Post on 05-Oct-2018
FS Load Master NEW VERSION v3.0
Operating Guide
PegasusWeb Productions
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Introduction
You have chosen a departure and a destination airport, your aircraft is ready at the ramp or
gate and you have a flight plan before you. Now it’s time to load the aircraft with fuel,
passengers and cargo and take off.
But before you open the load screen interface , FS Load Master can help you to quickly determine
your payload and cargo weights in a way consistent with the realistic operational conditions of the
trip you about to fly.
If you are in hurry, just select aircraft, input trip distance and payload (passenger or freight) and
you’re done – see below the Quick Start Tutorial. Or if you have in mind some specific conditions –
full or partial load, ferry flight (no payload), known or forecast weather conditions - you can modify
all the parameters as shown in this manual and you will end up with the correct realistic weight
numbers for your flight operation.
In any case LoadMaster is designed to be efficient and practical so as to spend as little time as
necessary to compute your numbers and then off to the real thing: flying!
FS LoadMaster models fuel requirements for any flight from 70 NM up to to about 10,000 NM for
most of the commercial aircraft currently in service, from light to widebodied.
The flight time and the consequent fuel requirements for a flight are computed by the internal “Fuel
Burn Estimator” (FBE). FBE is an algorithm that models for each aircraft the fuel consumption curve
relative to the distance to complete the trip according to the flight plan and the aircraft payload.
The FBE (Fuel Burn Estimator) assumes a typical vertical profile (takeoff, climb, cruise, descent and
landing) to fly the distance indicated in the flight plan and accounts the type of aircraft and the actual
takeoff weight.
While the dynamic data – e.g. trip time and trip fuel - is calculated by the Load Master FBE, the static
weight data provided is taken from the official manufacturers data specifications.
For variations A and B are presented to account for the variance in critical parameters, but a third
variation, U for user, is available for the user to match the numbers of the specific installed FS
model. The list of modelled aircraft is presented at the end of this guide.
FS Load Master produces a standard report style “Load Sheet” that can be saved as a text file for easy
consultation while in flight and for logging purposes.
NEW in version 3: New aircraft models.
NEW in version 3: User configuration profile can be associated to a specific FS aircraft configuration
file (aircraft.cfg) in the FS installation directory, so that the relevant parameters are automatically fed
directly from the FS aircraft model.
NEW in version 3: the loadsheet can be made available as briefing in the FS kneeboard to be consulted
at flight time. Actual METAR conditions can be requested for departure arrival and alternate airport.
NEW in version3. A detailed Load Sheet Data display complete with the seat configuration animation
is provided for each aircraft.
NEW in version3. Convenient Airline and Airliners database updated to 2014.
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Why fly with realistic weight and fuel?
In the real world it is the captain’s responsibility to assure the safety of the flight before accepting
takeoff , by checking all the data available about the flight. And here “all” means “everything relevant”,
from the actual and forecast metereological conditions to the political safety of the airspace the flight
is about to invade.
A dispatching process, involving many people, is dedicated to gathering the flight plan data and the
aircraft load weights and reporting them to the pilot crew.
A central role is played by the weight data, because the aircraft performance is very much dependent
on the dynamically varying gross weight of the aircraft at all stages of flight. At takeoff the gross
weight cannot exceed maximum takeoff weight, while at landing gross weight cannot exceed
maximum landing weight. In climb, cruise and descent the weight of the aircraft determines climb and
descent rate, fuel consumption and ultimately flight time.
The known technical structural limits of the aircraft must be therefore thoroughly checked against the
actual conditions of the flight.
And as fuel is concerned, a balance must be found between economical returns and safety parameters.
International regulations dictate that no flight can be dispatched or aircraft can takeoff unless it has
enough fuel to fly to the airport to which it is dispatched, and thereafter, to fly to and land at the most
distant alternate airport, and then to fly for 45 minutes at normal cruising fuel consumption.
In flight simulation the aircraft sim designers go to great lengths to insure that the aircraft
performance respond realistically to weight changes, altitude, weather and weight balance. Flight
command authority, rate of climb, aircraft speed, fuel consumption, aircraft attitude, to name a few,
are effects that the sim user can directly experience as effects of aircraft load.
Therefore, a realistically loaded aircraft can dramatically improve the simulation experience, giving
the user the “right feel” and the “right cues ” for the pilot flying.
If your aircraft has an FMS (Flight Management System) you can input the FS Load Master estimated
fuel and reserve, and monitor how fuel predictions change during the flight, and consider whether the
actual weather conditions suggest an altitude change, or require a fuel emergency to be declared (a fuel
reserve warning demands declaring an emergency at the destination airport).
Furthermore, knowing and controlling the weight load parameters, can extend your imagination to set
up and understand different scenarios for a flight.
Suppose you are short of fuel because you are dispatched to return to base without refueling: although
you are within the safety limits, any contingency or diversion can be a problem to be taken seriously.
Or suppose your cargo flight was delayed, the winds were against you, so when you arrive at the
destination airport the night has fallen and the airport is closed, not being certified for night landing.
A comfortable afternoon flight suddenly changes to a critical night time flight with limited fuel to the
best alternate airport, which is 150 NM away.
Even for normal scheduled passenger flights the choice of the number of seat class, the available cabin
weight, the cargo load can be adjusted based on distance and route: long haul flights compete for
comfort and seat less passengers but provide for first and business class, while short economic flights
are normally crowded and the baggage weight can be limited to carry-in personal items.
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The FS Load Master Interface
The interface consists, as if were, of two spreadout pages, the left hand page (Flight Data) is fixed and
resumes for you all the relevant data for the flight you are planning, while the right hand page
(LoadSheet) has 6 tabs:
1 Design. Set up fuel and payload for the flight in detail.
2 FSX Aircraft. Synchronize the FBE model with an actual installed FS aircraft and read its parameters into FSLOADMASTER.
3. Flight. Read departure and arrival airport information, flight level and range for the flight. The current metereological situation can also be requested real time (METAR). (An internet connection must be available at the time of the request.)
4. Airline. Query information about airline codes and their main hubs. By clicking on an Airline the 2 or 3 letter code is automatically used to complete the flight number. In the lower window you can query which aircraft is currently in service in which airline in the world and vice versa (updated to “2014 Airliner Census”).
5. FS Load Details. This window shows how to distribute on board fuel in the available tanks, and passengers passenger in typical seat configurations, making it easier to replicate the desired weights in FS.
6. Display Loadsheet. This window displays the loadsheet in a text format suitable to be saved as refernce or log. A special save button copies the loadsheet in the FS kneeboard as section “Briefing”.
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FS Load Master Interface. A walkthrough
Flight Plan Main Windows
01.Select the aircraft. Click on the aircraft code on the left aircraft list to select the aircraft model for the Fuel Burn
Estimator (FBE) to be used for the current flight plan. Profile U default values are displayed
(initially set the same as A profile).
02 Set Departure, Destination and Alternate Airports, Flight Number
and Time of Departure After entering the 4 letter ICAO code of the FROM ,TO and ALT airports, clicking on “G/C” -great
circle distance - will return the geographical (lossodromic) nautical miles (NM) distance between
the departure and the destination airports and the NM distance between the arrival and the
alternate airport ALT DIST . You can insert now a Flight Number (Flight#) and the Expected Time
of Departure. The Expected Time of Arrival (ETA) is then computed. The code, name and city of the
selected airports will appear both on the loadsheet and in the Flight Data tab for subsequent
request of the current metereological conditions (METAR).
03.Input Trip Distance Input the flight plan distance in nautical miles - NM. This number is the basis of the
loadsheet calculation, independently of the G/C distance automatically calculated as G/C.
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Flight Time and optimal Cruise Altitude are computed and displayed. If the trip distance is greater
than the (selected) aircraft maximum range, the Trip Distance background turns to red. (Note,The
maximum range can be adjusted in tab “FLIGHT DATA”)
04. Select Passengers / Freight Selecting P - passenger flight – allows input for number of crew (pilots and staff) and passengers.
Selecting F - all freight flight - sets crew to 2 and the number of passengers to zero, while the freight
weight is by default set to 75% of maximum payload.
05. Select aircraft Profile As soon as a trip distance is entered, the design parameters of the selected aircraft, profile U default
values are displayed (initially set the same as A profile).
The “configuration values” – identified as A B or U -are a set of characteristic values that represent
structural and design limits for the selected aircraft:
1. Max Range,
2. Max Flight Level (Service Ceiling)
3. Empty Operating Weight,
4. Max Zero Fuel Weight,
5. Max Landing Weight ,
6. Max Fuel Capacity, and
7. Max Takeoff Weight.
For the same aircraft type– for instance Boeing 767-200 - configuration A represents the values for
the model variant with less power or capacity while the configuration B shows the design values for
the more powerful or the more capable for the selected model – in this case B762 ER.
All these values can be user adjusted, but profiles A and B are not saved across different aircraft
and between sessions. You can use configuration U to set up a different – reasonably sim-based -
specifications: the updatable numbers appear in blue. The user configuration is saved between
sessions, so that your preferences will be immediately available for the next flights
SPECIAL USE OF PROFILE U Use U –User configuration- to load the parameter values of an
actual FS aircraft model you have installed in your FS, and previously “associated” to this FBE
model. The process of associating an FS model will be described later, and consists in automatically
reading the Empty Operating Weight, the Max Takeoff Weight, the Max Fuel Capacity and the
specific tanks capacities from the flight simulator aircraft configuration file. The affected
parameters appear on a light blue background.
06. Set Payload Passenger flight: insert the crew (pilots and flight attendants) and the number of passengers
expected to board your flight. The number is compared with the maximum capacity for the selected
seat configuration and if it exceed this number the background turns to red. You can rotate
available configurations by clicking on the configuration label. Then you can adjust the unit cabin
weight (passenger average weight plus the weight of cabin carry-in items) and the unit baggage
weight, set by default at 80kgs (178lbs) and 11kgs (24lbs) respectively.
Freight: Input the cargo weight as desired. Freight available weight is continuously computed by
subtracting current weight – aircraft fuel and passengers - from the maximum takeoff weight, so
that it updates automatically with distance and payload. Watch for the Max Available freight
weight not to decrease to zero – and the takeoff weight background consequently to turn red.
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07. Choose Imperial or metric Clicking on the toggle switch where the current unit is displayed will switch between metric (Kgs)
or imperial units (Lbs). All current data will be immediately displayed in either metric (Kgs) or
imperial units (Lbs). All user input is understood to be originally expressed in the unit current at
the time of the input.
08. Fine Tune Configuration Values PROFILE U If the profile U is associated with a FS model, the values in light blue are taken from
the aircraft configuration of the selected FS aircraft, and therefore there's no need to change them,
as they will match exactly the constraints in the FS load fuel and payload window.
For profiles A and B, fine tuning may be required . Typical is the case of Empty Operating Weight,
that varies somewhat in the real world around the published Dry Operating Weight., and Fuel
Capacity, that depends on the fuel tanks actually implemented in the FS model.
09. Reserve Contingency and Taxi Trip Fuel. This number is automatically calculated (by the FBE) and cannot be changed.
Reserve. Reserve fuel is expressed by user as minutes of flight, and automatically calculated as
quired fuel weight. A reserve of 45’ is mandatory by regulation. Add 30’ for diversion to alternate
when the alternate airport is within 120 miles of destination, otherwise it is reasonable to request
up to 120’ more. The default value is 75’ - 45’ as required by regulation. and 30’ to account for
diversion to alternate airport.
Contingency. Contingency fuel is expressed as % of Trip Fuel. The default is 10% as this is a
minimum regulatory requirement, but the user can reasonably request up to 20% if the conditions
of flight are particularly adverse.
Taxi Fuel . The estimated fuel burn from engine start at ramp or gate and runway line up for
takeoff. The user may express a request in weight and an equivalent in minutes is displayed.
Reasonable values are 5 minutes for small airports up to 20 minutes or more for large airports,
where delays are to be expected.
10. Computed Load Sheet Values Column These values are automatically calculated (by the FBE).
Total Traffic Load.
Total Fuel on Board.
Take Off Weight Actual
Landing Weight Actual
A red background behind any of the computed values - Total Traffic Load, Zero Fuel Weight
Actual, Take Off Weight Actual and Landing Weight Actual - signals it is outside the profile value
range.
11. Winds Aloft Forecast Toggle NONE, HEADW, TAILW and insert wind speed (component) in knots, to calculate a new
estimate for time of flight and fuel on board at destination.
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Display Loadsheet TAB
Selecting the DISPLAY LOADSHEET tab opens a differently formatted view of the load sheet,
similar to the printed output of a dispatch sheet. Basically, at the end of the design phase,
FSLoadMaster has generated two values: payload and fuel weight for a specific aircraft and for a
specific flight. For ease of reference, these two values are marked by an asterisk on the loadsheet.
Save as Flight Log. A text file wil be saved in a default FSLOADMASTER directory for future
reference, and can be reloaded by cliking on the “Load From Log” button.
Save as Briefing in FS. This button saves an html file in the internal FS subdirectory “…\UIRES” so
that the loadsheet becomes available in the in-flight kneeboard at the section “Briefing”. (shift-F10
and then click on Briefing).
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FS Load Detail TAB
It’ s now time to start our FS flight with a matching aircraft and load it with payload and fuel that
agree with our design numbers. The native FS interface for loading Fuel and Payload is by calling
the “Fuel and Payload” dialog, but many add-on aircraft have their own interface that sets these
numbers directly in FS.
IMPORTANT NOTE: FS Load Master does not set the payload and fuel directly into MSFS or P3D
to avoid conflicts with the individual load managers that many aircraft come with. See FAQs for
more information. On the othe hand, this tab helps in identifying the right numbers to be entered
in the FS interface by showing fuel load distributed in available tanks, and payload divided by class,
row seat and cargo.
Aircraft Load. This window shows the automatic distribution of the crew and passengers in seats.
CLASS ROWS. PIC/FO is Pilot and first officer seats, ATT shows the flight attendant seats, then we
have FIRST CLASS, BUSINESS CLASS and ECONOMY CLASS.
FULL capacity is given by class as number of rows, seats per row and total seat capacity per row
(for example 04 x 04 016 means four rows of four seats abreast and total 16 seats) . The ONB
(onboard) number is an automatic distribution of the total number of passenger as requested by the
user (PASS). The WEIGHT shows the actual weight of the class. The TOTAL row matches the
design user requested payload. The aircraft diagram on the right show the actual airplane seat
configuration. Two separate lines show Checked in Baggage and cargo load.
Fuel. This window shows a balanced distribution of the computed fuel on board in the available
tanks for the aircraft. Fuel loading procedure: fuel is loaded first in the main left and right tanks,
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then center main tanks, then left and right auxiliary, then center main 2, then left tip and right tip
last center main 3. MAX is full capacity for the tank, FILL the weight to be loaded in the current
weight unit, while % shows the percentage of fill over max. When Profile U is associated with an FS
aircraft, total fuel capacity and each tank capacity are read from the FS configuration file.
Whatever the interface, payload and fuel values must be ultimately reflected in FS “Fuel and
Payload” interface anyway, so we can generally state that we must act so as to set Payload and
Fuel, expressed as weight in the same units, to match “Total Traffic Load” and “Take Off
Fuel” of FS LoadMaster respectively, as in the following example.
Example: FZAA to FOOL
Let’s look at an interesting flight, African Ehiopian Airlines from Kinshasha (Democratic Republic
of Congo) to Libreville (Gabon) . Departure airport FZAA, arrival FOOL , aircraft Boeing B757-
200, 482 NM, 149 passengers onboard. Associated FS aircraft Quality Wings Boeing 757-200.
The excellent Quality Wings B757-200 comes with a custom interface to setup load (both payload
and fuel), so once we know the numbers (24368lbs fuel and 30856lbs payload) we can certainly use
the QW interface to load the aircraft.
But as an example we are going to use the generalized FS procedure to change “Fuel and Payload
before starting a flight. Keep in mind that the FS procedure will always overwrite whatever
numbers were setup by any custom load interface.
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FZAA - FOOL FLIGHT & LOAD DETAILS
The chosen aircraft configuration
The METAR at the time of execution
The load detail pages for the flight
In the following images my FS interface is in Italian, because thay’s my installation, but the shapes and the numbers are the
same.
TRANSLATION FROM ITALIAN TO ENGLISH
PESO A VUOTO : EMPTY WEIGHT ||| CARICO: PAYLOAD ||| CARBURANTE: FUEL
PESO A PIENO CARICO: FULL WEIGHT AT TAKEOFF
PESO MASSIMO A PIENO CARICO: MAX TAKEOFF WEIGHT
CARBURANTE MAX CONSENTITO: MAX FUEL CAPACITY
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Setting FUEL The suggested load per tank is as follows:
NOTE. The Quality Wings B752 comes with a custom interface to set the fuel payload: by all means this is a viable alternative procedure that can be executed before loading the aircraft in FS
In FSX we have exactly the same window and the same maximum capacity.
Here we are halfway to changing the fuel load , having set the left tank only, to show the small difference due to arihtmetic number rounding.
Setting PAYLOAD The empirical rule is to try and approximate the Load Master Total Traffic Load with the FS Payload value, dividing the payload between seats and cargo. In this instance we have to make room for a First class and a mid Economy using the numbers from FIRST AND CREW, while Cargo is to be split into Front and Aft. NOTE. The Quality Wings B752 comes with a custom interface to set the payload: by all means this is a viable alternative procedure that can be executed before loading the aircraft in FS.
GENERAL SETTINGS
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Associating an FS Model to the FSLOADMASTER FBE Model
FS Aircraft TAB
Whenever an aircraft FBE model is loaded (1) , the last currently associated FS model appears in a
light red box (2) . If no associated aircraft is current the box shows NA (not available).
To associate an FS model or change the currently associated one, request a change by clicking on the
button (3).
This opens the FSX Aircraft tab on the right hand side of the interface. As soon as you have set up the
FS root (04), or changed it by clicking on SELECT NEW FS ROOT, the change association box is
populated with all the model configuration files present in you FS installation. A model is easily
identified because the name that appears is the name of the folder that contains the installed aircraft,
and normally starts with the name of add on manufacturer -PMDG or AEROSOFT for instance- and
then the model type (see FAQ to know the default directories of many popular aircraft addons).
To home in to your aircraft, if its name does not already appear in the list window, first type in the
selection box the start of the name of the aircraft directory you are looking for– i.e. CS for Captain Sim
models - and then click on the down arrow appearing on the right of the selection box to scroll down
the list to the requested start point.
IMPORTANT NOTE. SELECTING FS ROOT.
The root file must be the root of the FS father directory of the simobjects folder: a sure way to find it is to open the file
explorer in Windows and search for the string simobjects. When you identify the folder right click and select
“properties”. This opens the property window for the folder where you can take note of the complete path to the folder
and even cut and paste it as you like.
By default in FSX (where [drive] is the name of the disk drive where FS is installed, very often C):
[drive]:\Program Files (x86)\Microsoft Games\Microsoft Flight Simulator X
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For p3d:
[drive]:\%PROGRAMFILES(X86)%\Lockheed Martin\Prepar3D v2\
For FSX SE, the location of the resources for FSX is in the common area for all Steam Products:
[drive]:\Program Files (x86)\Steam\steamapps\common\FSX
Next select the model you want to associate to the FBE model for the current flight (05), and then click
on ACCEPT (06). FSLOADMASTER then reads the internal configuration file for the selected aircraft
(aircraft.cfg) and acquires all the necessary parameters (WEIGHT and FUEL SECTIONS). The
association is saved as default for Profile U until you should decide to change it again. If you made a
wrong association or simply want to reset the values to Profile A just click on RESET TO CONFIG A.
When an association is ACCEPTED the program reads in the ATC_MODEL parameter in the aircraft
config file because it is the nearest to the ICAO code used in FSLOADMASTER.
This parameter is compared with the FBE model selected, and a warning can show up in box (07) just
to warn you that the ATC_MODEL code is different from the FBE model code (which is the standard
ICAO code).It is normal for the two codes to be different (for instance ATC_CODE could be the ICAO
code plus the code for the engines): the warning is there just to avoid gross mistakes in association.
FSX Aircraft TAB
VIEW MODEL PROFILE CONFIGURATION VALUES.
A List view box appears with all the FBE configuration values for all three Profiles.The currently
selected profile has a bright red background. .
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VIEW AIRCRAFT FS THUMBNAILS
Once a model has been selected, clicking on the AIRCRACFT CONFIG tab shows all the texture
directories for the selected aircraft. By default every texture directory contains a thumbnail of the
aircraft variation for that type of model: by clicking on its name if the thumbnail is present it will show
in the thumbnail window. On the left list a selection of relevant configuration parameters as read from
the FS configuration file will be shown.
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Flight tab and METAR
Flight TAB
REQUEST CURRENT METAR
An internet real time request for data is sent to the http:/weather.noaa.gov site.
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Airline / Airliner CENSUS Data
Airline TAB
AIRLINES DB.
This box allows to find an airline by country, or by a substring in its name stripped of blanks: for
instance for Ryan Air request “ryanair”. Clicking on the left of a row on the name of the airline its 2 or
3 letter code is copied as prefix of the flight number in the left hand window.
AIRLINERS/AIRLINE CENSUS
This box allows
1 When an aircraft is selected to find a list of all the airlines that operate the selected aircraft sorted by
region: AFRICA, ASMEAU (Asia /Middle East/Australasia), EUROPE; NSAMER (North/South
America).
2 When an operator is selected, to show all the airliners types currently (2014 Census) in service or
soon to enter service (on order but not yet delivered).
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The Aircraft Weights Components
Two aircraft weights must be calculated before every flight and verified to be within the aircraft
structural weight limits as established during aircraft design and certification:
1. The actual aircraft weight at takeoff: Take Off Weight Actual (TOW), that must not exceed the
MTOW (Maximum Take Off Weight)
2. The estimated aircraft weight al landing: Landing Weight Actual (LW), that must not exceed the
MLW (Maximum Landing Weight)
As both weights include fuel weight – fuel on board at takeoff and fuel still on board at landing – it is
necessary to know how much fuel is necessary and safe to load at departure and how much will be
burned during flight.
To facilitate the verification of these critical parameters and to check compliance with the aircraft
design limits, a number of intermediate weights must also be known or calculated.
Total Traffic Load (or Payload Weight). This is the weight of payload: passengers and cargo.
Total traffic Weight =
Cabin Weight of Passengers and Crew+ Baggage Weight + Other Cargo Weight
Empty Operating Weight. The weight of the aircraft fully equipped before loading in passengers and cargo. This is fixed for a certain aircraft, is updated by maintenance and depends on the design dry operating weight (DOW) plus all the equipment and fluids necessary for service. Zero Fuel Weight. The sum of Empty Operating Weight and Total Traffic Load. This is the actual weight of the aircraft excluding fuel weight.
Zero Fuel Weight = Empty Operating Weight + Payload Weight
Total Fuel on Board. This is the weight of the trip fuel –t he fuel estimated necessary to complete the current flight plan- plus reserve fuel , contingency fuel and taxi fuel.
Total Fuel on Board (at Ramp or Gate) = Estimated Trip Fuel + Reserve Fuel + Contingency Fuel
+ Taxi Fuel
Take Off Weight Actual. This is the gross weight at takeoff: it equals ZFW plus the Fuel On Board but LESS the taxi fuel, as this is supposed to be burned during taxi and before takeoff.
Take Off Weight Actual = Zero Fuel Weight + Fuel Weight Actual – Taxi Weight
Landing Weight Actual. This is the projected weight of the aircraft at landing: if everything goes as planned this is the takeoff weight actual LESS the estimated fuel burn.
Landing Weight Actual = Take Off Weight Actual – Trip Fuel
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Load Considerations for Passenger flight.
To compute the passenger payload for a flight, two average weights must be considered: the passenger
weight, including personal items, that is articles that can be stowed in the cabin under a single seat or
in an overhead compartment, and the baggage weight for the items given for handling when checking-
in for a flight. Checked items are carried in the cargo compartment and returned to the passenger at
baggage claim at his/her final destination.
Typical average weights per passenger vary between 75 and 90 kgs (165 to 198 lbs) depending on the
season (clothes) and personal item allowance.
Checked-in items (baggage) average weight varies between 15 to 25 kgs (33 to 55 lbs) per passenger,
depending mostly on flight category and route: while long distance flights may imply families moving
with heavy baggage, working days business routes between major cities even if far away
Load Considerations for Cargo Only flight.
A typical cargo flight is considered economical when the payload is at least 50% of maximum payload.
By default a cargo only flight starts with a Freight weight of 75% of published Payload. As the Max
Residual Available Weight is constantly updated subtracting the sum of Total Traffic Load and Take
Off Fuel Actual from the Maximum Take Off Weight, the user can enter other values until the Max
Residual Available (Weight) is zero, or equivalently, until the TOW Actual background turns to red.
Winds Aloft Forecast Considerations.
The fuel burn and time of flight estimates are based on a zero wind situation. If you happen to know
the forecast direction and speed (knots) of the prevailing winds aloft at the chosen cruise altitude you
can obtain a new expected time of arrival and a new value for fuel on board at destination. You must
insert the tail or the head wind component of the wind forecast.
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Quick Start Tutorial. A Typical Scheduled Passenger Flight
FLIGHT
FLIGHT DESCRIPTION Scheduled passenger flight
AIRCRAFT Boeing B737-800
DEPARTURE - DESTINATION LIME – LMML . Milano Orio Al Serio, Luqa
Malta
TRIP DISTANCE 650 NM
1 SELECT AIRCRAFT.
Click on the aircraft code
(B738) in the aircraft list.
The following data (for default aircraft profile A) will be
displayed :
Aircraft Type
Max Range (A)
Empty Op Weight (A)
Max Flight Level (A)
Max Take Off Fuel Weight (A)
Max Fuel Capacity (A)
Max Landing Weight (A)
Person Weight - default
Baggage Weight -default
Default RESERVE is set at 75’ (45’ minimum reserve and 30’ for alternate airport diversion)
Default seat configuration is set as 1-class (Y), max 189 seats.
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2 INPUT TRIP DISTANCE.
Insert trip distance in
NM. (650).
This number should
match the flight plan
distance between departure and arrival
airports.
The data sheet is updated with the data calculated data for the
“no payload” condition:
Trip Fuel (FBE)
Reserve Fuel (75’)
Take Off Fuel
Take Off Weight Actual
Landing Weight Actual
You can toggle between metric units and Imperial units by
clicking on the label “KGS” after “ALL WEIGHTS SHOWN IN”.
Leave all other values as default, but input 410kgs (or 900lbs) as TAXI fuel.
3 INPUT NUMBER OF
PASSENGERS
Insert 141 as Pass# (about 75% of maximum for select 1-cl (Y)
configuration.
4 INPUT PREVAILING
WINDS
Inserting a component of 50 knots tailwind, which is typical for
this region, the flight could arrive 15 minutes before schedule, with a consequent saving on fuel of 1.486 lbs.
4 DISPLAY AND SAVE
LOADSHEET
By clicking on the tab DISPLAY LOADSHEET, a standard Load
Sheet is presented.
When the departing and destination airports are not inserted the
file name defaults to the aircraft and the trip distance, followed
by the current day and time.
Now input LIME, LMML and LICJ as departure, destination and
alternate airports respectively and Click GEO CALC.
Then input RY9001 as flight number and set 13:40 as the
departure time.
Click again on the tab DISPLAY LOADSHEET, and notice how the
load sheet is now complete, and the file name now quotes the
departure and destination airport codes. Click on Save and the text file is saved in the subdirectory
“LoadSheets” of the FS Load Master directory.
You are now ready to load your FS aircraft with the realistic FS Load Master numbers.
5 DETAIL LOAD DATA
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Typical Scheduled Passenger Flight: LIME LMML
OTHER SCREENS
SHOW FS AIRCRAFT
OTHER FLIGHT DATA
AIRLINE SELECT
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Design Load Sheet Line By Line
Flight Description
FROM Input. ICAO 4 letter code of departure airport.
TO Input. ICAO 4 letter code of destination airport
G/C Click. Click to calculate net geographical distances between departure and destination airports - and between destination and
alternate airports
Aircraft Info. Aircraft Code followed by Manufacturer Model Name
Flight # Input. An optional Flight
Number.
Trip Distance Input. Flight Plan Distance
Flight time HHMM Output/Computed. Calculated by FBE
ETD Input. Expected Time of
Departure: Time of departure in hours and minutes
ETA Output/Computed. Expected
Time of Arrival: Time of arrival as estimated by FBE
FOB @ Destination Output/Computed. Fuel on
board at destination – equals
fuel on board at departure
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Geo Dist NM Output/Computed . Linear geographical distance between
departure and destination airports.
Alt Dist (NM) . Output/Computed Distance from destination airport and alternate airport.
Winds Forecast
Toggle and Wind Speed Input. Click on wind direction to select NONE, TAIL or HEAD
winds. Insert wind speed in knots.
FOB@DSTN Output/Computed. Wind dependent forecast of fuel on board at
destination
(excluding taxi fuel) minus trip
fuel.
P/F Toggle
P-Passenger or F-Freight
If freight passengers crew is
set to two and Pass# to zero.
Flight Configuration
P/INDEX Changes by 5
per cent clicks the Fuel Burn
Profile.
PROFILE
A B U Click Choose
configuration
A B or U. U Profile can
be associated with an FS
model
Crew Input
Crew number including
pilots and assistants.
Seat Config Click
Displays different
available seat configurations,
described as 1
2 or 3 classes followed by
max number of seats .
Pass# Input
Insert number of passengers.
Typical: 70-
80% of max
pass# in selected seat
configuration
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Payload
Unit Cabin Weight Input The weight of one Person, Crew or passenger,
including Personal effects in cabin. Values vary from 75kgs (165lb) to 90 Kgs (198lbs).
Cabin Crew / Passengers Output / Computed The total passenger weight in cabin.
= (Pass# + Crew#) x Person Weight
Unit Baggage Weight Input
The weight each passenger is allowed as check in baggage. Typical: 15 to 30 Kgs. If
Checked in Baggage Output / Computed
= Pass# x Baggage weight
Max Residual Available (Freight) INFO Output / Computed
The available freight weight still available.
This number is constantly updated, as soon as one of the numbers in the formula are updated.
=Maximum Take Off Weight –
(Total Traffic Load + Take Off Fuel) If negative is set to zero.
Freight Input The weight of cargo to be loaded.
If freighter the payload cargo weight.
If passenger the additional cargo to be loaded as cargo.
Total Traffic Load Output / Computed The total payload weight. It updates continuously in response to any change in passenger or baggage
weight, number of passengers and freight.
= Passenger/Cabin + Checked in Baggage + Freight
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ZERO FUEL WEIGHT ACTUAL
EmptyOperating Weight Config/Input
The weight of the empty aircraft. As all configuration parameters can be
changed by the user. (Configuration U is
saved between sessions).
Empty Operating Weight Output / Computed
= Empty Operating Weight
Max Zero Fuel Weight Config/Input.
The MZFW. As all configuration parameters can be changed by the user. (Configuration U
is saved between sessions).
Zero Fuel Weight Actual Output / Computed
The actual aircraft weight excluding fuel. = Empty Operating Weight + Total Traffic Load
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Fuel
Trip Fuel Output / Computed
The estimated fuel weight and the flight time for the trip according to the flight plan.
The “Fuel Burn Estimator” assumes a typical
vertical profile (takeoff, climb, cruise, descent and landing) to fly the distance indicated in the
flight plan and taking into account the type of
aircraft and the actual takeoff weight - therefore it updates continuously in response to any
change in the Total Traffic Load. = Computer by the Fuel Burn Estimator as a
function of (Aircraft, Distance and Total Traffic
Load)
Reserve (minutes) INPUT
The default is 75 minutes and includes 45’ law reserve and 30’ flight to alternate, which
is reasonable for alternates within 100NM.
For further away alternate airports consider up to 120’ for alternate flight.
Reserve Output / Computed
The actual weight of the required fuel to satisfy the reserve minutes desired, as computed by the
Fuel Burn Estimator. The part exceeding the 45
minutes reserve is computed as diversion consumption (regain altitude, fly to alternate,
execute approach and landing).
= Computer by the fuel Burn Engine as a function of (Aircraft. and the number of minutes
required by Reserve (minutes))
Contingency % Input
A percentage Trip Fuel to account for
unscheduled different contingencies (winds, flight plan diversions etc…)..
Contingency Fuel Output/Computed
The actual weight of the required fuel to satisfy
the contingency percentage.
Taxi (Fuel) Input
Fuel estimated to be burned between engine
start and takeoff run. To set look at the equivalent minutes: typical values are 5’ to 10’
for small airports, up to 20’ for large airports or
where delays are expected.
Max Fuel Capacity Configuration Parameter
Total Fuel On Board Fuel Output/Computed
The actual weight of the required fuel to satisfy
the contingency percentage.
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Final
Max Take Off Weight Configuration Parameter
Time to Empty Output / Computed The maximum autonomy
of flight of the aircraft given the total amount of fuel on board at departure.
= Trip Time + Reserve Time + Contingency Time+ Taxi Time
Max Landing Weight Configuration Parameter
Take Off Weight Actual Output/Computed
The total weight of the airplane at takeoff. =Zero Fuel Weight + Total Fuel On Board – Taxi
Fuel Weight
Landing Weight Actual Output/Computed
The weight of the aircraft at landing.
= Takeoff Weight Actual – Trip Fuel
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Loadsheet Report Information
EXAMPLE
ALL WEIGHTS IN LBS
-----------------------------------------------------------
01 FROM/LIRF TO/LIMJ NM/300 ACFT/AT75P CREW/04
02 FLIGHT/AZ456 LIRF.ETD/13:40 LIMJ.ETA/15:03
-----------------------------------------------------------
03 DEP/LIRF-Leonardo Da Vinci (Fiumicino) Intl. Apt. - Rome
-----------------------------------------------------------
WEIGHT NOTES
-----------------------------------------------------------
04 CHECKED-IN BAGGAGE/CARGO 002579 B53/042 C000353
05 CABIN / LOAD-IN COMP. 010146 Y53/178 MAX 64
06 TOTAL TRAFFIC LOAD 012725 *
07 OPERATING WEIGHT 028490
08 ZERO FUEL WEIGHT ACTUAL 041215 MAX 044000
09 TAKE OFF FUEL 005508 * EFU 2404 RSV 2509
10 TAKE OFF WEIGHT ACTUAL 046373 MAX 048400
11 TRIP FUEL 002404
12 LANDING WEIGHT ACTUAL 043969 MAX 048070
-----------------------------------------------------------
13 BLK[01:23]/RSV[01:15]/TTE[02:57] FOB 002754 @LIMJ
14 ARR/LIMJ-Genova / Sestri Cristoforo Colombo Apt. - Genova
15 END LOADSHEET [AT75] [ LIRF/LIMJ]
-----------------------------------------------------------
LEGEND.
04: B53/042: 53 items estimated at 19kgs
04: C000353: Cargo 353lbs
05: Y53/178: 53 passengers in class Y (F=First, J=Business, Y=Economy)
05: MAX 64 Maximum number of passenger in class Y
06: 012725 * : Total traffic load to match payload weight in FS
09: 005508 * : Fuel weight to match in FS (lbs)
09: EFU : Estimated Trip Fuel
09: RSV : Reserve Fuel
13: BLK : Block Time - flight time
13: RSV : Reserve Time
13: TTE : Time To Empty
13: FOB :Fuel on Board @ destination
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FAQ SECTION
Why doesn’t FS Load Master automatically load fuel and payload directly into FSX
or P3D?
Basically because every aircraft comes with its own different payload interface.
For example some aircraft require setting individual weight for each seat, some propose aggregate
weights for different aircraft sections, some have a different interface for cargo or passengers. As for
fuel, some aircraft require that fuel be set by its own load interface and would simply ignore the fuel
loaded directly into FS. Consequently the philosophy of FS Load Master is to focus on the task of
generating realistic fuel and payload values and then let him/her decide how to deal with them.
Installation Troubleshooting
FS Load Master before version 2.5 required necessarily unzipping the downloaded file into c:, so as to
create a subdirectory C:\FSLOADMASTER, so that a correct installation would produce a result like
this:
From version 2.5, although we recommend for uniformity to follow this standard, the downloaded zip
file can be unzipped to any directory, and the program will assume the install directory as root for the
Data and LoadSheets subdirectories.
For any other problem contact support@pegasuswebproductions.com.
How do FS Load Master and www.fuelplanner.com compare?
A popular and reliable source of flight simulation fuel requirements is provided free by the online
service of www.fuelplanner.com . Select an aircraft, enter the airport codes for departure and
destination and fuel planner calculates fuel requirements for the flight (trip fuel and reserve) and gives
an estimate of flight time.
Main differences between the two estimates:
1. The fuelplanner.com algorithm assumes a typical load for each airplane in terms of crew and
cabin weight., and therefore returns a single trip fuel estimate for flight.
FS Load Master, in the other hand, returns a variable trip fuel estimate based on the actual load
of the aircraft.
2. The fuelplanner.com algorithm returns a single “reference” flight time, based only on distance but
independent of the aircraft performance characteristics.
FS Load Master, on the other hand, returns a different flight time based both on distance and a
different ground speed curve for each aircraft.
Obviously, when the FS Load Master aircraft load data are the same as the typical fuelplanner load for
that aircraft, the two estimates are very near.
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In terms of interface :
FS Load Master www.fuelplanner.com
Flight distance User can input flight plan distance. Trip distance is the geographical distance between departure and destination airports.
Weights Can be displayed in lbs or kgs All weights in pounds.
Aicraft Load Can be passenger or freight. Based on a standard passenger load for the selected plane.
Passenger Load Calculated on user changeable number of passengers, cabin and cargo load
Based on standard weight and baggage.
Dry Operating Weight User changeable. Standard.
Trip Fuel Estimate depends on aircraft load. Estimate is given for standard load.
Flight Time Depends on aircraft and weight. Standard time independent of aircraft and load.
Comparison Example 1.
Let’s setup a turboprop ATR72-500 trip from Milano Linate (LIML) to Vienna Schwechat (LOWW).
The flight plan (LIML SID OSKOR UM985 NIMDU STAR LOWW) is 344 NM, while the geo distance
is 339 NM.
The difference in flight time depends on the parameters of the aircraft .
The difference between 5.248 and 4.938 is dependent on the contingency fuel and the different loads of the aircraft: 53 assengers, 4 crew at 178 lbs and 53 baggage items at 42 lbs each, while the fuelplanner standard load is 50*195 lbs.
FUELPLANNER LOADSHEET
FS Load Master LoadSheet
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NB. The PASSENGER/CABIN BAG distribution data (Y050/195) reveals that the number of standard passengers for this aircraft is fixed at 50, each stimated at 195 lbs.
Traffic Load , Operating Weight differ, but these can be user adjusted in FS Load Master . Both sheets confirm that the flight is within the safe performance limits of the aircraft.
Comparison Example 2.
Let’s setup a Boeing 737-800 trip from Kuala Lumpur (WMKK) to Da Nang Intl (VVDN). The flight
plan (VMKK SID PIBOS R208 IGARI M765 BITOD L637 TSN W1 PLK W10 BATEM DCT
VVDN) is 948 NM, while the geo distance is 885.
If we input 885 in FS Load Master we are confirmed that two estimates are very near: 21.703 vs 21.800
lbs and an estimate flight time of 2 hours and 32 minutes. By the way, the PASSENGER/CABIN BAG
distribution data (Y115/195) reveals that the number of standard passengers for this aircraft is fixed at
115, each stimated at 195 lbs.
With 135 passenger the two estimates are very near: 21.703 vs 21.812 lbs.
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With the actual flight plan distance of 948 we get from FS Load Master a more accurate estimate of
22.715 lbs and an estimated flight time of 2 hours and 43 minutes.
How to identify aircraft directory names for MS default planes and
popular aircraft add-ons ? This is a best effort list reporting the initial text strings to identify aircraft directories for Microsoft
standard and many popular payware aircraft add-ons (and relevant to FSLOADMASTER). A part from
the few addons I own myself, it’s been compiled from what is available from the internet, is not
exhaustive and can contain errors, please check with your own installation.
DIRECTORY INITIAL STRING NOTE MANUFACTURER/ PRODUCT
Aerosoft Airbus X Followed by aircraft and engine type Aerosoft Airbus Xtended (A319, A320, A321) Aerosoft Beaver ………. Followed by type Aerosoft Aerosoft Twin Otter ……. Followed by type Aerosoft Twin Otter not Extended Aerosoft_DHC6………. Followed by type Aerosoft twin Otter Xtended AS_B7878 … Followed by engine type Aerosim 787 Airbus_A321 Microsoft standard B737-800 Microsoft standard B747-400 Microsoft standard beech_baron_58 Microsoft standard Beech_King_Air_350 Microsoft standard Bombardier_CRJ_700 Microsoft standard C208 Microsoft standard C208B Microsoft standard Carenado or Carenado_
Followed by aircraft type
Carenado:(i.e.:B1900D, C208B, S550_Citation, B200_KingAir)
CLS_ Followed by aircraft type and engine type Commercial Level Simulations: (i.e.: 762,763,A330,A340, Bae146 , MD81)
CS_ Followed by aircraft type and engine Captain Sim (i.e.:B777, L1011,B737,B727)
DeHavilland_Beaver_DHC2 Microsoft standard EagleSoft Followed by aircraft type Eaglesoft:i.e.Citation X 2.0 F1_Cessna Mustang Flight One F1_Pilatus PC-12 Flight One FeelThere ERJ… Followed by Aircraft Type FeelThere (i.e.:ERJ135 ERJ145) FeelThere PIC Followed by aircraft type FeelThere (i.e. ERJ175 ERJ195) Flight One ATR 72-500 Flight One ATR 72-500 Flight One BN-2 Islander Flight One iFly B737-… Followed by 737 model iFly B737 iFly B747-… Followed by 747 model iFly B747 IRIS C-27J Spartan Iris Justflight 737-200Adv Just Flight Kodiak Lionhearts Creations Kodiak Quest Lear45 Microsoft standard mjc8q400 Majestic DHC8D PMDG Followed by aircraft type PMDG QualityWings Followed by aircraft type Quality Wings (i.e.:757, Avro 146, RJ146) RAZBAM_MetrolinerIII RazBam Metroliner III V_Col Followed by aircraft type VirtualCol (i.e.:F50, ATR42,ATR72,S340)
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FSLOADMASTER MODELLED AIRCRAFT
A306 Airbus A300-600R
A310 Airbus A310-200
A313 Airbus A310-300
A318 Airbus A318-100
A319 Airbus A319-100
A320 Airbus A320-200
A321 Airbus A321-100/200
A332 Airbus A330-200
A333 Airbus A330-300
A342 Airbus A340-200
A343 Airbus A340-300
A345 Airbus A340-500
A346 Airbus A340-600
A388 Airbus A380-800
AT42 Aerospatiale ATR 42-320
AT45 Aerospatiale ATR 42-500
AT72 Aerospatiale ATR 72-200
AT75 Aerospatiale ATR 72-500
B190 Beechcraft 1900 C/D
B200 Beechcraft B200
B350 Beechcraft King Air 350
B712 Boeing 717-200 / B712 HGW
B727 Boeing 727-200 Advanced
B732 Boeing 737-200
B733 Boeing 737-300
B734 Boeing 737-400
B735 Boeing 737-500
B736 Boeing 737-600
B737 Boeing 737-700
B738 Boeing 737-800
B739 Boeing 737-900 / 737-900 ER
B744 Boeing 747-400 /747-400 ER
B748 Boeing 747-8i
B752 Boeing 757-200
B753 Boeing 757-300
B762 Boeing 767-200 / 200 ER
B763 Boeing 767-300 / 300 ER
B772 Boeing 777-200ER
B77L Boeing 777-200LR
B773 Boeing 777-300
B77W Boeing 777-300ER
B788 Boeing 787-8 Dreamliner
BN2P Britten-Norman BN2 Islander
C208 Cessna C208 Grand Caravan
C130 Lockheed C-130 Hercules
C510 Cessna Citation Mustang
C550 Cessna 550 Citation S/II
C750 Cessna 750 Citation X
C27J Aeritalia/Alenia C27J Spartan
CRJ1 Canadair CRJ-100
CRJ2 Canadair CRJ-200 /CRJ-200LR
CRJ7 Canadair CRJ-700 / 700ER
CRJ7LR Canadair CRJ-700LR
CRJ9 Canadair CRJ-900 CRJ-900 ER
CRJ9LR Canadair CRJ-900LR
DH8C Bombardier Dash-8 Q300
DH8D Bombardier DASH-8 Q400
DHC2 De Havilland Beaver I
DHC6 De Havilland Twin Otter
E135 Embraer ERJ-135 / ERJ-135 LR
E140 Embraer ERJ-140 / ERJ-140 LR
E145 Embraer ERJ-145 / ERJ-145 LR
E170 Embraer ERJ-170 / E-170LR
E175 Embraer ERJ-175 / E-175 LR
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E190 Embraer ERJ-190 / ERJ-190 LR
E195 Embraer ERJ-195 / ERJ 195 LR
F50 Fokker 50
F70 Fokker 70
F100 Fokker 100
JS31 British Aerospace JS-3100
JS41 British Aerospace JS-4100
L105 Lockheed L1011-500 Tristar
MD11 McDonnel-Douglas MD11
MD80 McDonnel-Douglas MD80
MD90 McDonnel-Douglas MD90
PC12 Pilatus PC-12
Q100 Quest Kodiak 100
RJ70 BAe Avro RJ70 / 146-100
RJ85 BAe Avro RJ85 / 146-200
RJ1H BAe Avro RJ100 /146-300
S200 SAAB-2000
S340 SAAB-340B Plus
SW4 Fairchild Metro 23