Mass and Balance for Low Cost Airlines
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Mass and Balance for Low Cost Airlines
Having recently completed some mass and balance for the MRJT1. I was wondering,
how do companies like Easyjet, Ryanair etc. complete their mass and balance?
Positioning of passengers can be important in keeping the C of G within limits, but none of these airlines assign seats to passengers, it's just a free for all. So if you have a 737-800, with a 50% pasenger load and all of them decide to sit at the back, do the flight attendents start moving them forward?
Or are there general assumptions, window seats fill up first etc., hence the load is more equally spread?
how do companies like Easyjet, Ryanair etc. complete their mass and balance?
Positioning of passengers can be important in keeping the C of G within limits, but none of these airlines assign seats to passengers, it's just a free for all. So if you have a 737-800, with a 50% pasenger load and all of them decide to sit at the back, do the flight attendents start moving them forward?
Or are there general assumptions, window seats fill up first etc., hence the load is more equally spread?
Joined: Sep 2001
Posts: 117
Likes: 0
From: UK
Many operators use a similar system when using a 'free seating' arrangement; CofG calculation by bay split, and manual loadsheet.
The pax will board, and take their seats as they wish. While this is going on, the numeric part of the manual loadsheet (eg FIT/TOW/TOF/TIF/LDW etc) will have been completed. The flightcrew know where the bags are, because there will either be a 'standard loading' for a particular airline, or the despatcher will have told them for example 'all in hold 4'.
When the pax are on the No.1 will do a count relating to sections of the aircraft. Each section is a 'bay' and the number of seats in each bay, indeed how many bays, is specific to each aircraft type. For example, for aircraft X (fictional) :
BAY A : Rows 1-10.
BAY B : Rows 11-20.
BAY C : Rows 21-30.
There will be a small form which the No.1 has which will have the bays written on it - he or she will then write in how many are in each bay, and present it to the Captain/F.O. as appropriate. Not only does this give them the final load information, but also it acts as a crosscheck on the headcount too. Some airlines have a complete load chit which also confirms the position of bags/cargo/AOG spares etc.
The loadsheet will, on the trim chart / drop boxes, have a seperate scale for each bay. The person doing the loadsheet will finish the dropline quickly using the bay split, determining whether the CG at TOW and ZFW remains inside the envelope.
Should the aircraft be out of trim, due to where the pax have sat...the crew will be informed and told to move them as directed.
The process really does not take long at all, and should the flight be full, then the manual loadsheet should state how many can be sat in each bay, therefore no count is needed.
On the B737-300/400 putting all of the bags towards the back usually keeps things right...on the 800 I have seen several rules of thumb for example 1/3 in hold 4, 2/3 in hold 3, rest in hold 2. Unless the pax all decide to sit as close to one end as possible, which they are not likely to do, trim should be good.
This is the system which several carriers use, however variations are likely depending on individual airline and airport systems.
Cheers,
starship
[ 15 December 2001: Message edited by: starship ]
The pax will board, and take their seats as they wish. While this is going on, the numeric part of the manual loadsheet (eg FIT/TOW/TOF/TIF/LDW etc) will have been completed. The flightcrew know where the bags are, because there will either be a 'standard loading' for a particular airline, or the despatcher will have told them for example 'all in hold 4'.
When the pax are on the No.1 will do a count relating to sections of the aircraft. Each section is a 'bay' and the number of seats in each bay, indeed how many bays, is specific to each aircraft type. For example, for aircraft X (fictional) :
BAY A : Rows 1-10.
BAY B : Rows 11-20.
BAY C : Rows 21-30.
There will be a small form which the No.1 has which will have the bays written on it - he or she will then write in how many are in each bay, and present it to the Captain/F.O. as appropriate. Not only does this give them the final load information, but also it acts as a crosscheck on the headcount too. Some airlines have a complete load chit which also confirms the position of bags/cargo/AOG spares etc.
The loadsheet will, on the trim chart / drop boxes, have a seperate scale for each bay. The person doing the loadsheet will finish the dropline quickly using the bay split, determining whether the CG at TOW and ZFW remains inside the envelope.
Should the aircraft be out of trim, due to where the pax have sat...the crew will be informed and told to move them as directed.
The process really does not take long at all, and should the flight be full, then the manual loadsheet should state how many can be sat in each bay, therefore no count is needed.
On the B737-300/400 putting all of the bags towards the back usually keeps things right...on the 800 I have seen several rules of thumb for example 1/3 in hold 4, 2/3 in hold 3, rest in hold 2. Unless the pax all decide to sit as close to one end as possible, which they are not likely to do, trim should be good.
This is the system which several carriers use, however variations are likely depending on individual airline and airport systems.
Cheers,
starship
[ 15 December 2001: Message edited by: starship ]
Joined: Sep 2000
Posts: 33
Likes: 0
From: Edinburgh
Cool Hand,
As a dispacher / load controller, the way these airlines complete mass and balance is quite simple.
easyJet pay us to provide a computerised loadsheet, the computer provides trim by seat row, and makes automatic equal pax distribution through the cabin.
Ryanair, however, have an ingenius system (manual loadhseet). The way this is done is by combining the various indices with the actual weight, it is the last digit and it's decimal they use for the trim at ZFW and TOW. If the trim falls out of limits, a rule is used which allows the cabin crew to block off the first 5 and the last 5 rows thereby (hopefully) bringing it back in trim.
The 737-300 standard loading is between 100 and 120 bags in the rear hold with any remaining in the forward hold. The 800 series is roughly 40 bags in the forward hold with the remaining in the back (depending on how busy the flight is), whilst the older 200 series is tail heavy and hence about 90 bags are loaded in the forward hold first before mving on to the rear.
Cheers
As a dispacher / load controller, the way these airlines complete mass and balance is quite simple.
easyJet pay us to provide a computerised loadsheet, the computer provides trim by seat row, and makes automatic equal pax distribution through the cabin.
Ryanair, however, have an ingenius system (manual loadhseet). The way this is done is by combining the various indices with the actual weight, it is the last digit and it's decimal they use for the trim at ZFW and TOW. If the trim falls out of limits, a rule is used which allows the cabin crew to block off the first 5 and the last 5 rows thereby (hopefully) bringing it back in trim.
The 737-300 standard loading is between 100 and 120 bags in the rear hold with any remaining in the forward hold. The 800 series is roughly 40 bags in the forward hold with the remaining in the back (depending on how busy the flight is), whilst the older 200 series is tail heavy and hence about 90 bags are loaded in the forward hold first before mving on to the rear.
Cheers
