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Aircraft Weights
Maximum Weight Limits
The weight and distribution of items carried in an airplane has
"Portions of this work are Copyright (c) 2009 tremendous effect on aircraft performance and aerodynamic
Jeppesen. stability. Before an aircraft can safely commence flight the pilot
Used By Permission" should consider whether the loading conditions of the airplane are
within allowable limits. These limits are established by the aircraft
manufacturer and should have been demonstrated to the FAA in
Search order to meet airworthiness certification requirements. If the
aircraft is loaded within these limits, it will be stable and
controllable during the entire flight envelope. On the other hand, if
the aircraft is improperly loaded and a flight would be commenced,
safety and performance will be compromised in many ways.

Maximum Weight Limitations

In order to provide safe flight operations, the pilot must maintain
the total, or gross, weight of an airplane at or below maximum
limits. These maximum weights are primarily established to
maintain structural integrity of the airframe up to the limit load
factors during all phases of flight. Small, low-powered aircraft are
usually restricted by a maximum weight limit specified as maximum
certificated weight, maximum gross weight or simply maximum
weight. Larger aircraft, however, are restricted by maximum weight
limits designated for various stages of flight and ground operations.
These weights are commonly referred to as the Maximum Zero Fuel
Weight (MZFW), Maximum Ramp Weight, Maximum Take-off Weight
(MTOW) and Maximum Landing Weight (MLAW).

Maximum Zero Fuel Weight

Some, and almost all commercial aircraft,
have a Maximum Zero Fuel Weight, which
is the maximum amount of weight of the
aircraft without usable fuel. In order to
determine the MZFW, you can simply
extract the total amount of usable fuel on
board from the aircraft weight. If, for
some reason, the actual zero fuel weight
is higher than the MZFW, items, other
than fuel, must be reduced in order to
reduce the total load. The reason why
the MZFW is established is to determine
the maximum weight that can be carried
in the aircraft fuselage. Excessive loading
could result into the wings flexing too far
upward when generating sufficient lift
required to keep the aircraft airborne.

Maximum Ramp Weight

Actual Ramp/Taxi Wt.
The Maximum Ramp Weight is specified as

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 the maximum amount the aircraft can Actual Zero Fuel
weight on the ramp or during taxi. Weight
Obviously, this maximum weight is higher
+ Block Fuel
than the maximum take-off weight in
order to provide an allowance for the = Actual Ramp/Taxi
amount of fuel used from engine start Weight
until the take-off roll (called taxi fuel). In
some cases, the manufacturer uses the
term Maximum Taxi Weight, however,
these terms represent the same
limitation.

Maximum Take-off Weight

Actual Take-off Weight
The Maximum Take-off Weight is
determined as the weight of the aircraft Actual Ramp/Taxi
as the brakes are released at the Weight
beginning of the runway to start the take- - Taxi Fuel
off run. Both for the MTOW and MLAW,
the manufacturer determined that the = Actual Take-off
total weight of the aircraft permitted for Weight
flight may cause structural damage to the
airframe as load limits are exceeded
during take-off or landing. It is therefore
important to make sure the fuel
consumption during flight is sufficient to
reduce total weight of the aircraft to the
MLAW prior to landing.

Maximum Landing Weight

Actual Landing Weight
The Maximum Landing Weight is, as
already pointed out earlier, related to the Actual Take-off
maximum amount the aircraft may weigh Weight
at touchdown. This restriction is based on - Trip Fuel
the strength of the landing gear and
overall structural fuselage integrity. For = Actual Landing
weight and balance reasons, the lowest of Weight
these four is used to establish the
maximum allowable payload.

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