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The concept of Load and Trim Sheet (LTS) and completing a LTS manually

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The concept of Load and Trim Sheet (LTS)
and completing a LTS manually

Nasser Alishahi

Feb. 2021

Page 1
Intentionally left blank

Page 2
Table of content

Subject Page No.

Preamble 5
Definitions 7
Reference line (Ref. line) 7
Arm (A) 7
Moment (M) 7
Center of Gravity (CG) 7
Leading Edge (LE) 7
Trailing Edge (TE) 7
Chord line 7
Mean Aerodynamic Chord (MAC) 8
Leading Edge of Mean Aerodynamic Chord (LEMAC) 8
Trailing Edge of Mean Aerodynamic Chord (TEMAC) 8
Forward Center of Gravity Limit (FWD CG Lim) 8
AFT Center of Gravity Limit (AFT CG Lim) 8
Center of Gravity range (CG range) 9
Stabilizer trim (Stab Trim) 9
Cabin compartment 12
Cargo compartment 12

Weight
Basic Empty Weight (BEW) 12
Dry Operating Weight (DOW) 13
PayLoad (PL) 13
Zero Fuel Weight (ZFW) 14
TakeOff Weight (TOW) 14
Takeoff fuel (TOF) 14
Operating Weight (OW) 15
Landing weight 15
Maximum Zero Fuel Weight (Max. ZFW) 15
Maximum Landing Weight (Max. Land. W) 15
Maximum TakeOff Weight (Max. TOW) 15
Maximum Operational TakeOff Weight (Max. Ops. TOW) 15
Under load weight 15
Last Minute Change (LMC) 15
Passenger onboard 15
Sole onboard 16
Index 16
Load and Trim Sheet (LTS) 17
Load sheet description 18
General information 18
Weight determination 18
Cabin occupants weight determination 19

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 Determination ofmaximum operational takeoff weight 19
Passenger detailing 20
Deadweight detailing 20
Transit load detailing 20
Deadweight distribution in cargo compartments 2
None- revenue payload 21
Summation of calculation 21

Trim sheet 24
Tabulated format description 25
Passenger section 25
Cargo compartment 25
Fuel loading 26
Total index calculation 26
Passenger arrangement 26
Cargo compartment 26
Zero Fuel Weight (ZFW) 26
Fuel loading 27
TakeOff Weight Index 27
Aircraft center of gravity envelope 27
Stab trim determination 27
Additional information (optional) 28
Preparation and signature 28

Trim sheet with + or – sign for index 30

Graphical format 32
Example 33
Computerized load and trim sheet 35
General information 36
Weight and calculation 36
Passenger seating configuration 37
LoaD Massage (LDM) 37

Example: 38
References: 41

Page 4
Preamble

Load and trim sheet (LTS) is one of the most importance documents of the flight. It
informs the flight crew about the aircraft actual takeoff weight and the detail of loading,
aircraft takeoff Center of Gravity position and possible adjusting stabilizer trim setting
(stab trim) in that regard.
LTS alert flight crew if actual weight exceeding respected maximum takeoff weight and
the most important warning about aircraft takeoff CG position followed by required
stabilizer trim setting. If flight crew carelessly adjust or forgot stabilizer trim setting,
flowing condition might occur
It is obvious that if the aircraft is too nose heavy, then:
 During takeoff, flight crew have hard time to rotate the aircraft at rotational speed
and since takeoff rolling complete within less than a minute on runway with
average length of 4,000 meters, then the aircraft need to might need to gain
more speed so that the elevators deflection able to rotate the aircraft along main
landing gear.
 During landing, when the flight crew might have hard time to flare the aircraft
properly before touchdown. The aircraft must be flared so that the aircraft initially
touch the runway with main landing gear, but due to aircraft nose heavy
condition, nose landing gear most probably touches the runway first and nose
landing gear collapse might occur
If the aircraft is too tail heavy, then
 During takeoff, aircraft have the tendency of rotating to nose up condition,
therefore flight crew must try to keep the nose down, when flight crew initiating
the rotation along main landing gear, the aircraft may continue the rotation and
tail skidding may occur which damaging the aircraft structure
 During landing, when flight crew initiate flaring for landing, pitch up might
continue uncontrollably and causing the aircraft stall.

Above all, if incident or fatal accident occurs for the aircraft, insurance companies that
insured the company’s aircraft, hesitating to pay the damages, therefore the first
document which they study and investigate thoroughly is aircraft load and trim sheet to
find an error in calculation, and other flight document after to have the objection or
excuse for paying any …..

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Page 6
Definition

Reference line (Ref. line)

Reference line which also known as “Datum line” is the origin for measurement
involved in weight and balance calculation

ARM (A)
Arm is the distance from reference line to subject Center of Gravity (CG)

Moment (M)
Moment is the resultant product of weight and arm which describes the
magnitude of moment

M=W*A

Centre of Gravity (CG)

CG is an artificial position on an object where the algebraic summation of all
moment at object’s CG is zero

CG has a unique symbol of

Leading edge (LE)

LE is the most forward of a wing

Trailing edge (TE)

TE is the most aft of a wing

Chord lime
Chord line is a straight line connecting wing leading edge to trailing edge

Leading Trailing
edge (LE) edge (TE)

Chord
line

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Mean Aerodynamic Chord (MAC)
MAC is the average aircraft wing chord length of root and tip chord

Leading Edge of Mean Aerodynamic Chord (LEMAC)

LEMAC is joining position of LE and MAC

Trailing Edge of Mean Aerodynamic Chord (TMAC)

TEMAC is the joining positio0n of TE and MAC.
Following illustration describes the determination of MAC, LEMAC and TEMAC

LEMAC TEMAC

MAC

Forward CG limit (FWD CG LIMIT)

FWD CG limit describes the most permissible forward aircraft CG on wing MAC

AFT CG LIMIT
AFT CG LIMIT describes the most permissible rearward aircraft CG on wing
MAC

CG range FWD CG LIMIT

AFT CG LIMIT

Page 8
 CG range
CG range is the distance between FWD CG and AFT CG limit and describes
aircraft CG may move during any phase of flight

Most FWD Most AFT aircraft CG

aircraft CG limit limit for
for Takeoff weight
Aircraft CG range
Takeoff weight Landing weight
Landing weight Zero fuel weight
Zero fuel weight

Courtesy A-310
Typical aircraft CG envelope

Stabilizer trim (STAB TRIM)

Elevators are located on rear half of horizontal stabilizer for nose up or nose
down movement of aircraft (it is commonly known as pitch up or pitch down) by
moving elevators up or down

via control column in cockpit

Page 9
Since full elevators movement must be available and not involved during flight
unless for possible required for pitch up or down maneuvering, a device is
installed in vertical stabilizer to move fixed part of horizontal stabilizer (front part
of horizontal stabilizer) to allow aircraft elevator be aligned with front section and
result in freeing elevators deflection during any part of flight

Stabilizer
deflection units

Horizontal stabilizer trim movement is designed by installing a jackscrew device

in vertical stabilizer. Jackscrew device functions upon cockpit demand via pitch
trim

Stabilizer pitch trim switch

installed on flight crew
control column

Page 10
 Stabilizer pitch trim
Stabilizer pitch trim
wheel
indicator

Note: New aircraft generation instead of installing stab trim assembly in vertical
stabilizer mostly equipped with rear trim tank which is located in fixed part of
horizontal stabilizer or most rear part of fuselage for delta wings aircraft. Trim
tank is connected to aircraft center tank via a fuel tube for compensating aircraft
nose up or down. For instance when the respected onboard device senses that
the aircraft is nose heavy, it will pump sufficient fuel amount to trim tank to
compensate aircraft nose heaviness, or when aircraft is tail heavy, sufficient fuel
will be pumped from rear trim tank to center tank to compensate the tail
heaviness

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 CABIN compartment
Cabin compartment is the upper section of fuselage where passengers will be
seated. Cabin compartment is partitioned for aircraft CG determination purpose.
Cabin partitions named as 0A, 0B, 0C, … sections

Passenger
compartment

Cargo compartment
Cargo compartment is lower part of fuselage (underneath of aircraft cabin
section) for housing deadweight like passenger baggage, cargo,…
Cargo compartments of aircraft are located one between nose and main landing
gears and called ForWarD Cargo Compartment (FWD CC), one right after main
landing gears and called MIDdle Cargo Compartment (MID CC), and one after
MID CC and called AFTer Cargo Compartment (AFT CC). There is also a cargo
space at the most rear end lower section of fuselage and called “BULK”.

Note: Each cargo compartment are also divided into sections for detailing of cargo
distriburion positioning and called “HOLD” followed by a number, like HOLD 1,
HOLD 2, …

AFT CC Bulk
FWD CC

Weights:

Basic Empty Weight (BEW)

BEW is the summation weight of an aircraft consisting, airframe, engine(s), all
operating equipment items fixed and installed in aircraft, as well as hydraulic
fluid, unusable fuel, and full engine oil.

Page 12
Aircraft BEW initially issued by aircraft manufacturer and then must be revised or
aircraft must be reweighted at least every four years or whenever a heavy
equipment like engine changed, galley modification, whole or major cabin seats
change or replaced, …

Dry Operating Weight (DOW)

DOW is the summation weight of BEW and flight crew (cockpit and cabin crew as
well as extra crew abbreviated as XCR), and catering.
Every airlines need to calculate exclusive DOW for every aircraft and flight like:

Crew configuration
 Cockpit crew:
Two men crew cockpit (Captain, First officer) or three men (Captain, First
officer, Flight engineer) with or without an observer onboard
 Cabin crew:
Standard setting or operation with minimum cabin crew
 Possible on duty flight safety guards, and ground engineering known as
extra crew (XCR)

Flight occupants catering configuration for flight crew and passenger(s)

Catering weight has a lot of variety such as:
 Standard international catering
 Domestic catering
 One-way catering (for domestic or international flight)
Some airlines have catering facilities or can obtain approved catering via
other airlines which have catering facility at some destination either
domestic or international, then catering categorized as “One way catering”
and airline carry one-way catering to that destination
 Two ways catering (for domestic or international flight)
If catering facilities does not exist at destination airport or catering cost is
not beneficial for airline, the airline load catering for two ways flight
(departure – destination - departure airports)

PayLoad (PL)
PL is the summation weight of passenger be seated in passenger compartment
and deadweight such as passenger baggage, cargo,… loaded into cargo
compartments
In regard of passenger weight, passengers are categorized with their ages as
Infant: Passenger age from birth up to two years old are considered
infant.
Infant passenger weight generally considered 10.0 Kg or
22.0 Lb
Child: Passenger age from two up to twelve years old are
considered child.
Child passenger weight generally considered 35.0 Kg or
77.0 Lb

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 Adult Passenger from twelve years old and older is considered
adult
Adult passenger weight generally considered 84.0 Kg or
185 Lb

Note: Passenger weight need to have approval of respected CAO authorities of country
which airline is registered.
Some airlines changes adult passenger weight based on:
Season flight: Passengers weight is lighter in summer flight (wear less cloth) and
is heavier in winter (wear more cloth)
Business / None business flight: Passengers carries less baggage on business
flight but more baggage on None- business flight

Some airline with approval of their competent authorities consider 75.0 Kg or

165.0 Lb for adult passenger weight with addition of 9.0 Kg or 20.0 Lb for their
carryon bringing to aircraft and consider 84Kg or 185 Lb as a total weight of an
adult passenger

Some airlines with approval of their competent authorities consider “NIL” for
infant passenger weight and believe that when a passenger carrying an infant,
then he/she is unable to carry any carryon at the same time, therefore they
consider 84 Kg or 185 Lb for adult with NIL for infant

Note: None – Revenue passenger are those passengers who either is a member of the
airline, traveling on duty, or got free air ticket for that flight
None – Revenue cargo is onboard cargo belong to airline carrying to destination

Zero Fuel Weight (ZFW)

ZFW is the summation weight of DOW and actual payload

TakeOff Weight (TOW)

TOW is the summation weight of ZFW and takeoff fuel weight

TakeOff Fuel (TOF)

TOF is the summation fuel weight of:
Trip fuel: Required fuel to complete a flight from departure
airport to destination
Alternate fuel: Required fuel to divert from destination to alternate
airport if destination airport is not safe (for any
reason) for landing
Holding fuel: Required fuel to make at least 30 minutes holding
over destination airport
Reserve fuel: Extra fuel considered for NONE-predicted condition
during flight.
Contingency fuel: Mostly is a percentage of trip fuel due to aircraft
aging,

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 Operating weight (OW)
OW is the summation weight of DOW and TOF

Note: Actual TOW can be obtained by adding OW and PL

Landing Weight (LW)

LW is TOW minus Trip fuel

Maximum Zero Fuel Weight (MZFW)

MZFW is determined and set by aircraft manufacturer. It is always fixed

Maximum Landing Weight (Max LDW)

Max LDW (Maximum structural landing weight) is set by aircraft manufacturer
and is the maximum possible weight the aircraft allowed to have during landing.
Maximum operation landing weight may alter (become less) if required approach
climb gradient at destination airport need to be more than at least 2.1% during
landing

Maximum TakeOff Weight (Max. TOW)

Max. TOW (Maximum structural takeoff weight) is set by manufacturer and is the
maximum weight an aircraft may have at beginning of the runway to start takeoff
roll.
Maximum takeoff weight may alter by aircraft takeoff performance capability.
Therefore Maximum takeoff weight is the lowest weight of maximum aircraft
structural takeoff weight (announced by manufacturer) or maximum takeoff
performance limit weight

Maximum Operational Takeoff weight (Max. Ops. TOW)

Max. Ops. TOW is the selection of the lowest of MZFW + takeoff fuel, or Max.
LDW + trip fuel, or Max. TOW

Under load weight

Under load weight is the difference between Max. Ops TOW and actual TOW

Last Minute Change (LMC)

LMC describes the changes in loading; either loading or disembarking the load
after load and trim sheet form is completed but still not signed by the captain of
the flight.
Maximum allowable LMC is set by the airline with consideration of pitch trim

Passengers Onboard
Is the summation of onboard adult(s) child(s) and infant(s) passengers

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Sole on board
Is the summation of onboard passengers and onboard crew like cockpit crew
(Cockpit), cabin crew (Cabin), flight safety crew (ACM), possible ground
engineering (GE)

Index
Index in weight and balance is scaling is the generated moment by positioning
the payload in proper locations which is

Moment = weight * Arm

index = Moment / Reduction factor +/- some fixed value

Every aircraft manufacturer introduces a unique formula for determination of

index, even though overall formula has the same format.
Since aircraft DOW is the weight of all items excluding payload and usable fuel,
therefore determination of Dry Operating Index (DOI) is a good reference before
any loading into the aircraft.

Dry Operating Index (DOI) has almost the same format for every aircraft types
which is:

Weight * (H-arm – 25% RC)

DOI = K +
C
Where K and C values are always introduced by aircraft manufacturer RC is
Reference Chord
Different aircraft manufacturer introduces different value for K, C and RC

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Load and Trim sheet form (LTS)

LTS form is the integration of two load sheet and trim sheet forms which made a form
called LTS
Load sheet part of LTS form is designed to describe the status of the load, detail
calculation of the load for determination of actual ZFW, TOW and Landing WT
Trim sheet part is designed to describe the movement of aircraft CG in regard of loading
position and determination of location of aircraft final CG in percentage of wing MAC for
actual ZFW, TOW and landing weight with possible stabilizer pitch trim requirement for
takeoff or landing
LTS form must always be filled with a certified loadmaster or loads sheet officer at the
station. If for any reason load sheet officer is not available at the station or the airlines
has no signed agreement in this regard with ground handling company/agency, then it is
first officer duty to complete LTS form.
LTS will be official document after receiving captain’s signature.
LTS form is generally printed on “None Carbon Required” or commonly known as NCR
paper type and it is printed in at least three copies, where main copy stay in cockpit
flight documents folder, second copy will be handled to flight purser for any cabin
consideration and third copy will be filed in the station for availability of LTS in case of
aircraft incidence or accident.
Since LTS forms are NCR type using eraser for correction is totally prohibited and in
order to have a solution in this regard most of the resultant calculation items in load
sheet are in two adjacent rows for the same purpose, therefore if a mistake is made, the
data must be crossed out, initialed with the officer to acknowledge he/she made the
mistake, crossed it out and used the bottom row for correct data
Using pencil or ink pen for completion of LTS is completely prohibited

To facilitate the explanation for completion of LTS form, references is made to the
specimen copy of a load and trim sheet seperately (courtesy of TABAN Airlines) for
Boeing 737-400 is referenced which each square or space is numbered

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LOAD SHEET description

General information
Space No. 1 “Time”, the indication of UTC time for completion of LTS
Space No. 2 “Weight”, the weight unit scale weather in Kilogram (Kg) or Pound
(Lb)
Space No. 3 “Flight number”, Usually start with airlines three letters code
followed by numbers
Space No.4 “A/C registration” it is used for extraction of data from proper
document(s) for calculation
Space No. 5 “Version” it describes the number of available seats for every
passenger class

Note: Passenger classes are generally ranked as:

First class and identified with “F”
Business class and identified with “M”
Economy class and identified with “Y”
Note: For the sake of commercial business and possible passenger attraction, some
airliners introduced additional exclusively classes for their own airline like
“Horizon class”, “comfort class”, …

Space No. 6 “Crew” it describes the number of onboard crew

Crew space is generally divided into three parts with two “/”
separators to distinguish the crew.
The first most left space describes the number of onboard cockpit
crew
The middle two spaces describes the number of onboard cabin
crew
The last most right space describes the number of extra onboard
crew identified by “XCR” which are flight safety crew (air marshal),
ground engineer (for flight which has no maintenance facilities at
destination.
Space No. 7 “Date” it is the date of flight is scheduled
Date format must be in either MM/DD/YY (American format), or in
DD/MM/YY (English format)

Weight determination
Space No. 8 “DOW” it is the DOW of aircraft extracted from DOW/DOI form for
the registration described on space No. 4
Space No. 9 “Takeoff fuel” it is the amount of takeoff fuel weight either in Kg or
LB as specified in space No. 2.
Takeoff fuel weight usually advised by fuel management officer,
but need to be finalized and confirmed by captain of the flight
Space No. 10 “Operating weight” it is the summation of space No. 8 and 9 values

Page 18
Cabin occupants weight calculation
Space No. 11 “Adult” it is the onboard adult(s) weight which is either calculated
in Kg or LB scale as specified in space No. 2
Space No. 12 “Child” it is the onboard child(s) weight which is either in Kg or LB
scale as described in space No. 2
Space No. 13 “Infant” it is the onboard infant(s) weight which is either in Kg or
Lb scale as described in space No. 2
Space No. 14 “FSG” it is the onboard flight safety guard(s), or air marshaler(s)
weight which is either in Kg or LB as described in space No. 2

Note: Due to governmental regulation in some country a FSG must be onboard for
protection during operations or for any movement of the aircraft, even aircraft
positioning. Said abiove FSG must occupy the closest jump seat to cockpit door.
In this case DOW of space No. 8 includes one FSG and in space No. 13 onboard
FSG weight minus one need to be calculated; otherwise the total onboard FSG
weight must be calculated in space No. 14

Space No. 15 “GE” it is the onboard ground engineer(s) weight which is either in
Kg or Lb scale as described in space No. 2

Note: Airliners usually have at least one GE onboard of a flight when there are no
maintenance facilities at destination

Space No. 16 “Total cabin occupants weight” it is the summation of spaces value
11 through 15

Determination of maximum operational takeoff weight

Space No. 17 “Maximum structural Zero Fuel Weight (MZFW)” introduced by
aircraft manufacturer
Space No. 18 “Maximum takeoff weight” Max. TOW value is the lowest value of
either maximum structural takeoff weight introduced by aircraft
manufacturer or limited by calculation of performance limit weight
Space No. 19 “Maximum landing weight” it is introduced by aircraft manufacturer

Note: If there exist an obstacle at destination airport which require the aircraft to climb
with more than 2.1% climb gradient during missed approach, then missed
approach climb limit weight need to be determined and compared with maximum
structural landing weight and select the lower value as maximum landing weight

Space No. 20 “Takeoff fuel” the same as space value No.9

Space No. 21 “a” is the summation of space value 17 and 20 and it is the
maximum permissible takeoff weight limited by MZFW
Space No. 22 “Trip fuel” it is required fuel weight to complete the mission flying
from departure to destination airport

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Space No. 23 “c” is the summation of space value 19 and 22 and it is the
maximum permissible takeoff weight at departure airport limited by
maximum landing weight at destination airport

Note: At this stage a comparison between spaces 21, 18 and 23 need to be made and
select the lowest value as finalized maximum operational permissible takeoff
weight of the flight and omitting the other two

Space No. 24 “Operating weight” same as space value No. 10

Space No. 25 “Allowed traffic Load” is the difference between space value 24 and
finalized maximum operational takeoff weight of the flight as
described

Space No. 26 “Des” Destination airport. This space can be filled with the
destination city name, ICAO code or IATA code of destination city

Passenger detailing
Space No. 27 “No. of PAX” (A), it is the number of onboard adult(s) passenger
Space No. 28 “No. of PAX” (C), it is the number of onboard child(s) passenger
Space No. 29 “No. of PAX” (I), it is the number of onboard infant(s) passenger

Dead weight detailing

Space No. 30 “Cargo weight” – B – it is the amount of passenger baggage weight
either in Kg or LB as specified in space No. 2
Space No. 31 “Cargo weight” – C – it is the amount of Cargo/Freight weight either
in Kg or LB as specified in space No. 2
Space No. 32 “Cargo weight” – M – it is the amount parcel(s) weight from Post
office either in Kg or LB specified in space No. 2
Space No. 33 “Cargo weight” – T – the summation of spaces 30 through 32

Note: If all total payloads (passenger(s) disembarked and dead weight) removed at
destination airport, then the flight is called “One leg” flight in LTS point of view.
If part of onboard payload such as passenger(s), Baggage(s), Cargo, or mail
remains in the aircraft and transited to next destination, the flight is said “Two or
Three legs” flight. In this condition, the information of payload to second
destination needs to be filled in next bottom sections which are alike spaces 27
through 33.
At destination a new LTS need to be filled, then transit row need to be filed first

Transit payload detailing

Space No. 34 (A) “Tr”, Number of adult(s) passenger transiting to next destination
Space No. 35 (C) “Tr”, Number of child(s) passenger transiting to next destination
Space No. 36 (I) “Tr”, Number of infant(s) passenger transiting to next destination
Space No. 37 (Cargo weight) “Tr” total dead weight (Baggage(s), Cargo, Mail)
transiting to next destination

Page 20
Note: At destination airport a new LTS need to be completed and all transit information
must be filled in spaces 34 through, followed by completing spaces 26 through
32 for which embarked at station for the next flight

Deadweight distribution in cargo compartments

Space No. 38 “Cargo comp. distribution weight” it is the dead weight positioned in
FWD CC
Space No. 39 “Cargo comp. distribution weight” it is the dead weight positioned in
AFT CC
Space No. 40 “Cargo comp. distribution weight” it is the dead weight positioned in
BULK section

None revenue payload

Space No. 40 “PAX” number of onboard none-revenue passenger
Space No. 41 “Cargo” onboard none-revenue cargo weight

Note: Spaces 40 and 41 has no effect on LTS calculation weight, it is a valid

information and mostly used for commercial department

Summation and calculation

Space No.43 “Total cargo weight”, it is the total deadweight of the flight
Space No. 44 “Total PAX weight”, same as space value No. 16
Space No. 45 summation of space value No. 43 and 44
Space No. 46 “Max” same as space value No.25

Note: At this stage under weighting need to be determined (if exist) to be used for
possible LMC

Space No. 47 “Total traffic load” Same as space value No. 46

Space No. 48 “Under load” is the difference between space value No. 25 and 47
Space No. 49 “Dry operating weight” same as space value No. 8
Space No. 50 “Actual zero fuel weight” it is the summation spaces value No. 48
and 49
Space No. 51 “Max.” same as space value No. 17

Note: At this stage a comparison between space value No. 50 and 51 must be
compared to be insure that actual zero fuel weight does not exceed maximum
zero fuel weight. Space value No. 50 can be equal or less than space value
No. 51, otherwise either a mistake is made in calculation or readjustment is
require.

Space No. 52 “Takeoff fuel”, the same value as space No. 9

Space No. 53 “Actual takeoff weight”, it is the summation value of space No. 50
and 52
Space No. 54 “Max” same as the lowest value defined in space 21, 18 and 23

Page 21
Note: At this stage a comparison between actual takeoff weight and maximum
operational takeoff weight need to be made to ensure actual takeoff weight does
not exceed maximum permissible operational takeoff weight. Space value No. 53
can be equal or less than space value No. 54, otherwise either a mistake is made
in calculation or readjustment is require

Space No. 55 “Trip fuel” it is the save value space No. 22

Space No. 56 “Actual landing weight” it is the difference between space value 53
and 55
Space No 57 “Max” it is the same value space No. 19

Note: At this stage a comparison must be made between actual landing weight space
value and. 56 and maximum landing weight value space No. 57. Actual landing
weight cannot exceed maximum landing weight otherwise a either mistake is
made or readjustment is require

Space No. 58 Last Minute Change (LMC) section

Space No. 59 “Dest” it is the destination of load
Space No. 60 “Specification” it is the specification of the load, whether it is
passenger, baggage, cargo or mail
Space No. 61 “+/-“ identification of either the load is adding (with + sign) or
removing (with – sign) from aircraft
Space No. 62 “Cl/Cpt” it is the description of where the load is located. “Cl”
indicates passenger class and “Cpt” indicated deadload for
compartment
Space No. 63 ‘ ‘ the weight of individual load
Space No. 64 `”+/-“ indication of total LMC
Space No. 65 “ “ it indicated the net weight either added into or removed from
aircraft
Space No. 66 “Total PAX onboard” it indicated total passenger including adult(s),
child(s) and infant(s) onboard
Space No. 67 “TSOB” it indicates total sole onboard which is the summation of
space value No. 66 and space No. 6

Page 22
Page 23
TRIM SHEET
Trim sheet section of LTS is designed to demonstrate the movement and determination
of overall aircraft CG position in percentage of MAC. Trim sheet is mainly divided into:
 Passenger embarking section
 Deadweight loading section
 Fuel loading section
 Total index calculation section
 Additional information section

Note: Additional information section is optional, that is flight crew may ignore or
complete it for determination of aircraft CG position for landing
 Aircraft CG envelope section

Note: Defining/calculating aircraft CG movement for location of passenger(s) seated in

cabin section, distribution of cargo in cargo compartment and finally distribution
of fuel in fuel tank cell(s) are designed in two formats, either tabulated or
graphical format

 Tabulated format

Note: Since upon arrival captain and first officer (flight crew) into cockpit, they have to
manage and sort every flight matter item in its best condition to have a safe flight,
as well as to consider and answer all item brought to their attention by ground
crew or ATC, trim sheet form tried to design simple and easy to use.

In order to minimize flight crew mistake in regard of CG movement calculation,

some trim sheet index calculation is designed so that, crew add up all CG
movement index value together and do not matter/separate whether the CG
movement is toward aircraft nose direction group or tail direction group.
Some trim sheet itemized the indexes into two columns, that is if aircraft CG
movement is toward aircraft nose direction noted in one column with negative
sign and if aircraft CG movement is toward aircraft tail direction noted in another
column with positive sign and at the end an algebraically calculation need to be
made to finalize the aircraft CG position

 Graphical format

Note: In graphical format, a set of “Pitch” which is made of two parallel lines. Each pair
of pitch describes the certain number of passenger(s) for cabin section or certain
weight for deadweight positioned in cargo compartments or fuel weight in each
tank.

Page 24
 Tabulated format description

Passenger section

Space No. 1 “OA – PAX 96” indication of zone OA and number of available seats
in the zone
Space No. 2 “ “ space to show actual number of passenger seated in zone OA
Space No. 3 Indication for number of occupants in zone OA
Space No. 4 Index value describes aircraft CG movement for passenger(s)
seated in zone OA
Space No. 5 “OB – PAX 72” indication of zone OB and number of available seats
in the zone
Space No. 6 “ “ space to note actual number of passenger seated in zone OB
Space No. 7 Indication for number of occupants in zone OB
Space No. 8 Index value describes aircraft CG movement for passenger(s)
seated in zone OB
Space No. 9 “OC – PAX 75” indication of zone OC and number of available seats
in the zone
Space No. 10 “ “ space to note actual number of passenger seated in zone OC
Space No. 11 Indication for number of occupants in zone OC
Space No. 12 Index value describes aircraft CG movement for passenger(s)
seated in zone OC

Cargo compartment
Space No. 13 FWD CC with maximum allowable load in FWD CC
Space No. 14 HOLD 1 maximum weight capacity
Space No. 15 “ “ space to note actual dead weight positioned in hold number 1
Space No. 16 indication for deadweight in hold 1
Space No. 17 Index value describes aircraft CG movement for deadweight
positioned in hold 1
Space No. 18 HOLD 2 maximum weight capacity
Space No. 19 “ “ space to note actual dead weight positioned in hold number 2
Space No. 20 indication for deadweight in hold 2
Space No. 21 Index value describes aircraft CG movement for deadweight
positioned in hold 2
Space No. 22 AFT CC section
Space No. 23 HOLD 4 maximum weight capacity
Space No. 24 “ “ space to note actual dead weight positioned in hold number 4
Space No. 25 indication for deadweight in hold 4
Space No. 26 Index value describes aircraft CG movement for deadweight
positioned in hold 4
Space No. 27 BULK section maximum weight capacity
Space No. 28 “ “ space to note actual dead weight positioned in BULK section
Space No. 29 indication for deadweight in BULK section
Space No. 30 Index value describes aircraft CG movement for deadweight
positioned in BULK section

Page 25
Fuel loading
Fueling aircraft procedure must be followed, that is always initiate to fill up wing tanks
(from tip to root) that is initiate with outer tanks (if exist), followed by main tanks and end
up fueling with center

Space No. 31 Outer tanks fuel weight limit

Space No. 32 “ “ space to note actual fuel weight in outer tanks
Space No. 33 Indication of fuel weight in outer tanks
Space No. 34 Index value describes aircraft CG movement for fuel weight in outer
tanks
Space No. 35 Inner (main) tanks fuel weight limit
Space No. 36 “ “ space to note actual fuel weight in inner (main) tanks
Space No. 37 Indication of fuel weight in inner (main) tanks
Space No. 38 Index value describes aircraft CG movement for fuel weight in inner
(main) tanks
Space No. 39 Center tank fuel weight limit
Space No. 40 “ “ space to note actual fuel weight in center tank
Space No. 41 Indication of fuel weight in center tank
Space No. 42 Index value describes aircraft CG movement for fuel weight in
center tank
Space No. 43 Trim tank fuel weight limit
Space No. 44 “ “ space to note actual fuel weight in trim tank
Space No. 45 Indication of fuel weight in trim tank
Space No. 46 Index value describes aircraft CG movement for fuel weight in trim
tank

Total index calculation

Space No. 47 “Adjusted DOI” DOI value must be extracted from DOW/DOI
table/chart

Passenger arrangement
Space No. 48 Same as space value No. 4 (if any)
Space No. 49 Same as space value No. 8 (if any)
Space No. 50 Same as space value No.12 (if any)

Cargo compartments
Space No. 51 Same as space value No. 17 (if any)
Space No. 52 Same as space value No. 21 (if any)
Space No. 53 Same as space value No. 26 (if any)
Space No. 54 Same as space value No. 30 (if any)

Zero fuel weight index

Note: At this stage the summation of DOI and all added weight into aircraft index
(excluding fuel weight indexes) can be defined and since there is no fuel index is
involved, then the total indicates Zero Fuel Index (ZFI)

Page 26
Space No. 55 Summation of spaces 47 through 54

Note: A note at space (*) indicates to use of last two index digit of space No. 55 before
entering aircraft CG envelope. That is the hundredth value must be omitted

Note: If defined ZFI plotted against actual ZFW which is defined in load sheet form
space No. 50, in aircraft CG envelope, position of actual aircraft CG in
percentage of MAC can be defined

Fuel loading
Space No. 56 Same as space value No. 34
Space No. 57 Same as space value No. 38
Space No. 58 Same as space value No. 42
Space No. 59 Same as space value No. 46

Takeoff fuel weight index

Note: Since determination of actual aircraft CG position for takeoff is the main concern,
takeoff index also need to be defined for determination of actual CG position in
percentage of MAC

Space No. 60 Summation of spaces 55 through 59

Note (repeated): A note at space (*) indicates to use of last two index digit of space
No. 60 before entering aircraft CG envelope. That is the hundredth
value must be omitted

Note: If defined takeoff index value from space No. 60 is plotted against actual takeoff
weight calculated in load sheet form space No. 57, location of actual aircraft CG
can be determined

Aircraft CG envelope
Aircraft CG envelope is usually a graphical chart and helps to define aircraft actual
takeoff, landing (if interested) and zero fuel CG in percentage of MAC

Space No. 61 Index axes

Space No. 62 Weight axes
Space No. 63 Percentage of MAC lines
Space No. 64 Limitation indication for ZFW structural limit
Space No. 65 Limitation indication of structural landing weight limit
Space No. 66 Limitation indication of maximum structural takeoff weight limit

Stab trim determination

Stab trim table enable the user to determine require stab trim deflection for takeoff

Space No. 67 Same as defined aircraft takeoff CG in term of MAC

Page 27
Space No. 68 Required stab trim value deflection
Space No. 69 introduction of stab trim direction (weather Nose up or Nose down)
Space No. 70 Takeoff CG position in percentage of MAC defined in CG envelope,
lines 63
Space No. 71 same as space value 68 with direction of stab trim setting space
No. 69

Additional information (optional)

Upon arrival to destination, if flight crew is interested about the aircraft landing CG
position in percentage of MAC , additional information part need to be field

Space No. 72 Same as space value No. 55

Note: At this stage none flying pilot must read actual remaining fuel weight in individual
tank fuel during descend and by the use of fuel index table and read fuel index
versus remaining fuel weight in each individual tank

Space No. 73 Remaining fuel index for outer tanks by using space No. 33 and 34
Space No. 74 Remaining fuel index for inner tanks by using space No. 37 and 38
Space No. 75 Remaining fuel index for center tank by using space No. 41 and 42
Space No. 76 Remaining fuel index for trim tank by using space No. 45 and 46
Space No. 77 Summation of spaces 70 through 75
Space No. 78 Same as aircraft landing CG defined on line(s) 63

Preparation and signature

When load and trim sheet is completed, before handed to captain for approving, it must
be signed by person who completed the LTS form, then after the captain is certain
about all data on LTS, he must sign the LTS. After captain signature, LTS is legal and
one of the official flight documents. No change is allowed to be made in regard of
adding, removing, relocating any passenger, or repositioning any dead weight unless
LTS form is changed with new one

Space No. 79 Place for name and signature of certified person who prepared the
LTS (either the load sheet man at station or flight first officer in the
absence of station load sheet man)
Space No. 80 Place for name and signature of captain

Page 28
Courtesy TABAN Airlines A-310

Page 29
Trim sheet with plus or minus sign for index value
Almost old version of trim sheet was designed in a way that all weight which make
clockwise moment are tabulated in one column and all weight that causes
counterclockwise moment tabulated in separate column, as described earlier:
 If aircraft loading causes aircraft CG moves toward aircraft nose, the index
value showed with negative sign which means generated moment is
counterclockwise, that indicates the aircraft is nose heavy causes pitch down
motion
 Respected indexes are shown in negative index column

 If the aircraft loading causes the aircraft CG moves toward aircraft tail, the
index value showed with positive sign which means the generated moment is
clockwise, aircraft is tail heavy and causes pitch up motion
 Respected indexes are in positive index column

 Subtotal positive and negative indexes are added up algebraically for determination
of total index for zero fuel weight, takeoff weight or landing weight. If resultant
algebraic summation is negative, it indicates aircraft nose down tendency, and if
resultant algebraic summation is positive, it indicates aircraft tail heavy tendency
 Summing up the total index values for DOI, passenger(s) and deadweight indexes,
zero fuel index is defined
 Enter CG envelope with defined ZFI and actual ZFW to determine aircraft ZF CG in
percentage of MAC
 If takeoff fuel index is added to ZFI, then actual takeoff index is defined
 Same procedure as determination of ZFI must be followed to determine aircraft
takeoff index and respected aircraft takeoff CG in percentage if MAC
 By entering stabtrim table with takeoff index value, require stab trim setting can be
defined

Page 30
 Index values with negative sign Index values with positive sign
table table

Negative
column for
total index
calculation

Positive
column for
total index
calculation

Subtotal
for positive
and
negative
indexes

Courtesy Boeing 737-400

Page 31
Graphical format
Unlike tabulated trim sheet format, on trim sheet with graphic format, passenger(s)
positioning, cargo loading and fuel tanks fueling illustrate the aircraft CG movement.
Trim sheet with graphic format introduces parallel lines and every paired line called
“Pitch”, where the distance between two parallel lines (pitch) describes the magnitude of
aircraft CG movement with regard of weight introduced for every paired line (pitch). The
direction along with passenger number in aircraft cabin zones or weight value in cargo
compartment sections are shown with an arrow introduced

To start with, and to determine zero fuel weight CG position in percentage of wing MAC
as an example, following procedure must be followed in sequence

1. Extract respected DOI of the aircraft from DOW/DOI table or chart

2. Set DOI value on DOI scale at top index value line,
3. Move down till one of the pitch line is crossed
4. Start to move in the direction as specified
5. When the amount of weight in respected cargo compartment or the number of
passenger in respected zone is reached stop and move vertically down for next
cargo compartment or passenger zone
6. Continue the same process to complete the loading in cargo compartments and
passengers in zones.
7. Move vertically down into aircraft CG envelope. This vertical line represent actual
zero fuel weight
8. With actual zero fuel weight defined in load sheet form, enter aircraft CG envelope
chart and horizontally to locate ZFI by crossing zero fuel index line
9. Read aircraft CG position in percentage of MAC for zero fuel weight

To determine aircraft takeoff CG in term of wing MAC and required pitch trim for takeoff

A. Calculate fuel weight MAC provided in a table, whether standard or none standard
fuel distribution
B. Apply fuel index correction on fuel pitch line before entering aircraft CG envelope
(direction of fuel index adding or subtracting on fuel pitch line is shown)
C. Enter aircraft CG envelope chart by drawing a vertical line from corrected index line
for fuel index
D. Enter aircraft CG envelope chart by actual takeoff weight defined in load sheet form
E. Move horizontally till corrected index for fuel line is crossed
F. Read aircraft takeoff CG in percentage of MAC
G. Enter pitch trim chart with takeoff CG in percentage of aircraft MAC and read
required stabilizer pitch trim for takeoff

To determine aircraft landing CG in term of wing MAC

I. Use fuel table index and determine landing fuel by adding remaining fuel in
every tanks allergically

Page 32
 II. Use the same procedure as described for determination of takeoff CG in term of
wing MAC

Example:
Following example is made to illustrate the procedure to complete a trim sheet with
graphic format

Note: the main concern for of this example is to illustrate the procedure for completion
of trim sheet with graphical format, therefore initial information like aircraft registration,
Departure, Destination airport, flight number, time, date and…. set blank

Aircraft: Airbus A-310

DOW: 83,000 Kg
Adjusted DOI: 53.3
Passenger 160 (all adult and no carryon bag)
Dead weight: 8,000 Kg

Note: Dead weight consist of passenger baggage, and cargo weight

Takeoff fuel: 38,000 Kg

Load distribution detail

PAX
Zone 0A: 30
Zone 0B: 100
Zone 0C: 30

Cargo
Hold 1: 2,000 Kg
Hold 2: 2,000 Kg
Hold 4: 2,000 Kg
Hold 5: 2,000 Kg

Fuel
Fuel weight: 37,000 Kg (fueling procedure was followed
accordingly)

Passenger weight = 160 * 75 = 12,000 Kg

ZFW = DOW + Passenger weight + dead weight

= 83,000 Kg + 12,000 Kg + 8,000 Kg = 103,000 Kg

TOW = ZFW + takeoff fuel

= 103,000 + 37,000 = 140,000 Kg

Page 33
 1- Initiating procedure with
DOI of 53.3 and moving
down to first pitch

2- Load dead
3- Make movement for dead
weight as
weight according the weight
instructed
and movement direction

5 - Make movement for

4- Seat
passenger seated with direction
passengers
as instructed 9 – Draw a line according
to TOF index

10- This is TOF

index line

6 – This is ZFI line,

draw a straight line
down

12- Read aircraft CG

for TOW in
11- Enter with percentage of MAC
TOW on which is 22%
weight scale
8- Read aircraft CG
for ZFW in
percentage of MAC
which is 24%

7- Enter with
ZFW on 13- Enter with TO
weight scale MAC and read
require stab trim
which is 2 deg. NU

Page 34
Computerized load and trim sheet
Computerized load and trim sheet is commonly known as Departure Control System or
“DCS” in short. Any airliners may subscribe DCS services from service provider. The
concept is the same but provided form is different

Courtesy TABAN Airlines

Page 35
General information
 Weight scale “LB”
 Person name who prepared the LTS ““
 Captain name ““
 Indicated this is the second LTS requested for this flight “02”
 Departure and destination airport with flight number “From/To Flight”
 Aircraft registration with seat version “Y 165”
 Number of cockpit crew and total number of cabin crew “2/9”
 LTS issuance date “18 Nov. 18”
 LTS time issuance “06 02”

Weight and calculation

 Total dead weight “5804”
 Load distribution “hold 1/0, Hold 2/000, Hold 3/2000, Bulk 0”
 Passenger weight “28001”
 Passenger status “Adult/151, Child/0, Infant/3”
 Total number of passenger “154”
 Seated passenger “151”
 Total traffic load “33805”
 Dry operating weight “84485”
 Actual zero fuel weight “118290”
 Maximum structural zero fuel weight “Max 122000”
 Takeoff fuel “33805”
 Takeoff fuel “32500”
 Actual takeoff weight 150790”
 Maximum takeoff weight (structural or performance limit) “159000”
 Trip fuel “12000”
 Actual landing weight “138790”
 Takeoff weight limited by landing weight “L”

Page 36
 Dry Operating Index “59.10”
 Landing index “56.80”
 Last Minute Change “Dest Spec Cl/Cpt + - weight”
 Zero Fuel Weight Index “17.01”
 Zero Fuel CG in % of MAC “5.43%”
 TakeOff Weight Index “17.2”
 TakeOff CG in % of MAC “9.31%”

Passenger seating configuration

 Passenger seated in zone 0A “36”
 Passenger seated in zone 0B “50”
 Passenger seated in zone 0C “65”
 Underweight “710”

Load message
 Notice To Captain NOTOC “NIL”
 Flight number and aircraft register ““
 Available seat version “Y165”
 Flight crew “Cockpit 2/ Cabin 5”
 Passenger status “Adult 151/ Child 0/ Infant 3”
 Total dead weight load “T5804”
 Dead weight distribution “Hold2/1000 Hold/3 2000 Hold4/2804”
 Seated passenger “151”
 None revenue passenger or dead weight “0”
 Extra crew (ACM and ground mechanic) “4”
 Specification of dead weight
“Baggage/5804, Cargo/Nil, Mail/Nil, Equipment/NIL”

Page 37
Example
Let us finalize the load and trim sheet discussion with manual completion of an example
with following information

 Aircraft: Airbus A-310

 Aircraft registration: AC-XYZ
 Seat version: 00/243 (No business class, 243 economy class)
 Flight number: ABC257 (International flight)
 Date: February 03, 2021
 LTS completed at: 08:50 UTC
 Departure airport: Airport AA
 Destination airport: Airport BB
 Crew setting: 2/5/7 that is:
Cockpit crew: 2
Cabin crew: 5
FSG and GE: 7 (5 FSG/2 GE)
 Takeoff fuel: 24,000 Kg
 Trip fuel: 11,500 Kg
 Reported Max. TOW: 157,600 Kg (limited by performance limitation)

Payload
 Adult(s): 215, (3 of passengers are airline staff on duty)
 Child(s): 7
 Infant(s): 4
 Passenger’s baggage: 2,540 Kg
 Company cargo: 750 Kg
 Mail: Nil

Assumption
By use of airline manual following assumption is made”
 DOW for 2/5/1 crew setting (2 cockpit crew, 5 cabin crew and a FSG) is:
82,850 Kg
 DOI for 2/5/1 crew setting: 52.0
 Additional flight crew weight: 85 Kg per person

Passenger weight
 Adult: 84 Kg
 Child: 35 Kg
 Infant: 10 Kg

Page 38
DOW value extracted form DOW/DOI table

Max. Operational TOW

Page 39
 Dead
weight
Fuel distribution index
indexes DOI
value
extracte
d from
DOW/D
OI table

Passengers + XCR in
zones with related
indexes

Required stab
trim for takeoff
Location of actual
TOW and ZFW CG in
percentage of MAC

Page 40
References

TABAN Airlines
Airbus A-310 FCOM
Boeing 737 FCOM
Vikipedia.org
Goggle.com

Page 41
 Intentionally left blank

Page 42

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