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Let's make (design) a Load and Trim Sheet (LTS)
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Nasser Alishahi
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Let’s make (design) a Load and Trim Sheet (LTS)
Nasser Alishahi
Jun 2022
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Table of content
Subject
Preamble
Definition
Load and trim sheet (LTS) form
Designing load sheet
Design for load sheet header
Designing Operating Weight (OW) calculation
Designing table for determination of advisable Max. TOW.
Designing table for calculation of passenger weight
Design for clarifying more detail of passenger status and …
Design for Last Minute Change (LMC)
Designing table for summary and finalizing data
Designing table for significant information and Notice to Captain
Completion of load sheet form (with spare row consideration…)
Completion of load sheet form (without spare row consideration…)
Designing trim sheet
Designing passenger (PAX) index table
Designing cargo compartment index table
Designing fuel index table
Designing summary table
Designing Center of Gravity (CG) envelope table
Designing horizontal Stabilizer Trim setting table
Design for trim sheet header
Completion of trim sheet
Load and trim sheet on one page
Summary
References
Page number
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Preamble
Load and trim sheet which in short would be LTS is one of the important flight document. LTS is
actually consist of two distinctive form and two different format. They are loading form and
trimming form. The loading form describes the loading the aircraft and status of loading. Trimming
form describe the aircraft Center of Gravity (CG) position after loading.
LTS usually be completed by load sheet man and need on duty captain signature for approval.
LTS is so important that the captain is not allowed to request engine start before LTS is officially
approved. As airline Operation manual part A (OM-A) describes, the first officer of the flight must
complete LTS if load sheet man is not available at station
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Definition
Dry Operating Weight (DOW)
DOW is the aircraft weight without any usable fuel and payload, that is the summation of aircraft
Basic Empty Weight (BEW), onboard crew (cockpit and cabin), and catering for crew and
passenger
Dry Operating Index (DOI)
DOI is the generated moment of DOW divided with reduction factor defined by aircraft
manufacturer
Takeoff fuel
Takeoff fuel is required fuel that must be available in aircraft fuel tanks before takeoff and it is the
summation of:
 Trip fuel
Is required fuel to complete mission (flight) from departure airport to destination airport
 Alternate fuel
Is required fuel for the case of if landing at destination airport is not safe due visibility below
minimum, or runway is not available, alternate fuel would be sufficient to fly to alternate airport
 Reserve fuel
Is additional fuel must be on boarded for unpredicted condition in flight such as flight level
change other than prescribed flight level on flight plan which is called optimum altitude, wind
direction and value change other than wind direction and value prediction made on flight plan
(main concern is more headwind than calculated upon, ……)
 Contingency fuel
Is a percentage of additional calculated trip fuel to meet actual trip fuel, the reason is all data
in aircraft flight manual specially the fuel flow is based on new aircraft and engine, as the
aircraft and engines ages, the fuel flow increases, therefore flight operations engineering
department need to study the issue and release the contingency fuel to meet calculated trip
fuel with actual trip fuel
Note: Taxi fuel is required fuel for taxing the aircraft from ramp to runway. Taxi fuel is not
included in takeoff fuel
Note: Summation of takeoff fuel and taxi fuel is called RAMP fuel
Fuel tanks
Aircraft fuel tanks are:
 “Center tank”, located in lower section of fuselage between FWD and AFT cargo compartment
 “Inner thanks”, located inside the wing close to fuselage
 “Outer tanks”, located inside the wing after main tanks
 “Tip tanks”, located at tip and inside the wing, the main goal of tip tanks are to prevent wing
tip flapping
Note: If an aircraft does not equipped with inner and outer tank, but has only one fuel tank
instead inside each wing, the it called ‘Main tank”
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

“Additional Center Tank (ACT)” An additional tank is removable fuel tank may install in
some aircraft like Airbus A-310 in AFT cargo compartment to carry additional tank, it is
pipped to feed to center and vice versa
On some modern aircraft, a fuel tank designed and placed inside horizontal stabilizer and
called “trim tank”. A piping is connecting the center tank to trim tank for transferring some
fuel to or from the center tank to trim tank (to balance the aircraft along lateral axis) to
compensate aircraft nose or tail heavy flying condition. These type of aircraft are not
equipped with stab trim unit on control column
Landing fuel
Landing fuel is the amount of fuel weight remaining in aircraft fuel tanks at destination airport. It
is the difference between takeoff fuel and trip fuel
Operating weight (OW)
OW is the summation of DOW and takeoff fuel
Maximum takeoff weight (Max. TOW)
Max. TOW could be defined as:
 Max. TOW structural limit:
This weight limitation is defined and set by aircraft manufacturer as a fixed value in which is
limited by aircraft structure for takeoff
 Max. Performance limit weight:
This limitation defines performance limitation for takeoff by considering the status of the
runway, possible obstacle around the departure airport and weather condition
Maximum landing weight (Max. Land Wt.)
Max. Land. Wt. also need to be defined as:
Max. Land Wt. structural limit:
 This weight limitation is defined and set by aircraft manufacturer as a fixed value in which is
limited by aircraft structure for landing
 Max. Land Wt. Go-around limit: This limitation defines go-around performance limitation at
destination airport by considering weather condition and the obstacle surrounding the airport
Maximum Zero Fuel Weight (MZFW)
MZFW is defined as a fixed value set by aircraft manufacturer and it is the maximum aircraft
weight without any usable fuel
Maximum operating takeoff weight
The concept of maximum operating takeoff weight is to define the maximum weight not to exceed
any other maximums such as:
 Maximum takeoff weight limited (as described above) and select the lower weight value of
structural or performance limit weight
 Maximum takeoff weight defined by summation of maximum landing weight (as described
above) at destination airport and trip (mission) fuel weight
 Maximum takeoff weight defined by summation of maximum zero fuel weight (as described
above) and takeoff fuel weight
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Allowed traffic load
Allowed traffic load is the maximum permissible payload for a trip and it is defined as the difference
between maximum operating takeoff weight and operating weight
Payload
Payload is the summation of passenger, baggage and cargo weight
Passenger
Passenger are categorized as:
 Infants (I): The passenger ages from birth to two years old are called “Infant” and considered
to be seated on his parent’s laps (no seat would be assign for infant)
 Child (Ch): The passenger ages between 2 years 12 years old are categorized as “Child”
 Adult (A): The passenger older than 12 years old are categorized as “Adult” passenger
Note: Operation manual part A (OM-A) is reference for defining each passenger’s weight
Transit payload (TR)
Transit payload consist of passenger(s), passenger baggage and cargo (if exist) which on
boarded form previous departure and continuing the trip to next destination with the same aircraft
Passenger zoning
Passenger section is usually divided into several zone for easy passenger handling by flight
attendants, zone CG consideration, and …. are designated as:
 Zone 0A: Which is the most forward passenger section
 Zone 0B: It start right after zone 0A
 ……
Baggage (B)
Baggage is the passenger suitcases loaded into cargo compartments
Cargo (C)
Cargo is not carrying with passenger loaded into cargo compartments
Mail (M)
The parcel post loaded into cargo compartments
Note: The summation of baggage, cargo and mail might be called “dead weight”
Under load
If actual payload is less than calculated allowed traffic load, then difference between allowed
traffic load and actual payload is called under load
Last Minute Change (LMC)
LMC is the part of LTS (part of load sheet form) and it consist of destination airport, status of
payload, whether the load is added or removed from aircraft and the weight of load. LMC usually
completed by load sheet man. LMC must be completed if any changes occur (passenger or cargo)
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being added or removed from aircraft after completion of LTS by load sheet man before captain
approval
Note: After captain signature (approval) of the LTS, nothing is allowed to be changed on LTS
otherwise a new LTS with modified payload is substituted
Forward cargo compartment (FCC)
The lower fuselage space (compartment) designed in front of the wing designed for loading dead
weight and it is called FCC
Middle cargo compartment (Mid CC)
Again the lower fuselage space (compartment) designed after aircraft wing is called Mid. CC for
placing dead weight
Note: Some aircraft is designed with two cargo compartments without MID CC
After cargo compartment (AFT CC)
Is located after Mid CC for placing cargo
Bulk
Is the most lower AFT small space which is used for loading aircraft equipment
Note: FWD, Mid, and AFT CC are divided into several section and called: Hold 1, Hold 2, ….
None revenue payload
None revenue payload can be categorized as:
 None revenue passenger:
Those on boarded passenger(s) are either the member of airline on a duty trip or are the free
ticket passenger
 None revenue cargo:
The suitcase belongs to none revenue passenger or the cargo belongs to airline shipping to
destination
Total passenger on board (Total PAX on board)
Total passenger onboard in the summation of onboard adults, child(s), infant(s)
Soul on board (SOB)
The summation of total onboard passengers and all on duty staff such as flight crew, cabin crew,
flight mechanic (if on boarded), air marshal(s)
Significant information / notes (Sig. Info / note)
The space is considered to inform on duty captain about any un usual payload
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Load and trim sheet (LTS) form
As the name LTS describes, the LTS is the consist of load sheet form and trim sheet form which
might be separate forms or attaching next to each other and call it LTS
Load sheet is mainly concerning with defining actual aircraft weight and comparing with allowable
maximums (weight). If calculated actual payload exceeds maximums of allowed payload, then
minimum offloading must be calculated for offloading and if calculated actual payload is less than
the maximum allowed payload, then the captain will consider this benefit into takeoff performance
for “reduce takeoff”.
Before starting the load sheet form design, we need to know what information would be need to
be available and made space for inserting and completing the form and then what we would
expect the outcome of load sheet form
requirement information to start designing and completion of a load sheet are:
 DOW from given DOW / DOI form based on:
 The number of cockpit crew (provided by dispatch office)
 The number of cabin crew (provided by dispatch office)
 The type of on boarded catering (can be extracted from DOW / DOI form)
 Takeoff and trip fuel (provided by dispatch office)
 Number of passenger and their status as adults, child, infant” (provided by traffic office)
 Weight of passenger baggage (provided traffic office)
 Cargo weight (if exist) (provided by cargo department)
 Transit payload weight (if exist), (provided by cargo department)
The output data of load sheet form would be:
 Distribution of passenger into the passenger zones
 Distribution of baggage, cargo (if exist), transit weight (if exist) to be load into the cargo
compartments
 Determination of underweight load (if exist)
 Calculation of offloading some payload in case of over weighing
 Confirmation of aircraft actual weight not exceeding aircraft weight limitation
 Determination of Last Minute Change payload (if exist)
Designing load sheet
By numbering each table which need to be designed in each section, it would be easier to follow
1. Designing load sheet header
Alike every important letter or form, load sheet form need to have a header to contain general
necessary information such as:
 Address:
Where the load sheet form should be forwarded to, after completion and captain approval
 Time:
The time in which the LTS form is completed (in UTC time zone only) for further
implementation such as determination of flight delay (if happened) whether it was due to late
LTS completion or other issued and …
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





Weight:
To clarify the weight unit system used for calculation weather is in Metric system (Kg) or in
English system (Lb) to match aircraft instrument and weight unit
Flight number:
To make certain the given information or calculated is appropriate for the correct flight
Aircraft registration:
To use the correct data from, proper DOW / DOI form as well as consideration of maximums
limitations described by aircraft manufacturer
Aircraft version:
To clearly identify the number and status and availability of passenger seats in every zone
like number of seats in business class, the number of seats in economy class, …
On duty crew:
To clarify the number of cockpit, cabin and possible other on duty officer like flight mechanic
or air-marshal(s) in flight for weight and index calculation
Date:
To clarify and match flight date with other flight document(s), the date format must be either
in” MM-DD-YY” or “DD-MM-YY”, where MM describes the month, DD describe the day and
YY describes the year like “6/24/2022” which is Jun 24th, 2022
Note: Sine output calculation from LTS must be accurate without any error as well as to clarify
any ambiguity, then designing a LTS specially the load sheet need be in such a way to
assign a space (square) for every and each number, letter or sign which make it easy for
calculation as well as easy for reading and follow up
Perfix
Address
Address
Address
Time
Hr
Min
Weight
Kg
Lb
Originator
Flight number
Aircraft register
Version
Crew
/
Date
MM
DD
YY
/
2. Designing operating weight (OW) calculation
Following table is proper design to calculated operating weight which would be the summation of
 DOW (based on number of cockpit and cabin crew on duty, and flight catering) extracted from
DOW / DOI form
 Takeoff fuel provided by dispatch office
Dry Operating Weight
Takeoff fuel
+
Operating Weight =
Note: LTS form usually is made of several copies which need to be forwarded to different
department as described in header section (in address section), for easy handling and neat
appearance, LTS is always is made of None Carbon Required (NCR) type paper in different
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color, which the front one (the white color) is belong to cockpit, the second copy must be
handed to flight purser, third copy usually file in LTS office for reference in case of aircraft
crash or … and one copy is always forwarded to commercial department. If load sheet man
makes any mistake on calculation or writing, since correction typing liquid is not allowed,
the load sheet man has no other choice but to renew the form (because, if he uses the
eraser for erasing the mistake, the respected spaces on other form will be totally darken
and unreadable because of eraser pressure used for correction on front page).
It could be good advice to make the calculation result row or the conclusion row section in
two rows. If load sheet man make mistake on calculation or miss writing, he can cross the
mistake row and correct result could be shown on next row without renewing the LTS form
DOW
Takeoff fuel
+
Operating weight
=
3. Design of a table for determination of advisable maximum takeoff weight
The main table which carefully need to be designed is the one describes the maximum possible
takeoff weight, which include aircraft DOW, takeoff fuel and payload. Since aircraft DOW is fixed,
and takeoff fuel is vital and modifying it (consider less fuel weight) is not allowed, therefore the
only parameter which could be modified up to maximum permissible takeoff weight is payload,
that is if summation of above parameters exceed maximum permissible takeoff weight, then
payload must be modified (reduced).
Max. Wt. for
TO fuel
+
TOW
=
Zero fuel weight
Takeoff weight
Landing weight
Trip fuel +
Selec lowest



OW
-
Allowed PL
=
Actual PL
-
Under
load
=
Determination of maximum allowable takeoff weight (denoted as selected the lowest) is limited
by either on:
 TOW defined on zero fuel weight column
 TOW defined on takeoff weight column
 TOW defined on landing weight column
Repetition of Operating Weight
calculation of maximum takeoff weight by concerning
 Maximum zero fuel weight and takeoff fuel
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



 Structural limit or performance limit takeoff weight
 Maximum landing weight and trip fuel
Selection of maximum allowed traffic payload by comparing the lowest TOW described above
Reputation of OW for determination maximum allowable payload
Repetition of actual payload
Determination of underload (if any) by defining the difference between maximum allowed
payload and actual payload
Note: If calculated payload is greater than allowed traffic load, offloading is a must and the
amount can be determined by the difference between actual payload and allowed traffic
load
4. Design for calculation of passenger weight
A table need to be designed for calculation of passenger weight, passenger weight must be
considered according to airlines operation manual part A (OM-A)
Passenger weight calculation according
to operations manual (OM -A)
Adult (No. x Wt.)
Child (No. x wt.)
+
Infant (No. x wt)
+
Total PAX weight
=
Note: An airline may separate the adult gender (Male/Female) for weight consideration concern,
then additional row for adult must be considered.
Passenger weight calculation according
to operations manual (OM -A)
Adult, male (No. x Wt.)
Adult, female (No. x Wt.)
+
Child (No. x wt.)
+
Infant (No. x wt)
+
Total PAX weight



=
Adult weight for male by multiplying the number of adult by adult weight according to airline
operation manual part A (OM-A)”
Adult weight for female by multiplying the number of adult by adult weight according to airline
operation manual part A (OM-A)”
Child weight (if any) by multiplying the number of child by child weight according to airline
operation manual part A (OM-A)”
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

Infant weight (if any) by multiplying the number of infant by infant weight according to airline
operation manual part A (OM-A)”
Summation of total passenger weight denoted “Total PAX weight”
5. Design for clarifying more detail of passenger status and indication of positioning the
dead weight in cargo compartments
The following table clarifies the status of passenger, the status of dead weight with loading
respected loading position in cargo compartment. It also describes the none revenue passenger
and cargo (if any), as:
Dest. No. of PAX
(A)
( C)
(I)
Cargo status
Cargo compartment weight distribution
FWD CC
AFT CC
Bulk
None revenue
PAX
Cargo
Tr
B
C
M
Total cargo weight



=
Specification of destination airport denoted by (Dest.)
Repetition of number of adult (A), child (C) and infant (I) onboard as described above in
part 4
Denoting of existence of any transit passenger (if exist) on “Tr” row
Note: If airline requires adult gender, the adult column modifies from (A) into (AM) and (AF)
which is Adult Male and Adult Female respectively
Dest. No. of PAX
(AM) (AF)
Cargo status
( C)
(I)
Tr
B
C
M
Total cargo weight





=
Transit payload (Tr) reported by traffic department which include passenger, passenger
baggage, cargo, mail (if exist) or every deadweight transiting to next destination
Passenger baggage weight (B) reported by traffic department
Cargo weight (C) reported by cargo department (if exist)
Mail weight (M) reported by cargo department (if exist)
Total dead weight (Total cargo weight)
On cargo compartment, the amount of weight and its status in every compartment must be
identified
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Dest. No. of PAX
(A)
( C)
(I)
Cargo status
Cargo compartment weight distribution
FWD CC
AFT CC
Bulk
None revenue
PAX
Cargo
Tr
B
C
M
Total cargo weight




=
Distribution of transit weight in different cargo compartment (if exist)
Distribution of baggage weight in different cargo compartment
Distribution of cargo weight in different cargo compartment (if exist)
Distribution of mail weight in different cargo compartment (if exist)
Note: If an aircraft has middle cargo compartment, then a MID CC will be added between FCC
and AFT CC
Cargo compartment weight distribution
FWD CC
AFT CC
Mid. CC
Bulk
Note: No passenger baggage, cargo or mail is allowed to be loaded in bulk section without
captain approval.
Some airline may allow to load crew baggage in bulk who are laying over at destination
after a long haul (flight) like flying into different continental
Also a table for none revenues section such as:
 Number of adult, child, infant (if exist)
 Amount of deadweight like none revenue passenger baggage possible aircraft spare part,
company mail, …
6. Design for last minute change (LMC) table
As described earlier, LTS form must be completed with zero error, in order to prevent to renewing
the load sheet in case of adding to or removing from aircraft after LTS is completed but has not
been signed and approved by captain, a table must be designed and added to load sheet from
for LMC to inform crew and proper departments for any embarking or disembarking payload either
passenger or dead weight. It should be noted the total amount of last minute change in regard of
weight must not require to modify the stab trim setting (that is to scratch the old stab trim setting
and rewrite the new one), therefore a limitation weight must be introduced either for embark or
disembarking in LMC
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It should be also remembered, after captain approval, no matter the amount of payload even if for
a small weight modification, LTS must be renewed.
LMC table must consist:
 Destination:
To describe the final destination of the payload, denoted as “Dest.”
 Specification:
To describe the status of the payload weather it is passenger, baggage, Cargo or mail
 + /- sign:
To clarify whether the payload is embarking (adding payload to aircraft and remarking by
“+” sign) or disembarking (removing payload from aircraft remarking “-“ sign)
 Compartment:
To specify where the payload added to or removed from
 Weight:
To specify the weight of the said payload
 Total:
The summation of all the payload for LMC with proper finalized “+/-“ sign in proper column
Last Minute Change (LMC)
Dest. Specification
+ / - Comp Weight
Total
=
7. Designing for summary or finalizing data
To finalize the weight calculation on weight form, a table need to be designed for summary and
totalizing the calculation. It is a good advice to have some checkpoint for comparing the final
calculation for actual weight with aircraft maximums in which the manufacturer introduced to not
to exceed
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Total
PAX weight
Cargo weight
+
Actual trafic load
=
DOW
+
Actual ZFW
=
Compare with MZFW
Takeoff fuel
+
Actual TOW
=
Comp with allowed TOW
Trip fuel
Actual landing weight =
Comp. with Max Land Wt.











The summary and finalizer table need to include:
Pax weight:
Total passenger weight consisting onboard adult, child and infant
Cargo weight:
Total passenger baggage, cargo, mail, and transit weight (if exist)
Actual traffic load:
That would be the summation of passenger and dead weight (it should not exceed “allowed
traffic load” described in section 3)
DOW:
Repetition of DOW from section 2
Actual ZFW:
Is the summation of actual traffic load and DOW
Max. ZFW (Compare):
At this stage actual ZFW need to be compared with Max. ZFW to not to exceed aircraft Max.
ZFW described in section 3
Takeoff fuel:
Repetition of takeoff fuel in section 2
Actual TOW:
By definition, actual takeoff weight is the summation of takeoff fuel to actual ZFW
Max. TOW (Compare):
At this stage the actual TOW need to be compare with maximum allowed TOW defined in
section 2 to not to exceed the maximum allowed TOW
Trip fuel:
Duplication of trip fuel defined in section 2
Actual landing weight:
The difference between actual takeoff weight and trip fuel
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
Maximum landing weight (compare):
Actual landing weight need to be compared with maximum landing weight defined in
section 3
8.
Design of significant information, note to captain
This space must be designed to inform the captain and ground crew at destination about any
possible significant in regard of passenger status or loading such as:
Status of any onboard passenger with stretcher, …
Special loading such as dangerous goods, …


A table also need to be designed for cross check of passenger and onboard crew. Since this is
the last part of load sheet form, therefore it seems it is good space for significant information (Sig.
Info), notice to captain (note) as well as the number of passenger and sole onboard like:
 T PAX:
Total passenger onboarded which would be the summation of number of adults, childs, and
infants
 SOB:
Total sole onboard which would be the summation of T PAX, cockpit, cabin crew and on duty
officer such as flight mechanic, air marshal,…
Sig. Info
Notes
T PAX
SOB
The design and arranging the tables on load sheet is flight operation department responsibility to
consider the cockpit crew point of view as well as possible advice from ground department, a load
sheet tables could be arranged so that it would be easy for cockpit crew for glancing the form
from top to bottom well as be easy for ground crew (load sheet man) to fill up the form without
any confusion.
Since LTS is one of the most important flight document, therefore the load sheet man who make
the calculation and fill up the form as well as the captain who glancing and approving the LTS
19
need to take the full responsibility of accuracy of the calculation, therefore a table need to be
designed for load sheet man name and his signature who prepared the LTS as well as the name
and signature of captain who approved LTS
Prepared by:
Approved by:
Note: If load sheet and trim sheet are made in one page with one next to other, then above table
is sufficiently enough to be part of load sheet or trim sheet, but if load sheet and trim sheet
is provided in two separate sheet, then the prepare and approved table must be e1xist on
both form
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9. Completion of load sheet from (with spare row consideration for calculation mistake)
Perfix
Address
Address
Address
Time
Hr
Weight
Kg
Lb
Min
Originator
Flight number
Aircraft register
DOW
Takeoff fuel
+
Operating weight
=
Total PAX weight
=
Cargo status
(I)
Crew
/
Max. Wt. for
Passenger weight calculation according
to operations manual (OM -A)
Adult (No. x Wt.)
Child (No. x wt.)
+
Infant (No. x wt)
+
Dest. No. of PAX
(A)
( C)
Version
TO fuel
+
TOW
=
Zero fuel weight
Date
MM
DD
YY
/
Takeoff weight
Landing weight
Trip fuel +
Selec lowest
OW
-
Allowed PL
=
Actual PL
-
Under
load
=
Cargo compartment weight distribution
FWD CC
AFT CC
Bulk
None revenue
PAX
Cargo
Cargo compartment weight distribution
FWD CC
AFT CC
Bulk
None revenue
PAX
Cargo
Tr
B
C
M
Total cargo weight
Dest. No. of PAX
(A)
( C)
=
Cargo status
(I)
Tr
B
C
M
Total cargo weight
Total
PAX weight
Cargo weight
=
+
Actual trafic load
=
DOW
+
Actual ZFW
=
Last Minute Change (LMC)
Dest. Specification
+ / - Comp Weight
Sig. Info
Notes
Compare with MZFW
Takeoff fuel
+
Actual TOW
=
Comp with allowed TOW
Trip fuel
-
Total
=
Prepared by:
Approved by:
T PAX
Actual landing weight =
Comp. with Max Land Wt.
Prepa red by fl i ght opera ti ons engi neeri ng depa rtment
SOB
Revi ri on da te:
Revi s i on No.:
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Completion of load sheet form (without spare row consideration for calculation mistake)
Perfix
Address
Address
Address
Time
Hr
Weight
Kg
Lb
Min
Originator
Flight number
Aircraft register
DOW
Takeoff fuel
Operating weight
Version
Crew
/
Max. Wt. for
+
=
TO fuel
TOW
Zero fuel weight
+
=
Date
MM
DD
Takeoff weight
Landing weight
Trip fuel +
Passenger weight calculation according
to operations manual (OM -A)
Adult (No. x Wt.)
Child (No. x wt.)
+
Infant (No. x wt)
+
Total PAX weight
=
Selec lowest
Dest. No. of PAX
(A)
( C)
Cargo compartment weight distribution
FWD CC
AFT CC
Bulk
None revenue
PAX
Cargo
Cargo compartment weight distribution
FWD CC
AFT CC
Bulk
None revenue
PAX
Cargo
(I)
Cargo status
OW
Allowed PL
Actual PL
Under
load
YY
/
=
=
Tr
B
C
M
Dest. No. of PAX
(A)
( C)
(I)
Total cargo weight
Cargo status
Tr
B
C
M
=
PAX weight
Cargo weight +
Actual trafic load
=
DOW
+
Actual ZFW
=
Compare with MZFW
Takeoff fuel
+
Actual TOW
=
Comp with allowed TOW
Trip fuel
Actual landing weight =
Comp. with Max Land Wt.
Total
Prepa red by fl i ght opera ti ons engi neeri ng depa rtment
Last Minute Change (LMC)
Dest. Specification
+ / - Comp Weight
Sig. Info
Note
Total LMC
Prepared by:
=
Approved by:
T PAX
SOB
Revi ri on da te:
Revi s i on No.:
22
Designing trim sheet
Designing a trim sheet is more important than designing load sheet, because trim sheet discuss
about trimming the aircraft in regard of aircraft Center of Gravity (CG) position to specify proper
input of horizontal stabilizer trim for balancing the aircraft to prevent flying with aircraft nose up or
down
Trim sheet is consisting of nine parts, which a tables for each part need to be designed, they are:
1. Design of index calculation table for passenger compartments
2. Design of index calculation table for cargo compartments
3. Design of index calculation table for fuel tanks
4. Design of index calculation for takeoff at departure airport
5. Stabilizer trim
6. Design of index calculation for landing at destination airport
7. Design of CG envelope
8. Space consideration for load sheet man name and his signature
9. Space consideration for captain name and his signature for approval
The input for trim sheet are:
 DOI, it must be extracted from DOW / DOI form
 Passenger index positioned in each passenger zone
 The dead weight loaded into each zone (distributed)
 Fuel distribution index in fuel tanks
The output of trim sheet would be
 Aircraft CG position for takeoff in term of percentage of Mean Aerodynamic Chord (MAC)
 Aircraft CG position for landing in term of percentage of MAC
 Required Stabilizer trim setting (Stab. Setting)
Trim sheet is mostly considering the generated moment by different weight with respect to their
position in aircraft, therefore it is requiring to design a trim sheet for every and each aircraft. Trim
sheet could be used for more than one aircraft if the aircrafts are the same type, the same
maximum weights, the same LOPA, and the same ….. It requires to use aircraft weight and
balance manual issued by manufacturer and respected LOPA form issued by respected airline
In this regard Boeing 737- 400 with all economy seat version is selected
Note: If any notice need to be mentioned or need to be considered in any part of trim sheet, it
should be mention and boxed
The index formula for every aircraft follows the same formula as:
Wt. * (Sta. – Ref. Sta.)
Index = K + -----------------------------C
Where:
 Weight (Wt.):
Is the actual weight to be involved in calculation
23




Station (Sta.):
Is the horizontal distance in length from station zero
Reference station (Ref. Sta.):
Is selected station around which all indexes are calculated and for Boeing 737-400 it was set
to be by Boeing manufacturer as 648.5
K:
Constant value advised by Boeing manufacturer as a plus value to avoid negative index figure
to be 40
C:
Constant value advised by Boeing manufacturer as denominator to convert moment value
into index value to be 30,000
Therefore, the formula for Boeing 737-400 will be simplify to:
Wt. * (Sta. – 648.5)
Index = 40 + --------------------------30,000
Note: When calculation of index for total weight such as DOW is the concern, then above formula
must be used, but if the index of a part or an item is required to be calculated, then the
formula will be modified to:
Wt. * (Sta. – 648.5)
Index = --------------------------30,000
1. Designing passenger index table
To start designing / calculating passenger index table, respected aircraft LOPA form must be
available. Some general LOPA forms are provided in aircraft (in our sample Boeing 737-400)
weight and balance manual. If passenger setting is other than what is mentioned in aircraft weight
and balance manual, then airline LOPA need to be used for reference calculation
It is possible and may use weight section form of LTS for other type of aircraft cautiously, but trim
sheet must be exclusively used for every specific aircraft
Since the weight and location of cockpit and cabin crew as well as the galleys are fixed, therefore
the index value for cockpit and cabin crew, catering is already calculated and presented in
DOW /DOI form
Following LOPA for all economy with 168 economy seat is considered for passenger section
Since passenger seats in weight and balance manual is not divided into section, let’s for the sake
of exercise divide cabin section into three zone as:
 Zone 0A from row one to ten
 Zone 0B from row eleven to row twenty
24

Zone 0C from row twenty to row twenty nine
Let’s consider an OM-A of an airline which described the adult weight is 84 Kg. (always
considering passenger seat occupied by adult passenger)
By using every row Body Station (B.S.) then design of passenger section is possible
25
Zone 0A
Zone 0B
Zone 0C
26
Since Boeing 737-400 weight and balance manual consider passenger economy class as a whole
and has not divided into zone, let’s follow an imaginary airline and make an imaginary LOPA and
separated the passenger section into three zones as:



Zone 0A with 10 rows (from row 1 up to row 10) with 56 passenger seats (by referring to
passenger location table, row one has only two seats
Zone 0B with 10 rows (from row 11 up to row 20) with 60 passenger seats
Zone 0C with 9 rows (from row 21 to end) with 54 passenger seats
Note: One of the benefit for airlines to zone the passenger cabin section is when the aircraft is
not full, then airline can close one zone which would benefit for airline for cleaning (the
closed zone stay clean and no need to clean it at next station as well as it is easier for
flight attendant for handling and servicing)
As to passenger location table on Boeing 737-400 weight and balance indicates, row one has two
seats at B.S. 213. By using modified index formula, we have:
Passenger weight for two available seat = 2 * 84 = 168 Kg
168 * (213 – 648.5)
Index adjustment for row 1 would be = --------------------------- = - 2.4388 or - 2.4
30,000
If aircraft has only eight passengers and occupying first and second row, then for the second row:
Passenger weight for seated on second row = 6 * 84 = 504 Kg
504 * (242 – 648.5)
Index adjustment for row 1 would = --------------------------- = - 6.8292 or - 6.83
30,000
Therefore, index adjustment for first and second row would be:
(- 2.4388) + (- 6.8292) = - 9.268 or -9.7
For row 21only, the index would be:
504 * (813 – 648.5)
Index adjustment for only row 21 would = --------------------------- = + 2.7636 or about 2.8
30,000
Or when B.S. gets greater than 648.5, the index adjustment turns into positive value
It has been experienced that during high workload either for load sheet man who preparing LTS
or the captain who glancing the LTS for approval, it is easily possible to make mistake and might
ignore the negative or positive index value, therefore a method need to be introduced for trim
27
sheet users not to worry about the index sign and add them all, in that case all index value must
be positive which enable the trim sheet designer to follow as:
 Let’s introduce the value 100 and set it as maximum index value
 For negative index value only like -2.4 (as an example), substitute it with 100 – 2.4 = 97.6
 Leave positive index value as it is
 Make an instruction box as “enter CG envelope with last two index value and omit the
hundredth”
Therefore, the index value for row one would be
100 - 2.4 = 97.6
Or for combination of row 1 and 2, instead of – 9.3 index value we could substitute with
100 – 9.3 = 90.7 and so on
Index value for passenger table would be as follow
Passenger zone
Zone 0A
Zone 0B
Zone oC
Max. PAX = 56
Max. PAX = 60
Max. PAX = 54
Actual PAX:
Actual PAX:
Actual PAX:
No. of PAX Index No. of PAX Index
No. of PAX Index
0- 2
97.6 1 - 6
97.6 1 - 6
2.8
3- 8
90.7 7 - 12
95.6 7 - 12
6.0
9 - 14
84.4 13 - 18
94.1 13 - 18
9.8
15 - 20
78.5 19 - 24
93.3 19 - 24
14.0
21 - 26
73.2 25 - 30
93.2 25 - 30
18.7
27 - 32
68.3 31 - 36
93.5 31 - 36
23.9
33 - 38
63.9 37 - 42
94.3 37 - 42
29.6
39 - 44
60.0 43 - 48
95.6 43 - 48
35.8
45 - 50
56.6 49 - 54
97.4 49 - 54
42.4
51 - 56
53.6 55 - 60
99.7
In this format, there are:
 Indication of maximum passenger seat available in each zone
 Space for indication of actual passenger occupying in each zone
 Column of passenger from first row and on
 Respected index value for total passengers
Let’s calculate the index value when there are only 72 passengers which 56 are seated in zone
0A and the rest which are 16 passengers are seated in in zone 0B, the total index would be:
 For 56 passengers in zone 0A with index value of 53.6
 94.1 index value for remaining 16 passengers in first three row of zone 0B
28

Total passenger index value for 72 passengers would be 53.6 + 94.1 = 147.7
Since it is advised to omit hundredth digit, therefore the final figure would be + 47.7
2. Designing cargo compartment table
Designing cargo compartment table follows the same procedure as passenger section and:
 it is fairly good assumption to consider compartment CG position as compartment B.S.
 It is designer choice about the dead weight increment
 We design index value table for cargo compartment with 200 Kg increment
Following compartment weight table is extracted from B. 737-400 weight and balance manual
29
In cargo compartment format, there are:
 Maximum cargo weight in FCC of 3,304 Kg as set by Boeing 737-400 manufacturer
 Maximum cargo weight in AFT CC of 4,187 Kg as set by Boeing 737-400 manufacturer
 Space for actual dead weight in each compartment
 The weight increment of 200 Kg with respected index value in each cargo compartment
As described above for each cargo compartment B.S. determination, the:
 FCC CG B.S. is (228 + 500) / 2 = 364
 AFT CC CG B.S. is (731 + 1,096) / 2 = 913.5
Using the same modified index formula as used in passenger section, index formula for the first
100 Kg in FCC would be:
100 * (364 – 648.5)
Index Add. for 100 Kg in FCC would = --------------------------- = - 0.943 or – 0.94
30,000
Or 100 – 0.94 = 99.06 and so on
Cargo compartment
FCC
AFT CC
Max. Wt. = 3,304 Kg
Max. Wt. = 4,187 Kg
Act Wt.
Act Wt.
Wright
Index
Wright
Index
0 - 200
98.1 0 - 200
201 - 400
96.2 201 - 400
401 - 600
94.3 401 - 600
601 - 800
92.4 601 - 800
801 - 1,000
90.5 801 - 1,000
1,001 - 1,200
88.6 1,001 - 1,200
1,201 - 1,400
86.7 1,201 - 1,400
1,401 - 1,600
84.8 1,401 - 1,600
1,601 - 1,800
82.9 1,601 - 1,800
1,801 - 2,000
81.0 1,801 - 2,000
2,001 - 2,200
79.1 2,001 - 2,200
2,201 - 2,400
77.2 2,201 - 2,400
2,401 - 2,600
75.3 2,401 - 2,600
3,601 - 2,800
73.4 3,601 - 2,800
2,801 - 3,000
71.6 2,801 - 3,000
3,001 - 3,200
69.7 3,001 - 3,200
3,201 - 3,304
68.7 3,201 - 3,400
3,401 - 3,600
3,601 - 3,800
3,801 - 4,000
4,001 - 4,187
1.8
3.5
5.3
7.1
8.8
10.6
12.4
14.1
15.9
17.7
19.4
21.2
23.0
24.7
26.5
28.3
30.0
31.8
33.6
35.3
37.0
30
3. Designing fuel index table
Designing fuel index is the same as other table. Fuel tank data in Boeing 737-400 weight and
balance manual is given in liter and gallon, to convert it into kilogram, the fuel amount in liters
must be multiplied by standard value of 0.80 (one liter of fuel weight is 800 grams or 0.80 Kg).
Example: 1,750 liters fuel = 1,750 * 0.8 = 1,400 Kg
and so on
Since Boeing 737-400 wings are not rectangular neither the main fuel tanks inside the wings,
therefore considering fuel tank CG for determination wing tank B.S. is not advisable, and the B.S.
provided in weight and balance manual must be used
The designer must:
 Convert the given fuel value in liter or gallon into kilogram
 Determine the B.S. for every increment of fuel used in his index value table
 Use the modified index value formula for determination of fuel index value
Let’s exercise and calculate the index for 2,000 liters in main tanks
 Convert the 2,000 liters into kilogram, which would be
2,000 * 0.80 = 1,600 Kg
 According to fuel table below, the 2,000 liters fuel or 1,600 Kg fuel has B.S. of 615.5
 Again using the modified index formula
Fuel weight (Sta. B.S. - 648.5)
Fuel index adjustment = ----------------------------------------30,000



1,600 * (615.5 – 648.5)
Fuel index value for 2,000 liter or 1,600 Kg = ---------------------------------3,000
= - 1.76
Following the same procedure as above for negative index value, defined index value is
100 – 1.76 = 98.24
Same procedure need to be followed for calculating index value for center tank
Note: The airline may ask the designer to combine the fuel tank index value into one table, it
should be remembering that the designer must refer to aircraft fueling procedure, but in
common, fueling is always fill-up the main tanks first and then the center tank.
For example, if takeoff weight is 12,000 Kg, the index value would be:
 The summation of index value for 9,000 Kg fuel in main tanks with addition of
3,000 Kg fuel in center tank
31
32
In fuel tank index value table, there are
 The maximum fuel capacity fuel in main and center tanks
 Actual fuel weight in main and center tanks
 Fuel weight with respected index value
Using same principal for negative index values and turn it into positive values
Fuel tanks
Main tanks
Center tank
Tanks capacity: 9,078 Tank capacity: 8,755
Actual fuel
Actual fuel
Fuel weight Index
Fuel weight Index
1 - 500
99.3 1 - 500
99.2
501 - 1,000
98.8 501 - 1,000
98.4
1,001 - 1,500
98.3 1,001 - 1,500
97.7
1,501 - 2,000
97.9 1,501 - 2,000
96.9
2,001 - 2,500
97.6 2,001 - 2,500
96.1
2,501 - 3,000
97.3 2,501 - 3,000
95.4
3,001 - 3,500
97.0 3,001 - 3,500
94.6
3,501 - 4,000
96.8 3,501 - 4,000
93.8
4,001 - 4,500
96.6 4,001 - 4,500
93.0
4,501 - 5,000
96.4 4,501 - 5,000
92.3
5,001 - 5,500
96.3 5,001 - 5,500
91.5
5,501 - 6,000
96.3 5,501 - 6,000
90.7
6,001 - 6,500
96.0 6,001 - 6,500
89.9
6,501 - 7,000
96.5 6,501 - 7,000
89.2
7,001 - 7,500
97.1 7,001 - 7,500
88.4
7,501 - 8,000
97.9 7,501 - 8,000
87.5
8,001 - 8,500
99.0 8,001 - 8,500
86.7
8,501 - 9,078
0.5 8,501 - 8,755
86.0
4. Designing summary table
Summary table need to be designed so that the user (load sheet man) can insert the extracted
data from every and each table of trim sheet and insert them into summary table and follow the
adding or subtracting sign to define total index value for takeoff, landing and zero fuel weight and
then by entering the CG envelope graph with index values and respected weight, aircraft CG
position in term of MAC can be obtained for determination of
require stab trim setting.
Summary table also must be so easy to follow for captain or first officer for conformation and ….
33
Calculation for takeoff index
Dry operating index
OA
Passenger index
OB
OC
FCC
Cargo index
AFT CC
Zero fuel weight index
Takeoff fuel index
Takeoff weight index
+
+
+
+
+
=
+
=
Calculation for landing index
Zero fuel weight index
Onboard remaining fuel index +
Landing weight index
=
Note:
Use the last two digit on right to enter the
Center of Gravity (CG) envelope
Takeoff CG (in % of MAC)
Required Stab. Setting
ZFW index (in % of MAC)
Landing CG (in % of MAC)
%
%
%
Out of summary table, zero fuel index, takeoff index and landing index is our main concern for
entering CG envelope graph
Note: As the table advise, whatever the index value for zero fuel weight, takeoff weight and
landing weight is, we must omit the hundredth for entering CG envelope
5. Designing Center of Gravity (CG) envelope table
To design aircraft CG envelope, respected aircraft CG graph developed by manufacturer is
require.
To start with a square or a rectangular form must be made with index values from zero to one
hundred scale on horizontal axis and weight scale on vertical one from lowest to highest value as
described on CG envelope graph. For selected Boeing 737-400 aircraft is from 30,000 Kg to
70,000 Kg. the designer of CG envelope has the option for scaling and increment of the table as
the airlines demand for
34
Weight
70,000
67,500
65,000
62,500
60,000
57,500
55,000
52,500
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
CG envelope
Indexes
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95
100
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95
100
Weight
70,000
67,500
65,000
62,500
60,000
57,500
55,000
52,500
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
On aircraft CG graph the CG of some limit weight point is given in percentage of Mean
Aerodynamic Chord (MAC), since the length of MAC is given therefore easily the percentage of
MAC can be converted into the length of MAC by using:
Given % of MAC x the length of MAC
The length = -------------------------------------------------100
And since the B.S. of Leading Edge of MAC is also given, the B.S. of some percentage of MAC
can be determined by summation of LEMAC B.S. and the calculated length
Example:
MAC length:
Define 15% MAC
LEMAC @ B.S.
160 inches
145
By using above formula, we have:
15 x 160
The length = --------------- = 24 inches
100
The B.S. of 15% of MAC = 145 + 24 = 169
35
(A)
The above parts are extracted from Boeing 737-400 weight and balance manual, that indicates,
the length of wing MAC = 134.5 inches and wing LEMAC B.S. is 625.6
Let’s calculate the index value for the weight specified in CG graph with respective percentage
of MAC 4.0% MAC
At first, the B.S. of 4.0% MAC must be calculated as:
4.0 * 134.6
4.0% of MAC = ------------------- = 5.4 inches
100
4.0% of MAC B.S. = 625.6 + 5.4 = 631.0 inches
36
The index for lowest weight in flight CG is 4.0% MAC and the index value will be:
Lowest eight in flight * (Sta. B.S. - 648.5)
Index adjustment = 40 + -----------------------------------------------------30,000
30,000 * (631.0 – 648.5)
= 40 + -------------------------------- = 40 + (- 17.5) = 23.8
30,000
Same procedure must be followed for the specified position in CG graph and make the following
table
Position description
Forward flight limit
Forward flight limit
Forward flight limit
Forward takeoff and landing limit
Forward takeoff and landing limit
Forward takeoff and landing limit
Forward takeoff and landing limit
Forward takeoff and landing limit
AFT limit
AFT limit
AFT limit
AFT limit
AFT limit
AFT limit
Location Length
in % MAC Inch
4.00
5.4
4.00
5.4
5.00
6.7
5.00
6.7
5.00
6.7
5.00
6.7
5.00
6.7
6.00
8.1
26.00
35.0
28.80
38.7
29.30
39.4
29.70
39.9
30.60
41.2
24.50
33.0
Weight weigght
Kg
desription
631.0
30,000 Min. Wt.
631.0
51,255 Max.ZFW
632.3
54,884 Max. Land Wt.
632.3
30,000 Min. Wt.
632.3
51,255 Max. ZFW
632.3
54,884 Max. Land Wt.
632.3
60,994
633.7
62,822 Max. Takeoff weight
660.6
62,822 Max. Takeoff weight
664.3
59,874
665.0
54,884 Max. Land. Wt.
665.5
51,225 Max. ZFW
666.8
43,998
658.6
30,000 Min. Wt.
B.S.
Index
22.5
10.1
10.4
23.8
12.4
10.4
7.1
8.9
65.3
71.6
70.2
69.1
66.8
50.1
Since major position in CG graph is calculated, it should be plot in CG envelope table already
made and connect the points to described the CG limit as well as lines to show Max. TakeOff
Weight (Max. TOW), Max. Landing Weight (Max. Land Wt.) as well as Max. Zero Fuel Weight
(Max. ZFW) with main index value formula which was:
Wt. * (Sta. – 648.5)
Index value = 40 + --------------------------30,000
37
Aurcraft Center of Gravity (CG) envelope
Weight
67,500
65,000
62,500
60,000
57,500
55,000
52,500
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
Index / % MAC
Weight
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
5%
10%
15%
20%
25%
30%
35% 67,500
Max. TOW
65,000
62,500
60,000
Max. Land. Wt.
57,500
55,000
52,500
Max. ZFW
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
To finalize the CG envelope table, it is necessary to show the index lines for some MAC position
with maximum and minimum weights such as (shown by red line:
MAC
in %
Length B.S.
Weight Index
Inches
Kg
Value
5
6.7
632.3
30,000
23.83
5
6.7
632.3
67,500
3.61
10
13.5
639.1
30,000
30.55
10
13.5
639.1
67,500
18.74
15
20.2
645.8
30,000
37.28
15
20.2
645.8
67,500
33.87
20
26.9
652.5
30,000
44.00
20
26.9
652.5
67,500
49.00
25
33.6
659.2
30,000
50.73
25
33.6
659.2
67,500
64.13
30
40.4
666.0
30,000
57.45
30
40.4
666.0
67,500
79.26
35
47.1
672.7
30,000
64.18
35
47.1
672.7
67,500
94.39
38
It should be noted the CG envelope table designer has option instead of drawing 5% line of MAC
(like the one we selected) he can make the lines more congested MAC line every 2% of MAC and
so on
6. Designing stab trim setting table
Aircraft manufacturer usually provide stab trim setting either in table or in graph. The relation
between stab trim setting and aircraft CG position is generally can be achieved by a linear
equation and its coefficient angle of relation between these two parameter can be calculated as:
Y2 – Y1
M = ---------------------X2 – X1
Where:
M is the coefficient of angle (relation between Aircraft CG versus Stab trim setting)
Y2 is the first selected position on stab trim axis
Y1 is the second selected position on stab trim axis
X2 is the defined position of aircraft CG related to Y2 selection
X1 is the defined position of aircraft CG related to Y1 selection
Above is the relation between stab trim setting (on vertical axis) versus aircraft CG position (on
horizontal axis) the above graph is designed for takeoff flap 5 (as the graph specify)
Let’s select two points on stab setting (vertical axis) and find related value on aircraft CG
(horizontal axis) like
X1 = 10, then related Y1 become 5 and
X2 = 26, then related Y2 become2.75
39
The relation value can be calculated as:
2.75 - 5
M = ------------ = - 0.12
26 - 10
Therefore, the formula for determination stab trim setting unit will be
Stab trim setting unit = 6 + (-0.12) * % of MAC
The same procedure need to be used for determination of stab trim setting formula for flab 15 and
design the following table
Percentage of MAC
Flaps 6 Stab trim
Flaps 15 Stab trim
5
5.4
5.1
Stab trim setting
10
15
4.8
4.2
4.3
3.5
20
3.6
2.7
25
3.0
1.8
30
2.4
1.2
Since all required tables are made, it is time to arrange them in a sheet and call it trim sheet
7Design for trim sheet header
Header on trim sheet is mandatory which must at least consist:
 Aircraft registration
 Aircraft Manufacturer Serial Number (MSN)
 Airlines logo
 Type of aircraft
Airlines logo
Aircraft type
Aircraft registration
Aircraft MSN
Note: If load and trim sheet are attached and provided in a single page then revision date and
revision number on one of the sheet is enough (like bottom of load sheet), but if load sheet
and trim sheet are provided separately or provided into two separate sheet, then revision
date, and revision number on both sheets are mandatory
Revision date or revision number on load sheet and trim sheet does not have to be the
same, because any of the sheet could be revised frequently while the other one may not
40
7. Completion of trim sheet form
Airline logo
Aircraft MSN / Regitration
Tota index summary
Dry Operating Index
Passenger zone index
Cargo compartment inde
0A +
0B +
0C +
FCC +
ACC +
Zero fuel weight index
=
Takeoff fuel index
+
Takeoff weight index
=
Zer fuel weight index
Trip fuel weigth index
Landing weight index
=
.
.
.
.
.
.
.
.
.
.
.
.
.
.
%
%
%
Takeoff CG position % of MAC =
.
Landing CG position % of MAC =
.
ZFW CG position % of MAC
=
.
Stab. Trim requirement
.
Note:
Use the last two digits on right of index table to
enter the center of gravity (CG) envelope
Fuel tank capacity and index
Main tanks
Center tank
Capacity 9,078 Kg
Capacity 8,755 Kg
Fuel Wt.:
Fuel Wt.:
0 - 500
99.3 0 - 500
99.2
501 - 1,000
98.8 501 - 1,000
98.4
1,000 - 1,500 98.3 1,000 - 1,500 97.7
1,501 - 2,000 97.9 1,501 - 2,000 96.9
2,001 -2,500 97.6 2,001 -2,500 96.1
2,501 - 3,000 97.3 2,501 - 3,000 95.4
3,001 - 3,500 97.0 3,001 - 3,500 94.6
3,501 - 4,000 96.8 3,501 - 4,000 93.8
4,001 - 4,500 96.6 4,001 - 4,500 93.0
4,501 - 5,000 96.4 4,501 - 5,000 92.3
5,001 - 5,500 96.3 5,001 - 5,500 91.5
5,501 - 6,000 96.3 5,501 - 6,000 90.7
6,001 - 6,500 96.0 6,001 - 6,500 89.9
6,501 - 7,000 96.5 6,501 - 7,000 89.2
7,001 - 7,500 97.1 7,001 - 7,500 88.4
7,501 - 8,000 97.9 7,501 - 8,000 87.5
8,001 - 8,500 99.0 8,001 - 8,500 86.7
8,501 - 9,078 0.5
8,501 - 8,755 86.0
Aurcraft Center of Gravity (CG) envelope
Weight
67,500
65,000
62,500
60,000
57,500
55,000
52,500
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
Index / % MAC
Weight
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
5%
10%
15%
20%
25%
30%
35% 67,500
Max. TOW
65,000
62,500
60,000
Max. Land. Wt.
57,500
55,000
52,500
Max. ZFW
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Horizontal stabilizer setting (Stab. Setting)
Percentage of MAC
5
Flaps 5
Stab trim setting
5.4
Flaps 15
Stab trim setting
5.1
Fl i ght opera ti on engi neeri ng depa rtment
10
4.8
4.3
15
20
4.2
3.6
3.5
2.7
Revision No.:
25
3
1.8
Aircraft type
Cargo capacity and index
Forward cargo comp. Aft cargo comp.
Capacity 3,304 Kg
Capacity 4,187 Kg
Cargo Wt.:
Cargo Wt.:
0 - 200
98.1 0 - 200
1.8
201 - 400
96.2 201 - 400
3.5
401 - 600
94.3 401 - 600
5.3
601 - 800
92.4 601 - 800
7.1
801 - 1,000
90.5 801 - 1,000
8.8
1,001 - 1,200 88.6 1,001 - 1,200 10.6
1,201 - 1,400 86.7 1,201 - 1,400 12.4
1,401 - 1,600 84.8 1,401 - 1,600 14.1
1,601 - 1,800 82.9 1,601 - 1,800 15.9
1,801 - 2,000 81.0 1,801 - 2,000 17.7
2,001 - 2,200 79.1 2,001 - 2,200 19.4
2,201 - 2,400 77.2 2,201 - 2,400 21.2
2,401 - 2,600 75.3 2,401 - 2,600 23.0
2,601 - 2,800 73.4 2,601 - 2,800 24.7
2,801 - 3,000 71.6 2,801 - 3,000 26.5
3,001 - 3,200 69.7 3,001 - 3,200 28.3
3,201 - 3,304 68.7 3,201 - 3,400 30.0
3,401 - 3,600 31.8
3,601 - 3,800 33.6
3,801 - 4,000 35.3
4,001 - 4,187 37.0
Passenger zone index
Zone 0A
Zone oB
PAX seat: 56 PAX seat: 60
PAX:
PAX:
1 - 2 97.6 1 - 6 97.6
3 - 8 90.7 7 - 12 95.6
9 - 14 84.4 13 - 18 94.1
15 - 20 78.5 19 - 24 93.3
21 - 26 73.2 25 - 30 93.2
27 - 32 68.3 31 - 36 93.5
33 - 38 63.9 37 - 42 94.3
39 - 44 60.0 43 - 48 95.6
45 - 50 56.6 49 - 54 97.4
51 - 56 53.6 54 - 60 99.7
Prepared by:
Zone 0C
PAX seat: 54
PAX:
1 - 6 2.8
7 - 12 6.0
13 - 18 9.8
19 - 24 14.0
25 - 30 18.7
31 - 36 23.9
37 - 42 29.6
43 - 48 35.8
49 - 54 42.4
Approved by:
30
2.4
1.2
Revision date:
41
Load and trim sheet on one page
Perfix
Originator
Flight number
DOW
Takeoff fuel
Address
Operating weight
(I)
(I)
+
=
Actual trafic load
+
=
=
Tr
B
C
M
Address
Aircraft register
Cargo status
=
Tr
B
C
M
Cargo status
=
Passenger weight calculation according
to operations manual (OM -A)
Adult (No. x Wt.)
Child (No. x wt.)
+
Infant (No. x wt)
+
Total PAX weight
Dest. No. of PAX
(A)
( C)
Total cargo weight
Dest. No. of PAX
(A)
( C)
Total cargo weight
DOW
=
+
Actual ZFW
=
+
PAX weight
Cargo weight
Compare with MZFW
Takeoff fuel
Total
Actual TOW
=
Comp with allowed TOW
Trip fuel
Actual landing weight
Comp. with Max Land Wt.
Version
TO fuel
=
+
Max. Wt. for
TOW
OW
-
=
-
Selec lowest
Allowed PL
=
Actual PL
Under
load
Address
Crew
/
Zero fuel weight
/
Time
Hr
+ / - Comp Weight
Trip fuel
Takeoff weight
Cargo compartment weight distribution
AFT CC
Bulk
FWD CC
=
Cargo compartment weight distribution
AFT CC
Bulk
FWD CC
Last Minute Change (LMC)
Dest. Specification
Total
YY
Weight
Kg
Lb
DD
Landing weight
Date
MM
Min
+
None revenue
PAX
Cargo
None revenue
PAX
Cargo
Sig. Info
Notes
T PAX
SOB
=
ACC +
FCC +
0A +
0B +
0C +
Airline logo
Tota index summary
Dry Operating Index
Passenger zone index
Cargo compartment inde
Zero fuel weight index
.
.
.
.
.
.
.
Takeoff fuel index
+
.
.
Takeoff weight index
=
.
Zer fuel weight index
.
Trip fuel weigth index
.
.
Landing weight index
=
.
Takeoff CG position % of MAC =
. %
Landing CG position % of MAC =
. %
ZFW CG position % of MAC
=
. %
Stab. Trim requirement
.
Note:
Use the last two digits on right of index table to
enter the center of gravity (CG) envelope
Aircraft MSN / Regitration
Fuel tank capacity and index
Main tanks
Center tank
Capacity 9,078 Kg Capacity 8,755 Kg
Fuel Wt.:
Fuel Wt.:
0 - 500
99.3 0 - 500
99.2
501 - 1,000 98.8 501 - 1,000 98.4
1,000 - 1,500 98.3 1,000 - 1,500 97.7
1,501 - 2,000 97.9 1,501 - 2,000 96.9
2,001 -2,500 97.6 2,001 -2,500 96.1
2,501 - 3,000 97.3 2,501 - 3,000 95.4
3,001 - 3,500 97.0 3,001 - 3,500 94.6
3,501 - 4,000 96.8 3,501 - 4,000 93.8
4,001 - 4,500 96.6 4,001 - 4,500 93.0
4,501 - 5,000 96.4 4,501 - 5,000 92.3
5,001 - 5,500 96.3 5,001 - 5,500 91.5
5,501 - 6,000 96.3 5,501 - 6,000 90.7
6,001 - 6,500 96.0 6,001 - 6,500 89.9
6,501 - 7,000 96.5 6,501 - 7,000 89.2
7,001 - 7,500 97.1 7,001 - 7,500 88.4
7,501 - 8,000 97.9 7,501 - 8,000 87.5
8,001 - 8,500 99.0 8,001 - 8,500 86.7
8,501 - 9,078 0.5 8,501 - 8,755 86.0
25
3
1.8
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95
15
20
4.2
3.6
3.5
2.7
Revision No.:
100
30
2.4
1.2
Aurcraft Center of Gravity (CG) envelope
Index / % MAC
Weight
Weight
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
5%
10%
15%
20%
25%
30%
35% 67,500
Max. TOW
65,000
62,500
60,000
Max. Land. Wt.
57,500
55,000
52,500
Max. ZFW
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
67,500
65,000
62,500
60,000
57,500
55,000
52,500
50,000
47,500
45,000
42,500
40,000
37,500
35,000
32,500
30,000
Horizontal stabilizer setting (Stab. Setting)
Percentage of MAC
5
10
Flaps 5
Stab trim setting 5.4
4.8
Flaps 15
Stab trim setting 5.1
4.3
Flight operation engineering department
Aircraft type
Cargo capacity and index
Forward cargo comp.Aft cargo comp.
Capacity 3,304 Kg Capacity 4,187 Kg
Cargo Wt.:
Cargo Wt.:
0 - 200
98.1 0 - 200
1.8
201 - 400
96.2 201 - 400
3.5
401 - 600
94.3 401 - 600
5.3
601 - 800
92.4 601 - 800
7.1
801 - 1,000 90.5 801 - 1,000 8.8
1,001 - 1,200 88.6 1,001 - 1,200 10.6
1,201 - 1,400 86.7 1,201 - 1,400 12.4
1,401 - 1,600 84.8 1,401 - 1,600 14.1
1,601 - 1,800 82.9 1,601 - 1,800 15.9
1,801 - 2,000 81.0 1,801 - 2,000 17.7
2,001 - 2,200 79.1 2,001 - 2,200 19.4
2,201 - 2,400 77.2 2,201 - 2,400 21.2
2,401 - 2,600 75.3 2,401 - 2,600 23.0
2,601 - 2,800 73.4 2,601 - 2,800 24.7
2,801 - 3,000 71.6 2,801 - 3,000 26.5
3,001 - 3,200 69.7 3,001 - 3,200 28.3
3,201 - 3,304 68.7 3,201 - 3,400 30.0
3,401 - 3,600 31.8
3,601 - 3,800 33.6
3,801 - 4,000 35.3
4,001 - 4,187 37.0
Zone 0C
PAX seat: 54
PAX:
1 - 6 2.8
7 - 12 6.0
13 - 18 9.8
19 - 24 14.0
25 - 30 18.7
31 - 36 23.9
37 - 42 29.6
43 - 48 35.8
49 - 54 42.4
Approved by:
Passenger zone index
Zone 0A
Zone oB
PAX seat: 56 PAX seat: 60
PAX:
PAX:
1 - 2 97.6 1 - 6 97.6
3 - 8 90.7 7 - 12 95.6
9 - 14 84.4 13 - 18 94.1
15 - 20 78.5 19 - 24 93.3
21 - 26 73.2 25 - 30 93.2
27 - 32 68.3 31 - 36 93.5
33 - 38 63.9 37 - 42 94.3
39 - 44 60.0 43 - 48 95.6
45 - 50 56.6 49 - 54 97.4
51 - 56 53.6 54 - 60 99.7
Prepared by:
Revision date:
42
Summary
The necessary parameters or table and order for designing load and trim sheet are described. It
is the interest of the airline or designer to how to set up the tables in order, of course like every
chart or form the user must be comfortable to follow for completion or follow-up. It is a good advice
to set up the table so that the officer who completing or the cockpit crew who checking the
numbers start from top, go through to bottom of the chart without any confusion.
Computerized LTS is designed and called Departure Control Services (DCS). It follows the same
rule and concept but in different format.
DCS format load and trim sheet require the same input for completion and the output is also the
same as load sheet and or trim sheet we discussed above.
43
Intentionally left blank
44
References

Boeing 737 – 400 weight and balance, control and loading manual
45
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