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The authorised (or certified) weight limits are chosen by the customer/airline and they are referred to as the "purchased weights". An operator may purchase a certified weight below the maximum design weights because many of the airport operating fees are based on the aircraft AFM maximum allowable
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In operation, the maximum weight for takeoff may be limited to values less than the maximum takeoff weight due to aircraft performance, environmental conditions, airfield characteristics (takeoff field length, altitude), maximum tire speed and brake energy, obstacle clearances, and/or en route and
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The maximum permissible weight of the aircraft less all usable fuel and other specified usable agents (engine injection fluid, and other consumable propulsion agents). It is the maximum weight permitted before usable fuel and other specified usable fluids are loaded in specified sections of the
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Maximum weights established, for each aircraft, by design and certification must not be exceeded during aircraft operation (ramp or taxying, takeoff, en-route flight, approach, and landing) and during aircraft loading (zero fuel conditions, centre of gravity position, and weight distribution).
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and other specified usable agents (engine injection fluid, and other consumable propulsion agents). It is the maximum weight permitted before usable fuel and other specified usable fluids are loaded in specified sections of the airplane. The MDZFW is limited by strength and airworthiness
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The maximum design taxi weight (also known as the maximum design ramp weight (MDRW)) is the maximum weight certificated for aircraft manoeuvring on the ground (taxiing or towing) as limited by aircraft strength and airworthiness requirements.
319:(MRW) is the maximum weight authorized for maneuvering (taxiing or towing) an aircraft on the ground as limited by aircraft strength and airworthiness requirements. It includes the weight of taxi and run-up fuel for the engines and the APU.
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The maximum certificated design weight at which the aircraft meets the appropriate landing certification requirements. It generally depends on the landing gear strength or the landing impact loads on certain parts of the wing structure.
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Is the maximum certificated design weight when the brakes are released for takeoff and is the greatest weight for which compliance with the relevant structural and engineering requirements has been demonstrated by the manufacturer.
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requirements. At this weight, the subsequent addition of fuel will not result in the aircraft design strength being exceeded. The weight difference between the MDTOW and the MDZFW may be utilised only for the addition of fuel.
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An aircraft's structural weight capability is typically a function of when the aircraft was manufactured, and in some cases, old aircraft can have their structural weight capability increased by structural modifications.
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Weights could be restricted on some type of aircraft depending on the aircraft handling requirements; for example aerobatic aircraft, where certain aerobatic manoeuvres can only be executed with a limited gross weight.
577:
Synthesis of
Subsonic Airplane Design: An introduction to the preliminary design of subsonic general aviation and transport aircraft, with emphasis on layout, aerodynamic design, propulsion and performance
329:) depends on the size of the aircraft, the number of engines, APU operation, and engines/APU fuel consumption, and is typically assumed for 10 to 15 minutes allowance of taxi and run-up operations.
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Aircraft gross weight limits are established during an aircraft's design and certification period and are laid down in the aircraft's type certificate and manufacturer specification documents.
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An aircraft's gross weight is limited by several weight restrictions in order to avoid overloading its structure or to avoid unacceptable performance or handling qualities while in operation.
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An aircraft's gross weight will decrease during a flight due to fuel and oil consumption. An aircraft's gross weight may also vary during a flight due to payload dropping or
152:
At the moment of releasing its brakes, the gross weight of an aircraft is equal to its takeoff weight. During flight, an aircraft's gross weight is referred to as the
178:. The structural weight limits are based on aircraft maximum structural capability and define the envelope for the CG charts (both maximum weight and CG limits).
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The operation landing weight may be limited to a weight lower than the
Maximum Landing Weight by the most restrictive of the following requirements:
215:
The maximum landing weight is typically designed for 10 feet per second (600 feet per minute) sink rate at touch down with no structural damage.
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The authorised weight limits that can legally be used by an operator or airline are those listed in the AFM and the weight and balance manual.
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The maximum takeoff weight is always less than the maximum taxi/ramp weight to allow for fuel burned during taxi by the engines and the APU.
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In addition, the authorised maximum weight limits may be less as limited by centre of gravity, fuel density, and fuel loading limits.
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285:(AFM) and/or associated certificate of airworthiness (C of A). The authorised or permitted limits may be equal to or lower than the
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Overweight landings require a structural inspection or evaluation of the touch-down loads before the next aircraft operation.
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It is greater than the maximum takeoff weight due to the fuel that will be burned during the taxi and runup operations.
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plus weight of the crew and minimal amount of fuel) or handling considerations (frequently related to the balance).
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If the flight has been of short duration, fuel may have to be jettisoned to reduce the landing weight.
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weight values. An aircraft purchase price is, typically, a function of the certified weight purchased.
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is limited by aircraft strength and airworthiness requirements. Maximum flight weight is also known as
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138:(also known as the all-up weight and abbreviated AUW) is the total aircraft weight at
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The difference between the maximum taxi/ramp weight and the maximum take-off weight (
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The absolute maximum weight capabilities of a given aircraft are referred to as the
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Aircraft performance requirements for a given altitude and temperature:
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The maximum weight authorised for normal landing of an aircraft.
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The maximum certificated design weight of the aircraft less all
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Total aircraft weight during flight or ground operation
547:"8 Weight And Balance Terms Every Pilot Should Know"
62:. Unsourced material may be challenged and removed.
521:Aircraft Design Projects For Engineering Students
518:Lloyd R. Jenkinson Jim Marchman (28 April 2003).
315:The maximum taxi weight (MTW) (also known as the
164:Design weight limits (structural design weights)
239:is usually limited by either the practicality (
343:The maximum takeoff weight (also known as the
8:
569:
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614:Getting to grips with aircraft performance
620:. Airbus Customer Services. January 2002.
277:gross weight limits (also referred to as
122:Learn how and when to remove this message
647:"Aircraft Design Synthesis and Analysis"
458:
388:approach and landing climb requirements
232:Minimum and maximum flight weight (MFW)
219:Maximum design zero-fuel weight (MDZFW)
142:during the flight or ground operation.
633:
623:
653:. Stanford University. Archived from
580:. Springer Netherlands. p. 272.
494:Synthesis of subsonic airplane design
195:Maximum design takeoff weight (MDTOW)
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281:weight limits) are laid down in the
212:The MDLW must not exceed the MDTOW.
204:Maximum design landing weight (MDLW)
60:adding citations to reliable sources
385:landing field length requirements,
371:The MLW must not exceed the MTOW.
257:. Typically it is the same as the
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186:Maximum design taxi weight (MDTW)
442:Center of gravity of an aircraft
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406:Maximum zero-fuel weight (MZFW)
287:structural design weight limits
47:needs additional citations for
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671:"Aircraft weight and balance"
545:Boldmethod (6 January 2022).
354:landing weight requirements.
333:Maximum takeoff weight (MTOW)
261:(notable exception is due to
692:Aircraft weight measurements
358:Maximum landing weight (MLW)
345:maximum brake-release weight
427:Manufacturer's empty weight
327:maximum taxi fuel allowance
708:
497:. Delft University Press.
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524:. Butterworth-Heinemann.
491:Egbert Torenbeek (1982).
311:Maximum taxi weight (MTW)
412:Maximum zero-fuel weight
269:Authorised weight limits
176:structural weight limits
283:aircraft flight manuals
255:maximum en route weight
71:"Aircraft gross weight"
574:Torenbeek, E. (2013).
432:Operating empty weight
364:Maximum landing weight
339:Maximum takeoff weight
259:maximum takeoff weight
241:operating empty weight
447:Aircraft weight class
247:Maximum flight weight
237:Minimum flight weight
136:aircraft gross weight
18:Maximum flight weight
147:in-flight refuelling
56:improve this article
657:on 23 February 2001
651:Dept. of Aero/Astro
466:Jan Roskam (1985).
317:maximum ramp weight
470:. DARcorporation.
395:Noise requirements
263:inflight refueling
587:978-94-017-3202-4
251:maximum in-flight
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54:Please help
49:verification
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675:Pilotfriend
645:Ilan Kroo.
634:|work=
225:usable fuel
593:22 October
556:23 October
453:References
417:airplane.
275:authorised
140:any moment
82:newspapers
636:ignored (
626:cite book
279:certified
273:Aircraft
686:Category
421:See also
253:weight,
112:May 2011
96:scholar
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661:6 May
618:(PDF)
103:JSTOR
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134:The
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