MOHAMAD SYAFIQ BIN JAMIRSAH

FTTO2103007

NOVEMBER 2021

MASS AND BALANCE CONTROL (MBC3204)

INTRODUCTION MASS AND BALANCE CONTROL

(1935 WORDS)
1.0 INTRODUCTION

Airplane come in a wide range of sizes and shapes relying upon the mission of the
airplane, however all advanced planes share specific parts for all intents and purpose.
These are the fuselage, wing, tail get together and control surfaces, landing gear, and
powerplant. For any plane to fly, it should have the option to lift the heaviness of the
airplane, its fuel, the traveler, and the freight. The wings produce the greater part of the
lift to hold the plane in the air. To produce lift, the plane should be pushed through the
air. The motors, which are typically situated underneath the wings, give the trust to push
the plane forward through the air.

Airbus A319 is the medium reach traveler stream produced via Airbus. The A319 is
the more limited variation of the A320 group of airplanes. A new "neo" (new motor
choice) series of the A320 family was created beginning around 2010 with first airplane
being conveyed in 2016. The "neo" airplane highlight new motors (PW 1100G or CFM
LEAP-1A) and another kind of wingtips, called "sharklets". The current airplane is
alluded to as "chief" via Airbus, signifying "current motor choice".

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2.0 IMPORTANCE OF WEIGHT CONTROL, EFFECT OF WEIGHT IN
AIRCRAFT LOAD PLANNING AND THE AIRCRAFT PERFORMANCE

Weight is the power with which gravity draws in a body toward the focal point of the
Earth. It is a result of the mass of a body and the speed increase following up on the body.
Weight is a central point in airplane development and activity and requests regard from
all pilots.

The power of gravity persistently endeavors to pull an airplane down toward Earth.
The power of lift is the main power balances weight and supports an airplane in flight.
How much lift delivered by an airfoil is restricted by the airfoil configuration, approach
(AOA), velocity, and air thickness. To guarantee that the lift produced is adequate to
check weight, stacking an airplane past the producer's suggested weight should be stayed
away from. Assuming the weight is more prominent than the lift created, the airplane
might be unequipped for flight.

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2.1 EFFECT OF WEIGHT IN AIRCRAFT LOAD PLANNING AND
PERFORMANCE

Both Weight and Balance are crucial for the prosperity for an airplane to
encounter safe flight. The Root Cause of Multiple Aircraft Incidents can be
ascribed to over-burden airplane or where they have been erroneously adjusted in
their appropriation of weight.

There are different variables associated with weight and equilibrium

mishaps/episodes, for example, blunders in the heap sheet, moving of freight,
inaccurate stacking. (The danger of having a weight and offset related mishap
with freight flights is 8.5 times higher than with traveler flights.)

Weight and Balance ought to likewise think about the Loading and Burning of
Fuel, Loading and Unloading of Baggage's and Boarding and Deboarding of all
Passenger's in Commercial Planes just as Loading and Unloading of External
Stores in Military Planes whenever during the readiness, stacking, activity,
disembarkation and dumping of the airplane.

Anything on board an airplane that expands the all-out weight is bothersome

for execution. Producers endeavor to make an airplane as light conceivable
without forfeiting strength or wellbeing. The pilot ought to know 100% of the
time of the outcomes of over-burdening. An over-burden airplane will most likely
be unable to leave the ground, or on the other hand assuming that it becomes
airborne, it might show startling and surprisingly helpless flight trademark. On the
off chance that not appropriately stacked, the underlying sign of lackluster
showing normally happens during departure.

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 Exorbitant weight diminishes the flight execution in pretty much every regard.
For instance, the main presentation lacks of an over-burden airplane is, higher
departure speed, longer departure run, diminished rate and point of climb, lower
greatest elevation, more limited reach, decreased cruising speed, higher slowing
down speed, higher methodology and landing speed.

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3.0 FACTOR AND TYPE OF WEIGHT FOR LOAD PLANNING

The all-out weight of a plane is the heaviness of the plane and everybody and everything
carried on it or in it. All out weight involves three components, the fundamental weight,
the variable burden and the dispensable burden. Fundamental Weight is the plane load in
addition to essential gear, unusable fuel and undrainable oil. Fundamental gear is what is
normal to all jobs in addition to unconsumable liquids like pressure driven liquid. Dry
Operating Weight (DOW) or APS is the blend of Basic Weight which incorporate
essential airplane weight and fundamental hardware that introduced inside and outside the
airplane. This incorporates the job hardware, the group and the team stuff. Payload is
freight or cargo and traveler with things. Job hardware is what is needed to finish a
particular responsibility, for example, seats, latrines and kitchen for the traveler job or
roller pass on or, lashing focuses and secure gear for the cargo job. Dispensable Load.
The traffic load in addition to usable fuel and consumable liquids. Fuel which can be
lessen while in flight. The traffic load is the absolute weight of travelers, stuff and freight,
including any non-income load. The dispensable burden is at times alluded to as the
valuable burden.

To take off securely, as a pilot, they should actually look at the absolute weight of the
airplane to ensure an airplane wellbeing is secure. Likewise, they should have the
fundamental information to distinguish the complete load before take-off and landing.

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 Figure 3.0.1 Mass (Weight) & Balance
Source: https://www.slideserve.com/mahola/mass-weight-balance

Figure 3.0.2 How the ramp mass is compiled

Source: https://www.nordian.net/REPOSITORY/105_easa_mass_balance_demo.pdf

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4.0 DIFFERENCES BETWEEN MAXIMUM RAMP WEIGHT (MRW), MAXIMUM
TAKE OFF WEIGHT (MTOW), MAXIMUM LANDING WEIGHT (MLW)

The most extreme weight is the greatest approved load of the airplane and its substance,
and is shown in the Aircraft Specifications or Type Certificate Data Sheet. For some
airplane, there are varieties to the greatest passable weight, contingent upon the reason
and conditions under which the airplane is to be flown. For instance, a specific airplane
might be permitted a most extreme terrible load of 2,750 lb when flown in the ordinary
classification, yet when flown in the utility classification, which considers restricted
aerobatics, a similar airplane's greatest admissible gross weight may just be 2,175 lb.
There are different varieties while managing the idea of most extreme weight, as follows:

Maximum Ramp Weight-the heaviest load to which an airplane can be stacked while it
is perched on the ground. This is at times alluded to as the greatest taxi weight.

Maximum Takeoff Weight-the heaviest weight an airplane can have when it begins the
departure roll. The contrast between this weight and the most extreme slope weight would
approach the heaviness of the fuel that would be consumed preceding departure.

Maximum Landing Weight-the heaviest weight an airplane can have when it lands.
For huge wide body business planes, it tends to be 100,000 lb not exactly greatest
departure weight, or much more.

Maximum Zero Fuel Weight-the heaviest weight an airplane can be stacked to without
having any usable fuel in the gas tanks. Any weight stacked over this worth should be as
fuel.

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5.0 EFFECT AND IMPACTS IF THE AIRCRAFT EXCEED THE WEIGHT
LIMITATIONS

In the event that an airplane has a higher weight, it will take more runway for it to speed
up to take off speeds. This implies more runway is needed for it to arrive at the revolution
speed. A higher weight likewise builds the speed up stop distance. That is, the airplane
will require more runway to stop in the event that the take-off must be dismissed. The
general consequence of this will be an increment in take-off distance. There will come
where the airplane weight is really high that the field or the runway accessible is
restricted. This weight is known as far as possible weight.

The following is as far as possible weight or in more specialized terms, as far as

possible. By guidelines, airplane should have specific least trip angles with one motor
broken during the take-off stage. From the point the airplane gear is up, to the point the
airplane arrives at 400 ft, two-motor airplanes ought to have the option to move with a
base ascension slope of 2.4% with one motor out. Any expansion in weight will decrease
the ascension angle in light of the fact that a higher weight will bring about a higher-level
part of weight which will act with the drag vector against the push vector. Comparative as
before a weight will be reached eventually when the airplane can't meet the trip
inclination prerequisites. We call this as far as possible.

A few different elements which can likewise influence the presentation restricted drop
weight are the airplane tire speed and the brake energy limit. An expansion in weight
places a higher burden on the wheels. This makes heat and assuming that the hotness is a
lot of the tire can fall flat. On extremely hot days, and at exceptionally significant burdens
the brakes likewise can restrict the drop weight as the heavier the airplane, the more
energy the brakes need to disperse in a dismissed take off.

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 The outcomes of dropping with a higher load than which is permitted can be a large
number. One is that you could neglect to take off, assuming the runway length is truly
restricted. You could likewise wind up causing an all-out catastrophe if the take-off must
be dismissed at an inordinate weight (warmed brakes and tires). Also, the airplane can
experience the ill effects of a helpless trip execution in the event that a motor falls flat on
take-off. In the event that there are obstructions close by, this can cause a simple accident.
There are numerous edges added to the take-off computations. Thus, a little expansion in
weight would not straightforwardly place the airplane in danger. By and by, it isn't lawful
to do as such.

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6.0 A319 WEIGHT LIMITATION

Example:

AUW = DOW+PAYLOAD+FUEL
WHERE,
PAYLOAD = PASSENGER & CARGO
FUEL = FLIGHT FUEL + RESERVE FUEL
DOW = DRY OPERATING WEIGHT

If, Aircraft A319 fly from A to B:

MTOW – 64 000 kg
MLW – 61 000 kg
MZFW – 57 000 kg
DOW – 4 400 kg
Flight Fuel – 767 kg
Reserve Fuel – 250 kg

To find payload,
Payload=MTOW-DOW-FLIGHT FUEL-RESERVE FUEL
Payload=64000-4400-767-250
Payload=983 kg

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7.0 CONCLUSION

Like arranging where baggage will be stacked when you pack your vehicle for a family
excursion, outrageous consideration should be taken while stacking an airplane. The laws
of physical science optimal design actually apply to an airplane during flight similarly as
in the times of the Wright siblings. Be that as it may, the effect of different parts of flying
size, weight, distance flown and speed have expanded by gigantic extents, and the cost of
fuel has filled in significantly more prominent extents. Subsequently, carriers are looking
for all ways that are available to diminish these expenses. Adherence to legitimate burden
arranging strategies and genuine stacking of the airplane as indicated by these plans has
demonstrated to diminish fuel consume by empowering the airplane to work at the ideal
flight mentality lessening drag and further developing lift. Today, creating the most
productive burden plans is made conceivable through computerized load arranging
applications.

Working an airplane inside the weight and equilibrium limits is basic to flight
wellbeing. Pilots should guarantee that the CG is and stays inside supported cutoff points
all through all periods of a flight. For extra data on weight, equilibrium, CG, and airplane
dependability allude to the FAA handbook fitting to the particular airplane classification.

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8.0 HARVARD REFFERENCES

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