
calculations in this section these, figures are
A constant called Body Station is often used, used as illustrations only.
and table MB 10.1 shows how to convert body
station into balance arm and vice versa.
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To understand the use of the table lets show ��
some examples; � � � ��
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• The nose of the aircraft is located 22 inches
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in front of the datum, which gives a negative
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balance arm. Hence the converted body station
for the aircraft nose is 152 -22 =130
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• The balance arm 500 is converted into body

station by subtracting 152 which gives station Horisontal Stabiliser Trim Setting
number 348. By using the table, the balance It is important to have the correct stabiliser take
arm 500 is converted into body station 500 G. off trim setting because this allows the elevator
Hence balance arm 348 correspond to body enough control to have a safe take-off run and
station 500 rotation. The position of CG will in turn influence
the stabiliser take-off trim setting position.
Fig. MB 10.2 illustrates that if given CG is 20% of

MAC, the stabiliser trim units will vary from app.
4.3 units with flap 5° to 3.5 units with flap 15°.
10 - 2 Data Sheet MRJT1

MASS AND BALANCE
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Quantity and Location of Fuel I.e. the procedure is, if the airplane is equipped
The mass of fuel carried on MRJT aircrafts with auxiliary fuel tanks located fare from the
are considerate, and affects both the balance main tanks, they must be emptied before the
and weight. Depending on fuel tank location, main tank. The reason for this is to decrease CG
fuel mass is included in balance and trim movement to a minimum. Table MB 10.3 is taken
calculations. During flight, operators often use from the JAR FCL examinations loading manual
procedures for fuel consumption from various and show the balance arm and capacity of tanks
fuel tanks to ensure correct trim and balance used on the MRJT airplane. The restriction here
while fuel is used. Depending on aircraft type, is that if the centre tank contains more than 450
there may be restrictions on how to fill fuel on kg, the wing tanks must be full. Again the reason
ground and use fuel during flight. Main fuel is to minimize variations in CG location.
tanks are normally located at or close to CG.
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Personnel, Passengers and Baggage flight deck and cabin personnel is included in
MASS AND BALANCE
To make it easier for both operators and the dry operating mass (DOM) and dry operation
authorities, a standard concerning mass on index (DOI) given as input start data.
personnel, passengers and baggage is created.
Airplanes are among other things certified for Cargo Limitations
various maximum masses and passenger numbers. Obviously, cargo has great influence on
mass and balance calculations and table MB
Regarding mass and balance calculations, the 10.4 shows limitations for a typical cargo
cabin is divided into passenger sections. Fig. MB compartment. Concerning calculations the
10.3 shows the balance arms for the distribution maximum total load in kilograms and the cargo
of passengers in various sections or zones in the hole volume is important.
cabin. If the passenger load is low, sections
near CG, i.e. over wing areas are preferred
10.3 Mass and Balance Limitations
seating locations.
There are many things that influence mass and
Following standard masses are used for mass and balance calculation. Fuel mass and/or volume,
balance calculations: passenger figures and their location, amount of
cargo are all factors that affect the performance
Adult passenger (male and female) 84 kg and manoeuvrability of an airplane. These aspects
Children 35 kg must be considered for every flight and their
Infants 00 kg data will vary depending on aircraft type. In this
Flight deck personnel 90 kg context it is referred to a generic medium range
Cabin personnel 90 kg twin jet airplane with mass limits as follows:
Passenger baggage 13 kg
• Maximum structural zero fuel mass 51300 kg
Note • Maximum structural taxi mass 63060 kg
For later mass and balance calculations using • Maximum structural takeoff mass 62800 kg
loading manifest or load and trim sheet, mass of • Maximum structural landing mass 54900 kg
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10 - 4 Data Sheet MRJT1

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MASS AND BALANCE

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One of the main objectives of mass and

balance calculations is to ensure that the CG is
within acceptable limits. The Centre of Gravity
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envelope illustrated in fig. MB 10.4 shows the CG ��
limitations as percentage of Mean Aerodynamic
Chord (MAC). ��
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It is vital to use the envelope to check that
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Loaded Index Zero Fuel Mass (LIZFM) and ��
Loaded Index Take off Mass (LITM) are within ��
limits. I.e. LIZFM is derived by plotting CG as ��
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percentage of MAC (for the zero fuel mass)
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in combination with the zero fuel mass.
Forthcoming paragraphs will deal with these ��
matters in more detail.
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10.4 Loading Manifest and Centre of ��
Gravity Limitation Envelope ��

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The purpose of the loading manifest is to create
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data to check whether the aircraft is loaded
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within its limitations. By using the calculated
data from the manifest, the centre of gravity can
be verified by plotting the data in the centre of ��
gravity limits envelope.

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10 Mass and Balance Calculation

MASS AND BALANCE

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Data Sheet MRJT1 10 - 1

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• The balance arm 500 is converted into body

Fig. MB 10.2 illustrates that if given CG is 20% of

10 - 2 Data Sheet MRJT1

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Data Sheet MRJT1 10 - 3

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10 - 4 Data Sheet MRJT1

MASS AND BALANCE

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One of the main objectives of mass and

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Gravity Limitation Envelope �����

Data Sheet MRJT1 10 - 5

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Gravity Limitation Envelope ��