745. L500 Cargo Transport

Paper

Abstract

The L500 is more than an aircraft; it is a total cargo handling system will efficiently move cargo for many years in the future. It is believed that this system is the beginning of a new era i n t h e air cargo business which in a few years will far exceed the estimates now being made. This paper covers many areas of the L5OO program in a general approach rather than giving great detail on any particular area or component,
The L5OO is being developed within the commercial organization of the Lockheed-
Georgia Company. There are two major areas of division in this program, both of equal importance. They are the aircraft and the support system. The support system, as used here, covers cargo loading & unloading, terminals, handling, maintenance, and airport compatibility.
The capability to carry 300,000 pounds of cargo approximately 2,800 nautical miles using a variety of pallets and container exists with this airplane. This palletized and containerized cargo can be rapidly loaded and unloaded simultaneously handling cargo on all three levels of the fuselage. These levels are the main compartment, two upper lobe compartments, and an optional row of containers or pallet suspended from the ceiling in the main compartment. For loading and unloading the main compartments, the visor nose can be raised to expose the cargo cross-section which permits the two rows of pallets or containers plus the suspended cargo to be loaded or unloaded simultaneously. Two doors on the upper deck are used for loading, and a bulk cargo door is used for access to the bulk cargo compartment in the aft fuselage.
The L500 weights are derived by using the existing C-5 weights and adding or deleting weight for each design and configuration change, as required. Likewise, the performance data are based on the latest aerodynamic data for the C-5 aircraft and the L500 test program. The drag reduction has resulted from the external differences between the two aircraft. A weight comparison of the two airplanes is made.
Commonality with the C-5 as discussed shows the need for an aggressive weight control program rather one that would be used on a minimum modification aircraft. A weight history of the C-5 is shown along with an anticipated weight trend for the L5OO. The point is emphasized that the weight engineers may be confronted with decisions that add weight to the aircraft rather than, for example, to the ground equipment. If such a decision is correct for a cost effectiveness viewpoint, it should be accepted.