It is vital to comply with weight and balance limits established for helicopters. Operating above the maximum weight limitation compromises the structural integrity of the helicopter and adversely affects performance. Balance is also critical because, on some fully loaded helicopters, center of gravity (CG) deviations as small as three inches can dramatically change a helicopter’s handling characteristics. Operating a helicopter that is not within the weight and balance limitations is unsafe. Refer to FAA-H-8083-1 (as revised), Aircraft Weight and Balance Handbook, for more detailed information.

When determining if a helicopter is within the weight limits, consider the weight of the basic helicopter, crew, passengers, cargo, and fuel. Although the effective weight (load factor) varies during maneuvering flight, this chapter primarily addresses the weight of the loaded helicopter while at rest.

It is critical to understand that the maximum allowable weight may change during the flight. When operations include out of ground effect (OGE) hovers and confined areas, planning must be done to ensure that the helicopter is capable of lifting the weight during all phases of flight. The weight may be acceptable during the early morning hours, but as the density altitude increases during the day, the maximum allowable weight may have to be reduced to keep the helicopter within its capability.

The following terms are used when computing a helicopter’s weight:

The starting point for weight computations is the basic empty weight. This is the weight of the standard helicopter, optional equipment, unusable fuel, and all operating fluids including engine and transmission oil, and hydraulic fluid for those aircraft so equipped. Some helicopters might use the term “licensed empty weight,” which is nearly the same as basic empty weight, except that it does not include full engine and transmission oil, just undrainable oil. If flying a helicopter that lists a licensed empty weight, be sure to add the weight of the oil to the computations.

The maximum weight of the helicopter is referred to its maximum gross weight. Most helicopters have an internal maximum gross weight, which refers to the weight within the helicopter structure and an external maximum gross weight, which refers to the weight of the helicopter with an external load. The external maximum weight may vary depending on where it is attached to the helicopter. Some large cargo helicopters may have several attachment points for sling load or winch operations. These helicopters can carry a tremendous amount of weight when the attachment point is directly under the CG of the aircraft.

Weight limits are necessary to guarantee the structural integrity of the helicopter, enable pilots to predict helicopter performance and insure aircraft controllability. Although aircraft manufacturers build in safety factors, a pilot should never intentionally exceed the load limits for which a helicopter is certificated.

Operating below a minimum weight could adversely affect the handling characteristics of the helicopter. During single-pilot operations in some helicopters, a pilot needs to use a large amount of forward cyclic to maintain a hover. By adding ballast to the helicopter, the neutral cyclic position can be shifted toward the center of its range, thus giving a greater range of control outward from neutral in every direction. When operating at or below the minimum weight of the helicopter, additional weight also improves autorotational characteristics since the autorotational descent can be established sooner. In addition, operating below minimum weight could prevent achieving the desirable rotor revolutions per minute (rpm) during autorotations.

Operating above a maximum weight could result in structural deformation or failure during flight if encountering excessive load factors, strong wind gusts, or turbulence. Weight and maneuvering limitations also are factors in establishing fatigue life of components. Overweight, meaning overstressed, parts fail sooner than anticipated. Therefore, premature failure is a major consideration in determination of fatigue life and life cycles of parts.

Although a helicopter is certificated for a specified maximum gross weight, it is not safe to take off with this load under some conditions. Anything that adversely affects takeoff, climb, hovering, and landing performance may require off-loading of fuel, passengers, or baggage to some weight less than the published maximum. Factors that can affect performance include high altitude, high temperature, and high humidity conditions, which result in a high-density altitude. In-depth performance planning is critical when operating in these conditions.

Helicopter performance is not only affected by gross weight, but also by the position of that weight. It is essential to load the aircraft within the allowable CG range specified in the rotorcraft flight manual’s (RFM) weight and balance limitations. Loading outside approved limits can result in insufficient control travel for safe operation.