SAWE Technical Papers

@inproceedings{3472,

title = {3472. Factors Affecting and Methods for the Prevention of Freighter Aircraft Tipping During Ground Operations},

author = {Paul Vanginhoven and Andrew Ouellette},

url = {https://www.sawe.org/product/paper-3472},

year  = {2009},

date = {2009-05-01},

booktitle = {68th Annual Conference, Wichita, Kansas},

pages = {26},

address = {Wichita, Kansas},

abstract = {Since the design of commercial civil aircraft evolved into a tricycle landing gear 

configuration to improve ground handling and landing characteristics over the taildragger arrangement, weight/balance engineers and load masters have had to contend with the potentially catastrophic concern of an airplane tipping onto its tail during load/unload. A carelessly placed pallet on a particularly sensitive aircraft can result in severe injury to ground personnel and millions of dollars of damage to an aircraft. 

This paper will explore the considerations that make an aircraft more or less susceptible to tipping, briefly explain analysis methods used to determine tip sensitivity, and discuss methods both current and proposed to prevent tip up. 

The paper will show: 

- Tip-up to be a practical problem in need of a solution through the use of 

historical examples. 

- How environmental factors can influence an aircraft's susceptibility to tipping. 

- Some general aircraft configuration differences that have major influences on 

aircraft ground stability. 

- That load sequencing is the most important factor to consider in tip prevention. 

- Methods, with varying degrees of complexity and effectiveness, that are 

currently in use to prevent tip-up incidents. 

- How the latest Boeing designed tip alarm on the 777F provides an effective and 

simple method for alerting ground crews of a potentially hazardous situation.},

keywords = {02. Aircraft Loading - Payload, 03. Center Of Gravity},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3439,

title = {3439. Weight Engineering, Loading Schedules - The 747-400 Dreamlifter Loading Schedule},

author = {Joyce Nugent},

url = {https://www.sawe.org/product/paper-3439},

year  = {2008},

date = {2008-05-01},

booktitle = {67th Annual Conference, Seattle, Washington},

pages = {28},

address = {Seattle, Washington},

abstract = {The 747-400 Dreamlifter Loading Schedule differs from a typical 747-400 Freighter (F) Loading Schedule. This is due to the fact that the 747-400 Dreamlifter does not use the typical pallets and containers used by other 747-400F containerized aircraft. The 747-400 Dreamlifter has specially designed payload holders called Shipping Mechanical Equipment (SME). There are nine different SME's, each designed to carry specific 787 aircraft sections and/or parts. Each type of SME is designed to be carried at specific Balance Arm locations of the aircraft. The SME's payload to be carried and positions they are carried in are defined in the Weight and Balance Control and Loading Manual (WBM). 

Due to this unique loading, the methodology used to develop the loadsheet for the 747-400 Dreamlifter Loading Schedule produced an uncomplicated design. The 747-400 Dreamlifter Loading Schedule development was more simplistic than a typical 747-400F development due to the reduction in loading variables and options. The loadsheet calculations are straight forward and involve fewer steps than a typical 747-400F loadsheet. 

This paper illustrates the differences and uniqueness of the 747-400 Dreamlifter Loading Schedule compared to a typical 747-400F aircraft. Illustrations and photos of containerized and SME loading will demonstrate the variances between the two loading types. The distinctive loading of the 747-400 Dreamlifter is the driving force for the development and design of this uncommon loadsheet, used for determining weight and center of gravity positions during critical phases of flight.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{3308,

title = {3308. Simplified and Standardize Procedure for Cargo Tiedown},

author = {Edward W. Davis},

url = {https://www.sawe.org/product/paper-3308},

year  = {2003},

date = {2003-05-01},

booktitle = {62nd Annual Conference, New Haven, Connecticut},

pages = {214},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {New Haven, Connecticut},

abstract = {Tiedown requirements in the weight and balance manuals for commercial aircraft are not necessarily easy to follow nor standard from one airplane model to the next. This paper takes the requirements for tiedown from many of the large commercial transport airplanes that are in common use today and publishes a simple, standardized format. This format is based upon a pictorial representation of the tiedown scheme and minimizes the need for measuring distances or estimating angles of tiedown straps. With this data, an operator can produce tiedown tables or charts for their fleet of airplanes. When data is presented in a simple and standardized format, increased confidence in tiedown techniques can be expected.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2056,

title = {2056. Automated Load Planning},

author = {G L Marion and D Clayton},

url = {https://www.sawe.org/product/paper-2056},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {12},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {It is not the intention of this paper or the authors to promote automation of aircraft loading as the only way of performing the task.. To the contrary, there are many different ways of accomplishing aircraft loading, most just as effective as others and most with the end results just as valid. Validity will not and should not weigh heavily in the final decision to automate. Automation caters to speed and large volumes and it will be these that will be the main thrusts that will lead to the establishment of this type of system. However, as in everything, the end results need to be carefully evaluated to the extent that the benefits received will outweigh the cost of accomplishment. Initial automation is expensive, but it will lead to the automation of several systems and ultimately to a totally automated environment. This paper begins with a broad pictorial view of how automated load planning happens and continues with an analysis of the process through the use of format screen examples. Its only intention is to provide some information should this be the plan for your operation or to simply provide some thoughts for the refinement of that which you have already established. If neither be the case, it is a brief view of what happens at American Airlines that involves approximately 700 aircraft and 2600 flights a day.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{2058,

title = {2058. The Weight and Balance Advisory Circular},

author = {G L Marion},

url = {https://www.sawe.org/product/paper-2058},

year  = {1992},

date = {1992-05-01},

booktitle = {51st Annual Conference, Hartford, Connecticut, May 18-20},

pages = {7},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Hartford, Connnecticut},

abstract = {Advisory Circulars are regulatory documents that provide guidelines for aircraft operators as may be required for specific operations. As such they are intended for guidelines only, but they inevitably have a tendency to become much more than that when viewed by local regulatory authorities. Often, they become mandatory and all changes to them are expected to be incorporated into an operator's system. Some changes will have an impact on an operation to the extent that there will be fierce rebuttal to that change. It was such with A/C 120-27B when it was first proposed in June, 1989. It is a subject of concern and a topic that is very popular among airline operators. It is the reason for this paper.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1872,

title = {1872. Helicopter Weight Torque Advisory System},

author = {R L Adelson},

url = {https://www.sawe.org/product/paper-1872},

year  = {1989},

date = {1989-05-01},

booktitle = {48th Annual Conference, Alexandria, Virginia, May 22-24},

pages = {11},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Alexandria, Virginia},

abstract = {The helicopter weight and torque advisory system is an onboard avionics system that combines cargo hook load weight information with temperature, altitude, and fuel weight to compute optimum performance data for display to the pilots. The system assists the pilots in obtaining maximum cargo carrying capability while enhancing safety, reducing maintenance costs, and extending the life of the helicopter. Boeing Military Airplanes developed and built an engineering model of the system as an independent research and development project. It was reduced to practice in the laboratory and later installed in a U.S. Army CH-47 test helicopter to demonstrate its features and capabilities. Details on the model are included in U.S. Patent 4,780,838 issued to The Boeing Company October 25, 1988. The system features are generic and adaptable to different types of helicopters. It can be incorporated into or used with other avionics system components. It can also he a stand-alone system with its own dedicated processor, control panel, and display. The Weight and Torque Advisory System (WTAS) also includes a means to account for internal payload and its distribution for weight and balance calculations. This feature, coupled with the capability to account for expendable items such as stores and munitions, as well as fuel distributions, addresses the parameters necessary for weight and balance control during flight.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1742,

title = {1742. An Operational Loading Analysis of the B-757-232 Aircraft},

author = {W S Stricklin},

url = {https://www.sawe.org/product/paper-1742},

year  = {1986},

date = {1986-05-01},

booktitle = {45th Annual Conference, Williamsburg, Virginia, May 12-14},

pages = {25},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Williamsburg, Virginia},

abstract = {Delta Air Lines began the initial Detail Specification review for the B-757-232 in March, 1981. The first two aircraft were delivered to Delta in November, 1984 and entered revenue service on November 28, 1984. Delta has ordered 60 B-757's and retained options on 10 additional aircraft. Eighteen (18) aircraft have been received from Boeing as of May, 1986. This aircraft is somewhat unique in that while it is a ''new'' aircraft design, it does not include any type of containerized cargo system. An Air Cargo Equipment Loading System (ACE System) was included in the aircraft to reduce manpower requirements and concurrently maintain necessary ground turn times. The ACE System is essentially a series of inter-nesting, movable tray modules which suffice for a containerized system. This new form of loading automation required development of new accountability procedures for weight and Center of Gravity (CG) considerations. This paper provides a general overview of the development of the B-757 Weight and Balance Control System as well as specific considerations associated with the ACE System.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1568,

title = {1568. Minimum and Maximum Cargo Tables for Aircraft With Three Cargo Compartments},

author = {T L Toogood},

url = {https://www.sawe.org/product/paper-1568},

year  = {1983},

date = {1983-05-01},

booktitle = {42nd Annual Conference, Anaheim, California, May 23-25},

pages = {11},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Anaheim, California},

abstract = {This paper presents a procedure for calculating minimum and maximum cargo weights for aircraft with three cargo compartments. For a given number of passengers and a given amount of cargo, this procedure distributes the cargo load to each of three compartments in such a manner that the balance limits are never exceeded. A mathematical analysis is used to determine the intersection of the cargo vectors. One compartment is limited to a constant load by volume or structural limits while the quantities in the other two are determined.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1094A,

title = {1094A. The 747 Main Deck Cargo Airplanes},

author = {M C Brown},

year  = {1975},

date = {1975-05-01},

booktitle = {34th Annual Conference, Seattle, Washington, May 5-7},

pages = {-1},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

note = {Paper Missing},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1043,

title = {1043. Fatigue and Damage Tolerance Effects on Preliminary Design Wing Weights},

author = {R E Stephens},

url = {https://www.sawe.org/product/paper-1043},

year  = {1975},

date = {1975-05-01},

booktitle = {34th Annual Conference, Seattle, Washington, May 5-7},

pages = {20},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

abstract = {This paper presents the results of a study contract funded by the Air Force. The purpose of the 

study was to assess the effect of current design criteria and advanced technology on an existing 

structure. The structure chosen for the study was the C-141 inner wing box. The design criteria 

include the new fatigue and damage tolerance criteria which will probably be required on any new 

Air Force aircraft. The advanced technology includes new materials and new structural configurations. 

Two alternate box configurations will be presented showing the effects of material properties and 

cover configurations on the wing weight. An attempt to predict some trends based on these results is 

also presented. The work reported herein was conducted under Contract F33615-72-C-2165 sponsored 

jointly by the Air Force Flight Dynamics Laboratory and by the Air Force Materials Laboratory and 

published in Technical Report AFFDL-TR-73-51.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{1080,

title = {1080. Theoretical Versus Actual Seating Patterns in Wide Body Aircraft},

author = {T L Shuler},

url = {https://www.sawe.org/product/paper-1080},

year  = {1975},

date = {1975-05-01},

booktitle = {34th Annual Conference, Seattle, Washington, May 5-7},

pages = {15},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Seattle, Washington},

abstract = {Where do people tend to sit in wide bodied aircraft?. Do present day mathematical models used for seating patterns developed 

for the first generation of jet aircraft apply to double aisle,variable length,multi-service zoned aircraft? Is the sum of 

individual zone seating variations established by these models adequate for the operational allowance curtailing the certified 

center of gravity limits? In order to establish a basis for determining good load-ability for new aircraft design,what is the 

expected pattern of a total multi-zoned passenger load? 

Part one of this paper presents an analysis of two sets of data from one Boeing 

747 operator. The intent is to attempt to answer or at least locate the problem areas of the above questions.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0946,

title = {946. Operational Weight Estimations of Commercial Jet Transport Aircraft},

author = {J L Anderson},

url = {https://www.sawe.org/product/paper-0946},

year  = {1972},

date = {1972-05-01},

booktitle = {31st Annual Conference, Atlanta, Georgia, May 22-25},

pages = {24},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Atlanta, Georgia},

abstract = {In evaluating current or proposed commercial transport airplanes, there has not been available a ready means to determine weights so as to compare airplanes within this particular class. This paper describes the development of and presents such comparative tools. The major design characteristics of current American jet transport airplanes were collected, and these data were correlated by means of regression analysis to develop weight relationships for these airplanes as functions of their operational requirements. The characteristics for 23 airplanes were assembled and examined in terms of the effects of the number of people carried, the cargo load, and the operating range. These airplane characteristics were correlated for the airplanes as one of three subclasses, namely the small, twin-engine jet transport, the conventional three- and four-engine jets, and the new wide-body jets.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0618,

title = {618. European Airline Passenger Seating Assumptions},

author = {R Heer},

url = {https://www.sawe.org/product/paper-0618},

year  = {1967},

date = {1967-05-01},

booktitle = {26th Annual Conference, Boston, Massachusetts, May 1-4},

pages = {48},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Boston, Massachusetts},

abstract = {This paper presents a general review of the different passenger seating assumptions and their practical applications as used by several European airlines. It is the purpose of this report to analyze the answers obtained from 12 carriers according a dispatched questionnaire. 

In order to preserve the anonymity, the airlines are not mentioned by name, but nevertheless, the author is much obliged to all contributors for the indispensable assistance. 

Comments about advantages and disadvantages of the different procedures shall be considered as personal opinions only and do not reflect necessarily those of the generality.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0551,

title = {551. AIRLOAD - Airlines Load Optimization Recording and Display System},

author = {J J Mulder},

url = {https://www.sawe.org/product/paper-0551},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {27},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {AIRLORD is a modern electronic aid enabling airlines to achieve maximum utilization of available capacity. 

AIRLORD speeds up the pre-departure handling of passengers baggage, mail and freight. 

AIRLORD prepares load documentation. 

AIRLORD ensures positive control of the entire loading process from 'check-in' until 'doors-closed' 

AIRLORD utilizes three basic components each matched to the user operational needs. It should be noted that the completes system is constructed around a central processing and memory unit (CPU) , This central equipment is duplicated to ensure the highest degree of reliability. The input equipment for feeding information into the CPU can be installed as and where required functionally. It is of standard basic design but adapted to the number and/or nature of the specific control functions. The equipment incorporates a display of data essential for performing these functions. Load-sheet data concerning a specific flight are presented by the display equipment in the controlling central operations room. Furthermore, information relevant to a given Department may be displayed locally. The flight whose data have to be shown on a particular display by the CPU is selected by means of the associated input equipment.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0552,

title = {552. Industry Revalidation of Average Baggage Weight},

author = {J R McCarty},

url = {https://www.sawe.org/product/paper-0552},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {56},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {I am sure all interested partries are well aware of the change in passenger baggage handling in. September of 1965, the change from a weight limitation. To a piece limitation. Some 30 air carriers participated in the ATA sponsored surveys attendant t that change. It is the purpose of this paper to advise some of the background, the findings, and analysis of the data collected, and the current disposition of the matter as fax as it concerns the weight aspect of baggage. In summary and in general, we found that there had been a slight increase in the average weight of checked baggage, with no real change in the standard deviation of the average weight. The average weight of cabin or carry-on baggage had decreased slightly again with no real change in the standard deviation of the weight. Indications were that the average number of checked bags per passenger was essentially the same or up slightly. The average number of cabin bags per passenger was less and with a, lesser standard deviation of the count. Exceptions are noted in the body of this paper. Putting this all together, which is what the airplane sees, and comparing with 1958 data, demonstrates that the total bag weights and deviation under the piece concept is less than under the average weight policy established in 1958. This makes sense and ties in with the data, on the following basis. With no restrictions on weight, the passenger is checking more and carrying less. This dilutes the effect of the heavier checked bags, holding the checked weight increase t o a very nominal value. There is also indication that some of the carryon baggage that we suspected passengers of attempting to conceal because of the bag weight limitation is now coming out into the open and being checked or carried openly. This should have the effect of giving us better control of the weight. In the formal presentation to the FAA the airlines, through the ATA, requested continuation of the present weight numbers on the following basis. The changes noted were really not significant from a practical standpoint. Further, it is anticipated that either the airlines themselves, or the FAA, may want the situation resurveyed due to the fact that, with time, the average weights may shift more before the situation stabilities. At least this is a valid question, and the airlines would like to avoid changing now and then changing again at a later date. The FAA verbally indicated satisfaction, even agreement, with the recommendation. They also indicated that their action would probably take the form of a reissue of AC 121-5, to get a current date on this document.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0555,

title = {555. International Cargo Distribution and Its Future},

author = {H L Graham},

url = {https://www.sawe.org/product/paper-0555},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {11},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {A sound basis for the development of the parameters of the weight problem, as a factor in cargo aircraft economics, is to start with the problem as it exists today and extrapolate to determine future problems. At the present time in our current operation with jet freighters, we do not have a weight 

Problem exception a limited number of flights, primarily related to special circumstance loads. The industry, for example, on the North Atlantic has an average of less than 10% of its freighter flights either weighted out or cubed out. This is a temporary factor as the tremendous increase in cargo 

Ton miles annually will result in full loads on a majority of The aircraft in a short time, In this event our problem under existing circumstances is not one of weight but of cube. The design densities of existing aircraft run from 12 to13.5 pounds per cubic foot. Under our current rates, we are charging cube charges on shipments below the level of 8.9 pounds per cubic foot density and our average 'stacked' density in the aircraft is in the range of 10 pounds per cubic foot. Obviously, with this utilization we have a stacking improvement factor and a weight load capability where our existing average cubic weight ratio must be increased by 20-25% before we come to a point where weight becomes an impeding factor in the economics of our operation.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0561,

title = {561. Passenger Average Bag Weight},

author = {J E G Ricard},

url = {https://www.sawe.org/product/paper-0561},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {30},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {In advent, in 1965, of the '3-Free-Bag' concept for the North American airline passengers has left the airlines with a problem. How can an aircraft baggage load be efficiently monitored? By S.S.B.! 

S.S.B. stands for Systematic Survey of Baggage. It is a continuous sampling plan to provide: 

1. Passenger Average Checked Bag Weight. 

2. Passenger Average Cabin Bag Weight. 

3. Average Bag Weight per Passenger. 

Intensive 'Blitz' type (week-long) surveys have the following important disadvantages: 

1. The results obtained may not, obviously, be representative for year around application. 

2. Changes in passenger habits, if any, would be undetected. 

3. The voluminous data can be a burden to everyone involved in obtaining or processing them, in such a short time. 

S.S.B. provides: 

1. Improved safety for aircraft loading, weight and balance wise. 

2. Current assessment of baggage average weights to the accuracy desired. 

3. Detection of any significant factor affecting the average weights, e.g., seasonal factor. 

4. Improved payload estimates and therefore better revenue forecast. 

5. Yearly data volume equivalent to 'Blitz' type survey. Therefore not as congestive and much more rewarding. 

More than one average weight may be necessary to account for differences in type of operations such as Domestic or Overseas; or even direction of lights. It may be discovered that averages are not applicable to some flight segments because the passenger bag weight average fluctuates too much. Caution should be exercised in applying the obtained averages until a sufficient trend has been established.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0587,

title = {587. Palletized Cargo Density},

author = {J R McCarty},

url = {https://www.sawe.org/product/paper-0587},

year  = {1966},

date = {1966-05-01},

booktitle = {25th Annual Conference, San Diego, California, May 2-5},

pages = {9},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {San Diego, California},

abstract = {This presentation was originally visualized as an appendage to some other paper because it is quite brief. We have not attempted to explore all of the ramifications of air cargo, but have confined it to palletized cargo only. 

Bulk cargo, such as aircraft engines, is not considered. Company material (COMAT) is not considered, containerized cargo is not considered. Only revenue cargo that was palletized and netted was considered.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0431A,

title = {431A. The 727 Airplane Fuel Analysis},

author = {J R McCarty},

url = {https://www.sawe.org/product/paper-0431A},

year  = {1964},

date = {1964-05-01},

booktitle = {23rd National Conference / Sheraton, Dallas Hotel, Southland Center, Dallas, Texas May 18-21},

pages = {22},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {Dallas, Texas},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}

@inproceedings{0398,

title = {398. Use and Development of Weight Manifest Tolerances},

author = {W M O'Connor and J R McCarty},

url = {https://www.sawe.org/product/paper-0398},

year  = {1963},

date = {1963-05-01},

booktitle = {22nd National Conference, St. Louis, Missouri, April 29 - May 2},

pages = {27},

publisher = {Society of Allied Weight Engineers, Inc.},

address = {St. Louis, Missouri},

abstract = {1.1 The definite need for ways to expedite the placement of the Weight Manifest on board the airplane has been evident for some time. This last minute problem has been accentuated by the greater distances, and consequent time, between the Load Planning offices, where the Manifest is prepared, and the airplane, where ,the Manifest is delivered. 

1.2 Various proposals have been suggested and discussed at different times by the interested parties within United Airlines. An approach that we believe has merit operates as follows. A weight, and if pertinent a center of gravity, tolerance is associated with the gross weight of the airplane. A copy of the Weight Manifest based on the then most current information is provided to the Captain in sufficient time prior to departure to avoid the delays referred to above. . . As long as last minute changes do not cause the tolerance (6) to be exceeded, no revised Manifest is provided. If the tolerances are exceeded, Manifest revision data is of course 

1.3 It is the purpose of this report to first develop a method for determining the value of such tolerances on a consistent and repeatable basis, recognizing that different airplane types and configurations may differ. 

1.4 Secondly, the procedures required to implement this concept in compliance with the requirements of Civil Air Manual are outlined. Discussions between UA Ramp Services, Flight Operations, Dispatch, and Engineering evolved the general procedures given. 

1.5 The FAA 5s requested to approve the proposal of this report that United Air Lines may permissively use weight and CG tolerances calculated in accordance with the method developed and applied in accordance with the outlined procedures.},

keywords = {02. Aircraft Loading - Payload},

pubstate = {published},

tppubtype = {inproceedings}

}