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altitude, it must accelerate to a speed faster than would be
required at sea level to produce enough lift to allow takeoff;
therefore, a longer takeoff run is necessary. The distance
needed may be longer than the available runway. When
operating from a high density altitude airport, the Pilot’s
Operating Handbook (POH) or Airplane Flight Manual
(AFM) must be consulted to determine the maximum weight
allowed for the aircraft under the conditions of altitude,
temperature, wind, and runway conditions.
Effects of Weight
Most modern aircraft are so designed that if all seats are
occupied, all baggage allowed by the baggage compartment
structure is carried, and all of the fuel tanks are full, the
aircraft will be grossly overloaded. This type of design gives
the pilot a great deal of latitude in loading the aircraft for a
particular flight. If maximum range is required, occupants
or baggage must be left behind, or if the maximum load must
be carried, the range, dictated by the amount of fuel on board,
must be reduced.
Some of the problems caused by overloading an aircraft are:
• The aircraft will need a higher takeoff speed, which
results in a longer takeoff run.
• Both the rate and angle of climb will be reduced.
• The service ceiling will be lowered.
• The cruising speed will be reduced.
• The cruising range will be shortened.
• Maneuverability will be decreased.
• A longer landing roll will be required because the landing
speed will be higher.
• Excessive loads will be imposed on the structure,
especially the landing gear.
The POH or AFM includes tables or charts that give the pilot
an indication of the performance expected for any gross
weight. An important part of careful preflight planning
includes a check of these charts to determine the aircraft is
loaded so the proposed flight can be safely made.
Static load: The load imposed on an
aircraft structure due to the weight of
the aircraft and its contents.
Dynamic load: The actual weight of
the aircraft multiplied by the load
factor, or the increase in weight caused
by acceleration.
Load factor: The ratio of the
maximum load an aircraft can sustain
to the total weight of the aircraft.
Normal category aircraft must have a
load factor of at least 3.8, utility
category aircraft 4.4, and acrobatic
category aircraft, 6.0.
Density altitude: Pressure altitude
corrected for nonstandard temperature.
High Density Altitude Airport Operations
Consult the POH or AFM to determine the maximum weight allowed
for the aircraft under the conditions of altitude, temperature, wind, and
runway conditions.
Your preflight planning must include a careful check of gross weight
performance charts to determine the aircraft is loaded properly and the
proposed flight can be safely made.
Pilot’s Operating Handbook (POH):
An FAA-approved document
published by the airframe
manufacturer that lists the operating
conditions for a particular model of
aircraft and its engines.
Airplane Flight Manual (AFM): An
FAA-approved document, prepared
by the holder of a Type Certificate for
an airplane or rotorcraft, that specifies
the operating limitations and contains
the required markings and placards and
other information applicable to the
regulations under which the aircraft
was certificated.
1–3
Weight Changes
The maximum allowable gross weight for an aircraft is
determined by design considerations. However, the
maximum operational weight may be less than the maximum
allowable due to such considerations as high density altitude
or high-drag field conditions caused by wet grass or water
on the runway. The maximum gross weight may also be
limited by the departure or arrival airport’s runway length.
One important preflight consideration is the distribution of
the load in the aircraft. Loading an aircraft so the gross
weight is less than the maximum allowable is not
enough. This weight must be distributed to keep the CG
within the limits specified in the POH or AFM.
If the CG is too far forward, a heavy passenger can be moved
to one of the rear seats or baggage can be shifted from a
forward baggage compartment to a rear compartment. If the
CG is too far aft, passenger weight or baggage can be shifted
forward. The fuel load should be balanced laterally: the
pilot should pay special attention to the POH or AFM
regarding the operation of the fuel system, in order to keep
the aircraft balanced in flight.
Weight and balance of a helicopter is far more critical than
　
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