I have to agree with you Schibulsky and SMT member, some of the questions being posted are very concerning.
I run my own company and have been producing manual loading systems for all types of aircraft and I can say that each operator, type of operation, company ground ops procedures, A/c manufacturer, type, model, fuel tank configuration and interior configuration will have a massive impact on what type of trimsheet is produced and how the curtailed flight envelope limits are derived.
This is just the start as you then have to ensure that graphically the trimsheet is presentable, easily populated and produces acurate results for take-off landing etc.
I agree that there are a lot of half trained people out there producing W&B docs thinking that they know what they are doing is correct.
The other issue is that by using other trimsheets as examples to base your trimsheet on is not good practice unless you have the full substantiating data/report that the trimsheet was derived from. That way you can acuratly determine if the trimsheet is accurate and can be used for the basis of your calculations or for reference.
If and when you produce a new trimsheet for your aircraft and if there are any errors within it. It may also end up in someone elses hands being used an example of how to produce their trimsheet and even worse, actually used for their operation. I have known for this to happen with more than one airline.
Anyway, If I can be of any further assistance to you, then please contact me on
[email protected]