ATP Written Test – Weight & Balance / Deicing

Pallet area: 36 x 48 = 1,728 sq. in.
Pallet sq. ft.: 1,728 / 144 = 12 sq. ft.
Max. weight: 12 x 169 = 2,028 lb.
Max. cargo weight: 2,028 - 47 - 33 = 1,948 lb.

Pallet area: 24.6 x 68.7 = 1,690.02 sq. in.
Pallet sq. ft.: 1,690.02 / 144 = 11.736 sq. ft.
Max. weight: 11.736 x 79 = 927.1 lb.
Max. cargo weight: 927.1 - 43 - 27 = 857.1 lb.

Pallet area: 42.6 x 48.7 = 2,074.6 sq. in.
Pallet sq. ft.: 2,074.6 / 144 = 14.41 sq. ft.
Max. weight: 14.41 x 117 = 1,686.0 lb.
Max. cargo weight: 1,686 - 43 - 31 = 1,612 lb.

Pallet area: 36.5 x 48.5 = 1,770.25 sq. in.
Pallet sq. ft.: 1,770.25 / 144 = 12.293 sq. ft.
Max. weight: 12.293 x 107 = 1,315.3lb.
Max. cargo weight: 1,315.3 - 37 -33 = 1,245.3 lb.

Pallet area: 33.5 x 48.5 = 1,624.75 sq. in.
Pallet sq. ft.: 1,624.75 / 144 = 11.282 sq. ft.
Max. weight: 11.282 x 66 = 744.6 lb.
Max. cargo weight: 744.6 - 34 - 29 = 681.6 lb.

Pallet area: 34.6 x 46.4 = 1,605.44 sq. in.
Pallet sq. ft.: 1,605.44 / 144 = 11.149 sq. ft.
Max. weight: 11.149 x 88 = 981.1 lb.
Max. cargo weight: 981.1 - 41 - 26 = 914.1 lb.

Pallet area: 24.6 x 68.7 = 1,690.02 sq. in.
Pallet sq. ft.: 1,690.02 / 144 = 11.736 sq. ft.
Max. weight: 11.74 x 85 = 997.6 lb.
Max. cargo weight: 997.6 - 44 - 29 = 924.6 lb.

Pallet area: 42.6 x 48.7 = 2,074.62 sq. in.
Pallet sq. ft.: 2,074.62 / 144 = 14.407 sq. ft.
Max. weight: 14.407 x 121 = 1,743.2lb.
Max. cargo weight: 1,743.2 - 47 -33 = 1,663.2 lb.

Pallet area: 36.5 x 48.5 = 1,770.25 sq. in.
Pallet sq. ft.: 1,770.25 / 144 = 12.293 sq. ft.
Max. weight: 12.293 x 112 = 1,376.8lb.
Max. cargo weight: 1,376.8 - 45 -29 = 1,302.8 lb.

Pallet area: 81 x 83 = 6,723 sq. in.
Pallet sq. ft.: 6,723 / 144 = 46.688 sq. ft.
Max. weight: 46.688 x 180 = 8,403.8 lb.
Max. cargo weight: 8,403.8 - 82 - 31 =8,290.8 lb.

Pallet area: 76 x 74 = 5,624 sq. in.
Pallet sq. ft.: 5,624 / 144 = 39.056 sq. ft.
Max. weight: 39.056 x 176 = 6,873.8 lb.
Max. cargo weight: 6,873.8 - 77 - 29 = 6,767.8 lb.

Pallet area: 116.8 x 87.7 = 10,243.36 sq. in.
Pallet sq. ft.: 10,243.36 / 144 = 71.13 sq. ft.
Pallet net weight: 137 + 49 + 12,262.4 = 12,448.4lb.
Min. floor load limit: 12,448.4 ?71.13 =175 lb./sq. ft.

Pallet area: 48.5 x 33.5 = 1,624.75 sq. in.
Pallet sq. ft.: 1,624.75 / 144 = 11.28 sq. ft.
Pallet net weight: 44 + 27 + 786.5 = 857.5lb.
Min. floor load limit: 857.5 ?1.28 = 76 lb./sq. ft.

Pallet area: 37.5 x 35 = 1,312.5 sq. in.
Pallet sq. ft.: 1,312.5 / 144 = 9.11 sq. ft.
Pallet net weight: 34 + 23 + 1,255.4 = 1,312.4lb.
Min. floor load limit: 1,312.4?9.11 = 144 lb./sq. ft.

Pallet area: 39 x 37 = 1,443 sq. in.
Pallet sq. ft.: 1,443 / 144 = 10.02 sq. ft.
Pallet net weight: 37 + 21 + 1,094.3 = 1,152.3lb.
Min. floor load limit: 1,152.3?10.02 = 115 lb./sq. ft.

Pallet area: 78.9 x 98.7 = 7,787.4 sq. in.
Pallet sq. ft.: 7,787.4 / 144 = 54.08 sq. ft.
Pallet net weight: 161 + 54 + 9,681.5 =9,896.5 lb.
Min. floor load limit:9,896.5 ?54.08 = 183 lb./sq. ft.

Pallet area: 98.7 x 78.9 = 7,787.4 sq. in.
Pallet sq. ft.: 7,787.4 / 144 = 54.08 sq. ft.
Max. weight: 54.08 x 183 = 9,896.5 lb.
Max. cargo weight: 9,896.5 - 161 - 54 =9,681.5 lb.

Pallet area: 87.7 x 116.8 = 10,243.36 sq. in.
Pallet sq. ft.: 10,243.36 / 144 = 71.134 sq.ft.
Max. weight: 71.134 x 175 =12,448.4 lb.
Max. cargo weight: 12,448.4 - 137 -49 = 12,262.4 lb.

Pallet area: 96.1 x 133.3 = 12,810.1 sq. in.
Pallet sq. ft.: 12,810.1 / 144 = 88.96 sq. ft.
Max. weight: 88.96 x 249 = 22,150.8 lb.
Max. cargo weight: 22,150.8 - 347 - 134 = 21,669.8 lb.

Pallet area: 138.5 x 97.6 = 13,517.6 sq. in.
Pallet sq. ft.: 13,517.6 / 144 = 93.87 sq. ft.
Max. weight: 93.87 x 235 = 22,059.9 lb.
Max. cargo weight: 22,059.9 - 219 - 71 = 21,769.9 lb.

Pallet area: 143 x 125.2 = 17,903.6 sq. in.
Pallet sq. ft.: 17,903.6 / 144 = 124.33 sq. ft.
Max. weight: 124.33 x 209 = 25,984.9lb.
Max. cargo weight: 25,984.9 - 197 - 66 =25,721.9 lb.

Pallet area: 78.9 x 98.7 = 7,787.43 sq. in.
Pallet sq. ft.: 7,787.43 / 144 = 54.08 sq. ft.
Pallet net weight: 161 + 54 + 9,681.5 =9,896.5 lb.
Min. floor load limit: 9,896.5 ?4.08 = 183 lb./sq. ft.

Maximum range for a jet airplane occurs when the proportion between velocity and thrust required is greatest, and this point is at a speed greater than that for L/Dmax.

Airplanes flying in a headwind should fly at higher airspeeds to reduce the effect of the headwind. Conversely, airplanes flying in a tailwind should slow to take advantage of the wind with lower power settings.

For propeller-driven airplanes, maximum range is obtained at maximum lift-drag (L/D) ratio, the point at which the proportion between speed and power required is greatest. As weight decreases, so does this optimum airspeed due to a reduction in the maximum L/D. Additionally, for jet aircraft airspeed must be reduced as weight decreases to obtain maximum range.

A pilot flying an airplane in a tailwind should decrease speed to take advantage of the wind. In a headwind, the pilot should increase speed to reduce the effect of the wind.

An airplane at altitude will land at the same indicated airspeed as at sea level but, because of the reduced density (comparable conditions), the true airspeed (TAS) will be greater. Thus, with a higher TAS, the ground speed will be higher at high elevation airports than at low elevation.

Critical engine failure speed (i.e., takeoff decision speed or V1) is the speed to which the airplane can be accelerated, lose an engine, and then either continue the takeoff with the remaining engine(s) or stop, in the same total runway distance. Critical engine failure speed decreases as the airplane gross weight increases due to the increased mass that must decelerate and stop in the event of a rejected takeoff.

The effect of a headwind is to allow the airplane to reach lift-off speed at a lower groundspeed. A headwind which is 10% of the takeoff airspeed will reduce the takeoff distance approximately 19%.

The upslope of a runway impedes acceleration, resulting in a longer ground run on takeoff.

Maximum range is the consideration of maximum flying distance. "Cruise control" of an airplane implies that the airplane is operated to maintain the recommended long-range cruise condition throughout the flight. As fuel is consumed, the gross weight will vary and optimum airspeed, altitude, and power setting can vary. As the gross weight decreases, the optimum airspeed and power may decrease, or the optimum altitude may increase.

FPD fluid residue on engine fan or compressor blades can reduce engine performance and cause surging and/or compressor stalls. In addition, this residue could increase the possibility of, or the quantity of, glycol vapors entering the aircraft through the engine bleed air system.

FPD fluid residue on engine fan or compressor blades can reduce engine performance or cause a stall or a surge. In addition, this residue could increase the possibility of, or the quantity of, glycol vapors entering the aircraft through the engine bleed air system.

FPD fluids are very soluble in water. However, the rate at which ice will absorb FPD or melt is very slow. Thus, ice formations adhering to a wing surface must be melted by repeated application of FPD fluids or by application of heated fluid.

Test data indicate that ice, frost, or snow formations on the leading edge and upper surface of a wing, having a thickness and surface roughness similar to medium or coarse sandpaper, can reduce wing lift by as much as 30% and increase drag by 40%. These changes in lift and drag will significantly increase stall speed, reduce controllability, and alter aircraft flight characteristics.

Test data indicate that ice, snow, or frost formations having a thickness and surface roughness similar to medium or coarse sandpaper on the leading edge and upper surface of a wing can reduce wing lift by as much as 30% and increase drag by 40%. These changes in lift and drag significantly increase stall speed, reduce controllability, and alter aircraft flight characteristics.

The adverse effects of ice, snow, or frost on aircraft performance and flight characteristics are generally reflected in the form of decreased lift, increased stall speed, decreased thrust, trim changes, and altered stall characteristics and handling qualities.

When ice, snow, or particularly frost forms on the upper surface of a wing, it provides a surface texture of considerable roughness. The increase in surface roughness increases skin friction drag and reduces the kinetic energy of the boundary layer, causing an increase in power required and stall speed.

When ice, snow, or particularly frost forms on the upper surface of a wing, it provides a surface texture of considerable roughness. The increase in surface roughness increases skin friction drag and reduces the kinetic energy of the boundary layer, causing incipient stalling of the wing; i.e., separation will occur at angles of attack lower than for the clean, smooth wing. In some aircraft, stall will occur prior to activation of stall
warning devices.

Deicing procedures and equipment developed for large transport airplanes may not be appropriate for some of the smaller aircraft used under FAR Part 135.

The two-step process consists of separate deicing and anti-icing steps. First, a heated, diluted Type 1 fluid is applied to remove accumulated ice, snow, or frost. Then a cold, more concentrated fluid is applied. Using a cold fluid in the second step will leave greater amounts of residual film, increasing the
effectiveness of the deice/anti-ice fluid.

The two-step process consists of separate deicing and anti-icing steps. First, a heated, diluted Type 1 fluid is applied to remove accumulated ice, snow, or frost. Then a cold, more concentrated fluid is applied. Using a cold fluid in the second step will leave greater amounts of residual film, increasing the
effectiveness of the deice/anti-ice fluid.

The two-step process consists of separate deicing and anti-icing steps. First, a heated, diluted Type 1 fluid is applied to remove accumulated ice, snow, or frost. Then a cold, more concentrated fluid is applied. Using a heated Type 2 fluid in the second step will leave less amounts of residual film, decreasing holding time.

The two-step process consists of separate deicing and anti-icing steps. First, a heated, diluted Type 1 fluid is applied to remove accumulated ice, snow, or frost. Then a cold, more concentrated fluid is applied. Using a Type 2 fluid for the second step increases the holding time (i.e., the time the fluid will protect the aircraft from ice, snow, and frost) significantly due to its higher viscosity.

The one-step process for deicing/anti-icing an airplane consists of applying heated fluid onto the airplane surfaces to remove accumulated ice, snow, or frost and prevent their subsequent buildup. Its primary disadvantage is that, when large deposits of ice and snow must be flushed off of airplane surfaces, the total fluid usage will be greater than for a two-step process.

Type 2 deicing/anti-icing fluids contain a minimum of 50% glycols and are considered "thickened" because of added thickening agents that enable the fluid to be deposited in a thicker film and to remain on the aircraft surfaces until the time of takeoff. These fluids are used for deicing and anti-icing, and provide greater protection than do Type 1 fluids against ice, frost, or snow formation in conditions conducive to aircraft icing on the ground.

Type 1 deicing/anti-icing fluids in the concentrated form contain a minimum of 80% glycols and are considered "unthickened" because of their relatively low viscosity. These fluids are used for deicing or anti-icing but provide very limited anti-icing protection.

Pure ethylene glycol will freeze at warmer temperatures than that diluted with water. For this reason, all currently available commercial and military deicing fluids contain small quantities of water.

Ice, frost, or snow on top of deicing or anti-icing fluids must be considered as adhering to the aircraft. Takeoff should not be attempted.