10 Freighter Considerations PDF

Freighter-Specific Considerations
J-1
• General
– Introduction
– Cumulative Load Limits
– Variable Zero Fuel Weight
– Main Deck Rigid Barriers and Nets
– Lateral Imbalance
– Tipping
• Cargo Tiedown (including an exercise)
• Shoring (including an exercise)
• Load Schedule Implications (including an exercise)
J-2
Introduction
J-3
Current Freighter Fleet
Production Freighter Retrofit Freighters
• 737 737-700C Planned (cert on tbd)
• 747 747-400F/400ERF 747-400BCF
• 767 767-300F Planned (cert in 2009)
• 777 777F (4Q2008) Planned (cert in 2010)
J-4
Current Freighter Fleet - 737
J-5
J-6
J-7
J-8
Current Out-of-production
Freighter Fleet
Production Freighter Retrofit Freighters

• 707 707-320C -
• 727 727-100F/200F -
• 737 737-200F/300F -
• 747 747-200F 747-1/2/300SF
• 757 757-200F Planned (cert on tbd)
J-9
Retrofit Freighter Conversion
(in Only 5 Minutes!)
Video: Boeing Airplane Services

747 Special Freighter
Put Together Quickly
J-10
Cumulative Load Limits
J-11
• Cumulative load Limits (Shear Curve) are imposed

on airplanes to reduce the loads on the overall
body structure (skin-stringers-frames)
• WBM cumulative load limitations are for cargo
only, and for freighters the limitations include both
main deck and lower deck cargo
• These limits encourage loading of cargo in the
center of the airplane, thereby minimizing loading
at the extremities of the airplane
• Retrofit freighters typically have a more restrictive
cumulative load limit than the production freighter
since the retrofit freighter has the skin-stringers-
frames of the passenger airplane
J-12
Cumulative
Load
Typically limited
by the strength
of:
• Skins
• Frames
• Stringers
J-13
Cumulative Load
Lower Hold Cargo Lower Hold Cargo
Main Deck Cargo Main Deck Cargo
OEW OEW
BODY AIR
LOAD BODY AIRLOAD
TAIL LOAD
J-14
767-300 Passenger Forward
Cumulative Loads
J-15
From 737-800
Section 1-44-002
From 737-800 Section 1-60-001
J-16
737-700C Cumulative Loads
Aft Body
Fwd Body
J-17
747-400F Cumulative Load Limits
J-18
747-400ERF CG Envelope
CG Limits for Increased Aft

CG Limits for Basic Cumulative Load Limits
J-19
How to Establish the Cumulative
Load Limits on the Load
Instruction Report
Main Deck Lower Holds

ULD Types 1-63-1xx 1-63-0xx
ULD Locations 1-64-1xx 1-64-0xx
ULD Load Limits 1-66-1xx 1-66-0xx
J-20
180000
Example of establishing
the Allowable Cargo
160000
154300 lbs Load Aft of any given
140000
B.A. such that
Cumulative Load (Pounds)
120000 Check 7
117690 lbs cumulative load limits
(for check 7)
100000
are not exceeded
96,270 lbs
80000
74,850 lbs
60000
53,430 lbs
40000
26,470 lbs
20000
15,485 lbs
4,500 lbs
0
1200 1400 1600 1800 2000 2200 2400 2600
Balance Arm (Inches)
M Pallets H J K L M P R S T
54
M Pallets 31P 32P 41P 42P 52 53
53 54
LD-3 31 32 33 41 42 43 44 45 52
J-21
How to Establish the Cumulative Load
Limits on the Load Instruction Report
117690
J-22
Variable Zero Fuel Weight
747 Production Freighters
J-23
Taxi Wt (≤ MTW)
Takeoff Wt (≤ MTOW)
TRIP
TRIP FUEL
FUEL
Weight
RESERVE FUEL
RESERVE FUEL
Landing Wt (≤ MLW)
Zero Fuel Wt (≤ MZFW)
CARGO
CARGO
OEW OEW
J-24
High MZFW not
allowed at high MTOW
Payload/
Range
Curve for
the 747-400F
J-25
• Increased MZFW/MLW
• Decreased MTW/MTOW
• Decreased Forward Body Cumulative Load

Limits
• Fatigue Life Implications
• Applicable on 747 production Freighters (747-

200F/200C/400F/400ERF, not on retrofit
freighters)
• Purchased option
J-26
Wing lift
Wing lift
Tail load
Operational CG
fwd CG limit
J-27
Variable
Zero
Fuel
Weight
747-400F
Example
J-28
747-400F
Example
J-29
Variable
Zero
Fuel
Weight
747-400F
Example
J-30
Main Deck Rigid Barriers and Nets
J-31
Main Deck Rigid Barriers and Nets
Why are Main Deck Rigid Barriers and Nets required?
•They are required to protect the occupants (typically

only the flight crew) in the case of a 9G forward Crash
• Occupants
• Evacuation route
• Some critical systems (i.e. oxygen systems)
•Note that Main Deck Rigid Barriers and Nets are not
required if all cargo on the main deck is tied down to 9G.
J-32
Frangible Cargo
•Frangible Cargo must be loaded immediately adjacent to

the barrier to:
• Keep the net from being cut
• Keep the load distributed along the barrier
•What is frangible Cargo?
– Frangible cargo is cargo that is compressible and
will conform to the airplane contour in the event of a
9G forward crash.
– Rigid cargo is cargo that is not compressible and
will not conform to the airplane contour. It will tend
to pierce or locally overload the barrier, potentially
causing failure of the barrier. Examples include
machine tools, pipes, large motors or generators,
etc
J-33
737-700C Main Deck Net
J-34
767-300F Main Deck Rigid Barrier
J-35
747-400BC Main Deck Net
J-36
747-400 Barriers are Unique
•747-400F main deck cargo can be up to 8 feet tall (under

the stateroom) and can be 10 feet tall (aft of BA 777).
J-37
•There are two barriers on the 747-400 that act together:

• Forward Rigid barrier on the Main Deck (including the
Nose Cargo Door)
• Crown Barrier net behind the Stateroom floor Beams
to restrain any loose cargo in excess of 8 feet tall
•The purpose of these barriers on the 747-400F is the
same as on the 767/737/747-400BC
• They are required to protect the occupants (typically
only the flight crew) in the case of a 9G forward
Crash Load
• But this only will occur when rigid cargo is loaded
that is greater than 8 feet tall
• Reference section 1-69-1xx of the 747-400F/ERF WBM
J-38
•For loadings of Rigid Cargo on the 747-400F that is greater

than 8 feet (96 inches) in height, the forward most allowable
location of the rigid cargo is a function of:
• The volume of cargo in front of the rigid cargo
• The weight of cargo behind the rigid cargo
• The lateral location of the rigid cargo (is it in the left
lane, right lane, or centerline loaded?)
J-39
747-400 Barriers, Before and After
a 9G Forward Crash Load
J-40
747-400F Rigid Barrier
J-41
747-400F Crown Barrier Net
J-42
747-400BCF Upper Deck Floor Limitation
Production vs. Retrofit
•Stateroom Floor beams on the 747-400BCF are

unchanged from the passenger airplane and are not
designed to handle the vertical cargo loads of a -1G
maneuver on the airplane.
•The Stateroom floor beams on the production 747-400F
are increased in capability to withstand the vertical
cargo loads of a -1G maneuver on the airplane
•Therefore:
• Pallets on the 747-400BCF are limited to 86” in
height under the upper deck floor
• Containers on the 747-400BCF are not limited (full
96” in height) under the upper deck floor
J-43
747-400 Stateroom Floor Beams
and Flight Control Cables
J-44
Lateral Imbalance
J-45
Lateral Imbalance
• Lateral Imbalance is more of a concern on Freighter

airplanes than on Passenger airplanes
• There are two concerns of lateral Imbalance
– The Lateral Imbalance that affects the airplane
lateral CG
– The Lateral Imbalance that affects floor beam
design (for loading of side-by-side ULDs)
J-46
What is Lateral Imbalance?
Lateral Imbalance occurs when weight is loaded
asymmetrically about the lateral axis causing a
moment about that axis.
500 kg
20 in.
Moment = Weight X Arm

10,000 kg-in. = 500 kg X 20 in.
Airplane
centerline
ULD
centerline
J-47
What Causes Lateral Imbalance?
OEW
• Lower hold cargo doors on right-hand side
• Interior arrangement (galleys, seats, etc.)
Cargo Å Potentially very large on Freighter airplanes
Passenger Loading Å Does not exist on
• As a result of seating variation Freighter airplanes
• Special purpose flights
Fuel
• Fuel Gauge tolerance
• Ramp slope
• Fuel purposely loaded asymmetrically
• Fuel burn
J-48
Boeing Position on Lateral
Displacement of the CG
• Passenger airplanes do not have significant

potential for lateral imbalance.
• When the operator attempts to load the airplane
symmetrically, any resulting imbalance is
random. In this case it is acceptable to operate
without restriction on the airplane.
• When the operator intentionally loads the
airplane asymmetrically, a gross weight
restriction, or CG restriction, must be taken.
J-49
Boeing Position on Lateral
Displacement of the CG for
Freighter Airplanes
• When the operator attempts to load the airplane
symmetrically, yet a Lateral Imbalance CG is
calculated (either by hand or computer), a check
can be made to ensure that the attempt to load
symmetrically was reasonable
• Boeing uses one half (1/2) of the random
Imbalance increment for this check on the cargo
distribution on the airplane because without
passengers, there is less unknown items left to
create a Lateral Imbalance.
J-50
Lateral Imbalance Limitation
Total Random Imbalance Increment is 1.51 * 10^6 Kg-inch

One half (1/2) of the Total Random Imbalance Increment is
(0.5) * (1.51 * 10^6 Kg-inch) = 0.755 * 10^6 Kg-inch.
J-51
Lateral
Imbalance
Limitation
One half (1/2) of the Total Random Imbalance Increment is

(0.5) * (1.51 * 10^6 Kg-inch) = 0.755 * 10^6 Kg-inch.
(from previous page)
Total Cargo Imbalance at MTW (412,769 kgs) is:
(0.755*10^6 Kg-inch) / (54 inch) = 13,981 kgs J-52

Lateral Imbalance
• Lateral Imbalance is more of a concern on Freighter

airplanes than on Passenger airplanes
• There are two concerns of lateral Imbalance
– The Lateral Imbalance that affects the airplane
lateral CG
– The Lateral Imbalance that affects floor beam
design (for loading of side-by-side ULDs)
J-53
767-300F Example
767-300F
Example
J-54
Position Position
10R 10L
How much cargo can be loaded on the
right side (RH) and how much cargo can
be loaded on the left side (LH)?
J-55
767-300F Linear Loading:
1) 95.0 lbs/in total

2) 47.5 lbs/in RH
3) 47.5 lbs/in LH
47.5 lbs/in RH 47.5 lbs/in LH
47.5
47.5
J-56

2) 68.0 lbs/in RH
3) 27.0 lbs/in LH
47.5
47.5
J-57

2) 95.0 lbs/in RH
3) 0.0 lbs/in LH
47.5
47.5
J-58
6-7
47.5 lbs/inch * 126 inch/ULD = 5985 lbs/ ULD
68.0 lbs/inch * 126 inch/ULD = 8568 lbs/ ULD
But the ULD is limited to 8500 lbs per the ULD

and the restraint system J-59
Tipping
J-60
Tipping
• General concerns (from WBM Chapter 1 of the

class) in regards to the tipping characteristics
of the airplane:
- Airplane empty weight
- Airplane attitude
- Fuel, passenger, or cargo loading
- Ramp slope
- Snow or wind loads
• Provides graphical representation of the
ground stability limit (zero load on the nose
gear)
J-61
Tipping Can Happen!
J-62
Ground Handling - Tipping
• On the ground, if the C.G. moves aft of the main
landing gear, the airplane will tip up.
Load NLG Weight

Load MLG
NOSE LANDING GEAR LOAD
For the airplane to be in equilibrium, the sum of the moments about the main landing
gear must = 0 :
ΣM MLG = W (B.A. MLG – B.A. C.G.) – LNLG (B.A. MLG – B.A. NLG) = 0
LNLG = W (B.A. MLG – B.A. C.G.)

(B.A. MLG – B.A. NLG)
• To account for the effects of towing and ground operations, a

‘ground stability limit’ is imposed at C.G.’s forward of the
absolute aft limit. This ground stability limit takes into account
3% ramp slope, Towing forces, headwind, etc.
J-63
Ground Handling - Tipping
J-64
How to Prevent Tipping
• Tipping is more of a concern on Freighter airplanes than
on Passenger airplanes
• Tipping on Freighter Airplanes can be prevented by
control of the Cargo loading/unloading sequencing.
• Stabilizing factors for tipping include:
– Loading forward first
– Loading fuel early in the loading cycle
– Loading aft last
• Tipping alarms are installed on all 747 Freighter and
Combi Aircraft
• If Cargo loading/unloading sequencing in not planned,
or an out of control situation may occur, then tipping
can be prevented by using a tail stanchion or nose gear
tethering J-65
Tipping Limits
(767-300F example)
The “Aft Tipping

Limit” is the point
At which the airplane
Will tip with all other
Factors being normal.
The “Ground Stability

Limit 1” Accounts for:
1) 3% Ramp Slope
2) Snow Load
3) 35 knot head wind

Limit 2” Accounts for:
1) Ground stability 1
2) Towing forces
J-66
Sequencing of Cargo Loading/
Unloading on the 767-300F
%MAC =15% 20% 25% 30% 35%

10% MTW 413,000
The Loading on the 767-300F 405000
40%
should be as follows: 380000
1) Load positions forward of 355000
door first 330000 MLW 326,000
5%
2) Next, load RH side
WEIGHT (lb)
MZFW 309,000
305000
45%
3) Next, load LH side 280000
255000
4) Of course load fwd hold
first, aft hold last 230000
Tipping Limit
205000
180000
(Illustrated loading is for EXAMPLE only) ZFW not including main deck cargo J-67
Tipping Limits
(757-200F example)
The “Aft Tipping


Limit” Accounts for:
1) 3% Ramp Slope
2) Tow Load
J-68
Unloading on the 757-200F
10% %MAC =15% 20% 25% 30% 35% 40%

275000
MTW 256,000
250000 5% 45%
The Loading on the 757-200F

should be as follows:
1) Load the position forward of 225000
door first with the heaviest

WEIGHT (lb)
MLW 210,000
ULD
MZFW 200,000
200000
2) Load aft to forward
3) Of course load fwd hold first,
aft hold last 175000
Tipping Limit
150000
Tipping Limits
(747-400F example)
The “Aft Tipping


Limit” Accounts for:
1) 3% Ramp Slope
2) Tow Load
J-70
Unloading on the 747-400 SCD
100 300 500 700 900 1100 1300 1500 1700 1900 2100 2300 2500
3 4 5 6 7 8 9 10 11 12 13 14 15
2B (CR) (DR) (ER) (FR) (GR) (HR) (JR) (KR) (LR) (MR) (PR) (RR) (SR) 29
1A 2A (B1) (T)
(A1) (A2)
16 17 18 19 20 21 22 23 24 25 26 27 28
(CL) (DL) (EL) (FL) (GL) (HL) (JL) (KL) (LL) (ML) (PL) (RL) (SL)
B.A. 525 B.A. 777 B.A. 1780 B.A. 1920 B.A. 2218
2
1 (B) %MAC =15% 20% 25% 30%
The Loading on the 747-400F

(A) 900000
875000
MTW 877,000
through the Side Cargo Door 850000
825000
35%
should be as follows: 800000

10%
775000
1) Load positions A and B first 750000
725000
700000
2) Next, load RH side, forward 675000

MLW 666,000
of door
WEIGHT (lb)
650000
625000 MZFW 610,000

5%
600000
3) Next, load LH side, forward 575000 40%
of door 550000
525000
500000
4) Next, load aft positions 475000
450000
45%
5) Of course load fwd hold first, 425000
400000
Tipping Limit
aft hold last 375000
350000
Tipping Alarms
• All 747 Combi and Freighter airplanes are built with
a tipping alarm.
• The Weight and Balance Computer System (WBCS)
continuously monitors the center of gravity of the
airplane.
• If a potential tip condition arises, the WBCS disables
the powered Main Deck Cargo Handling System to
avoid airplane tipping.
• An audible Warning (horn) and indication light on
the Master Cargo Control panel notify the cargo
handling personnel of the potential tip condition.
J-72
Tail Support Stanchion
• A survey of 747 Freighter and Combi airlines was

conducted in 1986, just after the 747 Combi was
introduced into service. The results were as
follows :
1) 29% responded that they use a tail stanchion 100%
of the time
2) 9% responded that they use a tail stanchion some
of the time
• Although a more recent survey has not been done,
it is Boeing’s observation that very few Freighter
and Combi airlines (for all models) use a tail
stanchion today.
J-73
Tail
Support
Stanchion
on the
747-400F
J-74
Nose Gear Tethering
on the 747-400F
J-75
Cargo Tiedown
• Tiedown Requirements
• Tiedown Fitting Locations
• Fitting Locations - Max Allowable Loads
• Tiedown Calculation Methodology
• Example Calculation
• Class Exercise J-76
ULD Tiedown Requirements
• Boeing aircraft lower holds are certified for

‘compartment restraint’ of loads up to the
maximum WBM-published compartment load limits
• Therefore, uncertified ULDs and bulk cargo can be
carried in the lower holds without the use of
tiedowns if certain considerations are met (see
next slides)
• Boeing aircraft main decks are not certified for
‘compartment restraint’ of cargo loads
• Therefore uncertified ULDs and bulk cargo can not
be carried on main decks unless the cargo is tied
down
J-77
Lower Holds
A ULD will require tiedowns to restrain its entire
weight if any of the following conditions exist:
─ It contains cargo of such shape and/or
density as to pose a hazard to the airplane
structure or systems
─ Its contents do not satisfy the WBM center of
gravity limitations for the ULD
─ It is not specified in the WBM
– It is less than 63” in height and it is not
vertically restrained
– It is a non-approved ULD that is not
serviceable, not well constructed, or loaded in
a manner that could result in it being a hazard
to the airplane structure or systems
J-78
Lower Holds
A ULD will require tiedowns to restrain the
weight in excess of its allowable limit if any of
the following conditions exists:
– The ULD weight is limited either by improper
restraint configurations or by missing and/or
inoperative restraints
– The ULD is loaded to a weight greater than
allowable for the chosen loading position
with all restraints operative, and a greater
weight is allowed with tiedowns (i.e., the floor
is more capable than the restraint system)
J-79
Lower Holds
Bulk cargo will require tiedowns to restrain its

entire weight if any of the following conditions
exists:
─ The bulk cargo is loaded on rollers, balls or
devices to assist in moving cargo within the
compartment
─ The bulk cargo is of a shape and/or density that
it could become a hazard to the airplane
structure or systems (e.g. dense or piercing
items that could become projectiles)
─ The bulk cargo could shift within the
compartment under operational loads and
cause a large change in airplane CG
J-80
Main Deck
A ULD will require tiedowns to restrain its entire
weight if any of the following conditions exist:
─ It contains cargo of such shape and/or
density as to pose a hazard to the airplane
structure or systems
─ Its contents do not satisfy the WBM center of
gravity limitations for the ULD
─ It is not specified in the WBM
– It is a non-approved ULD
J-81
Main Deck
A ULD will require tiedowns to restrain the
weight in excess of its allowable limit if any of
the following conditions exists:
– The ULD weight is limited either by improper
restraint configurations or by missing and/or
inoperative restraints
– The ULD is loaded to a weight greater than
allowable for the chosen loading position
with all restraints operative, and a greater
weight is allowed with tiedowns (i.e., the floor
is more capable than the restraints system)
J-82
Main Deck
Bulk cargo will always require tiedowns

when loaded on the main deck
J-83
Tiedown Fitting Locations
• Tiedown fitting locations are the approved

locations where the tiedown straps can attach to
the aircraft structure via approved attachment
fittings and hardware
• Available fitting locations for lower holds and main
decks are provided in WBM Section 1-68-xxx
J-84
Examples of Attachment Fittings
Single stud fitting

Double stud fitting
Retractable Roller Side

Guide with available
location for attachment
of single-stud fitting
J-85
Example of 767-300
Forward Hold
• • • •
• • • •
• • • •
J-86
Example of
747-400
Forward Hold
(includes ‘seat
tracks)
Double and single stud

fittings can be inserted into
the seat tracks
J-87
Example of
747-400F
Fwd Main Deck
(between B.A. 240
and 780)
J-88
Example of
747-400F
Aft Main Deck
(between B.A.
1780 and 2360)
J-89
Fitting Locations
Maximum Allowable Loads
• The maximum allowable load-carrying capabilities

for all available tiedown fitting locations on the
aircraft are provided in section 1-68-xxx of the WBM
• Published maximum allowable load carrying
capabilities take into account:
– Specific attachment ring and hardware capability
– Capability of the local aircraft structure
– Floor and centerline angles of the straps
• Published maximum allowable load carrying
capabilities may also take into account:
– Operational ‘load factors’ (747 includes)
– Distribution factor (747 and 767 both include)
J-90
Fitting Locations
Maximum Allowable Loads
Definitions of Floor and Centerline Angles
J-91
Fitting Locations
Max Allowable
Loads
747-400ERF Main
Deck Example
‘Maximum allowable
load’ tables usually
allow for estimation of
centerline and floor
angles to the nearest
30 degrees
J-92
Fitting Locations
Max Allowable
Loads
747-400ERF Main
Deck Example
J-93
Fitting Locations Max Allowable Loads
767-300F Lower Hold Example
J-94
Fitting Locations Max Allowable Loads
767-300F Main Deck Example
J-95
Cargo Tiedown Methodology
• Assumed minimum allowable tie-down strap tension

and strap attachment rating is 5000 lb (2268 kg)
• Good judgment on the part of the airlines is
assumed in the selection of the location and number
of tiedowns allowing for uneven strap and net
stretch, strap and cargo slippage, etc.
• Cargo must be fully restrained from movement in all
directions: forward, aft, side-left, side-right, and
vertical-up (down restraint is provided by the floor)
• Minimum number of straps required for tiedown of
entire weight is 6 straps
• Minimum number of straps required for tiedown of
partial weight is 1 strap
J-96
Assumed Strap Orientation
Forward / Aft Restraint
Only straps that

contact the forward
face of the cargo to be
restrained are
considered to restrain
in the forward
direction
Only straps that

contact the aft face of
the cargo to be
restrained are
in the aft direction
J-97
Side Restraint
Only straps that

contact the right face
of the cargo to be
restrained are
in the side-right
direction
Only straps that

contact the left face of
the cargo to be
restrained are
in the side-left
direction
J-98
Vertical Restraint
Only straps that

contact the top face of
the cargo to be
restrained are
in the upward
direction
J-99
Strap A Forward Direction

Minimum
Minimum number
number of of
Strap B Aft Direction straps
straps required
required for
for
tiedown
tiedown ofof the
the entire
entire
Straps C & F Vertical Direction weight
weight is
is 66
Strap E Side Left Direction
Strap D Side Right Direction
J-100
The required amount of load to be restrained in each

direction is not equal to the static weight of the item
being tied down:
Where:
J-101
• ‘Load Factors’ account for the maximum amount of

acceleration a particular section of the aircraft is
assumed to possibly encounter during flight
• Load factors are published in the WBM in terms of ‘g’s
Example: a load factor of 1.5 ‘g’s in a given direction means
the load is 1.5 times the static weight of the item
• Aft end of the aircraft can encounter greater load

factors than fwd end due to the added effects of the
horizontal and vertical tail
• 747 ‘fitting locations - maximum allowable load’ tables
already account for the effect of load factor; for other
models you must include load factor in the calculation
of the applied load to be restrained in a given direction
J-102
777-200ER Lower
Hold Example
767-300F
Main Deck
Example
Allowable Main Deck ULD positions J-103

747-400ERF
Example
(Provided as
‘information only’
because load
factors are
already
accounted for in
the 747 WBM
‘max allowable
loads’ tables for
the selected
fitting type and
location)
J-104
• ‘Distribution Factor’ is an added factor to account for

inefficiencies in the physical execution of the tiedown
Examples: straps not over the actual c.g. of the cargo; cargo
mass not evenly distributed; etc.
• Distribution factor is not included to account for things

such as straps not fully rated to 5000 lb, worn or
damaged hardware, etc.
• 747 and 767 ‘fitting locations - maximum allowable
load’ tables already account for distribution factor; for
other models you must include a distribution factor in
the calculation of the applied load to be restrained in a
given direction
J-105
Required amount of load to be restrained in each

direction is calculated as follows:
757 and 777 models
767 models
747 models
Where:
J-106
Tiedown Example Calculation
• In this example a package weighing 2950 LB is to be tied down to the
seat tracks in ULD position 4 on the main deck of a 767-300F. Double-
stud fittings will be used for attachment to the seat tracks. The package
is to be restrained completely by the use of tiedowns that are each rated
at 5000 LB.
• A proposed tiedown scheme is shown below. The proposed scheme
shows 6 straps, which is the minimum number required for any tiedown.
Determine what minimum number of straps is acceptable for restraint of
this package in all restraint directions (i.e., fwd, aft, side-left, side-right,
and up).
J-107
Location of ‘Position 4’ on the main deck of our example

aircraft (based on size code ‘A’ loaded longitudinally)
Ref: Section 1-64-xxx of WBM

J-108
Approximate location of the package on the main deck
Seat Tracks =
Approximate
location of package
FORWARD
Package will be
tied down to seat
track-mounted,
double-stud,
tiedown fittings
J-109
767-300F procedure for determining the number of tiedown
straps required in each restraint direction on the main deck:
1) Determine the weight of the cargo to be restrained and multiply this
weight by the appropriate load factor for the given location on the aircraft
and the required direction of restraint. This result is the applied load to
be restrained in that direction.
2) Create a worksheet for calculation of the tiedown allowable loads.
3) Select the tiedown locations to be used from the available seat track
tiedown locations.
4) Determine the floor and centerline angles (to the nearest 30 deg.) for the
selected strap orientation.
5) Use the appropriate ‘allowable load’ table, for the type of fitting to be
used, to determine the tiedown ‘allowable load’ per fitting.
6) Multiply the tiedown allowable load per fitting by the number of fittings to
determine the total tiedown allowable load.
7) If the total tiedown allowable is equal to or exceeds the load to be
restrained then the tiedown scheme is acceptable in that direction. If the
total tiedown allowable is less than the load to be restrained then
additional straps are required for restraint in that direction. J-110
1) Determine the weight of the cargo to be restrained and multiply this
weight by the appropriate load factor for the given location on the aircraft
and the required direction of restraint. This result is the applied load to
be restrained in that direction.
Ref: Section 1-68-xxx of WBM J-111

LFWD = (2950)(1.5) = 4425 LB

LAFT = (2950)(1.5) = 4425 LB
LSIDE-RIGHT = (2950)(.75) = 2213 LB
LSIDE-LEFT = (2950)(.75) = 2213 LB
LUP = (2950)(2.06) = 6077 LB
J-112
2) Create a worksheet for calculation of the tiedown allowable loads
Floor Centerline Tiedown Number of

Restraint Total Tiedown
Tiedown Location Angle Angle Allowable per Tiedown
Direction Allowable (LB)
(degrees) (degrees) fitting (LB) Fittings
Forward
Aft
Side-Left
Side-Right
Up
J-113
tiedown locations.
B.B
.L. =
+ 77.5
B.B
.L. =
+ 54.7
5
B.B
.L. =
B.B - 54.7
.L. = 5
- 77.5
Forward, Aft, Side-Left and Side Right: use Seat Tracks at B.B.L. + 54.75
Up: use Seat Tracks at B.B.L. + 77.5
J-114
tiedown locations (continued).
(Fill in the selected tiedown locations in the worksheet)

Forward Seat Tracks at B.B.L. + 54.75
Aft Seat Tracks at B.B.L. + 54.75
Side-Left Seat Tracks at B.B.L. + 54.75
Side-Right Seat Tracks at B.B.L. + 54.75
Up Seat Tracks at B.B.L. + 77.5
J-115
selected strap orientation
Forward
Restraint
(2 tiedown fittings
per strap)
Aft
Restraint
(2 tiedown fittings
per strap)
J-116
selected strap orientation (continued)
Side-Left Restraint
(Assume Side-Right
has same angles)
(2 tiedown fittings
per strap)
o
0
Up
Restraint
(2 tiedown fittings
per strap)
o
60
J-117
selected strap orientation (continued)
(Fill in the floor and centerline angles in the worksheet)

Forward Seat Tracks at B.B.L. + 54.75 30 0
Aft Seat Tracks at B.B.L. + 54.75 30 0
Side-Left Seat Tracks at B.B.L. + 54.75 30 90
Side-Right Seat Tracks at B.B.L. + 54.75 30 90
Up Seat Tracks at B.B.L. + 77.5 60 90
J-118
used, to determine the tiedown ‘allowable load’ per fitting
J-119
used, to determine the tiedown ‘allowable load’ per fitting (continued)
(Fill in the allowable load per fitting in the worksheet)

Forward Seat Tracks at B.B.L. + 54.75 30 0 2780
Aft Seat Tracks at B.B.L. + 54.75 30 0 2780
Side-Left Seat Tracks at B.B.L. + 54.75 30 90 1080
Side-Right Seat Tracks at B.B.L. + 54.75 30 90 1080
Up Seat Tracks at B.B.L. + 77.5 60 90 1750
J-120
6) Multiply the tiedown allowable load per fitting by the number of fittings to
determine the total tiedown allowable load.

Forward Seat Tracks at B.B.L. + 54.75 30 0 2780 2 5560
Aft Seat Tracks at B.B.L. + 54.75 30 0 2780 2 5560
Side-Left Seat Tracks at B.B.L. + 54.75 30 90 1080 2 2160
Side-Right Seat Tracks at B.B.L. + 54.75 30 90 1080 2 2160
Up Seat Tracks at B.B.L. + 77.5 60 90 1750 4 7000
Assuming the minimum number of

required straps in each direction
(2 tiedown fittings per strap)
J-121
additional straps are required for restraint in that direction.
Side-Left Seat Tracks at B.B.L. + 54.75 30 90 1080 2 2160
Side-Right Seat Tracks at B.B.L. + 54.75 30 90 1080 2 2160
Loads to be restrained:
LFWD = (2950)(1.5) = 4425 LB Side loads are not
LAFT = (2950)(1.5) = 4425 LB adequately restrained with
only one strap in each
LSIDE-RIGHT = (2950)(.75) = 2213 LB direction. An additional
LSIDE-LEFT = (2950)(.75) = 2213 LB strap must be added in
both the side-left and the
LUP = (2950)(2.06) = 6077 LB side-right directions
J-122
• One additional strap will need to be added to both the left and right
restraint directions.
B.B
B.B .L.
B.B .L. = = + 77.
.L. = + 74 5
+ 54 .5
.75
B.B
.L. =
B.B - 54.7
.L. = 5
B.B - 74.5
.L. =
- 77.5
• Assume we will use the tiedown seat track locations at B.B.L. + 74.5
for attaching these additional straps, and we will use approximately the
same strap angles as the initial side straps
J-123
• Allowable fitting loads are exactly the same for attaching at B.B.L.
74.75 as they are for the straps attached at B.B.L. + 77.5; i.e., 1080 LB
J-124
additional straps are required for restraint in that direction.
Seat Tracks at B.B.L. + 54.75 30 90 1080 2
Side-Left 4320
Side-Right 4320
Loads to be restrained:
LFWD = (2950)(1.5) = 4425 LB
Adding one strap to each
LAFT = (2950)(1.5) = 4425 LB
side direction will
LSIDE-RIGHT = (2950)(.75) = 2213 LB adequately restrain the
package in all directions
LSIDE-LEFT = (2950)(.75) = 2213 LB
LUP = (2950)(2.06) = 6077 LB
J-125
Conclusion: The initially proposed tie-down scheme of 6 total straps will

not adequately restrain the package. Adequate restraint in all
directions requires one additional strap to be added in both the
side-left and the side-right directions for a total of 8 straps.
J-126
Exercise 20
Cargo Tiedown
J-127
Shoring
• What is Shoring?
• When is Shoring Required?
• Types of Shoring
• Development of a Shoring Scheme
• Class Exercise
J-128
What is shoring?
Shoring is the effective placement of beams under

an unusually dense cargo such that a portion of
the cargo weight is distributed outside the original
cargo footprint. In other words, shoring provides
a larger effective cargo footprint, which brings
the load applied to the aircraft floor to within the
prescribed area and linear load limits.
J-129
J-130
J-131
J-132
J-133
J-134
Cargo Shoring
References
• Airliner Magazine Jan-Mar 1986, ‘Shoring
Outsized Cargo in a Boeing 747 and 767’ by
David L. McKnight.
• Boeing Doc. #D6-35527, ‘Shoring Guidelines
for Outsized Cargo, Model 747, Rev B’, dated
March 1997.
• Boeing Doc. #D6-36T002, ‘Shoring Guidelines
for Outsized Cargo - 767, Rev A’, dated March
1996.
• Boeing Doc. D415N048, ‘757 Package
Freighter Shoring and Tiedown Guidelines’,
dated June 1989.
• Relevant Weight and Balance Manual
J-135
When is shoring required?
• Loading limits must not be exceeded:

– Linear Load Limits
– Area Load Limits
– Compartment Load Limits
– Cumulative Load Limits
– ULD Limits
• Shoring can only help lower Linear and Area loads
Linear Load
Cargo Weight (kg)
=
Cargo Length (in)
Area Load
Cargo Weight (kg) Cargo Weight (kg) × 144in 2 /ft 2
= =
Cargo Foot Print (in2 ) Cargo Width (in) × Cargo Length (in)
J-136
Types of Cargo Shoring
Longitudinal – beams oriented lengthwise along

the fuselage fore-aft axis. Best configuration for
when the linear or area loading loading rate is
exceeded.
th
o L eng
g
Car
Free
n
spa
Longitudinal
Shoring
th
FW D eng
Sh ri ng l
or S ho
w i i ng
dth
J-137
Lateral – beams oriented spanwise across the

fuselage. Best configuration for when the area
loading rate is exceeded.
Ca
r
wi go
dth
Lateral
Shoring
d
ende i n g Fr
m pac ee
ecom s .0 sp
R um 20 an
FW D Min
im
J-138
Combined Longitudinal and Lateral

(pyramiding) – using lateral beams on top of the
longitudinal beams. Best for when the linear
and area load limits are exceeded.
gt h
o Len
g
Car
g
sh orin
er al
Lat
Longitudinal
Shoring
FW D
Sh Le ngth
wi orin r i ng
dth g Sho
J-139
Development of a Shoring Scheme
1) Determination of the Airplane Structural Limits

2) Calculation of the Actual Floor Loading
3) Calculation of the Total Weight
4) Calculation of the Required Shoring Width and
need for Lateral Shoring
5) Determination of Shoring Stiffness
6) Determination of Shoring Material
7) Check Weight Assumption
J-140
In Class Shoring Example
J-141
Example Shoring Scheme
Given: Cargo Weight: 27,000 lb

Dimensions: 120 inches long by 72 inches wide
Load carried somewhere between BS 1480 and BS
2218 on 747-400F, cargo centered on the aircraft
centerline.
en g th
go L
Car
Free
n
spa
Longitudinal
Shoring
th
FW D g l eng
n
Sh
or S hor i
w i i ng
dth
J-142
Step 1, Determination of the Airplane
Structural Limits
• Refer to the Applicable Weight and Balance Manual,

typically section 1-60-00x
• Determine the floor linear load limit (lbs/in) for the
region where the item is to be loaded
• Determine the floor area limit (lbs/ft^2) for the region
where the item is to be loaded
J-143
Step 1, Determination of the Airplane
Structural Limits
Sometimes it is not obvious how to determine the
airplane Structural Limits. In the example below,
positions F and K straddle the 290 lbs/in and 170 lbs/in
regions. What is the linear load for these positions?
If a position straddles a region of two capabilities,
the lower capability must be used for the entire
position. Positions F and K are limited to 170 lbs/in.
A1 A2 B1 C D E F G H J K L M P R S T
53 54
11P 12P 21P 22P 23P 31P 32P 41P 42P 52
Linear
Load 290 lb/in
Limit 170 lb/in 170 lb/in
for 85 lb/in 36 lb/in
Main
Deck J-144
Step 2, Calculation of the Actual Floor
Loading
Cargo Weight (lb) 27000 lb

Linear Load = = = 225 lb/in
Cargo Length (in) 120 in
th
o L eng
g
Car The Linear Loading limit
is 170 lb/in from Step 1.
Free
n
spa The actual loading (no
Longitudinal shoring) is 225 lb/in
Shoring
from Step 2.
FW D
n g l eng
th Since the actual loading
Sh
or S hor i exceeds the limit,
w i i ng
dth
longitudinal shoring is
required.
J-145
Loading
Area Cargo Weight (lb) × 144 in 2 /ft 2 27000 × 144

= = 450 lb/ft 2
Load = Cargo Length (in) × Cargo Width (in) 120 × 72
th
o L eng
g
Car The Area Loading limit is
400 lb/in from Step 1.
Free
n
spa The actual loading (no
Longitudinal shoring) is 450 lb/ft^2
Shoring from Step 2.
FW D eng
th Since the actual loading
ri ng l
Sh
or S ho exceeds the limit, lateral
w i i ng
dth shoring may be required.
The longitudinal shoring
may be sufficient.
J-146
Loading
Sometimes it is not obvious how to determine the
actual floor loading. In the example below, the length
is “Cargo Length”, right?
What if there are some footings under the item
to be loaded? Is the length “Cargo Length” or
is it the length of the 4 footings?
th
o L eng
g
If the item is loaded on a non- Car
structural pallet, then the “Cargo

Length” is the length of the
footings.
If the item is loaded on a
structural pallet and the footings
are 20% or more of the cargo
length, then use “Cargo Length”.
J-147
Step 3, Calculation of the Total Weight
• In this example, the item before shoring, is 27,000 lbs.

• Assume that the weight of the shoring material is 3% of
the loaded weight.
• The weight is 27,000 lbs * 1.03 = 27,810 lbs
• Assume that the total weight (item plus shoring material)
will weigh 27,810 lbs. This will get re-checked in Step 7.
J-148
Step 4, Calculation of the Required
Shoring Width, Need for Lateral Shoring
• Longitudinal shoring increases the effective length of the
loaded item, thus bringing the linear load to less than the
linear load limit.
• Longitudinal shoring also increases the effective area of
the loaded item, thus reducing the area loading. In
some cases, also to less than the area load limit.
th
eennggth
• After the longitudinal L
goo L
CCaar rg
shoring is determined, a sh
ral
calculation is done to La te
Free
see if additional lateral spa
n
shoring is needed to Longitudinal

Longitudinal
Shoring
bring the area loading Shoring
to less than the area FW D th

ennggth
load limit. FW D Sh
wSih orin S
S h
h orriin
o
g
ng lLe
dor g
w i th i n g
dth J-149
• There are two reasons for lateral shoring:
• To increase the foot print of the loaded item to stay
under the structural design area load limit
• To distribute the load outboard when the longitudinal
shoring beams are spaced wider than the width of the
loaded item itself. eng
th
L
go
Car
g
sh orin
l
era
Lat
Longitudinal
Shoring
FW D e ngth
Sh ng L
wi orin ri
dth g Sho
J-150
Min Req Linear Load Limit (lb/in) × 144 in 2 /ft 2 170 ×144
= 2
= = 61.2 in
Shoring Width Area Load limit (lb/ft ) 400
No Lateral Shoring is required since the minimum required

shoring width does not exceed the actual cargo width of
72 inches.
Therefore, a shoring scheme using only longitudinal

shoring is required (lateral shoring is not required).
J-151
Step 5, Determination of the
Longitudinal Shoring Stiffness
• Graphs are presented for determining the required

shoring stiffness. Each graph is limited to:
• A given cargo length
• A given loading rate on the airplane
• A specific location on the airplane
• Stiffness is measured in terms of “EI”
• “EI” is a measure of an item’s flexural rigidity
• “EI” is constant for items of constant cross section
J-152
Longitudinal Shoring Stiffness
• For this loading condition of:

1) a cargo length of 120 inches
2) Cargo is centered on the airplane centerline
3) a linear load limit of 170 lb/in
4) a 27,810 lb total weight
The required shoring stiffness can be found in the graphs

in section 3.0 of D6-35527, page 33 and shown on the
next page.
J-153
Step 5,
Determination of
the Longitudinal
Shoring
Stiffness
Required
Shoring Shoring
Length Stiffness
(inches) (lb-in^2) 27,810
180 in. 151*10^7

200 in. 110*10^7
151*10^7
220 in. 105*10^7
J-154
Longitudinal Shoring Material
• After the required shoring stiffness has been

determined, an appropriate beam and quantity must be
determined.
• The shoring material must have a greater stiffness (EI)
than the calculated shoring requirement
Beam Beam Stiffness No. of Total Wt. Total Weight

Length Standard x107 (lb-in2) Beams Beams (lb/in) L x lb/in (lb)
220 Alcoa Aluminum 851-S 105 4 1.98 436
220 Alcoa Aluminum 851-K 110 5 1.79 394
220 Alcoa Aluminum 851-K 132 6 2.15 473
220 Alcoa Aluminum 851-K 154 7 2.50 550
220 Alcoa Aluminum 851-E 109 8 2.82 621
220 Alcoa Aluminum 851-C 110 9 2.57 566
220 Alcoa Aluminum 851-C 122 10 2.85 627
Lets use Alcoa Aluminum 851-S because it satisifies the stiffness

requirements, has a light weight, and it is a stock item for our
company.
J-155
Step 6, Determination of the Shoring
Material
Shoring for 747 Main Deck cargo (cargo placed on

pallets, pallets placed centered on the airplane) must
be placed in predetermined locations
J-156
Step 6, Determination of the Shoring
Material
• Shoring for 747 Main Deck cargo must be placed at
the following locations:
• +/- BBL 49.0
• +/- BBL 13.0
• Since the shoring beam placement is 98 inches wide
(from +BBL 49.0 to –BBL 49.0) and the cargo is only
72 inches wide, lateral shoring is required
• Remember, lateral shoring is required for two reasons:

• When the area load is exceeded and more “footprint” is
needed.
• When the shoring beam placement is wider than the
cargo width (this is the situation of this example)
J-157
Example Shoring Scheme Solution
Cargo
27,000 lbs
140”
72”
220”
98”
J-158
Step 6, Determination of the Lateral
Shoring Stiffness and Material
• Determination of lateral beam stiffness requirement

• Determination of lateral beam size
• Lateral Shoring is analyzed as a beam on Multiple
Supports as follows:
P P
66”
36” 26” 36”

98”
J-159
• The 27,000 lb cargo is supported by lateral 5 beams

• Applied load P equals:
P = 27000 / [(2 * ½) + 4] /2
P = 2,700 lbs
• Ultimate Down Load Factor: ( per D042U202-11 ppB4.1):
5.1 G Down for the whole airplane
Pult = 2,700 * 5.1 = 13,770 lbs
J-160
13,770
P lbs 13,770
P lbs
66”
36” 26” 36”

98”
• Solve for the Beam maximum Shear (Vmax) and Bending

(Mmax) using, for example, Artemis Stressworks:
– Vmax = 7,155 lbs
– Mmax = 103,507 inch-pounds
J-161
• Shear Calculation
– Typical lateral shoring is wood, assume Douglas Fir
– Shear allowable is 1,160 psi per Mark’s Handbook 8th
Edition
Max Shear Stress = [4 * Vmax] / [3 * A * A] or
A = [ [ 4 * Vmax] / [3 * Max Shear Stress] ] ½
A = [[ 4 * 7155] / [3 * 1160] ] ½ = 2.9 inches
J-162
• Bending Calculation
– Typical lateral shoring is wood, assume Douglas Fir
– Bending Modulus is 12,200 psi per Mark’s Handbook
8th Edition
Bending Modulus = [Mmax * A] / [2 * (A4/12)] or
A = [ [ Mmax * 6] / [Bending Modulus] ] 1/3
A = [[ 103,507 * 6] / [12,200] ] 1/3 = 3.7 inches
J-163
• For this exercise, lateral shoring must be a
medium of 3.8” tall
• Use 4” * 4” Douglas Fir
• In most cases, light loads (loads under 25000
lbs) can use 4” * 4” Douglas Fir for lateral
shoring.
• In most cases, medium loads (loads under
50,000 lbs) can use 4” * 6” Douglas Fir for
lateral shoring.
• In most cases, Heavy loads (loads over 50,000
lbs) can use 4” * 8” Douglas Fir for lateral
shoring.
J-164
Step 7, Check Weight Assumption
• In this example, the item, before shoring, is 27,000 lbs.

• In step 3, it was assume that the weight of the shoring
material is 3% of the loaded weight.
• The assumed weight was 27,000 lbs * 1.03 = 27,810 lbs
The actual weight of the loaded item is:

Item 27,000 lbs OK
Longitudinal Shoring 436 lbs
Lateral Shoring 161 lbs
Total Weight 27,597 lbs
J-165
General Guidelines for Cargo Shoring
• In most cases, items that are shored require tiedown

• This is handled in the previous portion of the class
• Also remember that precise Weight and CG of the loaded
item is required for dispatch. Precise weight includes the
following:
• Tiedown material
• Lateral shoring material
• Weighing an item is standard practice
• Typical scale accuracy for weighing cargo is +/- 1%
• CG of the loaded item must be determined
J-166
General Guidelines for Cargo Shoring
• Shoring shall be place on heavy-duty pallets, typically 2.25
inches thick.
• The longer dimension of the cargo should be placed in the
fore-aft direction.
• Adjacent shoring should be parallel, of equal length, the same
cross section and of the same material.
• Cargo should be placed symmetrically on shoring.
• Lateral shoring should be spaced every 20 inches. When
used in combination with longitudinal shoring it shall sit atop
the longitudinal beams.
• A 6-inch thick rubber mat of durometer of 60 or equivalent
place between the shoring beams and the pallet is highly
recommended, to help significantly reduce the high local
loads by spreading the cargo weight over a much larger area.
J-167
Example Shoring Scheme Solution
Cargo
27,000 lbs
140”
72”
220”
• Longitudinal Shoring
Four Alcoa Al 851S, 220” long
• Lateral Shoring
98”
Six Douglas Fir 4” * 4”, 98” long
J-168
Exercise 21
Shoring
J-169
Cargo Shoring
Contact Boeing to obtain these documents:

• Boeing Doc. #D6-35527, ‘Shoring Guidelines
for Outsized Cargo, Model 747, Rev B’, dated
March 1997.
• Boeing Doc. #D6-36T002, ‘Shoring Guidelines
for Outsized Cargo - 767, Rev A’, dated March
1996.
• Boeing Doc. D415N048, ‘757 Package
Freighter Shoring and Tiedown Guidelines’,
dated June 1989.
J-170
Cresting and Bridging while
Loading Heavy Cargo
While loading heavy
cargo, bridging
and cresting •Bridging
should be
minimized by:
1) Aligning the
cargo loaded with
the airplane
conveyor plane
2) Loading a 6” mat
•Cresting
of durometer 60
between the
shoring and the
pallet
J-171
Load Schedule Implications
747-400ERF
J-172
747-400ERF
Load sheet
and Load-
message
J-173
747-400ERF
Load sheet
and Load-
message
J-174
747-400ERF
Load sheet
and Load-
message
J-175
747-400ERF
Load sheet
and Load-
message
J-176
747-400ERF
Load sheet
and Load-
message
J-177
747-400ERF
Load sheet
and Load-
message
J-178
747-400BC (Combi)
J-179
747-400BC
Load sheet
and Load-
message
J-180
767-300F
J-181
767-300F
Load sheet
and Load-
message
J-182
767-300F
Load sheet
and Load-
message
J-183
757-200F
J-184
757-200F Load sheet and Load-
message
J-185
757-200F
Load sheet
and Load-
message
J-186
Exercise 22
Freighter Load Schedules
J-187
End of
J-188
End of
J-189

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Freighter-Specific Considerations

Production Freighter Retrofit Freighters

• 737 737-700C Planned (cert on tbd)

• 747 747-400F/400ERF 747-400BCF

• 767 767-300F Planned (cert in 2009)

• 777 777F (4Q2008) Planned (cert in 2010)

Production Freighter Retrofit Freighters

Video: Boeing Airplane Services

• Cumulative load Limits (Shear Curve) are imposed

Lower Hold Cargo Lower Hold Cargo

Main Deck Cargo Main Deck Cargo

From 737-800 Section 1-60-001

CG Limits for Increased Aft

CG Limits for Basic Cumulative Load Limits

Main Deck Lower Holds

• Decreased Forward Body Cumulative Load

• Fatigue Life Implications

• Applicable on 747 production Freighters (747-

Why are Main Deck Rigid Barriers and Nets required?

•They are required to protect the occupants (typically

•Frangible Cargo must be loaded immediately adjacent to

•747-400F main deck cargo can be up to 8 feet tall (under

•There are two barriers on the 747-400 that act together:

•For loadings of Rigid Cargo on the 747-400F that is greater

•Stateroom Floor beams on the 747-400BCF are

• Lateral Imbalance is more of a concern on Freighter

Moment = Weight X Arm

• Passenger airplanes do not have significant

Total Random Imbalance Increment is 1.51 * 10^6 Kg-inch

One half (1/2) of the Total Random Imbalance Increment is

(0.755*10^6 Kg-inch) / (54 inch) = 13,981 kgs J-52

• Lateral Imbalance is more of a concern on Freighter

767-300F Linear Loading:

1) 95.0 lbs/in total

47.5 lbs/in RH 47.5 lbs/in LH

767-300F Linear Loading:

1) 95.0 lbs/in total

68.0 lbs/in RH 27.0 lbs/in LH

767-300F Linear Loading:

1) 95.0 lbs/in total

95.0 lbs/in RH 0.0 lbs/in LH

47.5 lbs/inch * 126 inch/ULD = 5985 lbs/ ULD

68.0 lbs/inch * 126 inch/ULD = 8568 lbs/ ULD

But the ULD is limited to 8500 lbs per the ULD

• General concerns (from WBM Chapter 1 of the

Load NLG Weight

LNLG = W (B.A. MLG – B.A. C.G.)

• To account for the effects of towing and ground operations, a

The “Aft Tipping

The “Ground Stability

The “Ground Stability

%MAC =15% 20% 25% 30% 35%

The Loading on the 767-300F 405000

1) Load positions forward of 355000

door first 330000 MLW 326,000

3) Next, load LH side 280000

The “Aft Tipping

The “Ground Stability

10% %MAC =15% 20% 25% 30% 35% 40%

The Loading on the 757-200F

door first with the heaviest

The “Aft Tipping

The “Ground Stability