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The payload is the maximum combination of passengers, baggage, and cargo that the airplane is capable of carrying. 

A zero fuel weight, if published, is the limiting weight. 

3. Calculate the fuel capacity at maximum payload (1,200 lb): 

<img src='content_image/612324.jpg'>

Assuming maximum payload, the only weight permitted in excess of the zero fuel weight must consist of usable fuel. In this case, 133.3 gallons (gal). 

4. Calculate the payload at maximum fuel capacity (180 gal): 

<img src='content_image/612325.jpg'>

Assuming maximum fuel, the payload is the difference between the weight of the fueled airplane and the maximum takeoff weight. 

Some multiengine airplanes have a ramp weight, which is in excess of the maximum takeoff weight. The ramp weight is an allowance for fuel that would be burned during taxi and run-up, permitting a takeoff at full maximum takeoff weight. 

The airplane must weigh no more than maximum takeoff weight at the beginning of the takeoff roll. 

A maximum landing weight is a limitation against landing at a weight in excess of the published value. This requires preflight planning of fuel burn to ensure that the airplane weight upon arrival at destination is at or below the maximum landing weight. In the event of an emergency requiring an immediate landing, the pilot should recognize that the structural margins designed into the airplane are not fully available when over landing weight. An overweight landing inspection may be advisable—the service manual or manufacturer should be consulted. 

Although the foregoing problems only dealt with weight, the balance portion of weight and balance is equally vital. 

The flight characteristics of the multiengine airplane vary significantly with shifts of the center of gravity (CG) within the approved envelope. 

At forward CG, the airplane is more stable, with a slightly higher stalling speed, a slightly slower cruising speed, and 

favorable stall characteristics. At aft CG, the airplane is less stable, with a slightly lower stalling speed, a slightly faster cruising speed, and less desirable stall characteristics. 

Forward CG limits are usually determined in certification by elevator/stabilator authority in the landing roundout. Aft CG limits are determined by the minimum acceptable longitudinal stability. It is contrary to the airplane’s operating limitations and 14 CFR to exceed any weight and balance parameter. 

Some multiengine airplanes may require ballast to remain within CG limits under certain loading conditions. Several models require ballast in the aft baggage compartment with only a student and instructor on board to avoid exceeding the forward CG limit. When passengers are seated in the aft-most seats of some models, ballast or baggage may be required in the nose baggage compartment to avoid exceeding the aft CG limit. The pilot must direct the seating of passengers and placement of baggage and cargo to achieve a CG within the approved envelope. Most multiengine airplanes have general loading recommendations in the weight and balance section of the AFM/POH. When ballast is added, it must be securely tied down, and it must not exceed the maximum allowable floor loading. 

Some airplanes make use of a special weight and balance plotter. It consists of several movable parts that can be adjusted over a plotting board on which the CG envelope is printed. The reverse side of the typical plotter contains general loading recommendations for the particular airplane. 

A pencil line plot can be made directly on the CG envelope imprinted on the working side of the plotting board. This plot can easily be erased and recalculated anew for each flight. 

This plotter is to be used only for the make and model airplane for which it was designed. 

## Ground Operation 

Good habits learned with single-engine airplanes are directly applicable to multiengine airplanes for preflight and engine start. Upon placing the airplane in motion to taxi, the new multiengine pilot notices several differences, however. 

The most obvious is the increased wingspan and the need for even greater vigilance while taxiing in close quarters. 

Ground handling may seem somewhat ponderous and the multiengine airplane is not as nimble as the typical two- or four-place single-engine airplane. As always, use care not to ride the brakes by keeping engine power to a minimum. One ground handling advantage of the multiengine airplane over single-engine airplanes is the differential power capability. 

Turning with an assist from differential power minimizes both the need for brakes during turns and the turning radius. 

The pilot should be aware, however, that making a sharp turn assisted by brakes and differential power can cause the 

