Center of gravity limits are there to keep the airplane controllable and structurally safe no matter what phase of flight you’re in. They define a safe range for where the weight can be distributed so you have enough elevator authority, adequate stall margins, and the loads the structure was designed to handle across the whole flight envelope. That means the CG must stay within those limits from takeoff through climb, cruise, descent, and landing, even as fuel is burned and payload shifts. The statement that best captures this is the one that says CG limits are intended to maintain safe handling, stall margins, and structural integrity across the entire envelope. CG can move with fuel burn and passenger/baggage distribution, so restricting it to a single phase (takeoff, in-flight fuel management, or landing) would ignore how CG behavior affects stability and controllability throughout the flight. Maintaining the CG within limits at all times ensures you won’t encounter insufficient pitch control, excessive stall risk, or overstress on the airframe. In practice, staying within the limits means checking weight and balance before flight and monitoring CG during loading and fuel planning, since shifts can occur as fuel is consumed or loads change.

Brake temperatures are shown in color to indicate whether the brakes are within a safe takeoff range. Green means the brakes are cool and within the acceptable takeoff limits, giving full braking performance if needed. Warmer colors (yellow/amber/red) signal increasing heat and potential brake fade, which can compromise braking effectiveness during an aborted takeoff or landing roll. Because of that, takeoff is only permitted when the brake temperature is green.

The height of an aircraft is its vertical dimension—the distance from the ground up to the top of the airframe, which is the tail height (including the vertical stabilizer). This is the measurement that describes how tall the plane is, and it’s the key figure used for clearance under obstacles, gates, and hangars. Wing span is the horizontal distance from wingtip to wingtip, not the height. Aircraft length is the nose-to-tail distance along the fuselage. Minimum runway width is a ground operation requirement, not a measurement of the aircraft’s size.

Maximum takeoff weight and maximum landing weight are weight limits tied to the aircraft’s structural and balance constraints. They’re published in the section that lists all weight, balance, and operating limitations. That Weight and Balance/Limitations section is specifically where you’ll find the MTOW and MLW (along with CG envelope and other weight-related restrictions). The Takeoff and Landing Performance section uses those limits as inputs for performance calculations (like runway requirements and speeds) but isn’t where the limits themselves are listed. Engine Performance covers engine data, and Aircraft General Procedures covers normal operating procedures and checklists, not weight limits. So the published maximum takeoff and landing weights are found in Weight and Balance/Limitations.