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W (Station Ref.Sta.)
Index K
C
(C (I - K)
Ref.Sta. LEMAC
% MAC W
MAC
100
W = Weight , actual [kg]
Station = Station, Horizontal distance in inches or meters from station zero
Ref.Station = Reference Station/axis. Selected station around which all index values are calculated
K = Constant used as a plus value to avoid negative index figures
C = Constant used as a Denominator to convert moment values into index values
I = Index value corresponding to respective weight
MAC = Length of Mean Aerodynamic Chord in inches or meters
LEMAC = Horizontal Distance in inches or meters from the station zero to location of the
leading EDGE of the MAC.
2.2. Index formula
EDP-SYSTEM C
SEMI-PERMANENT DATA AIRCRAFT DATA Sheet 3
Cabin Configuration(s) A / C TYPE Carrier
ALL B787-9 TK
3. AIRCRAFT REGISTRATIONS, WEIGHT AND INDEX DETAILS
DRY OPERATING WEIGHT BASIC WEIGHT
X X
A list of weight and index values for each aircraft registration is given on next page.
COCKPIT CREW TOTAL EFFECT BW/BI value in the above table already includes
Cockpit Crew No/Locations WEIGHT INDEX potable water with FULL (8/8) tank(1057,3 kg/4.5
2 COCKPIT CREW 170 -0.9 Index) .If potable water tanks are different, adjust
3 COCKPIT CREW 255 -1.3 DOW & DOI in proper ratios according to below
4 COCKPIT CREW 340 -1.7 table
CABIN CREW TOTAL EFFECT INFLUENCE OF POTABLE WATER
Cabin Crew No/Locations WEIGHT INDEX ON DOW/DOI
10 CABIN CREW (3 Fwd+4 Mid +3 Aft) 750 -0.4 7/8 POTABLE WATER Subtract132KG Subtract0.6IU
11 CABIN CREW (3 Fwd+5 Mid +3 Aft) 825 -0.5 6/8 POTABLE WATER Subtract264KG Subtract1.1IU
12 CABIN CREW (3 Fwd+6 Mid +3 Aft) 900 -0.5 5/8 POTABLE WATER Subtract 396KG Subtract1.7IU
4/8 POTABLE WATER Subtract529KG Subtract2.3IU
3/8 POTABLE WATER Subtract661KG Subtract2.8IU
2/8 POTABLE WATER Subtract793KG Subtract3..4IU
1/8 POTABLE WATER Subtract925KG Subtract3.9IU
* : PLEASE NOTE THAT MAX TAKE-OFF WEIGHT DECREASES WHEN AIRCRAFT CG IS BELOW OR HIGHER
THEN AROUND 25% MAC. REFER TO “4.2. CG - Limits for Loadsheet Purpose” PAGE FOR DETAILS.
Last Minute Changes (LMC) to the mass and balance sheet are only permitted when the changes of the
load (either minus or plus) in last minutes are within the following limits .
These changes must be shown as pax, cargo, mail, baggage etc. in the Load & Trim Sheet. The effect of
LMC in aircraft CG must be checked. Aircraft CG after LMC must not exceed forward and aft operational
CG Limits. In Addition to LMC Weight, LMC Index influence should be shown on Load & Trim Sheet in
a suitable space under LMC title preferably next to LMC weight.
WBM 1-04-001
Lateral imbalance occurs when the airplane’s lateral c.g. is offset from the airplane’s centerline. It is
expressed as a moment about the airplane centerline. Operators should attempt to load payload and fuel
symmetrically about the airplane’s centerline. However, due to variations in cargo distribution and fuel tank
loads it is reasonable to expect that lateral imbalance occurs on every flight.
There are two types of lateral imbalance: random and intentional.
Random lateral imbalance occurs when the operator attempts to load payload and fuel symmetrically
about the airplane’s centerline. See page 2 & 3 of this section. Because it is difficult to obtain a zero lateral
imbalance, a small imbalance can be considered as random imbalance. The following are examples of
small random imbalances:
_ Loading of fuel using the automated fuel loading system and dispatch without exceeding
the Lateral Fuel Imbalance, see CHP-SEC 1-22-00x.(below gray explanation)
The following random lateral fuel imbalance criteria between Main Tanks 1 and 2 must be observed for
all operations.
_ Random lateral fuel imbalance must not exceed 1133kg when total main tank fuel is less than or equal
to 19005kg
_ Random lateral fuel imbalance must not exceed 680 kg when total main tank fuel exceeds 30980 kg
_ Allowable lateral fuel imbalance is determined using linear interpolation between 680 kg and 1133kg
when the main tank fuel is greater than 19005kg and less than or equal to 30980kg, respectively.
_ Similar number of ULD on each side of the airplane (for ULDs that are loaded laterally in pairs).
_ Heavy and light ULDs loaded on both sides on the airplane, resulting from either random
loading or attempting to load the airplane symmetrically.
Intentional lateral imbalance occurs when payload is loaded to one side of the airplane centerline without
any attempt to equalize the imbalance. The following are examples of intentional imbalance:
_ Filled ULDs are loaded along one side of a compartment. Opposite side is empty.
_ Payload is carried in multiple ULDs that when loaded have a lateral cg offset and cannot
be loaded laterally in pairs. (e.g. LD-1 in lower holds).
_ Heaviest ULDs are loaded along one side of a compartment and lighter ones along the
opposite side.
Example lateral imbalance calculations and lateral cgs for ULDs can be found in CHP-SEC 1-69-00x.
EDP-SYSTEM C
SEMI-PERMANENT DATA AIRCRAFT DATA Sheet 6
Cabin Configuration(s) A / C TYPE
ALL Carrier TK
B787-9
5. EFFECT OF FUEL
Use the following procedures for loading fuel:
1. Load Main Tanks 1 and 2 equally to the desired fuel quantity or until full.
2. Load center tank if additional fuel is required with Main Tanks 1 and 2 full.
Up to 22000 LB (10000 KG) of fuel may be loaded in the center tank with less than full main tanks, provided
the weight of the fuel in the center tank plus the actual zero fuel weight does not exceed the maximum
zero fuel weight, and balance limits are observed. Fuel must be used in accordance with the Fuel
Usage Procedures.
NOTE Fuel loading reflects the final dispatch fuel distribution, not a loading sequence.
Fuel tanks may be loaded individually, simultaneously or in any sequence.
Lateral Fuel Imbalance is;
EDP-SYSTEM C
SEMI-PERMANENT DATA AIRCRAFT DATA Sheet 7
Cabin Configuration(s) A / C TYPE Carrier
ALL B787-9 TK
6. CREW
6.1. Number of cockpit crew seats and average location
Max. Length of arm from
Index influence
Cockpit Crew seats locations No. of seats reference station
+/- inches +/- per 1 kg
Captain / First Officer 2 - 1032.2 - 0.00516
First Observer 1 - 989.2 - 0.00495
Second Observer 1 - 987.2 - 0.00494
Average
6.2. Number of cabin crew seats and location
Max. Length of arm from
CABIN Crew seats locations Index influence
No. of seats reference station
+/- inches +/- per 1 kg
FWD 3 - 887.2 - 0.00444
MID 6 - 204.2 - 0.00102
AFT 3 + 825.1 + 0.00422
Remarks: “FWD”, “MID”,”AFT” average Cabin Crew Seats Locations can be used for simplicity.
EDP-SYSTEM C
SEMI-PERMANENT DATA AIRCRAFT DATA Sheet 8
Cabin Configuration(s) A / C TYPE Carrier
ALL B787-9 TK
7.3 SEATING CONDITIONS
7.3.1 LOADSHEET OUTPUT
STATE BELOW HOW THE SEATING CONDITIONS SHOULD BE SHOWN IN THE RESPECTIVE
LOADSHEET BOX. GIVE EXAMPLE. ENCLOSE A PASSENGER DISTRIBUTION TABLE IF USED.
A PERMANENT PASSENGER DISTRIBUTION TABLE IS NOT USED.
B = Bassinet position
C = Crew seat
E = Emergency exit
G = Groups
H = Incapacitated passenger
I = Infant preference rows/seats
J = Rear facing seats
K = Near galley
L = Leg space seat
M = Wheel chair
N = No Smoking
O = Over wing seat
P = Stretcher location
Q = Quiet zone
S = Smoking
T = Near toilet
U = Unaccompanied minor
V = Seat left vacant/offered last
W = No Movie
X = No facility seat (e.g. no distinction
between smoking and non-smoking)
Y = Not fitted
Z = Buffer zone
. = Aisle
INDEX
SECTION
from
INFLUENCE
Reference
A D E F G K per SEAT-
Station
ROW per1kg
(inches)
1 N . N N . N -0.0039
2 N . N N . N -0.00368
A
3 N . N N . N -0.00346
4 N . N N . N -0.00324
5 N . N N . N -0.00302
6 N . N N . N -0.0028
B
7 N . N N . N -0.00258
8 N . . N -0.0024
Length of Arm
A B C D E G H J K from Ref.Sta.
Index
9 NB N N . NB N NB . N N NB -0.00153
10 N N N . N N N . N N N -0.00138
11 N N N . N N N . N N N -0.00122
12 N N N . N N N . N N N -0.00107
13 N N N . N N N . N N N -0.00091
14 N N N . N N N . N N N -0.00076
15 N N N . N N N . N N N -0.0006
16 N N N . N N N . N N N -0.00045
C
17 N N N . N N N . N N N -0.00029
18 N N N . N N N . N N N -0.00014
19 N N N . N N N . N N N 0.00002
20 N N N . N N N . N N N 0.00017
21 N N N . N N N . N N N 0.00033
22 N N N . N N N . N N N 0.00048
23 N N N . N N N . N N N 0.00064
24 N N N . N N N . N N N 0.00079
25 NE NE NE NE NE NE 0.00149
26 N N N . . N N N 0.00164
27 N N N . N NB N . N N N 0.00178
28 N N N . N N N . N N N 0.00193
D
29 N N N . N N N . N N N 0.00209
30 N N N . N N N . N N N 0.00224
31 N N N . N N N . N N N 0.0024
32 N N N . N N N . N N N 0.00255
33 N N N . N N N . N N N 0.00271
34 N N N . N N N . N N N 0.00286
35 N N N . N N N . N N N 0.00302
36 N N N . N N N . N N N 0.00317
E
37 N N N . N N N . N N N 0.00333
38 N N N . N N N . N N N 0.00348
39 N N N 0.00359
40 N N N 0.00375
THE AISLE is shown as : .
A size Pallet
11P PAG 4676 - 0.00407
12P PAG 4676 - 0.00357
13P PAG 4676 - 0.00289
21P PAG 4676 - 0.00241
22P PAG 4676 - 0.00192
23P PAG 5102 * - 0.00144
M size Pallet
11P PMC 5102 - 0.00405
12P PMC 5102 - 0.00355
13P PMC 5102 - 0.00291
21P PMC 5102 - 0.00243
22P PMC 5102 - 0.00194
23P PMC 5669 * - 0.00146
11. BALLAST
FIXED PROVISIONS FOR CARRYING BALLAST?
REMARKS : BALLAST IS NOT REQUIRED
EDP-SYSTEM SEMI- D
PERMANENT DATA AIRCRAFT DATA Sheet 1
Cabin Configuration(s) A / C TYPE Carrier
ALL B787-9 TK
1. CG – LIMITS
1.1. Planning Limits
CG-Limits for loadplanning purpose shall be agreed between carrier and system operator.
1.2 Ideal Trim Line at ZFW for Fuel Saving Purposes
The IDEAL TRIM LINE shown in the balance graph below is a load planning limit only. In the interest
of fuel economy the load in the compartments shall whenever possible, be distributed in such a way
that the LIZFW is aft of this line. The respective breakpoints (weight / index) of the ideal trim line shall
be entered in the table below.
EDP-SYSTEM SEMI- D
PERMANENT DATA AIRCRAFT DATA Sheet 2
Cabin Configuration(s) A / C TYPE Carrier
ALL B787-9 TK