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. 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): 4. Calculate the payload at maximum fuel capacity (180 gal): 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). 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  The pilot should be aware, however, that making a sharp  turn assisted by brakes and differential power can cause the  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. 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. 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. Maximum takeoff weight.....................5,200 lb Zero fuel weight...........................–4,400 lb Fuel allowed................................ 800 lb Basic empty weight .........................3,200 lb Maximum usable fuel ......................+1,080 lb Weight with max. fuel .......................4,280 lb Maximum takeoff weight.....................5,200 lb Weight with max. fuel ......................–4,280 lb Payload allowed............................. 920 lb 12-12 Ground Operation