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### KC-10 Aircrew Training System Principles of Weight and Balance

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## TABLE OF CONTENTS

1.0 INTRODUC TION .................................................................................................. 1-1

2.0 OBJECTIVE .......................................................................................................... 2-1

3.0 AERODYNAMICS AND PERFORMANCE ........................................................... 3-1

4.0 SOURCE DOCUM ENTS ...................................................................................... 4-1

5.0 DEFINITIONS AN D FORMULAS ......................................................................... 5-1

6.0 CHARTS AND TABLES........................................................................................ 6-1

7.0 LESSON EXER CISE ........................................................................................... 7-1

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## 1.0 INTRODUCTION

One of your most important tasks is to accurately co mpute weight and balance information. To a great exten t, aircraft safety and efficient performance depend on your attention to all the factors involved with this process.

This workbook will provide you the knowle dge necessary to utilize weight and balance formulas and procedures. It includes an expl anation of basic aerodynamics, which shows the relation of weight and balance to aircraft performanc e. Next is a compilation of terms, from weight and balance publicat ions, for your convenience as a ready reference.

Questions will give you the opp ortunity to test your knowledge of the subject. If you miss a question, review the applicable informa tion. If you have any questions, please check with your instructor.

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## 2.0 OBJECTIVE

1. Compute KC-10 We ight and Balance.

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## 3.0 AERODYNAMICS AND PERFORMANCE

3.1 General

The relation of weight and balance to ai rcraft performance begins with an explanation of how aircraft move through the air. All aircraft rotate around three axis, or lines of force. As shown in Figure 3-1, these are the vertic al, lateral, and longitudi nal axis. Of course, the movements are not done separ ately. Flight controls are designed to operate in a coordinated manner. Flight control systems are explained in your flight manual.

Notice, the three axis intersect at the center of gravity. This is because aircraft must operate in compliance with a bas ic law of physics, which is : An object will move, or rotate, about its center of gravity.

Figure 3-1. Aircraft Rotational Axis



## . LATERAL AXIS

PITCH

LONGITUDINAL AXIS

ROLL

VERTICAL AXIS

Y

A W CENTER OF GRAVITY (CG)

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## 3.2 The Wing

Since the design of an aircraft’s wing pla ys a large part in de fining the performance envelope and flying characteristics, it is important to understand the relationship of aircraft weight and balance to the wing.

The overall shape and size of a wing or a horizontal stabil izer is defined as a wing planform. The primary impact of the planform on flight characte ristics is in the realm of high speed and low speed fli ght. The KC-10 wing has been designed to maximize the aerodynamic advantages of the planfo rm and minimize the disadvantages.

3.3 Wing Loading

The most important factor in volved in aircraft performance is weight, and how it is distributed within the wing and fuselage. This distribution affects wing loading and the wing’s ability to produce lift. When an airplane is in a static condition, the only loads imposed upon the structural com ponents are the results of weigh t. In steady level flight, the structure is not only acted upon by weight but also by local air conditions, thrust, lift, and drag. An additional load is imposed when the airplane is subjected to acceleration, whether induced by the pilot or by rough air. When the wing encounters rough air and is subjected to gusts, the additional loads imposed are caused by abrupt changes in angle-of-attack. The structural wing loads are a ffected by the wing fuel load distribution, sequence of fuel usage, air load, wing and engine nacelle weight, and the weight of the fuselage and payload (cargo and passengers.)

3.4 Inflight Wing and Fuselage Loads

When in level flight, the total supporting up load (total lifting force) on the wings equals the total airplane gross wei ght. Opposing downloads are fuselage, fuel, wing, and nacelle weights, as shown in figure 3-2. In order to lift the fu selage, the wing lifting capability must be greater t han the total wing down loads. As a result, an upward bending moment is produced at t he wing roots. To illustrate , think of the wing as a floating bridge. Place a heavy weight at the cent er, and the bridge will bend at this point. Since the weight is lowering the middle of the bridge, the ends will come up. If the weight is increased enough, the bridge will break. Going back to the wing, it is obvious what the results will be if t here is too much weight in th e fuselage, and not enough in the outboard wing tanks.

Now, if the weight can be spread across t he span of the wing, the angle, or bending moment, will be reduced. When the aircraft fuselage is heavy with cargo and/or body tank fuel, the wing tanks must be kept full and fuel burned from the body tanks. This action will reduce metal fatigue and increase the safety margin of the wing. Fuel loading also has a marked effect on t he center of gravity (CG) location.

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### Figure 3-2. Inflight Wing & Fuselage Loads.



## 3.5 Center of Gravity and Aircraft Performance

The efficiency of the wing is dependent upon the location of th e center of gravity (CG). The crew’s control of the CG begins befor e takeoff, and continues throughout the flight.

To understand the role the CG plays in aircra ft performance, it is necessary to discuss the relationship of CG to t he Aerodynamic Center (AC) of the wing. The aerodynamic center of the KC-10 wing is located one quarter of the way back from the leading edge of the Mean Aerodynamic Chord (MAC). In other words, the AC is at 25% MAC. The AC does move about a bit during low and high s peeds, but for practical purposes it is considered to be at 25% MAC. W0103-02 

### The sum of wing uploads per side equals half the gross weight

The sum of wing downloads per side equals wing, engine nacelle, and fuel weight TOTAL FUSELAGE WEIGHT BENDING MOMENT

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### Figure 3-3. AC Position Within the MAC.



## The allowable CG range varies with weight, but for the purpose of this explanation, the limits are considered to be 8 percent forwar d and 29 percent aft. The resultant of any change in lift on the wing takes place at the AC.

Figure 3-4. Wing Aerodynamic Center



## . AC MAC

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ALLOWABLE CG RANGE 8% - 29%

MAC AEROD Y N A MIC CENTER 25% MAC

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## The CG is the rotational axis of the aircraft. It is apparent then that a change in lift acting on the AC will create a pitchi ng moment about the CG. For any given change in lift, the magnitude of the pitching mom ent depends on the distance of the CG from the AC. The closer the CG is to the AC, the less abrupt pitch c hanges will be. The advantages of this

are:

(1) Mechanical forces on the fli ght controls and flight guidance system are less strenuous.

(2) The adverse effects of turbulence and other gust loads on the airframe are diminished.

(3) Aircraft performance is enhanced during marginal situations, such as a maximum gross weight takeoff on a very hot day.

Figure 3-5. Effect of CG Location on Wing Rotation Forces.



## The location of the CG in relation to the AC causes nose up or nose down forces on the wing. These forces work against control inputs and increase pilot workload. The flight controls at the aft end of the aircraft, know n as the empennage, are used to trim out or neutralize them. The horizontal stabilizer is hinged at the aft spar. Its movement is controlled through pilot operated trim switches , or the autopilot. The stabilizer is adjusted as necessary to balance the force r equired (tail up or tail down) to counteract imbalances caused by CG movement, airspeed changes, or changes in control configurations.

If the horizontal stabilizer were fixed, the balancing forces would have to be provided by the elevators alone. An increased dr ag penalty would be imposed on aircraft performance. Excess drag result s in greater engine power r equirements and fuel burn. In some extreme cases such as the CG at t he forward or aft limit, full elevator deflection AERODYNAMIC CENTER

AERODYNAMIC CENTER CENTER OF GRAVITY

CENTER OF GR A V IT Y CH A NGE IN LIFT

CHANGE IN LIFT PITCH UP

PITCH DOWN

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## may be required to offset the pitching moment. Ther e would be a decided lack of additional elevator aut hority in the desired direction. In other words, the pilot would run out of controls.

With a moveable stabilizer, required fore and a ft control forces are trimmed to zero by moving the stabilizer, allowing the elevators full range of operation.

Figure 3-6. Balancing Contribution of the Movable Stabilizer



## . DOWNWARD BALANCING FORCE

UPWARD BALANCING FORCE

WEIGHT AFT C.G. WEIGHT FORWARD C.G.

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### Figure 3-7. Balancing Contribution of the Elevators.



## 3.6 Summary

Section Three has presented an explanation of aerodynamic principles, which show the relationship of an aircraft’s center of grav ity to the wing’s aerodynamic center. For safety and structural integrit y, it is mandatory that the aircraft operate within flight manual specifications. The most important factor in this requirement is the accurate knowledge of the current gross weight and CG.

The Flight Engineer uses the gross wei ght and CG to compute takeoff speeds, the stabilizer trim setting, and fuel use (fuel burn) . When operating in si tuations such as a heavy fuel load and a cargo load that must meet zone load li mitations, a lot will depend on your accuracy in computing weight and balance. DOWNWARD BALANCING FORCE

UPWARD BALANCING FORCE

WEIGHT AFT C.G. WEIGHT FORWARD C.G.

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## 4.0 SOURCE DOCUMENTS

All aircraft are required to have a weight a nd balance history. This is maintained to ensure there are no unknown fa ctors, such as equipment changes or major airframe modifications, which could affect safety or performance. These two volumes make up the weight and balance record.

4.1 TO 1-1B-50 - Weight and Balance

Each Air Force aircraft is assigned a TO 1-1B -50, which provides the means to control weight and balance for the specified aircraft. This manual is to remain with the aircraft in accordance with instructions as outlined in the technical order.

CHART A DD Form 365-1

The Chart A, Basic Weight Checklist, is a list of equipment that is or may be installed in the aircraft. The manufacturer, prior to delivery, initiates it.

Whenever equipment is added or removed from t he aircraft, it is no ted by a checkmark ( 9 ) in the applicable column.

When checkmarks are entered in the “In Aircra ft” column, these entries serve as the inventory of items included in the basic weight. Weight and balance personnel make periodic inventories. An in ventory is required when:

1. The pilot reports unsatisfact ory flight characteristics. 2. The aircraft undergoes a major periodic inspection, or has maintenance that alters the configuration. 3. The aircraft is received at a new base. 4. The aircraft is weighed.

CHART B DD Form 365-2

The Chart B, Aircraft Weighing Record, is the history of the actual weighing of the aircraft.

CHART C DD Form 365-3

The Chart C, Basic Weight an d Balance Record, is a conti nuous history of the basic weight and moment resulting from structural and equipment changes.

The weights and moments of items listed on t he Chart A are entered in the Chart C, and a running total is kept. This is the aircraft’s basic weight and moment.

At all times, the latest we ight and moment entries are used for loading calculations.

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## 4.2 TO 1C-10(K)A-5 – Basic Weight Checklist and Loading Data

Each aircraft has a weight and balance handbook , containing aircraft specific data, to be used in conjunction with TO 1- 1B-50. It contains a sample Chart A, Basic Weight Checklist and a Chart E, Loading Data.

CHART E LOADING DATA

The Chart E serves two functions.

1. It has instructions for weighing the ai rcraft, which is a periodic requirement. 2. It has instructions and the necessa ry information for completing DD Form 365-4.

DD FORM 365-4 (FORM F).

The Form F is the official documentation of aircraft loading for the current flight. Instructions for use of the completed form are in the Flight Information Publication (FLIP) General Planning Document, Chapter 4. The following is presented for your information.

DD Form 175, Item 19. WEIGHT AND BALANC E - When filing a flight plan, the pilot shall either file a DD Form 365-4 with the flight plan or certify on the fli ght plan that the loading for the proposed fli ght does not exceed the load ing limits. When making this certification, he may cite a previously filed DD Form 365-4 for the particular aircraft. Enter one of the following:

1. N/A - When the aircraft flight manual does not require completion of DD Form 365-4 for each mission.

2. ATTACHED - If the DD Form 365-4 is attached. Note: Electronic computer data sheets may be used when information therein is identical to that required on the DD Form 365-4.

3. (Filed at) / (date) , when citing a previously filed DD Form 365-4 for a normal loading.

4. When required, a new DD Form 365- 4 will be filed with the military Base Operations office, when fli ghts originate from bases having such offices, or with the Airpor t Manager (or other suitable person) when flights originate from established flying areas without a Base Operations office.

5. (Filed with) / when impracti cable to file a DD Form 365-4 with the flight plan. (This is the normal opera tion for the KC-10 to file the DD Form 365-4).

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## 5.0 DEFINITIONS AND FORMULAS

Several definitions and formulas are used in computing aircraft weight and balance. Since these are used regularly, they are presented here as a convenient reference.

Source:

TO 1C-10(K)A-5 Basic Weig ht Checklist and Loading Data

5.1 Weight and Balance Definitions

REFERENCE DATUM LINE

A reference datum is a zero reference posi tion from which distances are measured. Aircraft have three zero reference datum from which aircraft locations are measured in the longitudinal (using fusel age station), lateral (using buttlines), and vertical (using waterlines) directions.

For transport type aircraft the RDL is placed in front of the nose, so that all measurements will be positiv e numbers. The KC-10 RDL is 239 inches ahead of the

nose.

Reference datum lines are also used in conjuncti on with lateral and vertical axis, but this lesson will be concerned with t he one primarily used in computing weight and balance.

LONGITUDINAL AXIS

The longitudinal axis extends on a horizontal plane from the RDL through the fuselage to the tail. All lengthwise measurements, giv en in inches, are taken on the longitudinal axis, beginning at the RDL.

ARM (A)

Arm is the distance of a wei ght from a reference datum.

AVERAGE ARM (AA)

An average arm is calculated by adding t he weights of several items, adding their moments, and dividing the total moments by the total weight.

STATION NUMBER

The location of fuselage identifiers, such as equipment items, crew locations, cargo compartments, etc. are labe led with station numbers, whic h are nothing more than the item’s arm, or distance in inches from the RDL.

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## COMPARTMENT

Compartments are areas in the fuselage used for designated functions, such as cargo compartments, the avionics bay, and wheel wells. They are defined by their forward and aft fuselage stations, measured in inches from the RDL. For example, the ARO compartment is from Station 1761 to St ation 2007. Cargo com partments are also labeled with alphabetical identifiers, such as Compartm ent A, DD, etc.

CENTROID

Centroid is commonly used as the average a rm or geometric center of a compartment.

ILLUSTRATIONS

These illustrations show how the definitions are used.

Figure 5-1 shows fuselage compartments. Thei r contents are listed in the Chart A.

Figure 5-2 shows cargo compartments.

Figure 5-3 shows another way a cargo centroid (CG) can be identifi ed by Air Freight, rather than using the centroid symbol. The gr oss weight is written on a piece of tape, with an arrow pointing to the CG. Also, front and rear axle weight s are written on tape placed over the front and rear wheels.

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## Figure 5-1. Fuselage Compartments. 275

239 275 464 595 859 1100 1154 1360 1521 1761 2007 396 2007

B C

D RDL STATION

ZERO

EF G J H KL M P

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## Figure 5-2. Cargo Compartments

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## Figure 5-3. How a CG is identified on a vehicle.

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## MOMENT (MOM)

Moment is the leverage, or force, affecting bal ance. Alternately, mom ent is the weight of an item, multiplied by its arm (distance from the RDL) in inches. Moments are expressed in inch pounds.

SIMPLIFIED MOMENT

As noted above moments are com puted in inches, which can resu lt in large, hard to use numbers. For convenience of use, moments are reduced by dividing the number by a constant factor. This size of this fact or is decided upon by the aircraft designers.

The KC-10 simplified moment constant is 10,000. The symbol is MOM/10,000.

MEAN AERODYNAMIC CHORD (MAC)

MAC is the average chord, or width, of t he wing. To find the mean aerodynamic chord the manufacturer measures the wing chord, or width, at several points along the wing. Then, this total is divided by the number of measurements. The KC-10 MAC is 295.8 inches.

LEADING EDGE OF THE MEAN AERODYNAMIC CHORD (LEMAC)

LEMAC is the distance from th e RDL to the front edge of MA C. For the KC-10, it is 1,312.0 inches from the RDL to LEMAC.

CENTER OF GRAVITY (CG)

The center of gravity (CG) is the point at which an aircraft would balance if it were suspended. CG is an arm measured in inc hes from the RDL. You may also see it labeled Center of Gravity Arm (CGA).

CG LIMITS

The CG limits, forward and aft, define the CG envelope. This is the distance the CG may move within the mean aerodynamic chord. CG limits are the result of aircraft design and testing, and mu st be strictly adhered to.

PERCENT OF THE MEAN AERODYNAMIC CHORD (% MAC)

% MAC is the CG expressed as a percent of MAC. This is attained by multiplying the decimal answer of less than one by 100, when working t he CG formula. For example, 0.225 is 22.5%.

AERODYNAMIC CENTER (AC)

The aerodynamic center is the theoretical poin t at which the total lift of the airfoil is concentrated. The relationship between the AC and the CG determines the flight control

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## response characteristics of the aircraft. For t he KC-10, the AC is considered to be at 25% of MAC. Alternately, the AC ma y be termed the Center of Lift (CL).

BASIC WEIGHT

The basic weight is an aircraft’s weight as it is equipped to fly, before crew, fuel and other items of variable load are added. The basic weight record is kept on the Chart C (DD Form 365-3).

BASIC MOMENT

The basic moment is the sum of the moment s of all items making up the aircraft basic weight.

OPERATING WEIGHT

The operating weight includes basic weigh t, crew, water, aircraft storage, extra equipment, emergency equipment and any configuration change. This is the weight of the aircraft before fuel cargo and passengers are added.

ZERO FUEL WEIGHT (ZFW)

The weight of a loaded aircraft without fuel. Incl uded in the zero fuel weight is the weight of cargo, passengers, and crew.

MAXIMUM ZERO FUEL WEIGHT (MZFW)

The maximum zero fuel weight is the weight at which t he aircraft can fly with zero usable fuel in the No. 1, 2, and 3 main wing tanks. For pl anning purposes, t he weight of body tank fuel is considered to be cargo. This requirement is ne cessary to meet zoneloading limitations for the upper and lower fuselage compartments.

5.2 WEIGHT AND BALANCE FORMULAS

ROUNDING

Rounding numbers is a standar d process for simplifying an answer. The basic arithmetical rule is: Calcul ations must be carried out to at least one number greater than the value desired. Example: 26.4527 = 26.5 23.1416 = 23.1

FORMULAS

Simplified Moment = Moment 10,000

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## Weight = Moment Arm = Mom ent Moment = Weight X Arm Arm Weight

Aircraft CG (Arm) = To tal (Gross) Moment Total (Gross) Weight

Aircraft %MAC = Arm - LEMAC X 100 MAC

EXAMPLE

1392 - 1312 

## X 100 80 

## X 100 MAC = 27% 295.8 295.8

% MAC to Arm = % MAC 

## X MAC + LEMAC 100

EXAMPLE

25 

## X 295.8 + 1312 = 1386 100

WEIGHT - ARM - MOMENT (WAM) TRIANGLE

The WAM triangle is a convenie nt tool for working weight and balance formulas. To solve for an unknown, simply multip ly or divide the known numbers.

Moment is above, so Moment divided by Weight (Arm) gives the dividend Arm (Weight). Weight (Arm) times Arm (Weight ) gives the product Moment.

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## 6.0 CHARTS AND TABLES

Since weight and balance calculations involv e the repetitive use of standard data, the information is presented in Chart E as tabulated data. The first part of the chart, which is very informative, contains instru ctions for weighing the aircraft.

6.1 Loading Data for Operational Items

Operational items consist of the crew, water for drinking and waste disposal, and storage provisions.

6.1.1 Crew Positions

Crew weight is a constant of 215 pounds. The a rm is the distance from the RDL to the crew position. The cumulative weight and moment gives you the total for the number of crew selected. These are what you enter in Ref. 3 of DD Form 365-4, the Form F.

COCKPIT CREW

POSITION WEIGHT (POUNDS) ARM MOMENT 10,000 CUMULATIVE WEIGHT CUMULATIVE MOMENT

PILOT COPILOT FLIGHT ENGINEER BOOM OPERATOR OBSERVER 215 215 215 215 215 325 325 362 360 385 7 7 8 8 8 215 430 645 860 1075 7 14 22 30 38

ARO COMPARTMENT (Not occupied during Takeoff and Landing)

BOOM OPERATOR INSTRUCTOR OBSERVER/TRAINEE 215 215 215 1794 1794 1794 39 39 39 215 430 645 39 77 116



## Figure 6-1. Crew Positions.

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## 6.1.2 Stowage Provisions

There are three fuselage positions designated for stowing professi onal equipment and crew baggage. The left column reflects a storage unit at the aft end of the cargo compartment. The center column is a compartm ent just to the left of the galley. The right column is a unit, which is part of the Increased Accommodation Unit. The totals from the selected column are entered in Ref. 4, Crew = s Baggage. Any other baggage and equipment stowed in the cargo compartment is entered in Ref. 13.

STORAGE CONTAINER AIRCRAFT STORAGE ACCOM. KIT - STORAGE

CENTROID 1970 400.2 603.7

WEIGHT MOMENT/10000

10 20 30 40 50 60 70 80 90 100 200 300 400 440 500 600 686 700 800 900 1000 1100 1200 1300 1400 1421 2 4 6 8 10 12 14 16 18 20 39 59 79 87 99 118 135 138 158 177 197 217 236 256 276 280 0 1 1 2 2 2 3 3 4 4 8 12 16 18 20 24 27

--

--

--

--

--

--

--

--

-- 1 1 2 2 3 4 4 5 5 6 12 18 24 27

--

--

--

--

--

--

--

--

--

--

--

--



## Figure 6-2. Stowage Provisions.

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## 6.1.3 Water Systems

Potable is the chemical designation for “drink able.” Drinking and wast ewater are listed in Ref. 5, Steward = s Equipment. Notice that water is converted from gallons to a percentage of volume. The most common entry is 550 pounds (100% of potable plus 25 lbs. for waste water) and 37 MOM. *

POTABLE WATER 63 GALLONS MAXIMUM

VOLUME (PERCENT OF MAX) WEIGHT (POUNDS) ARM (INCHES) MOMENT 10,000

10 20 30 40 50 60 70 80 90

* 100 53 105 158 210 263 315 368 420 473 525 676.3

676.3 4 7 11 14 18 21 25 28 32 36

WASTE WATER 3 GALLONS MAXIMUM IN EACH TOILET

* 100 25 412.0 1

100 25 589.0 1



## Figure 6-3. Water Systems.

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## 6.2 Configuration Alternatives

There are 10 passenger seating c onfigurations, A through J. Th is table shows the weight and MOM change to be entered in Ref. 8 should t he Chart C entry differ from the actual configuration. For example: Seating has been c hanged from A to D, which is the IAU. Read from A across to D and find you must add 5, 022 lbs and 368.5 MOM. The Ref. 8 Item entry will be: D75 14 þ 75 + . The middle figure is the arm, which is included for the convenience of weight and balance personnel.

Figure 6-4. Weight and Moment Change, With H-Arms, Between Chart A Interior Configuration Alternatives. WEIGHT AND MOMENTS CHANGES, WITH H-ARMS, FOR CONFIGURATION ALTERNATIVES

Figure 3-29 provides weight and moment changes, with H-arms, between the following Chart A interior configuration alternatives:

Code Configuration

A 14-personnel B 16-personnel C 20-personnel (23 pallets) D 75-personnel (expanded) E 25- or 27- pallet (all cargo) F 6-additional crew G 20-personnel, 17-pallet positions, cargo barrier net at station 948 (position 3), environmental curtain and bunk at station 576 (position 2) Code Configuration

H 53-personnel seats, one patient support pallet (6 litters) in position 2 right, and one blank pallet in position 3 right. I 53-personnel seats and 2 patient support pallets (9 litters) in positions 2 right and 3 right. J 31 useable seats, no cargo, no passengers

Descriptions and arrangement illustra tions for each configuration are included in the Cargo Loading Manual, TO 1C-10(K)A-9.

A list of equipment included in each c onfiguration is provided in the Equipment Inventory List, TO 1C-10(K)-21.

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## 6.3 Fuel Loading Data

Maintenance personnel to refuel the aircraft use these fuel load tables. Moments were computed on JP-8 fuel, which has a density of 6.7 pounds per gallon. Tables for other densities are in TO 1C- 10(K)A-2-12, Servicing.

Moments may be rounded to t he nearest whole number i.e. 1782.4 to 1782.0, 3293.6 to 3294.0. Weights may be rounded to the nearest 500 lb. increment i.e. 15,100 to 15,000; 27400 to 27,500. Interpolation of weights and moments between the 500 lb increments is not required.

These fuel tables are the basis for standard operat ional loads. Instructi ons for mission fuel management are in Sections III and IV of the flight manual. Boom Operator/Flight Engineer coordination during fuel configuration is import ant to ensure that all limitations are complied with.

6.3.1 No. 1 and 3 Wing Tanks

FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000

500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500 11,000 11,500 12,000 12,500 13,000 13,500 14,000 14,500 70.0 139.9 209.6 279.3 348.8 418.2 487.5 556.6 625.7 703.2 782.9 864.2 946.9 1,030.7 1,115.6 1,201.1 1,287.2 1,373.4 1,459.4 1,544.8 1,629.3 1,705.7 1,782.4 1,856.5 1,928.5 1,998.8 2,068.0 2,137.0 2,206.4 15,000 15,500 16,000 16,500 17,000 17,500 18,000 18,500 19,000 19,500 20,000 20,500 21,000 21,500 22,000 22,500 23,000 23,500 24,000 24,500 25,000 25,500 26,000 26,500 27,000 27,500 28,000 28,500 29,000 2,277.2 2,351.4 2,423.8 2,496.1 2,568.4 2,640.6 2,712.9 2,785.2 2,857.6 2,930.0 3,002.5 3,075.1 3,147.8 3,220.6 3,293.6 3,366.7 3,440.0 3,511.5 3,584.7 3,658.0 3,731.1 3,804.2 3,877.3 3,950.2 4,023.2 4,096.0 4,168.8 4,238.5 4,313.9 29,500 30,000 30,500 31,000 31,500 32,000 32,500 33,000 33,500 34,000 34,500 35,000 35,500 36,000 36,500 37,000 37,500 38,000 38,500 39,000 39,500 40,000 40,500 40,704* 41,000 41,500 42,000 42,500 43,000 4,388.9 4,463.6 4,538.0 4,612.3 4,686.4 4,760.4 4,834.3 4,908.3 4,982.3 5,056.4 5,130.6 5,205.1 5,279.7 5,354.6 5,429.9 5,505.4 5,581.3 5,657.5 5,734.2 5,811.2 5,888.7 5,966.6 6,044.9 6,076.9 6,123.6 6,202.6 6,282.1 6,361.8 6,441.9



## Figure 6-5. No. 1 and 3 Wing Tanks.

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-6 01 DEC 12 

## 6.3.2 No. 2 Wing Tank

FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000

500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500 11,000 11,500 12,000 12,500 13,000 13,500 14,000 14,500 15,000 15,500 16,000 16,500 17,000 17,500 66.4 132.6 198.8 264.7 330.6 396.3 461.9 527.3 592.7 657.8 722.9 787.8 852.6 917.2 981.7 1,046.1 1,111.7 1,177.1 1,242.4 1,307.7 1,373.1 1,438.4 1,503.7 1,569.0 1,634.3 1,699.6 1,764.8 1,830.1 1,895.4 1,960.6 2,025.9 2,091.1 2,156.3 2,221.6 2,286.8 18,000 18,500 19,000 19,500 20,000 20,500 21,000 21,500 22,000 22,500 23,000 23,500 24,000 24,500 25,000 25,500 26,000 26,500 27,000 27,500 28,000 28,500 29,000 29,500 30,000 30,500 31,000 31,500 32,000 32,500 33,000 33,500 34,000 34,500 35,000 2,352.0 2,417.2 2,482.4 2,547.6 2,612.7 2,677.9 2,743.1 2,808.2 2,873.3 2,938.5 3,003.6 3,068.7 3,133.8 3,198.9 3,264.0 3,329.1 3,394.1 3,459.2 3,524.2 3,589.3 3,654.3 3,719.3 3,784.3 3,849.3 3,914.3 3,979.3 4,044.2 4,109.2 4,174.1 4,239.1 4,304.0 4,368.9 4,433.8 4,498.7 4,563.6 35,500 36,000 36,500 37,000 37,500 38,000 38,500 39,000 39,500 40,000 40,500 41,000 41,500 42,000 42,500 43,000 43,500 44,000 44,500 45,000 45,500 46,000 46,500 47,000 47,500 48,000 48,500 49,000 49,500 50,000 50,500 51,000 51,500 52,000 52,500 4,628.4 4,693.3 4,758.1 4,823.0 4,887.8 4,952.6 5,017.4 5,082.2 5,147.0 5,211.8 5,276.5 5,341.3 5,406.0 5,470.7 5.535.4 5,600.1 5,664.8 5,729.4 5,794.1 5,858.7 5,923.4 5,988.0 6,052.6 6,117.2 6,181.8 6,246.3 6,310.9 6,375.4 6,439.9 6,504.5 6,569.0 6,633.4 6,697.9 6,762.4 6,826.8 53,000 53,500 54,000 54,500 55,000 55,500 56,000 56,500 57,000 57,500 58,000 58,500 59,000 59,500 60,000 60,500 61,000 61,500 62,000 62,500 63,000 63,500 64,000 64,500 65,000 65,438* 65,500 66,000 66,500 67,000 67,500 68,000 68,500 69,000 69,500 6,891.2 6,955.7 7,020.1 7,084.4 7,148.8 7,213.2 7,277.5 7,341.8 7,406.2 7,470.5 7,534.7 7,599.0 7,663.3 7,727.5 7,791.7 7,855.9 7,920.1 7,984.3 8,048.5 8,112.6 8,176.8 8,240.9 8,305.0 8,369.1 8,433.1 8,489.3 8,497.2 8,561.2 8,625.2 8,689.2 8,753.2 8,817.2 8,881.1 8,945.1 9,009.0



## Figure 6-6. No. 2 Wing Tank.

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-7 01 DEC 12 

## 6.3.3 Forward Body Tank

FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000

500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500 11,000 11,500 12,000 12,500 13,000 13,500 14,000 14,500 15,000 47.9 95.9 143.8 191.8 239.7 287.7 335.6 383.6 431.5 479.5 527.4 575.4 623.3 671.3 719.2 767.2 815.1 863.1 911.0 959.0 1,006.9 1,054.9 1,102.8 1,150.8 1,198.7 1,246.7 1,294.6 1,342.6 1,390.5 1,438.5 15,500 16,000 16,500 17,000 17,500 18,000 18,500 19,000 19,500 20,000 20,500 21,000 21,500 22,000 22,500 23,000 23,500 24,000 24,500 25,000 25,500 26,000 26,500 27,000 27,500 28,000 28,500 29,000 29,500 30,000 1,486.4 1,534.4 1,582.3 1,630.3 1,678.2 1,726.2 1,774.1 1,822.1 1,870.0 1,918.0 1,965.9 2,013.9 2,061.8 2,109.8 2,157.7 2,205.7 2,253.6 2,301.6 2,349.5 2,397.5 2,445.4 2,493.4 2,541.3 2,589.3 2,637.2 2,685.2 2,733.1 2,781.1 2,829.0 2,877.0 30,500 31,000 31,500 32,000 32,500 33,000 33,500 34,000 34,500 35,000 35,500 36,000 36,500 37,000 37,500 38,000 38,500 39,000 39,500 40,000 40,500 41,000 41,500 42,000 42,500 43,000 43,500 44,000 44,500 45,000 2,924.9 2,972.9 3,020.8 3,068.8 3,116.7 3,164.7 3,212.6 3,260.6 3,308.5 3,356.5 3,404.4 3,452.4 3,500.3 3,548.3 3,596.2 3,644.2 3,692.1 3,740.1 3,788.0 3,836.0 3,883.9 3,931.9 3,979.8 4,027.8 4,075.7 4,123.7 4,171.6 4,219.6 4,267.5 4,315.5 45,500 46,000 46,500 47,000 47,500 48,000 48,500 49,000 49,500 50,000 50,500 51,000 51,500 52,000 52,500 53,000 53,500 54,000 54,500 55,000 55,306* 55,500 56,000 56,500 57,000 57,500 58,000 58,500 59,000 59,500 4,363.4 4,411.4 4,459.3 4,507.3 4,555.2 4,603.2 4,651.1 4,699.1 4,747.0 4,795.0 4,842.9 4,890.9 4,938.8 4,986.8 5,034.7 5,082.7 5,130.6 5,178.6 5,226.5 5,274.5 5,303.8 5,322.4 5,370.4 5,418.3 5,466.3 5,514.2 5,562.2 5,610.1 5,658.1 5,706.0



## Figure 6-7. Forward Body Tank.

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-8 01 DEC 12 

## 6.3.4 Center Wing Tank

Because of its large size, the center wing tank has 2 pages of fuel loads. Only the first page is shown.

FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000

500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500 11,000 11,500 12,000 12,500 13,000 13,500 14,000 14,500 15,000 15,500 16,000 16,500 17,000 17,500 67.4 133.8 199.5 264.6 329.5 394.1 458.7 523.2 587.7 652.3 716.9 781.5 846.1 910.6 975.0 1,039.3 1,103.5 1,167.6 1,231.5 1,295.4 1,359.3 1,423.3 1,487.9 1,552.1 1,616.3 1,680.3 1,744.4 1,808.4 1,872.4 1,936.4 2,000.3 2,064.1 2,128.0 2,191.8 2,255.6 18,000 18,500 19,000 19,500 20,000 20,500 21,000 21,500 22,000 22,500 23,000 23,500 24,000 24,500 25,000 25,500 26,000 26,500 27,000 27,500 28,000 28,500 29,000 29,500 30,000 30,500 31,000 31,500 32,000 32,500 33,000 33,500 34,000 34,500 35,000 2,319.3 2,383.0 2,446.7 2,510.3 2,574.0 2,637.5 2,701.1 2,764.6 2,828.1 2,891.6 2,955.1 3,018.5 3,081.9 3,145.2 3,208.6 3,271.9 3,335.2 3,398.5 3,461.7 3,524.9 3,588.1 3,651.3 3,714.5 3,777.6 3,840.8 3,903.9 3,967.0 4,030.0 4,093.1 4,156.1 4,219.1 4,282.1 4,345.1 4,408.1 4,471.1 35,500 36,000 36,500 37,000 37,500 38,000 38,500 39,000 39,500 40,000 40,500 41,000 41,500 42,000 42,500 43,000 43,500 44,000 44,500 45,000 45,500 46,000 46,500 47,000 47,500 48.000 48,500 49,000 49,500 50,000 50,500 51,000 51,500 52,000 52,500 4,534.0 4,597.0 4,659.9 4,722.8 4,785.7 4,848.5 4,911.5 4,974.3 5,037.2 5,100.1 5,162.9 5,225.7 5,288.6 5,351.4 5,414.2 5,477.0 5,539.9 5,602.7 5,665.5 5,728.3 5,791.1 5,853.9 5,916.7 5,979.5 6,042.3 6,105.1 6,167.9 6,230.7 6,293.5 6,356.3 6,419.1 6,491.5 6,556.5 6,621.4 6,686.2



## Figure 6-8. Center Wing Tank.

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-9 01 DEC 12 

## 6.3.5 Aft Body Tank

FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000 FUEL (POUNDS) MOMENT 10,000

500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000 7,500 8,000 8,500 9,000 9,500 10,000 10,500 11,000 11,500 12,000 12,500 13,000 13,500 14,000 14,500 15,000 15,500 16,000 16,500 17,000 17,500 18,000 82.0 164.1 246.1 328.2 410.2 492.3 574.3 656.4 738.4 820.5 902.5 984.6 1,066.6 1,148.7 1,230.7 1,312.8 1,394.8 1,476.9 1,558.9 1,641.0 1,723.0 1,805.1 1,887.1 1,969.2 2,051.2 2,133.3 2,215.3 2,297.4 2,379.4 2,461.5 2,543.5 2,625.6 2,707.6 2,789.7 2,871.7 2,953.8 18,500 19,000 19,500 20,000 20,500 21,000 21,500 22,000 22,500 23,000 23,500 24,000 24,500 25,000 25,500 26,000 26,500 27,000 27,500 28,000 28,500 29,000 29,500 30,000 30,500 31,000 31,500 32,000 32,500 33,000 33,500 34,000 34,500 35,000 35,500 36,000 3,035.8 3,117.9 3,199.9 3,282.0 3,364.0 3,446.1 3,528.1 3,610.2 3,692.2 3,774.3 3,856.3 3,938.4 4,020.4 4,102.5 4,184.5 4,266.6 4,348.6 4,430.7 4,512.7 4,594.8 4,676.8 4,758.9 4,840.9 4,923.0 5,005.0 5,087.1 5,169.1 5,251.2 5,333.2 5,415.3 5,497.3 5,579.4 5,661.4 5,743.5 5,825.5 5,907.6 36,500 37,000 37,500 38,000 38,500 39,000 39,500 40,000 40,500 41,000 41,500 42,000 42,500 43,000 43,500 44,000 44,500 45,000 45,500 46,000 46,500 47,000 47,500 48,000 48,500 49,000 49,500 50,000 50,500 51,000 51,500 52,000 52,500 53,000 53,500 54,000 5,989.6 6,071.7 6,153.7 6,235.8 6,317.8 6,399.9 6,481.9 6,564.0 6,646.0 6,728.1 6,810.1 6,892.2 6,974.2 7,056.3 7,138.3 7,220.4 7,302.4 7,384.5 7,466.5 7,548.6 7,630.6 7,712.7 7,794.7 7,876.8 7,958.8 8,040.9 8,122.9 8,205.0 8,287.0 8,369.1 8,451.1 8,533.2 8,615.2 8,697.3 8,779.3 8,861.4 54,500 55,000 55,500 56,000 56,500 57,000 57,500 58,000 58,500 59,000 59,500 60,000 60,500 61,000 61,500 62.000 62,500 63,000 63,500 64,000 64,500 65,000 65,500 66,000 66,149* 66,500 67,000 67,500 68,000 68,500 69,000 69,500 70,000 70,500 71,000 71,500 8,943.4 9,025.5 9,107.5 9,189.6 9,271.6 9,353.7 9,435.7 9,517.8 9,599.8 9,681.9 9,763.9 9,846.0 9,928.0 10,010.1 10,092.1 10,174.2 10,256.2 10,338.3 10,420.3 10,502.4 10,584.4 10,666.5 10,748.5 10,830.6 10,855.0 10,912.6 10,994.7 11,076.7 11,158.8 11,240.8 11,322.9 11,404.9 11,487.0 11,569.0 11,651.1 11,733.1



## Figure 6-9. Aft Body Tank.

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-10 01 DEC 12 

## 6.4 Passenger Loading Data

The * and ** in the seat location column, Figure 6- 10, show the preferred positions for additional crew and support personnel. When pl anning for combined passenger and cargo loads, refer to T.O. 1C-10(K)A-9 for instructions and limitations.

Figure 6-10. Passenger Seating.

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-11 01 DEC 12 

## 6.5 Cargo Loading Data

Figure 6-11 shows the 25-pallet compartment arr angement. This is the basic configuration, which is modified for various passenger/car go loads. Compartment load capacities are shown. Notice how the station numbers (dis tance from the RDL) identify compartment boundaries.

Figure 6-11. Cargo Compartment Configuration.

### KC-10 Aircrew Training System Principles of Weight and Balance

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## 6.6 Cargo Load Computations

The top lines on Figure 6-12 show compartment limits and centroid (CG). The weight limits in the left column are for two pallets in eac h compartment. This info rmation can be used for reference during load planning. For example, y ou have 5,870 lb. to go in 7L. Read right to intersect each of the moments, and add.

WEIGHT MOM

5000 614.8

800 98.4 70 8.6 5870 721.8 (Round to 722.0)

### KC-10 Aircrew Training System Principles of Weight and Balance

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## Figure 6-12. Cargo Load Computations. COMPT (LOC) A (1) B (2) C (3) D(4) E(5) F(6) G (7) H (8) J (9) K (10) L (11) M (12) N (13)

FWD LIMIT 521.0 630.0 739.0 848.0 957.0 1,066.0 1,175.0 1,284.0 1,393.0 1,502.0 1,611.0 1,720.0 1,829.0

AFT LIMIT 630.0 739.0 848.0 957.0 1,066.0 1,175.0 1,284.0 1,393.0 1,502.0 1,611.0 1,720.0 1,829.0 1,937.0

CENTROID 575.5 684.5 793.5 902.5 1,011.5 1,120.5 1,229.5 1,338.5 1,447.5 1,556.5 1,665.5 1,774.5 1,883.0

WEIGHT (LB/PALLET) MOMENT/10,000 AT CENTROID LISTED ABOVE (MOMENTS ARE LISTED FOR EACH PALLET UP TO MAXIMUM CAPACITY, INCLUDING WEIGHT OF PALLET. THERE ARE PROVISIONS FOR TWO PALLETS AT EACH LOCATION EXCEPT PALLET LOCATION 13.)

10 0.5 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.6 1.7 1.8 1.9

20 1.1 1.4 1.6 1.8 2.0 2.2 2.5 2.7 2.9 3.1 3.3 3.5 3.8

30 1.7 2.1 2.4 2.7 3.0 3.4 3.7 4.0 4.3 4.7 5.0 5.3 5.7

40 2.3 2.7 3.2 3.6 4.0 4.5 4.9 5.4 5.8 6.2 6.7 7.1 7.5

50 2.9 3.4 4.0 4.5 5.1 5.6 6.1 6.7 7.2 7.8 8.3 8.9 9.4

60 3.5 4.1 4.8 5.4 6.1 6.7 7.4 8.0 8.7 9.3 10.0 10.6 11.3

70 4.0 4.8 5.6 6.3 7.1 7.8 8.6 9.4 10.1 10.9 11.7 12.4 13.2

80 4.6 5.5 6.3 7.2 8.1 9.0 9.8 10.7 11.6 12.5 13.3 14.2 15.1

90 5.2 6.2 7.1 8.1 9.1 10.1 11.1 12.0 13.0 14.0 15.0 16.0 17.0

100 5.8 6.8 7.9 9.0 10.1 11.2 12.3 13.4 14.5 15.6 16.7 17.8 18.8

200 11.5 13.7 15.9 18.1 20.2 22.4 24.6 26.8 29.0 31.1 33.3 35.5 37.7

300 17.3 20.5 23.8 27.1 30.3 33.6 36.9 40.2 43.4 46.7 50.0 53.2 56.5

400 23.0 27.4 31.7 36.1 40.5 44.8 49.2 53.5 57.9 62.3 66.6 71.0 75.3

500 28.8 34.2 39.7 45.1 50.6 56.0 61.5 66.9 72.4 77.8 83.3 88.7 94.2

600 34.5 41.1 47.6 54.2 60.7 67.2 73.8 80.3 86.9 93.4 99.9 106.5 113.0

700 40.3 47.9 55.5 63.2 70.8 78.4 86.1 93.7 101.3 109.0 116.6 124.2 131.8

800 46.0 54.8 63.5 72.2 80.9 89.6 98.4 107.1 115.8 124.5 133.2 142.0 150.6

900 51.8 61.6 71.4 81.2 91.0 100.8 110.7 120.5 130.3 140.1 149.9 159.7 169.5

1,000 57.5 68.5 79.4 90.3 101.2 112.1 123.0 133.9 144.8 155.7 166.6 177.5 188.3

2,000 115.1 136.9 158.7 180.5 202.3 224.1 245.9 267.7 289.5 311.3 333.1 354.9 376.6

3,000 172.7 205.4 238.1 270.8 303.5 336.2 368.9 401.6 434.3 467.0 499.7 532.4 564.9

4,000 230.2 273.8 317.4 361.0 404.6 448.2 491.8 535.4 579.0 622.6 666.2 709.8 753.2

5,000 287.8 342.3 396.8 451.3 505.8 560.3 614.8 669.3 723.8 778.3 832.8 887.3 941.5

6,000 345.3 410.7 476.1 541.5 606.9 672.3 737.7 803.1 868.5 933.9 999.3 1,064.7 1,129.8

6,500 374.1 444.9 515.8 586.6 657.5 728.3 799.2 870.0 940.9 1,011.7 1,082.6 1,153.4 1,224.0

7,000 402.9 479.2 555.5 631.8 708.1 784.4 860.7 937.0 1,013.3 1,089.6 1.165.9 1.242.2 --

8,000 460.4 547.6 634.8 722.0 809.2 896.4 983.6 1,070.8 1,158.0 1,245.2 1,332.4 1,419.6 --

9,000 518.0 616.1 714.2 812.3 910.4 1,008.5 1,106.6 1,204.7 1,307.8 1,400.9 1,499.0 1,597.1 --

10,000 575.5 684.5 793.5 902.5 1,011.5 1,120.5 1,229.5 1,338.5 1,447.5 1,556.5 1,665.5 1,774.5 --

11,000 633.1 753.0 872.9 992.8 1,112.7 1,232.6 1,352.5 1,472.4 1,592.3 1,712.2 1,832.1 1,952.0 --

12,000 690.6 821.4 952.2 1,083.0 1,213.8 1,344.6 1,475.4 1,606.2 1,737.0 1,867.8 1,998.6 2,129.4 --

13,000 748.2 889.9 1,031.6 1,173.3 1,315.0 1,456.7 1,598.4 1,740.1 1,881.8 2,023.5 2,165.2 2,306.9 --

14,000 -- -- -- -- -- -- 1,721.3 1,873.9 2,026.5 2,179.1 2,331.7 -- --

15,000 -- -- -- -- -- -- 1,844.3 2,007.8 2,171.3 2,334.8 2,498.3 -- --

16,000 -- -- -- -- -- -- 1,967.2 2,141.6 2,316.0 2,490.4 2,664.8 -- --

17,000 -- -- -- -- -- -- 2,090.2 2,275.5 2,460.8 2,646.1 2,831.4 -- --

18,000 -- -- -- -- -- -- 2,213.1 2,409.3 2,605.6 2,801.7 2,997.9 -- --

19,000 -- -- -- -- -- -- 2,336.1 2,543.2 2,750.3 2,957.4 3,164.5 -- --

20,000 -- -- -- -- -- -- 2,459.0 2,677.0 2,895.0 3,113.0 3,331.0 -- --

### KC-10 Aircrew Training System Principles of Weight and Balance

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### 6-14 01 DEC 12 

## 6.7 Center of Gravity Graph

The CG design limits graph, Figure 6-13, can be used as a quick reference to determine forward and aft % MAC limits for a known gross weight.

Enter on left with gross weight; read to the right to the forward limit, an d read down to the % MAC.

For the aft limit, read right from the gross weight to the aft limit line, then down to the aft % MAC.

In addition to the -5, this graph is in TO 1C-10(K)A-1, Section III, Limitations.

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## Figure 6-13. CG Limits Table.

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## 6.8 % MAC Tables

There are 11 of these tables , Figure 6-14, which show % MAC as a function of gross weight and moment. Weight is given in 500-pound increments. Ente r with gross weight, read right to the gross weight arm (MOM). Read up to read the % MAC.

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## Figure 6-14. CG Load Computations. GROSS WEIGHT

(LB) 8 %

MAC (1335.62) 8.4 %

MAC (1336.81) 9 %

MAC (1338.58) 10 %

MAC (1341.54) 1 0.3 %

MAC (1342.43) 1 1 %

MAC (1344.5) 1 1.4 %

MAC (1345.68) 1 2 %

MAC (1347.45) 13 %

MAC (1350.41) 1 4 %

MAC (1353.37)

240000 240500 241000 241500 242000 242500 243000 243500 32074 32141 32287 32274 32341 32408 32474 32541 32083 32150 32217 32283 32350 32417 32484 32551 32125 32192 32259 32326 32393 32460 32527 32594 32196 32264 32331 32398 32465 32532 32599 32666 32218 32285 32352 32419 32486 32553 32620 32688 32267 32335 32402 32469 32536 32604 32671 32738 32296 32363 32430 32498 32565 32632 32700 32767 32338 32406 32473 32541 32608 32675 32743 32810 32409 32477 32544 32612 32679 32747 32815 32882 32480 32548 32616 32683 32751 32819 32886 32954

244000 244500 245000 245500 246000 246500 247000 247500 32608 32675 32742 32808 32875 32942 33009 33076 32618 32684 32751 32818 32885 32952 33019 33085 32661 32728 32795 32862 32929 32996 33062 33129 32733 32800 32867 32934 33001 33068 33136 33203 32755 32822 32889 32956 33023 33090 33157 33225 32805 32872 32940 33007 33074 33141 33209 33276 32834 32901 32969 33036 33103 33171 33238 33305 32877 32945 33012 33080 33147 33214 33282 33349 32950 33017 33085 33152 33220 33287 33355 33422 33022 33089 33157 33225 33292 33360 33428 33495

248000 248500 249000 249500 250000 250500 251000 251500 33142 33209 33276 33343 33409 33476 33543 33610 33152 33219 33286 33353 33420 33487 33553 33620 33196 33263 33330 33397 33464 33531 33598 33665 33270 33337 33404 33471 33538 33605 33672 33739 33292 33359 33426 33493 33560 33627 33694 33762 33343 33410 33477 33545 33612 33679 33746 33814 33372 33440 33507 33574 33642 33709 33776 33843 33416 33484 33551 33619 33686 33753 33821 33888 33490 33557 33625 33692 33760 33827 33895 33962 33563 33631 33698 33766 33834 33901 33969 34037

252000 252500 253000 253500 254000 254500 255000 255500 33677 33743 33810 33877 33944 34010 34077 34144 33687 33754 33821 33888 33954 34021 34088 34155 33732 33799 33866 33933 33999 34066 34133 34200 33806 33873 33940 34008 34075 34142 34209 34276 33829 33896 33963 34030 34097 34164 34231 34299 33881 33948 34015 34083 34150 34217 34284 34351 33911 33978 34045 34113 34180 34247 34314 34382 33955 34023 34090 34157 34225 34292 34360 34427 34030 34097 34165 34232 34300 34368 34435 34503 34104 34172 34240 34307 34375 34443 34510 34578

256000 256500 257000 257500 258000 258500 259000 259500 34211 34278 34344 34411 34478 34545 34611 34678 34222 34289 34355 34422 34489 34556 34623 34690 34267 34334 34401 34468 34535 34602 34669 34736 34343 34410 34477 34544 34611 34678 34745 34812 34366 34433 34500 34567 34634 34701 34768 34835 34419 34486 34553 34620 34688 34755 34822 34889 34449 34516 34583 34651 34718 34785 34853 34920 34494 34562 34629 34696 34764 34831 34899 34966 34570 34638 34705 34773 34840 34908 34975 35043 34646 34713 34781 34849 34916 34984 35052 35119

260000 260500 261000 261500 262000 262500 263000 263500 34745 34812 34879 34945 35012 35079 35146 35213 34756 34823 34890 34957 35024 35091 35158 35224 34803 34870 34936 35003 35070 35137 35204 35271 34880 34947 35014 35081 35148 35215 35282 35349 34903 34970 35037 35104 35171 35238 35305 35372 34956 35024 35091 35158 35225 35293 35360 35427 34987 35054 35122 35189 35256 35324 35391 35458 35033 35101 35168 35235 35303 35370 35438 35505 35110 35178 35245 35313 35380 35448 35515 35583 35187 35255 35322 35390 35458 35525 35593 35661

264000 264500 265000 265500 266000 266500 267000 267500 35279 35346 35413 35480 35546 35613 35680 35747 35291 35358 35425 35492 35559 35625 35692 35759 35338 35405 35472 35539 35606 35673 35740 35807 35416 35483 35550 35617 35684 35752 35819 35886 35440 35507 35574 35641 35708 35775 35842 35909 35494 35561 35629 35696 35763 35830 35898 35965 35525 35593 35660 35727 35795 35862 35929 35996 35572 35640 35707 35774 35842 35909 35977 36044 35650 35718 35785 35853 35920 35988 36056 36123 35728 35796 35864 35931 35999 36067 36135 36202

268000 268500 269000 269500 270000 270500 271000 271500 35814 35880 35947 36014 36081 36147 36214 36281 35826 35893 35960 36026 36093 36160 36227 36294 35873 35940 36007 36074 36141 36208 36278 36342 35953 36020 36087 36154 36221 36288 36355 36422 35977 36044 36111 36178 36245 36312 36379 36446 36032 36099 36166 36234 36301 36368 36435 36503 36064 36131 36198 36266 36333 36400 36467 36535 36111 36179 36246 36313 36381 36448 36516 36583 36191 36258 36326 36393 36461 36528 36596 36663 36270 36338 36405 36473 36541 36608 36676 36744

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## 7.0 LESSON EXERCISE

References for the following are in Chapte rs 3, 4, 5, and 6. The answer for each question is on the reverse of its page. If y ou miss a question, review the applicable information. Should you need clarification on any point, please confer with your instructor.

1. The Reference Datum Line is located in front of the aircraft

nose.

2. All lengthwise fuselage measurement s are taken on the

.

3. ident ify the boundaries of fuselage compartments, equipment it ems, and crew stations.

4. The Mean Aerodynamic Chor d (MAC) is defined as the.

5. LEMAC is from the RDL.

6. Aircraft Center of Gravity (CG) is defined as the point at which.

7. The Aerodynamic Center (AC) of the KC-10 wing is at approximatel y MAC.

8. An aircraft’s Basic Weight is defined as the weight at which it is equipped to fly before

. 9. The Aircraft Operating Weight includes

. 10. The formula for Weight is

.

11. The formula for Arm is

.

12. The formula for Moment is

. 13. An aircraft’s weight and balance history is maintained in which Technical Order?

. 14. The latest entry in the is considered to be the aircraft’s current weight and balance status.

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## 7.1 Page One Exercise Answers

1. 239 inches

2. Longitudinal axis

3. Station numbers

4. the average chord, or width, of the wing

5. 1,312 inches

6. an aircraft would balance if it were suspended

7. 25% MAC

8. the crew, fuel, and other items of variable load are added

9. basic weight, crew, water, airc raft storage, extra equipment, emergency equipment and config uration change

10. moment divided by arm

11. moment divided by weight

12. weight times arm

13. TO 1-1B-50 Weight and Balance

14. DD Form 365-3, Chart C

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## 15. Use the WAM triangle to complete the following problems.

NOTE: All Moments are depicted simplified

15a. Weight: 5,000 Arm: 1160 Moment:

.

15b. Arm: 865 Mo ment: 5622 Weight:

.

15c. Moment: 1229 Weight: 9550 Arm:

.

. 16. Aircraft Gross Weigh t: 508,000 Total Moment: 69502 What is the Takeoff CG Arm?

. 17. Aircraft Gross Weight: 556,500 Total Moments: 76631 What is the Takeoff CG in %MAC?

.

18. You will have 5 crewmembers for a flight. What weight and moment will you enter in the Form F?

. 19. When you compared your planned Form F with the Chart C, the passenger seating had been ch anged from B to D. What information will you enter in Ref. 8? . (Figure 6-5)

20. What is the MOM entry for 59,000 lbs in No. 2 Wing Ta nk?

.

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## 7.2 Page Three Exercise Answers

15a. 5000 X 1160 = 5,800,000 

# ÷ 10,000 = 580

15b. 5622 X10,000 = 56,220,000 

# ÷ 865 = 64,994

15c. 1229 

# ÷ 9550 = 1286.9 1229 X 10,000 = 12,290,000 

# ÷ 9550 = 1286.9

16. 69502 

# ÷ 508000 = .1368 .1368 X 10000 = 1368

17. a. Arm: 76631 

# ÷ 556500 = .1377 .1377 X 10000 = 1377

b. 1377 - 1312 X 100 

## 65 

## X 100 = .21974 X 100 = 22.0% 

## 295.8 295.8

18. 1075 lbs and 38 MOM.

19. D75 16 

#  75 + 4959 + 366

20. 7663