A SAAB 340B WITH A FULL PAX LOAD WAS ALSO AFT CG LOADED WITH FREIGHT. CREW FLEW APCH WITH LESS FLAPS FOR LNDG BECAUSE OF PITCH SENSITIVITY AT SLOW SPD.

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AIRPLANE WAS PITCH SENSITIVE ON LNDG IN ZZZ1. WE LANDED WITH REDUCED FLAP AND A FLAT PROFILE AND HIGHER AIRSPD. I REQUESTED A WT OFF ALL CARGO AND BAGS AND IT CAME TO 1273 LBS. IT SHOULD HAVE BEEN 1080 LBS. IN ADDITION; 209 LBS OF BAGS HAD BEEN TAKEN OFF ON THE RAMP IN ZZZ DUE TO THE TAIL STAND BEING STUCK IN THE COMPACTED SNOW. IF THIS HAD NOT HAPPENED; WE WOULD HAVE BEEN AFT OF THE AFT CTR OF GRAVITY LIMIT. MAYBE EXPERIENCED RAMP CREW FROM ZZZ1 COULD PROVIDE DIFFERENT AND/OR IMPROVED WAYS OF ORGANIZING BAGS AND CARGO. THESE ARE BOTH BUSY STATIONS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER STATED THAT BECAUSE THE TAIL STAND COULD NOT BE REMOVED; THE SUGGESTION THAT FREIGHT AND BAGS BE REMOVED RESULTED IN THAT MATERIAL NOT GETTING BACK ON THE ACFT AFTER THE TAIL STAND WAS TAKEN FROM THE ICE. HAD THAT MATERIAL BEEN PUT BACK ON THE ACFT THE CG LIMITS WOULD HAVE BEEN EXCEEDED. AS IT WAS; THE ACFT REMAINED WITHIN LIMITS BUT ON THE CG EDGE. THE ACR REVEALED AFTER THE FACT THAT THE METHOD OF RELAYING THE ALLOWABLE FREIGHT AND BAGGAGE QUANTITY WAS USING NUMBERS OF CONTAINERS INSTEAD OF THE ACTUAL CONTAINER WEIGHT. SINCE THIS EVENT; ACTUAL WEIGHT IS NOW REQUIRED TO BE ENTERED AS THE ACFT IS BEING LOADED SO THAT IT REMAINS WITHIN LIMITS.