Getting To Grips With Weight And Balance - SmartCockpit
SYSTEMSA. Cargo Systems . 91. Type of ULDs and Configuration. 91.1. History. 91.2. IATA identification code for Unit Load Devices (ULDs). 101.3. ULDs among the AIRBUS fleet . 142. Cargo Holds descriptions. 192.1. Bulk cargo system. 192.2. Cargo Loading Systems (CLS):. 212.3. Cargo loading system failure cases. 282.4. Additional Cargo holds related systems . 29B. Fuel Systems . 381. Generalities . 382. The Single-Aisle family (A318/A319/A320/A321) . 402.1. Tanks and capacities . 402.2. Fuel System . 432.3. CG travel during refueling . 452.4. In-flight CG travel . 483. The Long-Range Family (A330/A340) . 493.1. Tanks and capacities . 493.2. Fuel systems. 523.3. CG travel during refueling . 553.4. In-flight CG travel . 594. The Wide-Body Family (A300-600/A310) . 644.1. Tanks and capacities . 644.2. Fuel Systems . 654.3. CG Travel during refueling . 664.4. In-flight CG travel . 674.5. CG control system. 67C. Less Paper in the Cockpit Weight and Balance system . 691. Generalities . 692. User interface – general presentation . 70Getting to Grips with Aircraft Weight and Balance1
WEIGHT AND BALANCE ENGINEERINGA. Generalities. 751. Definitions. 751.1. Center of Gravity (CG) . 751.2. Mean Aerodynamic Chord (MAC) . 752. Forces applied on flying aircraft . 763. Influence of the CG position on performance. 773.1. Impact on the stall speed . 773.2. Impact on takeoff performance. 793.3. Impact on in-flight performance . 843.4. Impact on landing performance. 873.5. Summary . 883.6. Conclusion . 884. Certified limits design process . 894.1. Certification requirements . 904.2. Take-off Limitations.914.3. Aircraft stability and maneuverability Limitations . 934.4. Final Approach Limitations . 984.5. Landing Limitations . 994.6. Limitation summary . 994.7. Certified limits definition . 1004.8. SUMMARY : CG ENVELOPES . 104B. Weight and Balance Manual. 1081. Section 1 : Weight and balance control. 1081.1. 1.00: GENERAL. 1081.2. 1.10: LIMITATIONS. 1091.3. 1.20: FUEL. 1111.4. 1.30: FLUIDS . 1141.5. 1.40: PERSONNEL . 1141.6. 1.50: INTERIOR ARRANGEMENT . 1151.7. 1.60: CARGO. 1151.8. 1.80: ACTIONS ON GROUND . 1171.9. 1.90: Examples . 1172. Section 2 : Weight Report. 1182Getting to Grips with Aircraft Weight and Balance
WEIGHT AND BALANCE ENGINEERINGC. Balance Chart Design. 1211. Moment and Index definitions . 1211.1. Moment. 1211.2. Index. 1232. Index variation calculation ( Index) . 1252.1. Index for one item . 1252.2. Index for additional crew member . 1252.3. Index for additional weight on the upper deck . 1262.4. Index for passenger boarding. 1272.5. Index for cargo loading. 1282.6. Index for fuel loading. 1303. operational limits determination . 1353.1. Calculation principle . 1353.2. Margins determination method . 1353.3. Inaccuracy on initial data (DOW and DOCG) . 1383.4. Inaccuracy on items loading on board the aircraft (passengers, cargo, fuel) . 1403.5. Inaccuracy due to CG computation method. 1623.6. Item movements during flight impacting the aircraft CG position . 1673.7. Total operational margins determination . 1753.8. Takeoff, Landing, In-Flight operational limits determination. 1763.9. Zero Fuel limit determination. 1784. Balance Chart Drawing principle. 1814.1. index scales or tables for loaded items . 1824.2. Operational limits diagram. 1845. The AHM560 . 1865.1. Generalities. 1865.2. PART A: COMMUNICATION ADDRESSES. 1865.3. PART B: GENERAL INFORMATION . 1875.4. PART C: AIRCRAFT DATA. 1875.5. PART D: LOAD PLANNING DATA. 189D. Load and Trim Sheet software . 1911. Introduction. 1912. Objectives. 1913. Software description . 1923.1. Unit system: . 1923.2. Aircraft modifications:. 1923.3. Aircraft configurations: . 1933.4. Cabin layout: . 1943.5. Operational margins customization . 195Getting to Grips with Aircraft Weight and Balance3
LOADING OPERATIONSA. Loading Generalities. 2011. Load control. 2011.1. Loading constraints . 2011.2. Load control organization and responsibilities . 2011.3. Load control qualification. 2042. Aircraft Weight. 2052.1. Regulation. 2052.2. Aircraft Weighing. 2063. Passenger weight . 2073.1. General . 2073.2. Survey. 2074. Loading Operations . 2104.1. Preparation before loading . 2104.2. Opening/Closing the doors. 2154.3. On loading . 2164.4. Off loading . 2175. Loading Limitations. 2185.1. Structural limitations and floor panel limitations. 2185.2. Stability on ground – Tipping. 2236. Securing of loads. 2256.1. Introduction . 2256.2. Aircraft acceleration . 2256.3. Tie-down computation. 227B. Special Loading . 2411. Live animals and perishable goods. 2411.1. Generalities. 2411.2. Live animals transportation . 2431.3. Perishable goods . 2462. Dangerous goods . 2492.1. Responsibility. 2492.2. References. 2492.3. Definitions . 2492.4. Identification. 2502.5. Classification. 2502.6. Packing . 2542.7. Marking and labeling . 2552.8. Documents. 2562.9. Handling and loading . 2582.10. Special shipments . 2594Getting to Grips with Aircraft Weight and Balance
LOADING OPERATIONSC. Operational Loading Documents . 2631. Load and volume information codes . 2631.1. Load Information Codes . 2631.2. ULD Load volume codes . 2631.3. Codes used for loads requiring special attention . 2642. Loading Instruction / Report (LIR). 2652.1. Introduction2652.2. Manual LIR2662.3. EDP LIR. 2693. Container/Pallet distribution message (CPM) . 2714. Loadsheet. 2734.1. Introduction . 2734.2. Manual loadsheet. 2744.3. EDP Loadsheet. 2784.4. ACARS loadsheet . 2795. Balance calculation methods . 2805.1. Introduction . 2805.2. Manual balance calculation method . 2805.3. EDP balance calculation methods288Getting to Grips with Aircraft Weight and Balance5
SYSTEMSA. CARGO SYSTEMSSYSTEMSCARGO SYSTEMS INTRODUCTIONAirbus aircraft are designed for passenger civil air transport with a passenger cabin on the upperdeck. The lower deck of the airplane is dedicated to passenger luggage as well as additionalfreight transportation. So at the end of the 60’s, the A300 was originally designed toaccommodate, with a semi-automatic, electrically powered cargo loading system, the Unit LoadDevices that were already standardized at that time for the B747, considering that the cargo areawas too great for it to be loaded manually. This solution was later used for to all the other longrange programs. On the single aisle family two cargo loading solutions are proposed to theoperators either manual bulk loading or semi-automatic, electrically powered cargo loadingsystem accommodating Unit Load Devices derived from the larger aircraft ULDs.The following chapter describes the cargo loading areas on Airbus aircraft and the systemsrelated to cargo holds.As an introduction the first paragraph is dedicated to Unit Load Devices description.Getting to Grips with Aircraft Weight and Balance7
SYSTEMSA. CARGO SYSTEMSA. CARGO SYSTEMS1. TYPE OF ULDS AND CONFIGURATION1.1. HistoryWhen the first Boeing 747 went into service in 1970, the air transport industry faced a dramaticchange of ground-handling culture.In fact, the lower-deck capacity of the 747 was too great for it to be loaded manually. Baggageand cargo had to be accommodated in Unit Load Devices (ULDs), which had previously onlybeen used for freighter aircraft.The 747 was originally designed to accommodate the 96in square cross-section of the ISOstandard ‘marine’ containers on the main deck, which determined the overall shape and size ofthe fuselage. The space remaining in the lower deck, after satisfying the main deck requirementdetermined the basic dimensions and shape of the lower-deck containers.Most carriers at that time used 88in x 125in pallets on freighter aircraft. The 747s lower-decksystem was required, therefore, to be able to accept the 125in dimension across the width of thelower deck. Then the lower deck height dictated the maximum height for ULDs (64in).For ease of handling, the new baggage containers were smaller than cargo containers and wereloaded in pairs, each unit occupying half the width of the compartment floor. The baseplatedimensions of the half-width container were set at 60.4 x 61.5in.Having been of such service to the industry in developing a ‘standard’ for lower deck ULDequipment, Boeing then, unaccountably, introduced the 767, which first flew in 1981, which usedseveral completely different sizes of ULD.With this background of evolution and airframe manufacturer influence, although many of theULD sizes in use are ‘standard’ in terms of certain critical dimensions, incompatibilities do stillexist and many different ULD types are in service.The basic reference document for ULD base sizes is a National Aerospace Standard producedby the Aerospace Industries Association of America, in accordance with the requirements offederal Aviation Regulation-Part25 (FAR25)-Airworthiness Standards: Transport CategoryAeroplanes.This document, drafted with input from the major U.S. airframe manufacturers, was designatedNAS3610. The document was approved by the Federal Aviation Administration (FAA) in 1969and entitled: minimum Airworthiness requirements and test conditions for Certified Air Cargo UnitLoad devices.The primary objective was to provide requirements designed to ensure the ability of ULDs andtheir in-aircraft restraint-systems to contain their load under the influence of in-flight forces.Although NAS3610 is an airworthiness certification document, the fact that it reflects mandatoryrequirements and details the baseplate dimensions of all ULDs types dictate that all ULDstandards should refer to it.NAS3610 only considers the ULD baseplate. There are a variety of different contours that maybe attached to any one baseplate size.It is the responsibility of the owner of an aircraft ULD to have provisions for the maintenance ofsuch units to the effect that they are kept in an airworthy condition.Airbus does not differentiate between so-called certified or non-certified containers. It is notrequired that a container actually undergoes a certification process, however the container hasto fulfil the same requirements as a certified container.Getting to Grips with Aircraft Weight and Balance9
SYSTEMSA. CARGO SYSTEMS1.2. IATA identification code for Unit LoadDevices (ULDs)There is a large number of ULDs in operations today. Taking into account all the characteristicscorresponding to a particular ULD has therefore developed an identification Code.This Code contains essential data to describe each ULD and for further technical information thereference is the IATA ULD Technical Manual.The purpose of the following paragraph is to explain quickly the method of ULD marking andnumbering. IATA Identification CodeThe Identification Code gives each unit an individual identification and allows the easy exchangeof the information contained in the marking of units.The IATA Identification Code consists in nine characters composed of the following elements:PositionType description1ULD Category2Base Dimensions3Contour and Compatibility4,5,6 and 7Serial number8 and 9Owner/RegistrantOnly the three first letters are necessary to identify the ULD. TYPE CODE (Positions 1,2 and 3) Position 1Position 1 is used to describe the general type of the unit considering only the followingcharacteristics: Certified as to airworthiness or non-certified. Structural unit or non-structural. Fitted with equipment for refrigeration, insulation or thermal control or not fitted forrefrigeration, insulation or thermal control. Also considering specific units: containers, pallets, nets, pallet/net/non-structuraligloo assembly.Code LetterADFGJMNPRUHKVXYZ10ULD CategoryCertified aircraft containerNon-Certified aircraft containerNon-Certified aircraft palletNon-Certified aircraft pallet netThermal non-structural iglooThermal non-certified aircraft containerCertified aircraft pallet netCertified aircraft palletThermal certified aircraft containerNon-structural containerHorse stallsCattle stallsAutomobile transport equipmentReserved for airline internal useReserved for airline internal useReserved for airline internal useGetting to Grips with Aircraft Weight and Balance
SYSTEMSA. CARGO SYSTEMSPosition 2This position makes reference to the Base Dimensions of the ULD.SeriesABEFGHJKLMNPQRXYZBase dimensions(and compatible nets when applicable)lengthwidthlengthwidth2235 x 3175 mm88 x125 in2235 x 2743 mm88 x108 in1346 x 2235 mm53 x88 in2438 x 2991 mm96 x 117.75 in2438 x 6058 mm96 x238.5 in2438 x 9125 mm96 x 359.25 in2438 x 12192 mm96 x480 in1534 x 1562 mm60.4 x61.5 in1534 x 3175 mm60.4 x125 in2438 x 3175 mm96 x125 in1562 x 2438 mm61.5 x96 in1198 x 1534 mm47 x60.4 in1534 x 2438 mm60.4 x96 in2438 x 4938 mm96 x196 inMiscellaneous sizeslargest dimension between 2438 mm and 3175 mm(between 96 in and 125 in)Miscellaneous sizeslargest dimension lower than 2438 mm (96 in)Miscellaneous sizeslargest dimension above 3175 mm (125 in)Getting to Grips with Aircraft Weight and Balance11
Position 3The Position 3 corresponds to the type of contour and describes if the ULD is forklift compatibleor not. The loading contours have been sequentially numbered and the individual aircraft ULDsare coded and marked according to the type of aircraft in which they can be carried. A fulldescription of the aircraft contours is contained in the IATA ULD Technical Manual.Here are the main contours and their letters.48in(1219mm)M96in (2438mm)A/B90in (2286mm)A - Non-ForkliftableB - ForkliftableM92 in(2337mm)E/NGC64in (1626mm)79 in(2007mm)46in(1168mm)C2.12 in(54mm)E-Non-ForkliftableN-ForkliftableG93 in(2362mm)80 in(2032mm)FUA/BHU/F/H1264in (1626mm)96 in(2438mm)46in(1168mm)SYSTEMSA. CARGO SYSTEMS2.12 in(54mm)or4.25 in (108mm)Getting to Grips with Aircraft Weight and Balance
SYSTEMSA. CARGO SYSTEMSP64 in(1626mm)62.5 in(1588mm)P62.5 in(1588mm)41.3 in (1049mm)15.3 in(389mm)82 in(2083mm)K64 in(1626mm)ZZ/KGetting to Grips with Aircraft Weight and Balance13
SYSTEMSA. CARGO SYSTEMS1.3. ULDs among the AIRBUS fleetULD TypeCONTAINERSBase ical Volume(without shelves)LD3AKE (V3)60.4 in(1534 mm)61.5 in(1562mm)64 in(1626mm)4.3 m3 - 151 ft³LD3-46AKG60.4 in(1534 mm)61.5 in(1562mm)46 in(1168mm)3.1 m3 - 109 ft³LD3-46WAKH60.4 in(1534 mm)61.5 in(1562mm)46 in(1168mm)3.68 m3 – 130 ft³LD1AKC (V1)60.4 in(1534 mm)61.5 in(1562mm)64 in(1626mm)4.7 m3 - 166 ft³LD6ALF (W3)60.4 in(1534 mm)125 in(3175 mm)64 in(1626mm)8.9 m3 - 314 ft³LD3-40/45H39.75 in(1010mm)61.5 in(1562mm)40 - 45 in(1016-1143mm)2.42 m3 - 96 ft³LD2DPE60.4 in(1534 mm)47 in(1194 mm)64 in(1626mm)120 ft³LD4DQP60.4 in(1534 mm)96 in(2432 mm)64 in(1626mm)202 ft³LD8DQF60.4 in(1534 mm)96 in(2432 mm)64 in(1626mm)245 ft³PALLETSBase PMx96 in(2438 mm)125 in(3175 mm)64 in(1626mm)10.9 m3 - 385 ft³ (contour P)14.6 m3 - 515 ft³ (contour F)LD7PAx (A2)88 in(2235 mm)125 in(3175 mm)64 in(1626mm)10 m3 - 353 ft³ (contour P)13.4 m3 - 473 ft³ (contour F)PLx60.4 in(1534 mm)61.5 in(1562 mm)64 in(1626mm)7.2 m3 - 254 ft³ (contour F)PKx60.4 in(1534 mm)61.5 in(1562 mm)46 in(1168mm)3.5 m3 - 123 ft³ (contour P)Getting to Grips with Aircraft Weight and Balance
Number of ULD per cargo holdFWD/AFT/BULKMax weightULDATA/A318IATAA319A320A321standardLD3 /AKE(V3)LD346 /AKGLD346W/AKHLD1 /AKC(V1)LD6 /ALF(W3)optionLD340/45/HSYSTEMSA. CARGO 340A340-50020060012/10/1* 14/12/1* 18/14/1* 14/12/1*18/1224/1818/10****3500lb (1587kg)2/2**/03/4**/05/5**/08/6/1*12/10/1* 14/12/1* 18/14/1* 14/12/1*18/1224/1818/10****2500 lb /1*7/6/1*9/69/5****12/99/7/07/6/09/69
Getting to Grips with Aircraft Weight and Balance 9 S YSTEMS A. CARGO SYSTEMS 1. TYPE OF ULDS AND CONFIGURATION 1.1. History When the first Boeing 747 went into service in 1970, the air transport industry faced a dramatic change of ground-handling culture.
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