A cordial greeting to all my colleagues of FSairlines.
This is a subject to which we must pay close attention, since the Maximum Structural Weights of each aircraft are very different from the operational weights.
It is understood that the structural maximum weights are essentially the maximum design weights of the aircraft, which can support its structure and of course the operational weights are those that influence the operation of aircraft directly, therefore, all the Aircraft operations will always be limited to the conditions of:
1. Altitude or elevation of the airport.
2. Runway or runway length, both for takeoff and for landing.
3. Ambient temperature.
4. Wet, dry or snowy track.
5. Type of tires installed on the aircraft.
6. Power or thrust of the turbines.
7. Obstacles in the area.
8. Etc ...
All these variables, force us to act with great caution when operating an aircraft so that it is within the best parameters. The most important weights when preparing the operation of an aircraft are:
1. MZFW. (Maximum Zero fuel Weight)
2. MTOW. (Maximum Takeoff Weight)
3. MLW. (Maximum Landing Weight)
We can be fair, without overweight with the MZFW and the MTOW, but we can have overweight in the MLW, and that is the most serious problem, since, in the landing we could have serious and severe consequences and this is where we should have the most attention.
The aero commercial philosophy in the aspect on what weight should be reduced for passenger aircraft is the following:
1. Reduce the load.
2. Reduce luggage.
3. Reduce or lower passengers.
Normally with the (1) reduction of the load, it is enough to get down the weight necessary for our operation, (2) reducing the luggage is one of the most difficult decisions that a flight dispatcher must assume, since the passenger will arrive at your destination and not the luggage carries your costs, but the baggage and cargo can continue on the next flight that exists for that destination and easier if the company also has cargo aircraft and perform the same route and (3) Reduce or lower passengers, is the most critical and economically hard to take, since it implies the responsibility of the company in having to locate the passenger on the next flight of the same airline or locate it on a flight of another airline which of course implies transfer the value of the ticket to that airline and finally have to assume the costs of transportation and lodging of the passengers left on the ground.
For this reason, the flight dispatchers, we perform the respective calculations for each flight and we must take into account the following:
1. The aircraft, the one that is programmed to make the route and that will never be the same, usually varies by infinity of reasons.
2. Having confirmation of the aircraft to use, we must then verify in the route and track manuals and according to the climatic conditions and altitude of our runway, we will review the tables for takeoffs and landings, in order to determine which will be the maximum weight that we can embark on the aircraft.
3. Carry out the manual calculations or automatically of the respective dispatch sheet and flight release; Example:
- Viasa Weight and Balance.png (116.67 KiB) Viewed 5190 times
As you can see in this example image, you can see that you could only ship 1,076Kgs of the cargo that appeared in a reservation from SVMI to SVMC of 5,297Kgs, more, however, (having made the flight, but with zero passengers, luggage and load, that is, the empty plane, only with the fuel) the Fsairlines system report reflected: that he had made the flight with the 174 passengers his luggage plus the cargo and gave some great results and this is because the CLIENT, it does not read, it does not detect, it is blind to determine the true ZFW that we have in our aircraft. We can all fly with empty planes, only with fuel on board and the Fsairlines system will give us excellent results because it only assumes what is detailed in the reservation
It is easier to correct or add this function to the CLIENT of the Fsairlines, than to allow each of the Virtual airlines to edit and configure our aircraft according to the type of operation we carry out in our area, whether it is National or International, I mean: real life, each airline requests manufacturers an aircraft with a passenger configuration defined by its type of operation, as I said before - National or International - therefore not all B739 aircraft have the same weight, including the same engines, may have yes, the same structural but not the operational weights, mainly the Operating Weight and that is the Weight of the aircraft, with engine oils, hydraulic fluid, water, emergency equipment, carpets, seats plus 2 pilots, 3 to 5 flight attendants and their respective luggage, etc .. and that's what we call it in aviation Operating weight, or it's also called DOW; OEW.
In conclusion, in order not to lengthen the issue further, it is necessary that you modify the CLIENT, that it can read what we have actually loaded on board or just activate the button (Change) in the line of weight that the CLIENT already has.
Atte.
Erick Aldrighetti
CEO-VIA003
Virtual Viasa