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TM 55-1500-342-23

TECHNICAL MANUAL

ARMY AVIATION MAINTENANCE

ENGINEERING MANUAL

WEIGHT AND BALANCE

This copy is a reprint which includes current pages from Changes 1 through 4

This publication supersedes TM 55-405-9, 25 August 1966, including all changes.

HEADQUARTERS, DEPARTMENT OF THE ARMY

29 AUGUST 1986

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TM 55-1500-342-23C 7

CHANGE HEADQUARTERSDEPARTMENT OF THE ARMY

NO. 7 WASHINGTON, D.C., 4 APRIL 1994

Army Aviation Maintenance

Engineering Manual

WEIGHT AND BALANCE

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

TM 55-1500-342-23, 29 August 1986, is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar in themargin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pages

4-9 and 4-10 4-9 and 4-104-10.1/(4-10.2 blank) 4-10.1/(4-10.2 blank)4-15 through 4-18 4-15 through 4-18

2. Retain this sheet in front of manual for reference purposes.

By Order of the Secretary of the Army:

GORDON R. SULLIVANGeneral, United States Army

Official: Chief of Staff

MILTON H. HAMILTONAdministrative Assistant to the

Secretary of the Army06559

DISTRIBUTION:To be distributed in accordance with DA Form 12-31-E, block no. 1335, requirements for TM 55-1500-342-23.

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TM 55-1500-342-23C6


NO. 6 WASHINGTON, D.C., 28 May 1993

Army Aviation MaintenanceEngineering Manual

WEIGHT AND BALANCE

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited




i and ii i and ii4-1 through 4-6 4-1 through 4-64-10.1/(4-10.2 blank) 4-10.1/(4-10.2 blank)







DISTRIBUTION:To be distributed in accordance with DA Form 12-31-E, block no. 1335, requirements for TM 55-1500342-23.

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TM 55-1500-342-23C 5


NO. 5 WASHINGTON, D.C., 31 July 1992

Army Aviation Maintenance

Engineering Manual

WEIGHT AND BALANCE




1-1/1-2 1-1/1-22-1 and 2-2 2-1 and 2-2

3-1 and 3-2 3-1 and 3-24-1 and 4-2 4-1 and 4-24-13 and 4-14 4-13 and 4-142028's and Envelopes 2028's and Envelopes







DISTRIBUTION:To be distributed in accordance with DA Form 12-31-E, block no. 1335, AVUM and AVIM maintenance requirements

for TM 55-1500-342-23.

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

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TM 55-1500-342-23C3


NO. 3 WASHINGTON, D.C., 13 November 1989


WEIGHT AND BALANCE




4-3 through 4-8 4-3 through 4-84-17 through 4-20 4-17 through 4-20



CARL E. VUONOGeneral, United States Army


WILLIAM J. MEEHAN IIBrigadier General, United States Army

The Adjutant General

DISTRIBUTION:To be distributed in accordance with DA Form 12-31, AVIM AND AVUM Maintenance requirements for all Fixed and

Rotary Wing Aircraft.

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TM 55-1500-342-23C2

This is a reprint of change 2.


NO. 2 WASHINGTON, D.C., 11 October 1988


WEIGHT AND BALANCE




i and ii i and ii4-3 through 4-18 4-3 through 4-184-23 and 4-24 4-23 and 4-24





WILLIAM J. MEEHAN IIBrigadier General, United States Army


DISTRIBUTION:To be distributed in accordance with DA Form 12-31, AVIM and AVUM Maintenance requirements for all Fixed and


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TM 55-1500-342-23C 1


NO. 1 WASHINGTON, D.C., 16 September 1987


WEIGHT AND BALANCE

TM 55-1500-342-23, 29 August.1986, is changed as follows:



3-3 through 3-6 3-3 through 3-64-1 through 4-4 4-1 through 4-44-7 and 4-8 4-7 and 4-8

4-9 through 4-12 4-9 through 4-124-17 through 4-20 4-17 through 4-20





R. L. DILWORTHBrigadier General, United States Army


DISTRIBUTION:To be distributed in accordance with DA Form 12-31, AVIM and AVUM Maintenance requirements for All Fixed and


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TM 55-1500-342-23

TECHNICAL MANUAL HEADQUARTERSDEPARTMENT OF THE ARMY

NO. 55-1500-342-23 WASHINGTON, D.C., 29 August 1986

ARMY AVIATION MAINTENANCEENGINEERING MANUAL

WEIGHT AND BALANCE

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes, or if you know of a way to improve theseprocedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes toPublications and Blank Forms), or DA Form 2028-2 located in the back of this manual directly to:Commander, US Army Aviation Troop Command, ATTN: AMSAT-I-MP, 4300 Goodfellow Blvd., St.Louis, MO 63120-1798. You may also submit your recommended changes by E-mail directly to. A reply will be furnished directly to you. Instructions forsending an electronic 2028 may be found at the back of this manual immediately preceding the hardcopy 2028.

TABLE OF CONTENTS

Paragraph PageCHAPTER 1. INTRODUCTION

Purpose ........................................................................................................ 1-1 1-1Scope ............................................................................................................ 1-2 1-1Reasons for Weight and Balance Control ...................................................... 1-3 1-1Responsibilities ............................................................................................. 1-4 1-1

CHAPTER 2. PRINCIPLES OF WEIGHT AND BALANCESection I. Weight

General ......................................................................................................... 2-1 2-1Weight Definitions.......................................................................................... 2-2 2-1Weight Versus Aircraft Performance ............................................................. 2-3 2-1Floor Loading ................................................................................................ 2-4 2-2Ballast ........................................................................................................... 2-5 2-2

Section II. BalanceGeneral ......................................................................................................... 2-6 2-2Principle of Moments .................................................................................... 2-7 2-3Balance Definitions ....................................................................................... 2-8 2-3Effects of Moment on Aircraft ....................................................................... 2-9 2-4Determination of Balance Condition(Location of Aircraft Center of Gravity) .......................................................... 2-10 2-4Effects of Unbalanced Loading ..................................................................... 2-11 2-5Determining Center of Gravity for a Group of Items ...................................... 2-12 2-5Center of Gravity Limits ................................................................................ 2-13 2-5

Expressing Center of Gravity ........................................................................ 2-14 2-6CHAPTER 3. WEIGHING AIRCRAFT

Section I. Weighing EquipmentGeneral ......................................................................................................... 3-1 3-1Electronic Weighing Kit ................................................................................. 3-2 3-1Associated Items, Terms, and Fixtures ......................................................... 3-3 3-1

Section II. Weighing Practices and ProceduresPreparation of Aircraft for Weighing .............................................................. 3-4 3-3Aircraft Weighing Area .................................................................................. 3-5 3-5

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Paragraph Page

CHAPTER 4. WEIGHT AND BALANCE RECORDSSection I. Types of Forms

General.......................................................................................................... 4-1 4-1Responsibility for DD Form 365 Series and Chart E Forms ........................... 4-2 4-1Disposition of Weight and Balance Forms ..................................................... 4-3 4-1Related Publications...................................................................................... 4-4 4-2

Section II. Instructions For Use of DD Form 365'SeriesAND CHART EDD Form 365 (Record of Weight and Balance Personnel) ............................. 4-5 4-3DD Form 365-1 (Basic Weight Check List) .................................................... 4-6 4-3DD Form 365-2 (Aircraft Weighing Record) .................................................. 4-7 4-4DD Form 365-3 (Basic Weight and Balance Record) ..................................... 4-8 4-10DD Form 365-4 (Weight and Balance Clearance Form F).............................. 4-9 4-13Chart E (Loading Tables, Graphs, and Diagrams) ......................................... 4-10 4-21

LIST OF ILLUSTRATIONS

Figure Title Page

2-1 Aircraft Balance Point 2-42-2 Locating Aircraft Center of Gravity 2-53-1 Electronic Weighing Kit (Typical) 3-23-2 Lowest Point of Meniscus 3-34-1 DD Form 365 4-64-2 DD Form 365-1 4-74-3 DD Form 365-2 4-84-4 DD Form 365-3 4-114-5 DD Form 365-4 4-19

4-6 Chart E 4-22

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TM 55-1500-342-23CHAPTER 1

INTRODUCTION

1-1. Purpose. The purpose of this manual is to provideinformation necessary for the control of weight and

balance of Army aircraft. Much of the informationcontained herein is general in nature since it isapplicable to all aircraft. Refer to the appropriate -10operator's and -23 maintenance manuals when specificweight and balance data is required for a particularaircraft.

1-2. Scope. Material presented in this manual appliesto all activities that operate and/or maintain Departmentof the Army aircraft. Sufficient explanation of principles,definitions, and procedural data are given to provideweight and balance personnel with a general informationmanual pertinent to their particular function. Alsoincluded is a complete description of related equipmentand instructions for its use and operation.

1-3. Reasons For Weight And Balance Control.Flight characteristics of aircraft are directly dependentupon conditions of weight and balance. Gross weightand

center of gravity (cg) have a bearing on performancestability, and control of the aircraft For example, cargo

placed too far aft in an already critically loaded aircrafwill move the center of gravity out of the permissiblebalance limits. This could easily cause the pilot to losecontrol of the aircraft. Hazardous flight conditions andaccidents resulting from these conditions can beprevented by adherence to the principles of weight andbalance set forth in this manual.

1-4. Responsibilities. Basic weight and balance datais delivered with the aircraft. Once aircraft aredelivered, however, it becomes the responsibility ofmaintenance and operating units to maintain accurateweight and balance data. Maintenance activities arerequired to weigh specific aircraft periodically inaccordance with the provisions of AR 95-3 to insure thabasic weight and balance data is correct. It is the pilot'sresponsibility to insure that the weight and balanceconditions of the aircraft are within safe limits, inaccordance with the provisions of AR 95-1.

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TM 55-1500-342-23CHAPTER 2

PRINCIPLES OF WEIGHT AND BALANCE

Section I. WEIGHT

2-1. General. Weight is one of the most importantfactors to be considered from the time the aircraft isdesigned until it is removed from service. It is of primeimportance to the manufacturer through all phases ofproduction and must remain foremost in the pilot's mindwhen planning and carrying out missions. Changes inthe basic aircraft design weight, either in initialproduction by the manufacturer, or in subsequentmodifications by maintenance activities, will have todirect bearing on aircraft performance. Cargo/trooploading and the aircraft gross weight should beexamined closely by the pilot as these factors maydetermine the safety and success of a mission. Grossweight limitations have been established and are in theapplicable -10 operator's manual for individual aircraft toinsure successful and eff icient tactical operation.

2-2. Weight Definitions. Definitions of the moreimportant terms pertaining to weight and its relationshipto aircraft configurations and equipment are as follows:

a. Empty Weight. Empty weight includes theweight of the aircraft structure plus power plant,instrument systems, control systems, hydraulic systems,electrical systems, communication systems, armamentprovisions, furnishings, anti-icing equipment, auxiliary

power plant, anchor and towing provisions, and flotationlanding gear. This term is used for design purposes andusually does not affect service activities.

b. Basic Weight. Basic weight of an aircraft isthat weight which includes all hydraulic systems and oilsystems full, trapped and unusable fuel, and all fixedequipment, to which it is only necessary to add the crew,fuel, cargo, and ammunition (if carried) to determine thegross weight for the aircraft. The basic weight varieswith structural modifications and changes of fixedaircraft equipment.

c. Operating Weight. Operating weight includesthe basic weight plus aircrew, the aircrew's baggage,steward's equipment and emergency and otherequipment that may be required. Operating weight doesnot include the weight of fuel, ammunition, bombs,cargo, or external auxiliary fuel tanks if such tanks areto be disposed of during flight.

d. Gross Weight. Gross weight is the total weight

of an aircraft and its contents.

e. Takeoff Gross Weight. Takeoff gross weighincludes the operating weight plus fuel, cargoammunition, bombs, auxiliary fuel tanks, etc.

f. Landing Gross Weight. Landing gross weighis the takeoff gross weight minus items expended duringflight.

g. Useful Load. Useful load is the differencebetween empty weight and gross weight and includesfuel, oil, crew, passengers, cargo, and other materiacarried.

h. Service Weight Pickup. Service weight pickupis the weight, accounted for and unaccounted for, whichis picked up by an aircraft during its service lifeService weight pickup is due to repairs, modifications(known pickup). Known pickup covers the actual partsinstalled during repair, overhaul, and modificationThese parts should be weighed or, if weighing isimpractical, the weight must be calculated. Unknownpickup results from changes in temperature and

humidity, moisture absorption by sound proofingaccumulation of dirt, grease, etc., and can only bedetermined by periodic and accurate weighing of theaircraft.

i. Total Aircraft Weight. The sum of operatingweight, weight of take off fuel and weight of waterinjection fluid, if applicable.

2-3. Weight Versus Aircraft Performance. An aircrafis designed for specific weight limitations which cannotbe exceeded without compromising safety. Overloadingan aircraft may cause structural failure or result inreduced engine and airframe life. An increase in grossweight will have the following effects on aircrafperformance:

a. Increase takeoff distance.

b. Reduce hover performance.

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c. Reduce rate of climb.

d. Reduce cruising speed.

e. Increase stalling speed.

f. Reduce maneuverability.

g. Reduce ceiling.

h. Reduce range.

i. Increase landing distances.

j. Instability.

2-4. Floor Loading. Floor loading is the weight of aload ill pounds divided by the area of floor space whichthe load occupies. [For example. the floor loading for a100-pound container is determined as follows:

Base of container = 20 in x 20 in = 400 sq in

Floor loading = 100 lb = 0.2 lb per sq in400 sq in

or 0.25 lb sq in x 144 = 36 Ib/sq ft.

Floor loading limits or a plan view of the cargo floorshowing variations in floor strength and weightconcentration limitations for various compartments arespecified in the applicable -10 operator's manual.

2-5. Ballast. Ballast is some form of weight placed in aspecific location in an aircraft to insure stability of flightby compensating for unfavorable weight and balanceconditions. Two types of ballast are permanent ballasand temporary ballast.

a. Permanent Ballast. In certain instancesmodification work orders will call for the removal oaddition of equipment which will have a marked effecon aircraft weight and balance conditions When this isthe case, it is necessary to install ballast weights tomaintain the center of gravity position within the centerof gravity limits. The agency responsible for preparingthe modification work order will consider effects of themodification on weight and balance conditions and wilspecify requirements for installation of permanenballast weights when required. Maintenance activ itiesthat install permanent ballast weights are responsible formaking the proper entries on DD Form 365-1, BasicWeight Check List. and DD Form 363-3. Basic Weighand Balance Record.

b. Temporary Ballast. Temporary ballast consistsof such weights as may be necessary to compensate fomissing crewmembers, weapons systems, ammunitionand equipment in order to maintain center of gravitypositions within the center of gravity limits. Shot bags oother similar items may be used for temporary ballasprovided they are properly secured. The amount andlocation of temporary ballast required to maintain safeflight will be determined by the pilot or weight andbalance technician.

Section II. BALANCE

2-6. General. The purpose of this section is to outlinethe method for determining the cg position of a loadedaircraft. Although location of the cg is very important tosafety of flight. it can be easily controlled by properloading of the aircraft. Balance. or the location of theaircraft center of gravity. is of primary importance toaircraft stability. A pilot should never fly an aircraft if he

is not personally satisfied with its loading and balancecondition. The center of gravity (cg) is the point aboutwhich an aircraft would balance if it were possible tosupport the aircraft at that point. It is the mass center ofthe aircraft. or the theoretical point at which the entireweight of an aircraft is assumed to be concentrated.

a. The prime concern of balancing is longitudinalbalance. or the location of the cg along the

longitudinal axis. Location of the cg with reference tothe lateral axis. however. is also important. The designof an aircraft is such that symmetry' is assumed to exisabout a vertical plane through the longitudinal axis. Inother words. for each item of weight existing to the lefof the fuselage centerline there is generally an equaweight existing at a corresponding location on the right

This lateral mass symmetry. however. may be easilyupset due to unbalanced lateral loading. Location of thelateral cg is not only important from the aspect ofloading rotary wing aircraft. but is also extremelyimportant when considering fixed wing exterior droploads. The position of the lateral cg is not computedbut the operating crew must be aware that adverseeffects will certainly arise as a result of a laterallyunbalanced condition.

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b. The cg (henceforth, reference to cg will meanthe longitudinal center of gravity) is not necessarily afixed point; its location depends on the distribution ofitems loaded in the aircraft, and as variable load itemsare shifted or expended, there is a resultant shift in cglocation. It should be realized that if mass center of an

aircraft is displaced too far forward on the longitudinalaxis, a nose heavy condition will result. Conversely, ifthe mass center is displaced too far aft on thelongitudinal axis, a tail heavy condition will result. It ispossible that an unfavorable location of the cg couldproduce such an unstable condition that the pilot couldlose control of the aircraft.

2-7. Principle of Moments. To understand balance, itis necessary to have a working knowledge of theprinciple of moments. For those unfamiliar with weightand balance terms, the word moment is the product of aforce or weight, times a distance. The distance used in

calculating a moment is referred to as the arm ormoment arm, and is usually expressed in inches. Tocalculate a moment, a force (or weight) and a distancemust be known. The distance is measured from somedesired known point (reference point or referencedatum) to the point through which the force acts. Amoment is meaningless unless the reference point aboutwhich the moment was calculated is specified.

a. For the purpose of illustration, an aircraft maybe compared to a seesaw. Like the seesaw, in order foran aircraft to be in balance, or equilibrium, the sum ofthe moments on each side of the balance point must be

equal in magnitude.

For example, referring to figure 2-1, the momentproduced about the fulcrum (reference point) by the 200pound weight is 200 lb x 50 in = 10,000 in lbcounterclockwise. The moment produced about thesame reference point by the 100 pound weight is 100 lbx 100 in = 10,000 in lb clockwise. In this case, theclockwise moment counterbalances thecounterclockwise moment, and the system is inequilibrium. This example illustrates the principle ofmoments which is as follows: For a system to be instatic equilibrium, the sum of the moments about any

point must equal zero.

b. As illustrated in figure 2-1, the clockwisemoment is arbitrarily given a positive (+) sign while thecounterclockwise moment is given a negative (-) sign.Therefore, the sum of the moments about the fulcrum =+ 10,000 in lb (clockwise) -10,000 in lb

(counterclockwise) -0, and the system is in equilibriumIn determining balance of an aircraft, the fulcrum is theunknown, and the problem is one of determining thelocation of the fulcrum, or longitudinal center of gravity.

2-8. Balance Definitions. Definitions of the moreimportant terms pertaining to balance and itsrelationship to aircraft weight distribution are as follows:

a. Gross Weight Moment. Gross weight momentis the sum of moments of all items making up theaircraft in the gross weight condition. The gross weighmoment is the product of gross weight times the grossweight arm.

b. Basic Arm. Basic arm is the distance from thereference datum to the center of gravity of an aircraft inbasic condition. It is obtained by dividing the basicmoment by the basic weight.

c. Gross Weight Arm. Gross weight arm is thedistance from the reference datum to the cg of anaircraft in its gross weight condition. The relationshipbetween the gross weight, gross weight arm, and grossweight moment is as follow:

gross weight arm (in) = gross weight moments (in lb)gross weight (lb)

d. Reference Datum. Reference datum is animaginary plane perpendicular to the longitudinal axis o

the aircraft and is usually located at or near the nose othe aircraft to eliminate arms with a minus value. If anegative arm is encountered, the correspondingmoment will also be negative. Simplified moment isone which has been reduced in magnitude throughdivision by a constant. For example, 3201 in lb/ 1000 isthe simplified expression of 3,200,893 divided by 1000and rounded off to the nearest whole number. Theadvantage of simplification will be seen in applicationwhen a column of moments is added. Inaccuraciesresulting from rounding off f igures tend to cancel.

e. Aircraft Station. An aircraft station is a position

defined by a plane perpendicular to the longitudinaaircraft axis. The number designation of this stationsignifies its distance from the reference datum. Astation forward of the reference datum is negative (-while a station aft of the reference datum is positive (+).

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Figure 2-1. Aircraft Balance Point

f. Average Arm. The average arm is the distancefrom the reference datum to the cg of a group ofobjects.

2-9. Effects of Moment on Aircraft. As in the case ofthe seesaw, which can be balanced about its fulcrum, anaircraft may be considered to be in balance about its cg.Loads placed forward of the aircraft cg can be balancedby placing loads aft of the cg. Loads located forward ofthe cg of an aircraft produce moments which tend tomake the nose go down, whereas loads located aft ofthe cg produce moments which tend to make the tail godown. If any item is added forward of the cg orremoved aft of the cg, a nose-heavy condition willresult. Conversely, any item added aft of the cg orremoved forward of the cg will produce a tail-heavycondition. It should be realized that a moment can bechanged without adding or removing a weight simply byshifting weight forward or aft.

2-10. Determination of Balance Condition (Locationof Aircraft Center of Gravity). To determine the cglocation of a loaded aircraft, it is first necessary to obtainthe basic weight and moment of the aircraft from DDForm 365-3. Add the weight of the items to be loaded to

the aircraft basic weight to obtain the gross weight.Compute the moment of each load item by multiplying

its weight by its arm. Find the gross weight moment byadding the basic aircraft moment and the moments ofthe load items. Determine the cg location by dividingthe gross weight moment by the gross weight. Figure 22 illustrates the method for determining the cg locationof a loaded aircraft.

NOTEIn computations, any item ofweight added to the aircraft eitherside of the datum is a plus weight.Any weight item removed is aminus weight. When multiplying

weights by arms, the moment isplus if the signs are alike andminus if the signs are unlike. Thefollowing combinations arepossible:

Items added forward of the datum -(+)weight X(-)arm = (-)moment.

Items added aft of the datum -(+) weight X (+) arm = (+) moment.

Items removed forward of the datum -

(-) weight X( - )arm = (+)moment.

Items removed aft of the datum-(-)weight X(+)arm = (-)moment.

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Figure 2-2. Locating Aircraft Center of Gravity

2-11. Effects of Unbalanced Loading. When theaircraft is nose heavy (cg too far forward), the pilot willexperience difficulty in getting the tail down duringlanding. Other unfavorable conditions which may resultare loss of aircraft maneuverability, overstress of thenose wheel structure in landing, and increase in pilotfatigue. When a tailheavy condition exists (cg too faraft), the aircraft may become unstable. This conditionincreases pilot fatigue, and may lead to structural failureand spins.

2-12. Determining Center of Gravity for a Group ofItems. It is sometimes desirable to find the average

arm or cg for a group of objects in an aircraft. This isaccomplished by finding the individual moment of eachobject in the group, adding these moments, and dividingthis sum by the total weight of all the objects in thegroup. It is expressed by the formula:

Average arm (in) = total moment (in lb)Total weight (lb)

It should be noted that the basic aircraft weight andmoment are excluded from this calculation.

2-13. Center of Gravity Limits. After the cg positionof a loaded aircraft has been calculated, it is necessaryto insure that the cg falls within allowable limits. Alaircraft have specific limits between which the cg mustlie. These limits are specified in Chart E data coveringthe particular aircraft. If, after loading the aircraft, thecg does not fall within the allowable limits, it will be

necessary to shift loads.

a. The forward cg limit may vary with the grossweight of an aircraft and is often restricted to controlanding conditions. It may be possible for aircraft tomaintain stable and safe flight with the cg

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ahead of the forward limit as prescribed by landingconditions, but since landing is one of the most criticalphases of flight, the forward cg limit is restricted to avoiddamage to the aircraft structure when landing, and toinsure that sufficient elevator deflection is available atminimum airspeed. When structural limitations or largestick forces do not limit the forward cg position, thispoint is determined as that cg position at which full upelevator is required to obtain a high angle of attack forlanding.

b. The aft cg limit is the most rearward position awhich the cg can be located for the most criticamaneuver or operation. As the cg moves aft, a lessstable condition occurs which decreases the ability ofthe aircraft to right itself after maneuvering or aftedisturbances by gusts. The allowable aft cg limit may

also vary with the aircraft gross weight.

2-14. Expressing Center of Gravity. The cg positionis expressed in terms of inches from a known referencedatum.

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TM 55-1500-342-23CHAPTER 3

WEIGHING AIRCRAFT

Section I. WEIGHING EQUIPMENT

3-1. General. Weighing aircraft with accuratelycalibrated scales is the only sure method of obtaining anaccurate basic weight and cg location. The use of DDForm 365-1 and 365-3 in accounting for correcting theaircraft basic weight and cg is reliable over certainperiods of time. Over extended intervals, however,unknown service weight pickup and other factors willrender the basic weight and cg data inaccurate. For thisreason, aircraft weighings are I required periodically asoutlined in AR 95-3. Besides those Limes designated inthe regulations, aircraft will be weighed when majormodifications or repairs are made when the pilot reportsunsatisfactory flight characteristics, such as nose or tailheaviness, and when basic weight data reflected by DDForm 365-3 is suspected to be in error. In AR 95-3,aircraft are classified for the purpose of weight andbalance control. Reference should be made to theregulations since weighing requirements vary for thedifferent classes. An aircraft is weighed for the purposeof determining its basic weight and balance. Thismeans that the aircraft should be weighed in its basiccondition; that is, with fixed normal equipment which isactually present in the aircraft, less fuel and otherexpendable load items. This does not precludeweighing the aircraft with expendable load items, ifspecific weight of the items is available and propercomputations are accomplished to determine basic

weight. Supplied with the basic weight and balancedata, the pilot is able to compute the gross weight andbalance of his mission-ready aircraft to insure safetyof fl ight and mission accomplishment.

3-2. Weighing Systems. Portable-type electronicweighing kits (figure 3-1) are normally used by thoseactivities which weigh Army aircraft. Portable roll ontype scales, stationary pit type scales or other devicesmay be used as authorized for particular aircraft modelsor activities. To insure accurate results in determiningaircraft weight, the instructions provided in the technicalmanuals for the specified weighing system must be

followed and the system must be properly calibrated.For calibration requirements see TB 43-180.

3-3. Associated Items, Terms, and Fixtures. Thedescription and definition of several of the moreimportant terms and fixtures are provided as follows:

a. Jacks of sufficient capacity and extension heighmust be used when weighing aircraft with the electronicweighing kit. Only jacks suitable for use with either thering or plug-type jack adapters will be used with the kitweighing cell assemblies.

b. Jig points are established during construction oan aircraft and are used as a reference for takingmeasurements during weighing. The jig point may be ahole, fitting, or any other conveniently fixed station onthe aircraft. Jig point locations are specified in Chart Edata.

c. Jack pads are fittings attached to the aircrafstructure which are used for reaction or jack points. Arounded or conical extension protrudes from the base ofthe jack pad and serves as the weighing cell assemblyor jack point of contact. A spherical-type adapter isused to mate the conical protrusion and weighing celassembly.

d. Reaction points are those points upon which theentire weight of the aircraft is supported when scaleindicator readings are taken. Most aircraft aresupported on three reaction points; however, fourreaction points are required for weighing somehelicopters. Typical reaction points used for weighingaircraft are wheel, landing gear, fuselage, and wing jackpads.

e. Leveling lugs are located on the aircraft tofacilitate use of the spirit level in leveling aircraft.

f. Jig-located brackets and plates are used withthe plumb bob for leveling certain aircraft.

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Figure 3-1. Electronic Weighing Kit (Typical)

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Section II. WEIGHING PRACTICES AND PROCEDURES

3-4. Preparation of Aircraft for Weighing. Thefollowing general procedures are outlined as an aid topreparing the aircraft for weighing. Preliminary weighinginstructions for a specific type of aircraft are contained

in the applicable maintenance manual for that aircraft.

a. Clean aircraft inside and out.

b. Remove expendable load items such as bombs,ammunition, cargo, and equipment not having a fixedposition. These items are not included as DD Form365-1 items and should not be in aircraft when weighed.

c. Check aircraft equipment against DD Form 365-1 and correct form as necessary to itemize accurately allitems of fixed operating equipment that will be included

in basic weight to be determined by weighing. DD Form365-1 serves as a check list for this operation and isnecessary to accomplish the inventory. When such alist does not accompany the aircraft, it is the duty of theweight and balance supervisor to prepare one beforeweighing. The date on which inventory is accomplishedwill be entered at the top of the check column of DDForm 365-1; this should correspond with that dateentered on DD Form 365-2 and final entry posted on DDForm 365-3. Upon completing inventory, make properentries in columns I and II of DD Form 365-2.

d. Fill or drain fuel tanks in accordance with Chart

E instructions. All other engines and transmissions,reservoirs, and/or tanks should be full unless otherwisespecified in aircraft weighing instructions. Weights offluids that are included on DD Form 365-1 shall not beentered on DD Form 365-2. In certain instances it maynot be feasible to drain fuel tanks; if this is so, fill tanksto capacity.

Weights of full tanks may be found by use of Chart Edata. The density (pounds per gallon) of fuel, howevervaries with temperature and it is often necessary todetermine fuel density by using a hydrometer. (Seefigure 3-2.)

NOTEFloat hydrometer in a sample offuel and record the weight pergallon; read this value at thelowest point of the meniscus.

Fuel densities listed in Chart E are usually based on astandard atmospheric temperature of 59F (15C)When large deviations from this standard temperatureoccur, fuel samples must be drawn from a tank anddensity determined by use of a hydrometer. The totaweight of fuel aboard may then be calculated bymultiplying the total number of gallons aboard by fuedensity. The weight of fuel must be entered undecolumn I of DD Form 365-2, as it is considered as itemweighed but not part of basic weight.

NOTEIt is not the intention herein togive detailed instructions onmethods used to level aircraft,since methods vary with the typeof aircraft and the reaction pointsto be used. Normally aircraft areweighed in a level position, whichis defined as that aircraft attitudein which the longitudinal andlateral axes are essentially to thehangar floor. Leveling devicessuch as leveling lugs and jig-located brackets and plates havebeen accurately installed on theaircraft by the manufacturer tofacilitate leveling procedure.

Figure 3-2. Lowest Point of Meniscus

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NOTEBefore attempting to raise anaircraft, relative heights of mainand nose or tail landing wheels inboth three-point and levelattitudes should be considered in

order to determine the properblocking, lifting, and/or jackingequipment required. Raising a tailwheel to level an aircraft may bequite a problem unless adequatelifting, hoisting, and supportingequipment is available. Jacksshould never be employed at anyplace on the aircraft other thanspecified jacking points.

CAUTIONExcessive side loads may cause

cell breakage and incorrectreadings. If wing and fuselagejacks are used to level the aircraft,shock struts must be restrained toprevent them from extendingwhen aircraft is raised.

CAUTIONDuring leveling procedure,extreme care should be exercisedto avoid side loads which maycause the aircraft to slip off jacks.For example, when wing jacks are

in place while tail is lifted to thelevel position, it is likely that sideloads caused by rotation of thefuselage will cause jacks to slipoff the jack points causing severedamage to the wing. Correctprocedure requires that the tail belifted while the aircraft issupported on main gear withbrakes unlocked. When raisingthe aircraft with two wing or twomain landing gear jacks be surethat the two jacks are actuatedsimultaneously in order tomaintain the aircraft in a laterallevel attitude.

e. Level aircraft in accordance with aircraftmaintenance manuals.

f. Measure and record dimensions once aircraft isin a level position. Three horizontal dimensions must be

either measured or otherwise known to determine thehorizontal location of the center of gravity of the aircraftas weighed. When landing gear are used as reactionpoints, dimensions to be determined are as follows:

(1) The horizontal distance from thereference datum to some known jig point. It is nonecessary to measure this distance as it is given inChart E data and will remain f ixed.

(2) The distance from the jig point to a lateraline passing through the main reaction points. Thismeasurement must be made along a line which isparallel to the longitudinal axis of the aircraft.

(3) The wheel base or distance between themain and forward or aft reaction points.

g. Measure dimension in steps f(2) and (3) aboveby projecting required points to hangar floor. Project jigpoint to hangar floor by suspending a plumb bob fromcenter of jig point so that plumb bob is approximately1/2 inch above floor. Wait until swing of plumb bobstops, and make a cross mark on floor directly under tipof plumb bob. Print words JIG POINT near cross onfloor to distinguish it from other projected points. Mainreaction points are projected in the same manner asdescribed above for the jig point. After marking crossesfor the two main reaction points, stretch a chalked stringbetween them and draw taut. Snap string against floorleaving a clear straight chalk line between main reactionpoints. Nose or tail reaction point is projected in asimilar manner to plumb bob method.

h. Move plumb bob line a short distance fore or af(in a direction parallel to longitudinal axis of aircraft)when jacks or other obstructions interfere with free falof plumb bob. Plumb bob will then swing free oobstructions. Drop plumb bob and mark floor contacpoint. Measure distance necessary to move plumb linebe sure to correct for this transferred distance whenrecording measurements on DD Form 365-2.

i. Measure required dimensions after these pointsare projected to floor. Dimensions to be measured are

listed as B and D on DD Form 365-2. Distance B is thesame dimension as discussed in step f(2) above. It isthe perpendicular distance from the projected jig point tothe chalk line between the main reaction pointsDistance D is the same dimension as referred to in stepf(3) above. It is the wheel base, or distance from thecenterline of the main reaction points to the nose or tail

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reaction points. When measuring these distances, it isnecessary that the tape be parallel to aircraft centerline.Measurements made from the main reaction points aretaken perpendicularly to the chalk line joining these twopoints. These measurements may be made quickly byplacing one end of the tape on the point in question andswinging the other end of the tape across the line in asmall arc. Notice the point at which the tape crosses thechalk line which shows a shorter distance than any otheralong the line. This is the shortest distance between theline and the point in question and, therefore, is theperpendicular distance from the point to the line. Whenfuselage and wing jack points are used as reactionpoints in weighing the aircraft, it is unnecessary tomeasure dimension. These points will remain fixed withrespect to the reference datum and their moment armsmay be found in Chart E data. When measuring isnecessary, the required dimensions should be recordedon DD Form 365-2 as soon as the measurements aretaken.

3-5. Aircraft Weighing Area. Procedures outlinedherein are general in nature, since methods of weighingvary with each type aircraft.

a. Weigh aircraft in closed hangars to avoidaircraft vibrations which would otherwise be caused byair currents flowing over lifting surfaces. This vibrationwould result in fluctuating scale readings and increasethe possibility of error.

b. Insure that aircraft is thoroughly dry before it is

weighed. Never weigh aircraft immediately after it hasbeen washed.

c. Set electronic weighing cells oil their respectivejacks, using proper jack and jack pad adapters. Be surethat jack adapter is fully threaded into cell assembly. Ifa ring-type adapter is used, see that it is centered flushon ram applying a partial load to it before tighteningsetscrews.

CAUTIONUse proper adapters to preventjacks from slipping or buckling.Damage to aircraft or inaccurateweight readings may result ifimproper adapters are used.Never apply loads to the rim of aweighing cell.

d. Prepare electronic weighing kit for use byfollowing instructions furnished with kit. Warm up cellsmounted on jacks to be used for jacking.

e. Actuate all jacks simultaneously until weighingcells are in contact with aircraft jack pads. Continue to

jack aircraft, insuring that aircraft is kept level. Wheaircraft is supported at weighing reaction points onlyand is in level position, scale readings may be obtainedWeight and balance personnel must be alert for possibleerrors in scale readings (e.g., side loads or misaligned

jack and cell, etc.). To insure accuracy of results, takeseveral independent readings (e.g., for beam scales byupsetting the beams of all scales between readings ocompletely unloading the electronic load cells andrejacking). A minimum of two weighings shall be madeIf the first two weighings are within one quarter of onepercent in weight i.e. (divide the less weight reading bythe greater reading, subtract the results from 1.00 to

obtain the percentage) and 0.1 inch in c.g., additionaweighings are unnecessary. If these constraints are nomet, additional weighings shall be made until they aresatisfied. Enter average weight and c.g. of the twosuitable weighings on aircraft weighing form (DD 365-2)If variations in scale indications for any reaction pointare greater than that prescribed in the technical manuacovering the kit, reweigh aircraft with another weighingkit.

f. Before final lowering of the aircraft, makecertain that all necessary measurements and scalereadings have been obtained and recorded.

g. Rotary wing aircraft are weighed in the samemanner as conventional aircraft, except that foureaction points are frequently used instead of threeWhen four reaction points are employed, it will benecessary to use two weighing kits, since each kitcontains only three cell assemblies. If a second kit isnot available, it is permissible to weigh the aircraft usingthree reaction points. The cell assemblies will be placedon the two front jacks and the right rear jack. The lefrear jack is used while raising the aircraft to weighingposition to maintain proper attitude. When the ful

aircraft weight is bearing on the jacks, and the aircraft islevel, stop jacking and activate locking devices on thetwo front jacks and right rear jack. Slowly lower the lefrear jack/reaction point by inch, at which time theaircraft's weight can be recorded. Raise the fourth jackto again bear the weight of the aircraft, then lower alfour jacks simultaneously to return the aircraft to rest onthe hangar floor.

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h. When data for comparison is available,an attempt should be made to verify the resultsobtained from each weighing. Verification maybe made by comparing results with a previousweighing of an aircraft of the same type modelseries which has identical equipment.

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TM 55-1500-342-23CHAPTER 4

WEIGHT AND BALANCE RECORDS

Section I. TYPES OF FORMS

4-1. General. Specific weight and balance data iscontained in the -10 operator's manual and theapplicable maintenance manual for each Army aircraft.Standard forms are used in conjunction with this data toprovide an effective system for weight and balancecontrol. Information to be inserted on the charts orforms is applicable only to the individual aircraft, theserial number of which appears on the various chartsand forms. The weight and balance data and relatedforms for aircraft are maintained in accordance with AR95-3. Entries on DD Form 365, 365-1, 365-2, and 365-3will be made using a pen, typewriter, or a rubber stamp.Felt tip pens or grease pencils will not be used. Pencilsmay be used on DD Form 365-4. The forms referred toherein may differ from time to time, but the generalprinciples behind their use will remain the same.Weight and balance of aircraft is controlled andstandardized through the use of the following charts andforms:

a. DD Form 365 (Record of Weight and BalancePersonnel).

b. DD Form 365-1 (Chart A Basic Weight CheckList Record).

c. DD Form 365-2 (Form B Aircraft WeightRecord).

d. DD Form 365-3 (Chart C Basic Weight andBalance Record).

e. DD Form 365-4 (Form F Weight and BalanceClearance).

f. Chart E (Loading Data and Special WeighingInstructions).

4-2. Responsibility for DD Form 365 Series andChart E. Before delivery of an aircraft, themanufacturer is responsible for inserting all aircraftidentifying data on the various charts and forms. Themanufacturer completes all forms. All DD Form 365series charts and any other pertinent weight and balancedata relating to an aircraft will be maintained in apermanent binder for the aircraft. The binder and all

forms contained therein will bear the aircraft designationand serial number. Any change that affects aircrafweight and balance will be reflected in these forms.

4-3. Disposition of Weight and Balance FormsWeight and balance forms are to be safeguarded andmaintained with the same degree of importance as otherrecords maintained for each aircraft.

a. The individual weight and balance forms servevarious purposes. Therefore, the retention period of theforms will vary, as follows:

(1) The DD Form 365 (Record of Weight and

Balance Personnel) is a semi-permanent form. It will beretained in the aircraft's weight and balance data fileuntil space for additional entries has been exhaustedand a new replacement form started. At that time, thereplaced form may be destroyed locally.

(2) The DD Form 365-1 (Basic Weight CheckList) and the DD Form 365-3 (Basic Weight and BalanceRecord) are permanent forms. These forms will beretained in the aircraft's weight and balance data file forthe life of the aircraft. As new forms are startedbecause of exhausting entry space, the new forms wilbe stapled to the original form.

(3) The DD Form 365-2 (Aircraft WeighingRecord) is a semi-permanent form. The currencompleted form will be retained in the aircraft's weighand balance data file until the aircraft has beenreweighed, a new form started, computations verifiedand necessary entries made on the DD Form 365-3Upon completion of the above, the old DD Form 365-2may be destroyed locally.

(4) The DD Form 365-4 (Weight and BalanceClearance Form F) which has been used to computestandard loads, utilizing the aircraft's current basic

weight, is considered a current work form as long as theload weights and locations remain current and until thebasic aircraft weight has been recomputed/changed. Acopy of the current form will be retained in the aircraft'sweight and balance data file until the entries requirerevision, at which time the old form will be destroyedlocally or marked void.

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Section II. INSTRUCTIONS FOR USE OF DD FORM 365 SERIES AND CHART E

4-4.1 All illustrations for the DD Form 365 series aresamples, follow written instructions that apply to eachform to initiate and maintain weight and balancerecords.

4-5. DD Form 365 (Record of Weight and BalancePersonnel). DD Form 365 (figure 4-1) provides arecord of weight and balance technician who isresponsible for maintenance of weight and balancerecords for a specific aircraft. The form has spaces formodel/design, serial number, name, grade, station, dateassigned and date relieved from duty of weight andbalance personnel. The "where and when" block is notrequired to be completed on this form.

4-6. DD Form 365-1 (Chart A-Basic Weight CheckList Record).

NOTEAll references to check marks for the Chart A

will denote the use of the following symbols.(X) Item is in the aircraft.(0) Item is out of the aircraft.

a. The Basic Weight Check List Record is a list ofall equipment that is or may be installed and for whichprovisions or fixed stowage has been made in a definitelocation in the aircraft. All items weighing two pounds ormore shall be listed for aircraft whose initial basic weightis under 25,000 pounds. AH items weighing five poundsor more shall be listed for all other aircraft (furtherguidance may be found in MILW-25140, Weight andBalance Control System). The weight, arm, andmoment or simplified moment of the individual items

must be listed for use in correcting the aircraft basicweight and moment on the CHART C (DD Form 365-3)as changes are made in these items. All entries shall betyped or clearly written in ink. When check marks (X)and zeros (0) are entered in the IN AIRCRAFT column,the CHART A serves as a record of equipment includedin the basic weight of the aircraft at the last inventory.When a check mark is entered in CHART C ENTRYcolumn, the check mark is an indication that an entryhas been made in the CHART C as a result of a changein the status (in or out of the aircraft) of an item sincethe previous inventory.

b. The CHART A shall be checked by an aircraftinventory and updated whenever: (1) The aircraft is

received at a new unit, and weight and balance authoritychanges.

(2) The aircraft is weighed.

(3) At time intervals required by regulation.

c. The initial CHART A for each aircraft isestablished by the manufacturer as follows:

(1) At the time of delivery, the manufactureinserts the designation of the AIRCRAFT MODEL(MODEL/DESIGN) and SERIAL NUMBER in the spacesprovided at the top of the CHART A.

(2) Each CHART A item shall be assigned analphanumeric number. These numbers shall runconsecutively and indicate the alphabetical designationof the compartment; for example, items A-1. then A-2then A-3 and so on listed for compartment A. Theseitem numbers shall be listed in the column titledCOMPARTMENT AND ITEM NUMBER.

(3) The alphabetical and descriptivedesignations for each aircraft compartment (in capita

letters, such as A-NOSE) shall be shown in the ITEMSAND LOCATION column at the top of eachcompartment's equipment list. The compartmendesignation shall be underlined and separated from theequipment list by one blank line. The dimensional limitsof each compartment shall be stated in terms of inchesfrom the reference datum, such as A-NOSE (5-64inches) and B-PILOTS (64-104 inches), and shall agreewith those compartment limits shown in the CHART ELOADING DATA. Compartment equipment listsdocumented in the ITEMS AND LOCATION columnshall present individual operating equipment items bydescription and part number (such as, PreamplifierAPR-25/AM2348). The description and part numbepresented in this column shall be common with that

shown on the equipment item identification plateEquipment within each compartment should be listedsuch that the arms (in the column titled "ARM") progressnumerically from the forward to the aft limit of thecompartment. If a compartment is divided into an uppeand lower section, all items within one section should belisted before continuing to the next section.

NOTESerial numbers for CHART A items,(Engines, Blades, Etc.) are only required forthe items which reflect serial numbersalready identified on CHART A, by themanufacturer of the aircraft when delivered.All subsequent replacements of these items

will require entry of the new serial number,weight and moment of CHART A.

(4) The weight, arm, and moment of eachitem shall be listed in the appropriate columns. Aconstant may be used to simplify the moment. If aconstant is used, it will be listed at the top of theMOMENT column.

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(5) The manufacturer of the aircraft placescheck marks or zeros in the first IN AIRCRAFT columnunder the RECORD OF CHECKING section of theCHART A. This is done at the time of delivery of theaircraft to indicate its delivery condition. This deliveryinventory shows the equipment that is included in theaircraft's initial basic weight and moment as listed on theCHART C, DD Form 365-3.

d. ALL CHART A inventories subsequent to themanufacturers delivery inventory shall be completed asfollows:

(1) Inspect the aircraft for equipment actuallyinstalled. Place the date on which the inventory wasmade at the top of the next unused RECORD OFCHECKING column. If all columns have been used,complete a new DD Form 365-1 and mark the entries incolumn 1. Place a check in the IN AIRCRAFTCOLUMN if in the aircraft or a zero to indicate itsabsence. When missing basic weight items are added

to column II on the reverse side of FORM B, they shouldbe checked on CHART A as IN AIRCRAFT.

NOTE

Marks in the IN AIRCRAFT and CHART CENTRY columns are made only at the time ofa complete inventory. Never change themarks or add new ones under a previouslyaccomplished inventory.

(2) Compare this new inventory with the lastcompleted inventory under the RECORD OFCHECKING column, noting any changes in the itemsinstalled in the aircraft. Refer to CHART C to ascertainwhether the necessary weight and moment corrections

have been made. If so, place check marks oppositesuch items in the CHART C ENTRY column of CHARTA. If not, correct the calculated basic weight andmoment data on CHART C and then enter the CHARTC ENTRY column check marks. A check mark in theCHART C ENTRY column indicates that the appropriateweight and moment change has been recorded on theCHART C. Make sure that the inventory date is enteredin the RECORD OF CHECKING column on the CHARTA. Enter the same date in the DATE column of theCHART C for the corresponding weight and momentcalculations.

e. When a new item of equipment which is not

listed on the CHART A is added to the aircraft,determine its weight, arm and moment from theapplicable MWO or by actual measurement andcalculation. Enter an item number, the name ordescription, weight arm and simplified moment on anopen line under the proper compartment on the CHARTA. Also, make required entry on CHART C. When anew CHART A is initiated, the entries should berearranged so that the equipment within

each compartment is listed such that the arms (in thecolumn titled "ARM') progress numerically from theforward to the aft limit of each compartment. Thennumerically rearrange item numbers in sequence.

f. CHART A is used primarily as a record of all itemsinstalled at the time the aircraft is weighted. Whenequipment is permanently removed, refer to theinstructions for CHART C form entries. When acomplete inventory is made, line completely through theremoved items from the compartment and item numbecolumn through the check column on the CHART AWhen all the check column blocks have been filled, itwill not be necessary to include those items lined ouwhen initiating new forms.

4-7. DD Form 365-2 (Aircraft Weighing Record). Theactual weighing data is listed on DD Form 365-2 (figure4-3) with comments denoting the type of scalesreactions, and other pertinent information. Diagrams othe aircraft are shown to illustrate dimensions requiredduring weighing process. Form entries are made as

follows:a. Fill in identifying data and enter actual scale

reading in first column.

b. Record measurements taken at time oweighing. Only dimensions B and D need actually bemeasured. Distance I, from the reference datum to jigpoint, is obtained from CHART E data. Dimension E isdetermined by addition or subtraction.

c. Tare is the weight of supports, such as jacks, thamay be placed on a platform scale to raise the aircraftThe term ordinarily pertains to the use of mechanicatype scales. The TARE column shall be used to recordtare or correction factors. Follow the instructions

provided in the Technical Manuals for the specificweighing system being used to arrive at net weight.

d. Record weight and moment of all items inaircraft when weighed that are not a part of basic weight(COLUMN I, reverse side of aircraft weighing recordform).

e. Record weight and moment of all basic itemsthat were not in aircraft when weighed (COLUMN IIreverse side of aircraft weighing record form). Itemslisted in this column must be checked on CHART A asIN AIRCRAFT to indicate their inclusion in basic weight.

f. Multiply subtotal net weight of reaction (jack

points) by their respective arms (dimensions E and F) toobtain their moments.

g. Add net weights and moments of reaction (jackpoints).

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h. Divide total moment by total net weight to obtainas weighed cg location in inches from reference datum.Enter this distance in Total block under ARM column.

i. Transfer total (as weighed) weight, arm, and

moment to the reverse side of form.

j. Make no entries in OIL IN AIRPLANE line.

k. Subtract total weight and moment of itemsentered in COLUMN I.

l. Add total weight and moment of items listed inCOLUMN II to obtain basic aircraft weight and momentrespectively.

m. Divide basic moment by basic weight to obtain

basic arm. Transfer basic weight and moment to DDForm 365-3.

n. Fill in reactions and type of scales usedInclude under REMARKS information as to attitude oaircraft when weighed, method of support, etc.

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Figure 4-1. DD Form 365

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Figure 4-2. DD Form 365-1

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Figure 4-3. DD Form 365-2 (Reverse) (Sheet 2 of 2)

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4-8. DD Form 365-3 (Chart C- Basic Weight andBalance Record).

a. The CHART C is a continuous and permanenthistory of the aircraft weight, moment/index and centerof gravity position. All permanent changes to the

aircraft basic weight and moment, regardless of size,shall be recorded (typed or clearly written in ink) on theCHART C to keep it correct and up-to-date. The lastbasic aircraft weight, moment, and c.g. or index shallbe considered the most current data and the baseline forall subsequently dated aircraft loading calculations.

b. At the time of delivery of a new aircraft, themanufacturer enters the aircraft basic weight, moment,and c.g. or index on the CHART C. The itemized list ofthe equipment which is included in the aircraft basicweight is shown in the first IN AIRCRAFT column underthe RECORD OF CHECKING section of the CHART A.

c. Additions and/or subtractions to the basic weightand moment/index on CHART C will be accomplishedas follows:

(1) Whenever equipment is added to orremoved from the aircraft, an entry must be made onthis chart. If the item is listed on the CHART A, enterthe identical item number, description and applicableweight, arm, and moment data on the CHART C. If theitem is not listed on the CHART A, determine its weightand arm by actual measurement or obtain this data from

the applicable MWO and record it, and the moment, onboth the CHART C and CHART A. Any change which iscaused by a specific MWO will carry a reference to theMWO number. Do not enter check marks on theCHART A for these items until a complete inventory ismade.

(2) Subsystem modifications or structuralchanges shall be recorded in the same manner with thechange in weight and moment added to or subtractedfrom the current total. Whenever such changes areprovisions for equipment such as structural mounts,electrical wiring, or air conditioning, they will be listed asseparate line items.

(3) Whenever a CHART A inventory revealsequipment changes, subsystem modifications, orstructural changes not already recorded in the CHARTC, the change in weight and moment shall be posted asrequired in the preceding paragraphs. The newlycalculated basic weight, moment

and index shall be dated to agree with the inventorydate entered on the CHART A.

(4) Whenever an aircraft is weighed, theCHART C will be updated to: (1) reflect any changesresulting from the CHART A inventory and (2) show thenew basic weight, simplified moment, and index or c.gfrom the FORM B AIRCRAFT WEIGHING RECORD(DD Form 365-2). The date entered on the CHART Cshall agree with the inventory date entered on theCHART A and the weighing date entered on FORM B.

d. Whenever the CHART C basic weight ischanged by 3/10 of 1% and/or basic C.G. is changedby 0.3 inches, a new FORM F which reflects thischange, must be prepared. The requirement fooriginating new FORM F's when aircraft equipmentwhich is part of the aircraft basic weight, is temporarilyadded to, removed from, or relocated within the aircrafbecause of maintenance, specific mission requirementsetc., may be eliminated by making the following entrieson the Aircraft Inspection and Maintenance Record (DAForm 2408-13-112408-13-1-E).

(1) In block 16 enter a Red Diagonal (/).

(2) In block 17 enter a description of theaircraft equipment temporarily added, removed, orelocated. The resulting increase or decrease in aircrafweight and moment will be included in this entry. Thisentry shall conclude with the following statement"CHANGE NOT ENTERED ON CHART C."

(3) Continue to perpetuate the entry on DDForm 2408-13 or transfer to the Uncorrected FaulRecord (DA Form 2408-14) in accordance with currenttechnical manual procedures until the aircraft is returnedto the previous configuration or the CHART C is updatedto reflect the change.

(4) Temporary changes in basic weight maybe reflected on DA Form 2408-13-1/2408-13-1-E or DAForm 2408-14/2408-14-E for a period not-to-exceed 90days. If not accomplished sooner, the DD Form 365-3will be updated to reflect the temporary change at theexpiration of this 90 day period.

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e. The temporary equipment changes listed on DAForm 2408-13-1/2408-13-1-E will be consideredchanges in aircraft loading. These changes will beaccounted for on the DD Form 365-4 by entering thenotation, "equipment changes" near the top of thecorrections table. A brief description, weights, and

moments of the equipment change will be entered in thecolumns below this notation. Aircraft equipmentchanges are treated the same as any other variation inloading. If there are enough completed DD Forms 365-4 in the aircraft weight and balance file to verify thatweight and center-of-gravity will remain within limits foranticipated flight in the changes configuration, it is notnecessary to prepare these forms for the specificconfiguration.

U.S. GOVERNMENT PRINTING OFFICE: 1996 - 755-025/40258

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Figure 4-4. DD Form 365-3 (Front) (Sheet 1 of 2)

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Figure 4-4 DD Form 365-3 (Reverse) (Sheet 2 of 2)

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4-9. DD Form 365-4. (Weight and BalanceClearance Form F).

(1) This form, referred to as the Form F, isused to derive the gross weight and c.g. of an aircraft.The Form F furnishes a record of the aircraft weight and

balance status at each step of the loading process. Itserves as a worksheet on which to record weight andbalance calculations and any corrections that must bemade to insure that the aircraft will be within weight andc.g. limits. Sufficient completed FORMS F must beonboard the aircraft to verify that the weight and center-of-gravity will remain within allowable limits for theentire flight. Sufficient forms can be one (for thespecific flight) or it can be several. Several FORMS Ffor various loading of crew, passengers; stores, cargo,fuel, slingloads, etc., which result in extreme forwardand extreme aft c.g. locations and variations in grossweight, but which remain within allowable limits may beused to verify that a particular loading which is clearly

between these extremes would remain within limits.

(2) The basic weight and moment obtainedfrom the CHART C serve as the basis for thecalculations on the FORM F. AR 95-3 provides forsome minor exceptions to this rule. Small changes inBasic Weight and Moment due to removal or installationof aircraft equipment or other actions may be allowed toaccumulate on the CHART C without changing theFORMS F. (A basic weight difference of + 3/10 of 1percent and/or a c.g. difference of 0.3 inch at the basicweight are the maximum differences allowed by AR 95-3 when comparing the Form F and the last entry on the

Chart C). Also, the FORM F can be utilized to recordcertain items of aircraft equipment which is part ofAircraft Basic Weight when it is temporarily added to,removed from, or relocated within the aircraft becauseof maintenance, specific mission requirements, etc.Procedures for this situation are described in theCHART C discussion.

(3) There are two versions of this form,transport and tactical. Instructions for completing bothversions of the form are as follows:

a. Transport.

(1) Insert necessary identifying information attop of form.

(2) Reference 1. Enter aircraft basic weightand moment/constant (or index). Obtain thisinformation from last entry on Chart C.

NOTEIf a load adjuster is used inloading the aircraft, enteropposite Reference 1 the indexfigure obtained from Chart C anduse index figures throughout the

form. Enter plate number of loadadjuster (located on the left end ofbase) on the Form F. If Chart E or-10 operator manual data are usedinstead of a load adjuster, entermoment/constant valuesthroughout the form.

(3) Reference 2. Leave blank (oil is includedin basic weight).

(4) Reference 3. Enter number, weight andmoment of f light crew (pilot, co-pilot, observer).

(5) Reference 4. Enter weight and momentof crew's baggage.

(6) Reference 5. Enter weight and momentof steward's equipment, if applicable.

(7) Reference 6. Enter weight and momentof emergency equipment not included in basic weight.

(8) Reference 7 and 8. Enter weight andmoment of any extra equipment not included in basicweight.

(9) Reference 9. Enter sum of weights andmoments for Reference 1 through Reference 8inclusive, to obtain OPERATING WEIGHT.

(10) Reference 10. Enter the number ogallons, weight and moment of the fuel on board attakeoff. List under REMARKS the fuel tanks involvedand the amount of fuel in each tank (as required).

(11) Reference 11. Enter the number ogallons, weight and moment of water injection fluid, ifapplicable.

(12) Reference 12. Enter sum of weights andmoments for Reference 9 through Reference 11inclusive, to obtain TOTAL AIRCRAFT WEIGHT.

(13) LIMITATION. The maximumALLOWABLE LOAD is based on takeoff, landing, andlimiting fuel restrictions determined from the -10operator's manual or Chart E loading data. (In the case

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of most helicopters, the takeoff and landing gross weightlimitations are the same, and there is no "zero fuel"restrictions). These values are computed in theLIMITATIONS table on the lower left-hand comer of theForm F as follows: (a) Enter the ALLOWABLE GROSSWEIGHT for TAKEOFF and LANDING. If the aircraftcan have a gross weight restriction above which allweights must be fuel in the wings (zero wing fuel grossweight), enter the ALLOWABLE GROSS WEIGHT forLIMITING WING FUEL in the last column of theLIMITATIONS table.

(b) If the aircraft's ALLOWABLEGROSS WEIGHT can be limited by a taxiing and/orground handling gross weight, use the REMARKSsection for subtracting the warm up and/or taxi fuelfrom the maximum permissible ground handling grossweight. The resulting value will be entered in theALLOWABLE GROSS WEIGHT FOR TAKEOFF blockof the LIMITATIONS table and a statement similar to thefollowing will be noted in the REMARKS section:ALLOWABLE GROSS WEIGHT FOR TAKEOFFLIMITED BY MAXIMUM TAXI GROSS WEIGHT.

(c) Determine the ALLOWABLE LOADfor TAKEOFF by subtracting the TOTAL AIRCRAFTWEIGHT (reference 12) from the TAKEOFFALLOWABLE GROSS WEIGHT. (For most helicopters,this is the only ALLOWABLE LOAD calculationrequired). Determine the ALLOWABLE LOAD forLANDING by subtracting the OPERATING WEIGHT(Reference 9) PLUS ESTIMATED LANDING FUEL

WEIGHT (Reference 23) from the LANDINGALLOWABLE GROSS WEIGHT. Determine theLIMITING WING FUEL ALLOWABLE LOAD bysubtracting the OPERATING WEIGHT (Reference 9)from the LIMITING WING FUEL ALLOWABLE GROSSWEIGHT.

(14) Reference 13. Using same compartmentletter designation as shown in Chart E (aircraft diagram)or on load adjuster, enter the number, weight,compartment, and total weight and total moment ofpassengers. Then enter weight, compartment, totalweight, and total moment of cargo.

(15) Reference 14 and 15. Not applicableunless specifically required by command policy.

(16) The area to the right of the reference 13 isprovided for aircraft requiring Zero Fuel Weight. ZeroFuel Weight Moment, and Zero Fuel c.g. computations.For helicopters, these blocks are not used. The requiredvalues are determined as follows:

(a) Add the weights and moments oOPERATING WEIGHT, (reference 9) andDISTRIBUTION OF ALLOWABLE LOAD (PAYLOAD)(reference 13). Enter the calculated total weight in theZERO FUEL WEIGHT block. Enter the correspondingmoment in the ZERO FUEL WEIGHT MOMENT block.

(b) Compute Zero Fuel c.g. for thaweight and enter in the ZERO FUEL % MAC block(Cross out % MAC and enter value in IN.).

(c) Enter on the LIMITATIONS table inthe ALLOWABLE GROSS WEIGHT (FUEL) block anyZero Fuel or Limiting Wing Fuel limitation set forth inthe -10 operator's manual or Chart E loading data. Thisfigure must be compared with the calculated value inthe ZERO FUEL WEIGHT block. If the calculatedweight exceeds the limits adjust the load accordingly.

(d) The Zero Fuel c.g. cannot exceedthe forward and aft c.g. limits at the Zero Fuel WeightThese may be found in the -10 operator's manual orChart E loading data. If it is within limits, enter thePERMISSIBLE C.G. ZERO FUEL WEIGHT forwardand aft limits at the Zero Fuel Weight in theLIMITATIONS table. If it is not, adjust the loadaccordingly, and repeat the process.

(e) Enter the Zero Fuel weight andmoment in reference 21.

(17) Reference 16. Enter sum of reference 12and the compartment totals under reference 13 oppositeTAKEOFF CONDITION (Uncorrected).

(18) Reference 17. Enter the TAKEOFF C.G(Uncorrected) as determined from weight and momentvalues of reference 16.

(19) The weight value from reference 16 mustbe compared with the allowable GROSS WEIGHTTAKEOFF as shown in the LIMITATIONS table toensure it is within limits. Use the reference 17TAKEOFF CONDITION (Uncorrected) gross weight todetermine the PERMISSIBLE C.G. TAKEOFF forwardand aft c.g. limits from the -10 operator's manual oChart E loading data If the takeoff c.g. of reference 17is within these PERMISSIBLE C.G. TAKEOFF limitsand no other corrections are necessary, (i.e. temporaryequipment changes), enter the permissible limits in the

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space provided in the limitations table. Enter theuncorrected weight and c.g. values from reference 16and reference 17 into the blocks at reference 19 andreference 20 respectively.

NOTEThe c.g. charts and tables in the Chart Eand -10 operator's manual are not accurateenough to use near the forward and aft c.g.limits. In those instances when the actualc.g. is very close to the aircraft limits, thec.g. must be arithmetically calculated toensure the necessary accuracy.

(20) Reference 18. When the takeoff weightof reference 16 and/or the takeoff c.g. of reference 17are not within permissible takeoff weight and/or c.g.limits, changes in the amount or distribution of load(reference 13) are required. The necessary loadadjustments must be noted in the CORRECTIONScolumns on the left-hand portion of the Form F. Enter abrief description of the necessary load adjustment in theleft-hand column with the weight and moment listed inthe columns provided. Sum all the weight and momentincreases and/or decreases to obtain the net change (+or -) in the amount or distribution of the load. Transferthe total weight and moment adjustment to the spacesprovided for CORRECTIONS (if required) at references18.

NOTEIf there are any temporary equipmentchanges listed on DA Form 2408-13-1/2408-13-1-E or DA Form 2408-1412408-14-E, theyshould be considered changes in aircraftloading. These changes should be enteredwith the notation "EQUIPMENT CHANGES"near the top of the CORRECTIONS table. Abrief description, weight and momentsshould be entered in the columns below thisnotation. These entries should be treated asa variation in loading and applied to the totalentered in reference 18.

(21) Reference 19. In the space provided forTAKEOFF CONDITION (corrected), enter the sum of

reference 16 and reference 18. (Add if reference 18 ispositive. If it is negative, subtract reference 18 fromreference 16).

(22) Reference 20. Enter the TAKEOFF C.G(Corrected), as determined from the weight and momenvalues of reference 19.

(23) The weight value from reference 19 mustagain be compared with the allowable GROSS WEIGHTTAKEOFF as shown in the LIMITATIONS table toensure compatibility. At the reference 19 TAKEOFFCONDITION (Corrected) gross weight, again determinethe PERMISSIBLE C.G. TAKEOFF forward and aft c.glimits from the -10 operator's manual or Chart E loadingdate. Re-check the takeoff c.g. of reference 20 toensure it is within the PERMISSIBLE C.G. TAKEOFFlimits. Enter these limits in the space provided in theLIMITATIONS table.

(24) Reference 21. Enter Zero Fuel Weighand moment. This is normally calculated by subtractingTAKEOFF FUEL (Reference 10) from correctedTAKEOFF CONDITION (reference 19). If "Zero Fue

weight limitations apply, this figure will match the valuesappearing to the right of reference 13.

(25) Reference 22. Enter weight and moment of anyaerial supply load(s) to be dropped before landing.

NOTEIf the aircraft has no Zero Fuel Weightlimitations, but it appears that c.g. at theZero Fuel Weight may exceed the aircraft'sforward or aft c.g. limits, a further checkmust be made. The procedures aredescribed in paragraph (16) above. This

procedure must be applied to any analogoussituation not already taken intoconsideration. Examples might include theunanticipated jettisoning of external stores,relocation of passengers, etc. Enter theresults of this Zero Fuel (or similar) c.g.calculations in the REMARKS section. Itshould include a notation such as "Center-of-gravity at the Zero fuel Weight (or with theauxiliary fuel tanks released, or whatever)has to be checked and the c.g. is (is not)within limits." Amplify the remarks if the c.g.is not within limits.

(26) Reference 23. Determine theESTIMATED LANDING FUEL weight and moment andenter it in the space provided.

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(27) Reference 24. Determine theESTIMATED LANDING CONDITION by subtracting theweights and moments of Reference 22 from Reference21 and adding reference 23.

(28) Reference 25. Enter the ESTIMATEDLANDING C.G. as determined from the weight andsimplified moment values of reference 24.

(29) The weight value from Reference 24 mustbe compared with the allowable GROSS WEIGHTLANDING as shown in the LIMITATIONS table toensure compatibility. Use the Reference 24ESTIMATED LANDING CONDITION gross weight todetermine the PERMISSIBLE C.G. LANDING forwardand aft c.g. limits from the -10 operator's manual orChart E loading data. If the ESTIMATED LANDINGC.G. LANDING limits, enter them in the space providedin the LIMITATIONS table.

(30) When the ESTIMATED LANDINGCONDITION of Reference 24 and/or the ESTIMATEDLANDING C.G. of Reference 25 are not withinpermissible landing weight and/or c.g. limits, changes inthe amount of distribution of load and/or fuel arerequired. A new Form F will be completed.

(31) Enter signature of person computing theform in COMPUTED BY SIGNATURE

NOTEIf local requirements exist for the use of theWEIGHT AND BALANCE AUTHORITY

SIGNATURE block the Commander willestablish policies and procedures.

b. Tactical.

(1) Insert necessary identifying information attop of form.

(2) Reference 1. Enter aircraft basic weightand moment/constant (or index). Obtain thisinformation from last entry on Chart C.

NOTEIf a load adjuster is used in loading theaircraft, enter opposite Reference I the indexfigure obtained from Chart C and use indexfigures throughout the form. Enter platenumber of load

adjuster 4-16 Change 2 (located on the leftend of base) on the Form F. If Chart E or -10operator manual data are used instead of aload adjuster, enter moment/constant valuesthroughout the form.

(3) Reference 2. Leave blank (oil is includedin basic weight).

(4) Reference 3. This section takes intoaccount all nonexpendable items not in the basic weight(and not otherwise accounted for). Using the samecompartment letter designation as shown on Chart E(aircraft diagram) or on load adjuster enter itemdescription, weight and moment for crew, baggagecargo, emergency equipment, racks, etc.

(5) Reference 4. Enter sum of weights andmoments for Reference 1 through Reference 3 to obtainOPERATING WEIGHT.

(6) Reference 5. Enter by compartment theitem description (type, number of rounds), weight andmoment of all ammunition.

(7) Reference 6. Enter item descriptionweight and moment of all other expandable ordnancesuch as bombs and rockets.

(8) Reference 7. Enter number of gallonsweight and moment of fuel. If auxiliary fuel is carriedmake appropriate entries in space provided.

(9) Reference 8. Enter item descriptionweight and moment of miscellaneous variables (such aswater injection fluid).

(10) Reference 9. Enter sum of weights andmoments for reference 4 through reference 8 oppositeTAKEOFF CONDITION (Uncorrected).

(11) Reference 10. Enter TAKEOFF C.G(Uncorrected) as determined from weight and momentvalues of reference 9.

(12) Enter the allowable GROSS WEIGHT

TAKEOFF and GROSS WEIGHT LANDING in theLIMITATIONS table at the lower left-hand corner of theForm F. These data are found in the 10 operator'smanual and also in the Chart E loading data.

(13) The weight value from reference 9 mustbe compared with the allowable GROSS WEIGHTTAKEOFF as shown in the LIMITATIONS table

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to ensure it is within limits. Use the reference 9TAKEOFF CONDITION (Uncorrected) gross weight todetermine the PERMISSIBLE C.G. TAKEOFF forwardand aft c.g limits from the -10 operator's manual orChart E loading data. If the takeoff c.g. of reference 10is within these PERMISSIBLE C.G. TAKEOFF limits,and no other corrections are necessary, (i.e. temporaryequipment changes), enter the permissible limits in thespace provided in the limitations table. Enter theuncorrected weight and c.g. values from reference 9and reference 10 into the blocks at reference 12 andreference 13 respectively.

NOTEThe c.g. charts and tables in the Chart Eand -10 operator's manual are not accurateenough to use near the forward and aft c.g.limits. In those instances when the actualc.g. is very close to the aircraft limits, thec.g. must be arithmetically calculated toensure the necessary accuracy.

(14) Reference 11. When the takeoff weightof reference 9 and/or the takeoff c.g. of reference 10are not within permissible takeoff weight and/or c.g.Limits, changes in the amount or distribution of load(reference 3 through reference 8) are required. Thenecessary load adjustments must be noted in theCORRECTIONS columns on the left-hand portion of theForm F. Enter a brief description of the necessary loadadjustment in the left-hand column with the weight andmoment listed in the columns provided. Sum all theweight and moment increases and/or decreases to

obtain the net change (+ or-) in the amount ordistribution of the load. Transfer the total weight andmoment adjustment to the spaces provided forCORRECTIONS (If required) at reference 11.

NOTEIf there are any temporary equipmentchanges listed on DA Form 2408-13-12408-13-1-E or DA Form 2408-1412408-14-E, theyshall be considered changes in aircraftloading. These changes shall be enteredwith the notation "EQUIPMENT CHANGES"near the top of the CORRECTIONS table. A

brief description, weights and momentsshall be entered in the columns below thisnotation. These entries shall be treated as avariation in loading and applied to the totalentered in reference 11.

(15) Reference 12. In the space provided foTAKEOFF CONDITION (corrected), enter the sum ofreference 9 and reference 11. (Add if reference 11 ispositive. If it is negative, subtract reference 11 fromreference 9).

(16) Reference 13. Enter the TAKEOFF C.G(Corrected), as determined from the weight and momenvalues of reference 12.

(17) The weight value from reference 12 mustagain be compared with the allowable GROSS WEIGHTTAKEOFF as shown in the LIMITATIONS table toensure compatibility. At the reference 12 TAKEOFFCONDITION (Corrected) gross weight, again determinethe PERMISSIBLE C.G. TAKEOFF forward and aft c.glimits from the -10 operator's manual or Chart E loadingdata. Recheck the takeoff c.g. of reference 13 toensure it is within the PERMISSIBLE C.G. TAKEOFFlimits. Enter these limits in the space provided in the

LIMITATIONS table.

(18) Reference 14. Determine total TAKEOFFFUEL weight and moment from reference 7 and enter inreference 14. List weight and moment of expendableitems such as ammunition (not including the weight ocases and links if retained), bombs, rockets, andexternal fuel tanks that are to be dropped during flightExplain under REMARKS, if necessary. These itemslisted as LESS EXPENDABLES are considered part ofreference 14.

(19) Reference 15. Determine the

ESTIMATED LANDING FUEL weight and moment andenter it in the space provided.

(20) Reference 16. Determine theESTIMATED LANDING CONDITION by subtracting alof the expendable weights and moments of reference 14from the reference 12 weight and moment and addingthe weight and moment of reference 15. The use of aminus sign (-) before the reference 14 entries and a plussign (+) before the reference 15 entry helps preventerrors in completing this step.

(21) Reference 17. Enter the ESTIMATED

LANDING C.G. as determined from the weight andsimplified moment values of reference 16.

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(22) The weight value from reference 16 mustbe compared with the allowable GROSS WEIGHTLANDING as shown in the LIMITATIONS table toensure compatibility. Use the reference 16ESTIMATED LANDING CONDITION gross weight

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