For this example the final result is the pink area above.

Note : This area is determined for all fuel quantities between 0 to maximum fuel quantity. But if the fuel quantity is lower than maximum fuel quantity the resulting Zero Fuel limit would be larger than the one above. So some operators using the takeoff protected Zero Fuel limit may chose to have several limits presented depending on the takeoff fuel quantity.

WEIGHT AND
BALANCE
WEIGHT AND
BALANCE
C. BALANCE CHART DESIGN
b) Zero fuel limit not takeoff protected :

Landing and flight phase fuel vector are leaned against the corresponding operational limit. In the case of A320 aircraft the fuel vector is leaned against the more inside operational limit between landing and flight. The takeoff limit is not used as the takeoff CG position is supposed to be checked within the operator procedure.
On the forward limit, the final part of the vector, which corresponds to the center tank refueling or consumption, is not taken into account (it goes out of the operational limits on the graph). This optimization is made to enlarge as much as possible the Zero Fuel limit. It is possible because the takeoff CG position is checked and because the fuel burn in the center tank shifts the aircraft CG aft. So it ensures that if the takeoff CG is within of the takeoff operational limit then the other CG positions will remain in the limits also during the whole flight.
This operation is repeated for Zero Fuel weights between minimum aircraft weight and Maximum Certified Zero Fuel Weight

For this example the final result is the pink area above.
Note : In this case the Zero Fuel limit is optimized and there is no need to have different limits for different fuel quantities.

C. BALANCE CHART DESIGN
4. BALANCE CHART DRAWING PRINCIPLE
A balance chart is made of several parts . the .index scales or tables and the operational limits graph. The aim of this chapter is to explain the way to draw the different parts.

A330-243
LOAD and TRIM SHEET
VERSION : 18 BC-264 YC
DRY OPERATING WEIGHT CONDITIONS 
WEIGHT (kg)  H-arm (m) 

I = (H-arm -33.1555) x W 5000 + 100 
DRY OPERATING WEIGHT INDEX 

AIRCRAFT REGISTER : 
DATE :  PREPARED BY : 
FLT Nbr :  CAPT. SIGNATURE : 
FROM :  TO : 

DRY OPERATING WEIGHT 
WEIGHT DEVIATION (PANTRY)  ± 
CORRECTED DRY OPERATING WEIGHT  = 
CARGO  + 
PASSENGERS  x  8  4  =  + 
ZERO FUEL WEIGHT  = 
TOTAL FUEL ONBOARD  + 
TAKEOFF WEIGHT  = 

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 Aircraft CG (%MAC)

WEIGHT AND
BALANCE
ENGINEERING
Getting to Grips with Aircraft Weight and Balance
　
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