PPRuNe Forums - Dilema over loadsheet

PPRuNe Forums (https://www.pprune.org/)

- Flying Instructors & Examiners (https://www.pprune.org/flying-instructors-examiners-17/)

- - Dilema over loadsheet (https://www.pprune.org/flying-instructors-examiners/596540-dilema-over-loadsheet.html)

Quote:

Originally Posted by what next (Post 9820418)

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

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.

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.

PM

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.

Quote:

...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..."

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.