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Dilema over loadsheet

Old 20th Jul 2017, 07:30
  #21 (permalink)  
Join Date: Aug 2013
Location: FL060
Posts: 138
Originally Posted by what next View Post
Flying as a passenger on a commercial flight, have you ever been asked for your weight? Or put on scales? Me neither, so how is the "commander" supposed to know the exact passenger weight?

And flying in the executive sector as I do, it would be the commander's own task to approach Mr. CEO or Mrs. Celebrity and ask: "Excuse me Madam/Sir, but you certainly don't look as if you fit our standard passenger mass, so would you please be so kind and tell me, what your exact weight would be?" Sorry, but the job market is not good enough (yet) to ask this kind of question

And regarding the original question: Flying IFR commercially since 25 years I have had to do two to five checkrides a year, depending on the number of classes/types in my license. Not once have I been asked by an examiner to show a loadsheet. (The only time ever must have been on my initial PPL checkride). However, if an examiner would explicitely ask for a loadsheet this would be the ideal opportunity to ask him/her about his/her weight, wouldn't it?
Commercial flights are regulated under PAN-OPS
cavok_flyer is offline  
Old 20th Jul 2017, 14:26
  #22 (permalink)  
Professional Student
Join Date: Mar 2005
Location: My Secret Island Lair
Posts: 507
Ex Oggie,

No-one is disputing flying overweight is illegal & not to be done, or that you should.

What is being said is that an overweight aircraft in trim will probably fly (albeit slower, more runway, degraded climb rate) whereas an out of CG aircraft at any rate will probably be dangerous.
hobbit1983 is offline  
Old 22nd Jul 2017, 21:17
  #23 (permalink)  
Join Date: Jun 2002
Location: Wor Yerm
Age: 63
Posts: 0
Would it not have been a wise idea to have a "standard" W & B calculation that allowed for full to empty tanks and two pax weighing between say 70 to 100 kgs each, in the front seats. At the same time a performance calculation could prepared that would allow a departure from a 1,200 M runway with a 2% upslope 700' altitude at ISA plus 15 with a QNH of 990 hPa and say 5 kts tailwind. Then providing none of these limits are bust, you do nothing.

Piltdown Man is offline  
Old 24th Jul 2017, 21:48
  #24 (permalink)  
Join Date: Mar 2013
Location: UK
Posts: 125
Ex Oggie
Slightly off topic but a timely reminder for me. I'm rostered to fly this week and the company always overfill.
Time to reject the aircraft methinks. I'll turn out to be the bad guy though.
Broadlands is offline  
Old 26th Jul 2017, 18:21
  #25 (permalink)  
Join Date: May 1999
Location: Quite near 'An aerodrome somewhere in England'
Posts: 25,378
...a friend of mine turned up an initial iR test on a MEP with a CAA staff examiner, having diligently asked the examiner for her weight, she refused
"For weight and balance calculations, what is your crew weight?"

"Not saying"

"OK, I'll just write 'uncooperative fat bitch' and assume 90 kg..."
BEagle is online now  
Old 27th Jul 2017, 12:12
  #26 (permalink)  
Join Date: Nov 2005
Location: No idea - what does the GPS say?
Age: 60
Posts: 62
I'd take a cautionary route and assume 110kg. If her bags are anything like my wife's, there will be a kitchen sink in there somewhere.
MoateAir is offline  

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