Aircraft Weight & Balance: How to Calculate CG

By Renzo, CPL · Updated March 2026

Weight and balance is one of the most critical preflight calculations every pilot must master. An aircraft loaded outside its center-of-gravity envelope can become uncontrollable, stall at unexpectedly high speeds, or fail to climb on takeoff. This guide covers everything from basic definitions through multi-aircraft calculations, common mistakes, and the FAA regulations that make W&B compliance mandatory on every flight.

Last updated: March 2026 · Sources: FAA Handbook of Aeronautical Knowledge, POH data, ACS standards

Checkride Topic

100%

Of Flights Require W&B

Aft CG

Most Dangerous Condition

7 Steps

To Calculate CG

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Why Weight and Balance Matters

Weight and balance is not a bureaucratic formality. It is a safety-of-flight issue that has caused hundreds of fatal accidents in general aviation. The consequences of getting it wrong range from degraded performance to total loss of control.

Safety

An aircraft loaded beyond its aft CG limit can enter a flat spin from which recovery is impossible. An aircraft loaded beyond its forward CG limit may not have enough elevator authority to flare for landing. An overweight aircraft may not be able to clear obstacles on takeoff or maintain altitude in turbulence. The NTSB has investigated dozens of accidents where improper loading was the direct cause.

Performance

Even when within limits, an aircraft's performance changes significantly with weight and CG position. Takeoff distance, climb rate, cruise speed, fuel burn, stall speed, and landing distance are all functions of weight. A pilot who plans performance at book numbers without accounting for actual weight may find the runway too short or the climb rate too shallow.

Legal Requirement

Under 14 CFR 91.9, every pilot in command must comply with the operating limitations in the approved flight manual. The weight and CG limits are operating limitations. Flying outside these limits is a regulatory violation that can result in certificate action, even if no accident occurs. Under 14 CFR 91.103, the PIC must review all available information before flight, which explicitly includes performance calculations based on weight.

Insurance

If an accident occurs and the investigation reveals the aircraft was loaded outside W&B limits, the insurance company may deny the claim. Pilots and aircraft owners can face personal liability for damage and injuries. Proper W&B documentation protects you legally and financially.

Key Weight & Balance Terms

Before performing any W&B calculation, you need to understand these fundamental terms. They appear on your written exam, oral exam, and practical test.

Empty Weight

The weight of the aircraft including unusable fuel, full operating fluids, and fixed equipment. Found in the aircraft's Type Certificate Data Sheet (TCDS) or equipment list. Does not include pilot, passengers, baggage, or usable fuel.

Useful Load (Payload)

Maximum takeoff weight minus empty weight. This is the total weight available for crew, passengers, baggage, and usable fuel. Useful load = Max Takeoff Weight - Empty Weight.

Max Ramp Weight

The maximum allowable weight for ground operations and taxi. Slightly higher than max takeoff weight to account for fuel burned during taxi. Typically 1-5 lbs more than MTOW.

Max Takeoff Weight (MTOW)

The maximum weight authorized for the start of the takeoff roll. Exceeding MTOW is a violation of FAR 91.9 and can cause structural failure or inability to climb.

Max Landing Weight (MLW)

The maximum weight authorized at touchdown. Some aircraft (particularly larger ones) have a MLW lower than MTOW. In light GA aircraft, MLW typically equals MTOW.

Max Zero Fuel Weight (MZFW)

The maximum weight of the aircraft without usable fuel. Primarily used in larger aircraft to limit bending loads on the wing root. Fuel in the wings counterbalances fuselage weight.

Datum

An imaginary vertical reference plane from which all horizontal measurements (arms) are taken. The manufacturer defines the datum location. Common choices: firewall, nose of the aircraft, or leading edge of the wing.

Arm (Station)

The horizontal distance (in inches) from the datum to the center of gravity of an item. Arms aft of the datum are positive; arms forward of the datum are negative. Also called a station.

Moment

The product of weight multiplied by arm. Moment = Weight x Arm. Measured in pound-inches (lb-in). Some POHs use moment divided by 1,000 (moment/1000) to keep numbers manageable.

Center of Gravity (CG)

The point at which the aircraft would balance if suspended. CG = Total Moment / Total Weight. Must fall within the CG envelope specified in the POH for safe flight.

CG Range

The forward and aft CG limits, expressed as inches from the datum. The CG must remain within these limits at all phases of flight, including after fuel burn.

CG Envelope

A graph showing the allowable CG range at various aircraft weights. The CG and weight combination must plot inside the envelope. If it falls outside, the aircraft is not safe to fly.

The Weight & Balance Formula

Moment = Weight x Arm

CG = Total Moment / Total Weight

These two equations are the foundation of every W&B calculation.

The concept is straightforward: every item in the aircraft has a weight and a position (arm). Multiplying weight by arm gives you the moment, which represents that item's tendency to rotate the aircraft about the datum. Sum all the moments, divide by total weight, and you get the CG — the single point where the aircraft balances.

If you have ever balanced a seesaw, you understand the physics. A heavy person sitting close to the fulcrum can be balanced by a lighter person sitting farther away. In W&B terms, a 200 lb pilot at arm 37 inches has the same moment (7,400 lb-in) as a 100 lb bag at arm 74 inches.

Step-by-Step CG Calculation

Follow these seven steps every time you calculate weight and balance. With practice, the entire process takes less than two minutes.

Record the basic empty weight and moment

Find these values in the aircraft's weight and balance records (POH Section 6). Every aircraft has a unique empty weight based on installed equipment. Use the actual values from the specific airplane, not generic handbook numbers.

List all items being loaded

Create a row for each: pilot, front passenger, rear passengers, baggage area 1, baggage area 2, and fuel. If there are additional items (cargo pods, child seats), add those too.

Determine the arm for each item

Look up the arm (station) for each loading position in the POH loading table. These are fixed values for each seat/baggage position. Fuel arm is typically the wing tank location.

Calculate the moment for each item

Multiply each item's weight by its arm. Moment = Weight x Arm. Record each moment in your table.

Sum total weight and total moment

Add up all weights to get total weight. Add up all moments to get total moment. Check that total weight does not exceed MTOW.

Calculate CG position

Divide total moment by total weight: CG = Total Moment / Total Weight. The result is the CG position in inches aft of the datum.

Verify CG is within limits

Plot the CG and weight on the CG envelope chart. Or compare the CG numerically to the published forward and aft limits for that weight. The CG must be inside the envelope at takeoff, in cruise (after fuel burn), and at landing.

Cessna 172S Skyhawk — Sample W&B Calculation

The Cessna 172 is the most common training aircraft in the world. Let's walk through a complete W&B calculation for a typical 4-person flight. This example uses a 172S model with the datum at the firewall (station 0.0).

Item	Weight (lbs)	Arm (in)	Moment (lb-in)
Aircraft Empty Weight	1,680	39.0	65,520
Pilot (front left)	180	37.0	6,660
Front Passenger	165	37.0	6,105
Rear Passengers (2)	280	73.0	20,440
Baggage Area 1	30	95.0	2,850
Fuel (48 gal @ 6 lbs/gal)	288	48.0	13,824
TOTAL	2,623	--	115,399

CG Calculation: 115,399 / 2,623 = 44.0 inches aft of datum

CG Limits: Forward 35 in — Aft 47.3 in

MTOW: 2,550 lbs

RESULT: Total weight of 2,623 lbs exceeds MTOW of 2,550 lbs by 73 lbs. This aircraft is OVERWEIGHT and cannot legally depart.

Solution: Reduce fuel to 36 gallons (216 lbs, saving 72 lbs) or offload one rear passenger. This is exactly the kind of scenario you will encounter on your checkride — the examiner wants to see that you catch it and know how to fix it.

Understanding the CG Envelope

The CG envelope is a graph in the POH (usually Section 6) that shows the allowable combinations of aircraft weight and CG position. The horizontal axis is CG position (inches aft of datum). The vertical axis is aircraft weight (pounds). The bounded area inside the lines is the safe operating zone.

The envelope is not a simple rectangle because the allowable CG range changes with weight. At lower weights, the CG range is typically wider because the aircraft is more responsive to control inputs. At higher weights near MTOW, the allowable CG range narrows because control authority margins are tighter.

How to Read the CG Envelope

Find your calculated CG on the horizontal axis (e.g., 44.0 inches).
Find your total weight on the vertical axis (e.g., 2,550 lbs).
Plot the intersection point of these two values.
If the point falls inside the shaded envelope area, the aircraft is within limits.
If the point falls outside the envelope — even by a fraction — the loading must be adjusted.

Why You Must Check Multiple Conditions

Fuel burn changes both weight and CG during flight. You must verify the CG is within the envelope at three critical points:

Takeoff: Full fuel, all passengers and baggage loaded.
Cruise (mid-flight): After partial fuel burn, CG may have shifted.
Landing: Minimum fuel remaining. If fuel tanks are forward of CG, burning fuel shifts CG aft toward the limit.

On most training aircraft, the CG shift from fuel burn is modest (1-3 inches). But on aircraft with fuel tanks far from the CG (like some Mooneys and Bonanzas), the shift can be significant enough to push CG out of limits.

Effects of CG Position

Where the CG sits within the envelope has a significant impact on handling qualities and performance. Pilots should understand these effects for both safety and checkride preparation.

Forward CG (Nose Heavy)

Higher stall speed due to increased tail-down force
Greater longitudinal stability (more difficult to stall)
Longer takeoff roll — the tail-down force adds effective weight
Higher fuel consumption — constant nose-up trim creates drag
Reduced cruise speed at any given power setting
Potentially insufficient elevator authority for flare on landing
Heavier control forces throughout all phases of flight

Danger: Exceeding the forward CG limit can make it impossible to flare for landing, especially at low speed with full flaps. The elevator may not have enough authority to raise the nose.

Aft CG (Tail Heavy)

Lower stall speed due to reduced tail-down force
Reduced stability — aircraft tends to pitch up easily
Shorter takeoff roll — less tail-down force means less drag
Better cruise performance and lower fuel burn
Lighter control forces — may feel too sensitive
Risk of unrecoverable flat spin entry
Potential for pitch divergence — nose pitches up uncontrollably

Danger: Exceeding the aft CG limit is the most dangerous W&B condition. The aircraft becomes unstable in pitch. A stall can easily develop into an unrecoverable flat spin because the tail is too heavy for the elevator to push the nose down. Multiple fatal accidents have resulted from aft CG conditions.

How Weight Affects Aircraft Performance

Weight is the single largest variable in aircraft performance calculations. Every performance chart in the POH is referenced to a specific weight. When your actual weight differs, you must interpolate or use the conservative (heavier) value.

Takeoff Distance

Increases significantly with weight

A heavier aircraft requires more speed (and therefore more runway) to generate sufficient lift. A 10% increase in weight can increase takeoff distance by 20% or more. At high density altitude, the problem compounds.

Rate of Climb

Decreases with increased weight

Excess thrust (thrust minus drag) determines climb rate. A heavier aircraft has more induced drag, reducing the excess thrust available for climbing. At max gross weight on a hot day, climb performance can be dangerously low.

Cruise Speed

Slightly higher at higher weights (same power)

Counterintuitively, a heavier aircraft flies slightly faster in cruise at the same power setting because it flies at a higher angle of attack in the region where L/D is still favorable. However, fuel burn is higher, so range decreases.

Stall Speed

Increases with weight

Stall speed increases with the square root of the weight ratio. If weight increases by 10%, stall speed increases by about 5%. This directly affects approach speed and landing distance.

Landing Distance

Increases with weight

Higher approach speed (due to higher stall speed) plus greater kinetic energy means more distance to stop. A 10% weight increase can add 10-15% to landing distance. Brake fade becomes a factor at high weights.

Structural Limits

Load factor tolerance decreases

A GA aircraft certified for 3.8G at max gross weight may only tolerate 3.0G if loaded 25% over MTOW. Turbulence and maneuvering loads can cause structural failure in an overloaded aircraft.

Range and Endurance

Both decrease with increased weight

Heavier aircraft burn more fuel per hour (higher power required for level flight) and per mile. Useful load devoted to passengers and baggage reduces the fuel you can carry, compounding the range reduction.

Fuel Burn and CG Shift During Flight

Fuel is the only item whose weight changes during flight (assuming you are not dropping cargo). As fuel burns, total weight decreases and CG shifts — the direction and magnitude depend on where the fuel tanks are relative to the current CG.

Fuel Tank Position and CG Movement

Fuel tanks forward of CG (common in some low-wing designs)

As fuel burns, weight is removed from forward of the CG. This shifts the CG aft. If you start near the aft limit, fuel burn can push you out of limits during the flight. Always check landing CG.

Fuel tanks at or near CG (common in high-wing Cessnas)

When fuel is at the same station as the CG, burning fuel reduces weight but barely changes CG position. This is the most benign scenario.

Fuel tanks aft of CG (less common, some designs with fuselage tanks)

Burning fuel from an aft tank shifts CG forward. This is generally safe from a stability standpoint but could theoretically exceed the forward limit in extreme cases.

Worked Example: CG Shift on a 3-Hour Flight

Using the Cessna 172 example above, assume fuel burn of 8 gallons per hour for 3 hours = 24 gallons = 144 lbs of fuel burned from the wing tanks (arm 48.0 inches).

At takeoff: Weight = 2,623 lbs, CG = 44.0 in

Fuel burned: 144 lbs at arm 48.0 in = moment reduction of 6,912 lb-in

At landing: Weight = 2,479 lbs, Moment = 108,487 lb-in, CG = 43.8 in

CG shift: 0.2 inches forward (fuel arm is slightly aft of CG, so burning it moved CG slightly forward). Minimal shift in this case.

Piper PA-28-181 Archer III — W&B Example

The Piper Cherokee/Archer family uses a datum at the nose of the aircraft, resulting in larger arm values than the Cessna. The procedure is identical — only the numbers differ.

Item	Weight (lbs)	Arm (in)	Moment (lb-in)
Aircraft Empty Weight	1,418	84.0	119,112
Pilot	180	80.5	14,490
Front Passenger	170	80.5	13,685
Rear Passengers	250	118.1	29,525
Baggage	40	142.8	5,712
Fuel (48 gal @ 6 lbs/gal)	288	95.0	27,360
TOTAL	2,346	--	209,884

CG: 209,884 / 2,346 = 89.4 inches aft of datum

CG Limits: Forward 82 in — Aft 93 in

MTOW: 2,550 lbs

RESULT: Weight (2,346 lbs) is under MTOW (2,550 lbs), and CG (89.4 in) is within limits (82–93 in). This loading is approved for flight.

Cirrus SR22 G6 — W&B Example

The Cirrus SR22 is a high-performance single with a significantly higher MTOW and useful load than the C172 or PA-28. Its datum is forward of the spinner, producing arm values in the 130-195 inch range.

Item	Weight (lbs)	Arm (in)	Moment (lb-in)
Aircraft Empty Weight	2,270	140.6	319,162
Pilot	200	131.0	26,200
Front Passenger	170	131.0	22,270
Rear Passengers	300	167.0	50,100
Baggage	50	191.0	9,550
Fuel (81 gal @ 6 lbs/gal)	486	150.8	73,288.8
TOTAL	3,476	--	500,570.8

CG: 500,570.8 / 3,476 = 143.97 inches aft of datum

CG Limits: Forward 137 in — Aft 148.3 in

MTOW: 3,600 lbs

RESULT: Weight (3,476 lbs) is under MTOW (3,600 lbs), and CG (143.97 in) is within limits (137–148.3 in). Approved for flight.

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10 Common Weight & Balance Mistakes

These are the mistakes that catch student pilots on checkrides and experienced pilots in real-world operations. Learn from them before they cost you a flight — or worse.

1.Using handbook empty weight instead of actual

Every aircraft has a unique empty weight based on installed equipment, modifications, and paint. Always use the weight from the most recent weight and balance report in the aircraft records, not the generic POH number.

2.Forgetting to account for fuel burn during flight

CG shifts as fuel burns. You must verify the CG is within limits at takeoff AND at landing (zero-fuel or minimum fuel condition). Some aircraft CG moves aft as fuel burns, approaching the aft limit.

3.Using standard passenger weights without asking

The FAA standard weights (190 lbs male, 170 lbs female in summer; 195/175 in winter per AC 120-27E) are averages. For Part 91 operations, use actual weights when possible. Overestimating is safer than underestimating.

4.Ignoring baggage area CG arm differences

Many aircraft have multiple baggage areas with different arms and weight limits. Placing heavy bags in the aft baggage area has a much larger effect on CG than the forward area. Check individual compartment limits.

5.Not checking CG at zero fuel weight

If fuel tanks are located near the CG, burning fuel changes weight but not CG significantly. But if tanks are forward of CG (common in low-wing aircraft), burning fuel moves CG aft. Always check the landing condition.

6.Confusing moment/1000 with actual moment

Many POHs (especially Cessna) use moment/1000 or moment/100 to simplify calculations. Make sure you are consistent throughout your calculation. Mixing actual moments with reduced moments produces wildly wrong CG values.

7.Exceeding individual baggage compartment limits

Even if total weight is under MTOW and CG is in range, exceeding the floor load limit of a baggage compartment can cause structural damage. The POH specifies individual compartment limits.

8.Not recalculating after a passenger change

If a passenger swaps seats, a bag is moved, or the fuel load changes, the entire W&B must be recalculated. Small changes can push CG out of limits, especially in lightly loaded aircraft.

9.Assuming full fuel is always safe

In many 4-seat aircraft, you cannot fill all seats AND full fuel without exceeding MTOW. This is one of the most common traps for new pilots. Always run the numbers before assuming full fuel is acceptable.

10.Rounding errors in moment calculations

Small rounding errors in arm or weight values can compound across multiple line items. Carry at least one decimal place in your calculations and round only the final CG value.

FAA Regulations for Weight & Balance

Weight and balance compliance is not optional. These are the key Federal Aviation Regulations that govern W&B for Part 91 (general aviation) and Part 121/135 (commercial) operations.

14 CFR 23.23 (Load Distribution Limits)

Defines the certification standards for normal, utility, and acrobatic category aircraft CG ranges. Manufacturers must demonstrate the aircraft is controllable throughout the published CG envelope.

14 CFR 25.23 (Transport Category)

Equivalent regulation for transport category aircraft (airliners and large aircraft). More stringent stability requirements across the CG range.

14 CFR 91.9 (Civil Aircraft Flight Manual)

Requires compliance with the operating limitations in the approved flight manual, including weight and balance limits. Flying outside W&B limits violates this regulation.

14 CFR 91.103 (Preflight Action)

Requires the PIC to become familiar with all available information concerning the flight, including aircraft performance data. Weight and balance is explicitly part of preflight planning responsibility.

14 CFR 91.403 (Maintenance Responsibility)

The owner/operator is responsible for maintaining current weight and balance records when equipment is added, removed, or modified.

14 CFR 43.5 (Approval for Return to Service)

After maintenance that affects empty weight (equipment changes, repainting), the mechanic must update the weight and balance data before returning the aircraft to service.

AC 120-27E (Aircraft Weight and Balance Control)

FAA Advisory Circular providing guidance on weight and balance programs for air carriers. Includes standard passenger and baggage weights for commercial operations.

Additional Weight & Balance Considerations

Lateral CG (Side-to-Side Balance)

While most W&B calculations focus on longitudinal CG (fore and aft), lateral balance also matters. If one wing is significantly heavier than the other, the aircraft will tend to roll toward the heavy side. In normal operations, this is rarely an issue because fuel is distributed symmetrically and passengers sit roughly centered. However, if you are flying solo with a heavy bag on one side, or if one fuel tank is significantly fuller than the other, lateral CG offset can cause a constant wing-low condition that increases drag and fatigue.

Weight and Balance for Aerobatic Flight

Aircraft certified in the utility or acrobatic category have more restrictive W&B limits for aerobatic operations. The CG range is narrower (usually more forward), and the maximum weight is lower. A Cessna 172 with a normal category MTOW of 2,550 lbs may have a utility category MTOW of 2,200 lbs and a narrower CG range. Always check which category you are operating in.

Weight and Balance Changes After Modifications

Any time equipment is installed or removed — a new GPS, autopilot, engine change, new paint job, or even a new interior — the aircraft must be reweighed and a new W&B calculated. The mechanic performing the work is responsible for providing updated W&B data per 14 CFR 43.5. As PIC, it is your responsibility to verify the records are current before flight.

Using Ballast

Sometimes, especially in tandem-seat aircraft (like a Decathlon or Citabria), a solo pilot may need to add ballast (dead weight) to bring the CG within limits. Ballast must be securely fastened so it cannot shift during flight or aerobatic maneuvers. The ballast weight and arm must be included in the W&B calculation. Some aircraft have purpose-built ballast bags that mount in specific locations.

Temperature and Fuel Weight

Avgas (100LL) weighs 6.0 lbs per gallon at standard temperature (59F / 15C). Jet-A weighs approximately 6.7 lbs per gallon. However, fuel density changes with temperature: cold fuel is denser (heavier per gallon), warm fuel is lighter. For GA operations, using 6.0 lbs/gal for avgas is standard practice. For precision operations or heavy aircraft, consult a fuel density chart.

Related Guides

Cessna 172 Complete Guide

Everything about the world's most popular training aircraft, including detailed W&B examples.

Flight Planning Guide

Weight and balance is one part of a comprehensive preflight plan. Learn the full process.

Piper PA-28 Cherokee Guide

In-depth look at the Cherokee/Archer family, including W&B procedures specific to Piper aircraft.

Cirrus SR22 Guide

The SR22's higher useful load and CAPS parachute make W&B even more critical. Full details inside.

Frequently Asked Questions

What happens if an aircraft is loaded beyond its aft CG limit?

An aircraft loaded beyond the aft CG limit becomes increasingly unstable in pitch. The nose tends to pitch up, requiring constant forward pressure. In the worst case, the elevator does not have enough authority to lower the nose, especially during a stall. This can result in an unrecoverable flat spin. Multiple fatal GA accidents have been caused by aft CG loading. Never fly with CG behind the published aft limit.

How often should an aircraft be weighed?

The FAA does not mandate a specific reweighing interval for Part 91 operations. However, the aircraft must be weighed after any modification that changes empty weight (equipment installation, engine change, repainting). Most operators reweigh every 3-5 years as good practice. Part 135 operators typically reweigh every 36 months per their OpSpecs.

Can I use the POH handbook empty weight for my calculations?

No. You should always use the actual empty weight from the aircraft's specific weight and balance records. The POH handbook value is a nominal figure for a standard-equipped aircraft. Your specific airplane may have different installed equipment, GPS units, intercoms, wheel fairings, or modifications that change the empty weight by 20-100+ lbs.

What is the difference between CG and moment?

Moment is weight multiplied by arm (distance from the datum), measured in pound-inches. CG (center of gravity) is the point where the aircraft balances, calculated by dividing total moment by total weight. Moment is an intermediate calculation; CG is the final result you need to verify against the approved envelope.

Does fuel burn change the CG during flight?

Yes. As fuel burns off, both total weight and total moment change. The direction of CG movement depends on whether the fuel tanks are forward or aft of the current CG. In most high-wing Cessnas, fuel is near the CG, so the shift is minimal. In some low-wing Pipers and Mooneys, fuel burn can shift CG aft by several inches. Always calculate both takeoff and landing CG.

How do I calculate weight and balance for a flight with intermediate stops?

Calculate W&B for each leg separately. At each stop, account for fuel burned (subtracted), fuel added, and any passengers or cargo loaded or offloaded. The CG must be within limits for takeoff on each leg. A common mistake is filling up fuel at an intermediate stop with full passengers, pushing the aircraft over MTOW.

What are standard passenger weights per the FAA?

Per AC 120-27E, standard weights for air carriers are: Males 190 lbs (summer) / 195 lbs (winter), Females 170 lbs (summer) / 175 lbs (winter), Children (2-12) 82 lbs. These include carry-on items. For Part 91 GA operations, there is no regulation requiring specific standard weights, but using actual passenger weights is strongly recommended for safety.

Can I fly a training flight solo with CG out of limits?

Absolutely not. There is no exception for training flights. 14 CFR 91.9 requires compliance with operating limitations at all times. If you are flying solo and the CG is out of limits, you must add ballast or reduce fuel/baggage to bring it into range. Solo student pilots in tandem-seat aircraft (like a Citabria) sometimes need rear-seat ballast.

What is the datum and why does it matter?

The datum is an imaginary vertical reference plane chosen by the aircraft manufacturer. All arms (horizontal distances) are measured from this point. The datum location varies by manufacturer: Cessna often uses the firewall, Piper uses the nose of the aircraft, and Cirrus uses a point forward of the spinner. The datum itself does not affect safety, but you must use the correct datum for all calculations to be consistent.

How does weight and balance affect stall speed?

Stall speed increases with weight. The relationship is: new stall speed = reference stall speed x sqrt(new weight / reference weight). For example, if a Cessna 172 stalls at 48 knots at 2,200 lbs and is loaded to 2,550 lbs, the stall speed increases to approximately 51.6 knots. This higher stall speed also increases the minimum safe approach speed.

Is weight and balance on the checkride?

Yes. Weight and balance is a required task on every FAA practical test from Private Pilot through ATP. The examiner will ask you to perform a W&B calculation, verify CG is within limits, and explain the effects of CG position and overloading. It appears in the Airman Certification Standards (ACS) under Preflight Preparation. Expect oral questions and a hands-on calculation scenario.

What tools can I use for weight and balance calculations?

You can use paper calculations (the traditional method), electronic spreadsheets, or dedicated W&B calculators. Many modern EFB apps (ForeFlight, Garmin Pilot) include W&B modules. For practice and quick calculations, use Rotate's free Weight & Balance Calculator at rotatepilot.com/tools/weight-balance. Regardless of the tool, you must understand the underlying math for your checkride.

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