Performance & Loading (CFPA / CFPH)

Center of Gravity Shift & Loading Envelope

Computing weight and balance data, payload arm leverage, in-flight fuel burn shift, and aerodynamic handling limits.

• CASR Part 61 MOS Schedule 3 (OP) 1.6.1 (p.536) — Weight and balance terminology and moment computationVerified“Recall the meaning of the following terms used in the computation of weight and balance data: (a) datum; (b) arm; (c) moment; (d) station; (e) centre of gravity range; (f) lateral centre of gravity range; (g) empty weight; (h) operating weight; (i) maximum take-off weight (MTOW).”
• CASR Part 61 MOS Schedule 3 (OP) 4.2.3 (p.531) — Using loading systems and load sheets to maintain CG within limitsVerified“Given appropriate data use a typical loading system or a load sheet to distribute load to maintain CG within limits throughout a flight.”

• Aft CG decreases longitudinal stability and makes stall/spin recovery dangerous or impossible.
• Forward CG increases tailplane download, raising effective weight and increasing stall speed.
• Aft baggage locker has the longest moment arm — small mass creates large aft shift.
• Always verify Zero Fuel Weight (ZFW) CG to prevent exceeding the aft limit on landing after fuel burn.

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Performance & Loading — General

General aeroplane performance and loading: density height, the flight envelope and V-speeds, weight-and-balance principles and the effect of atmospheric conditions on performance.

• CASR Part 61 MOS Schedule 3 — Flight performance and loadingNeeds review

• Density height, not elevation, drives performance — a cool day at a high strip can out-perform a hot day at a low one.
• High density height lengthens the take-off and landing distance and reduces climb gradient — both effects, not just one.
• Weight changes nearly every V-speed and every distance; a lighter aircraft stalls slower and climbs better.
• Performance charts assume a serviceable aircraft flown exactly to technique, so real margins are smaller — do not plan to the last foot of runway.