IAI 365-08-00-B4154-LOT1 This supplement (IAI 365-08-00-B4154-LOT1) must be attached to the Boeing 737-400 Airplane Weight and Balance Manual, Boeing Document No. D043A540-LOT1, Highlights Revision No. 1, when the provisions of STC No. ST01961SE, which converts the Boeing 737-400 passenger airplane to special freighter are incorporated according to IAI Report No. TR-365-00-00-B4200. The information contained herein supplements or supersedes the basic manual and any applicable appendices and supplements thereto only in those area listed herein. Weight and Balance information not contained in this supplement, consult the basic Weight and Balance Manual, Operation Manual and applicable appendices and supplements thereto. FAA STC ST01961SE/CAAI SA160 BOEING MODEL 737-400 MODIFIED TO ORIGINALLY ISSUED: SEP 21/2010 Mantra: 365-08-00-B4154-LOT1, Rev: -, RELEASED, 13-OCT-10, EO: 00002917
Transcript
ORIGINALLY ISSUED: JAN 15/2007IAI 365-08-00-B4154-LOT1
This supplement (IAI 365-08-00-B4154-LOT1) must be attached to the Boeing 737-400 Airplane Weight and Balance Manual, Boeing Document No. D043A540-LOT1, Highlights Revision No. 1, when the provisions of STC No. ST01961SE, which converts the Boeing 737-400 passenger airplane to special freighter are incorporated according to IAI Report No. TR-365-00-00-B4200.
The information contained herein supplements or supersedes the basic manual and any applicable appendices and supplements thereto only in those area listed herein. Weight and Balance information not contained in this supplement, consult the basic Weight and Balance Manual, Operation Manual and applicable appendices and supplements thereto.
A. This supplement Report No. IAI 365-08-00-B4154-LOT1 updates the relevant subject sections of the Boeing 737-400 Weight and Balance Control and Loading Manual, D043A540-LOT1, Highlights Revision No. 1, when a passenger 737-400 is converted into a 737-400 SF, Special Freighter, using CAAI STC SA160.
B. This Supplement report is organized with full compliance to Boeing Weight and Balance Control and Loading Manual, Report No. D043A540-LOT1, Highlights Revision No. 1, as presented in Chapter 1 - Control.
C. ALL CHAPTERS IN THE TABLE OF CONTENTS WHICH ARE MARKED ALL OR SF APPLY TO THIS SUPPLEMENT REPORT NO. IAI 365-08-00-B4154-LOT1, FOR SPECIAL FREIGHTER. ALL OTHER CHAPTERS DO NOT APPLY TO THE SF CONFIGURATIONS.
CHAPTERS MARKED “ALL” ARE NOT COPIED INTO THIS SUPPLEMENT. REFER TO BOEING DOCUMENT D043A540-LOT1 HIGHLIGHT REVISION NO. 1.
This revision updates this manual to include the applicable chapters when a passenger configuration 737-400 is converted into 737-400 SF, Special Freighter.
The following chapters were changed:
• AIRPLANE CONFIGURATION
• INTERIOR EFFECTIVITY
• 1-00-001
-Terms for cargo added.
The following chapters are not applicable for Special Freighter:
• 1-32-001
• 1-34-002
• 1-44-029
• 1-60-001
• 1-62-001
• 1-90-001
The following chapters were added:
• TITLE
• FOREWORD
• 1-02-069
• 1-32-002
• 1-34-003
• 1-45-001
• 1-60-003
• 1-61-001
• 1-61-002
• 1-61-003
• 1-62-003
• 1-62-101
• 1-63-001
• 1-64-001
• 1-65-001
• 1-84-002
NOTE: Aircraft Serial No. 27131, 27256 were converted to Special Freighter.Applicable configuration for Chapters 1-32-001, 1-34-002, 1-44-029, 1-60-001, 1-62-001 and 1-90-001 changed from ALL to ALL except SF.
Weight and Balance Definitions 1Abbreviations 4Conversion Factors 4Cargo Terms and Definitions 5
AIRPLANE DIMENSIONS 1-00-021 10/13/1998 AllGeneral Arrangement and Primary Dimensions 1
BALANCE REFERENCE SYSTEM 1-00-041 11/25/1998 AllBalance Arms / Body Stations 1Mean Aerodynamic Chord 2Body Buttock Line 2Water Line 2
FACTORS AFFECTING PERFORMANCE AND OPERATIONAL LIMITATIONS 1-02-001 06/29/2005 AllInterpolation of Certified Center of Gravity Limits 1Operational Weight and Center of Gravity Requirements 1Commonwealth of Independent States (CIS) Requirements 2
CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS 1-02-013 06/20/2005 ACertified Weight Limits - MTW 139000 LB (63049 KG) 1Limitations 1C.G. Limits - MTW 139000 LB, MLW 121000 LB, MZFW 113000 LB 2C.G. Limits - MTW 60227 KG, MLW 54884 KG, MZFW 51255 KG 3
CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS 1-02-068 08/02/2010 BCertified Weight Limits - MTW 144000 LB (65317 KG) 1Limitations 1C.G. Limits - MTW 144000 LB, MLW 121000 LB, MZFW 113000 LB 2C.G. Limits - MTW 65317 KG, MLW 54884 KG, MZFW 51255 KG 3
CERTIFIED WEIGHT AND CENTER OF GRAVITY LIMITS 1-02-069 09/21/2010 SFCertified Weight Limits - MTW 144000 LB (65317 KG) 1Limitations 1C.G. Limits - MTW 144000 LB, MLW 121000 LB, MZFW 113000 LB 2C.G. Limits - MTW 65317 KG, MLW 54884 KG, MZFW 51255 KG 3
TAKEOFF HORIZONTAL STABILIZER TRIM SETTING 1-06-001 10/17/2005 AllEnglish Units Flaps 5 1Metric Units Flaps 5 2English Units Flaps 15 3Metric Units Flaps 15 4
LANDING GEAR AND FLAP MOVEMENT BALANCE EFFECT 1-08-001 11/25/1998 AllLanding Gear Retraction Movement 1Flaps Retraction Moment 1
FUELFUEL TANK ARRANGEMENT AND CAPACITIES 1-20-001 02/01/2001 ALL
Fuel Tank Locations 1Maximum Allowable Fuel Weight 2Usable Fuel Quantities and Locations 2Unusable Fuel Quantities and Locations 3
WASTE DISPOSAL SYSTEM 1-34-003 09/21/2010 SFLavatory Quantities and Location - 3 Gallon Precharge 1
PERSONNELPASSENGER AND PERSONNEL WEIGHT ALLOWANCES 1-40-001 11/20/2007 All
FAA Advisory Circular 120-27E Allowances 1
INTERIOR ARRANGEMENT - MAIN DECK 1-44-029 05/13/1999 All Except SFFlight Deck 1Main Cabin - 24C/112Y Arrangement 2
INTERIOR ARRANGEMENT - MAIN DECK 1-45-001 09/21/2010 SFFlight Deck 1Supernumeraries Area 2
CARGOCARGO COMPARTMENTS - LIMITS 1-60-001 08/24/2005 All Except SF
Maximum Allowable Weights 1
CARGO COMPARTMENTS - LINEAR AND LOAD LIMITS 1-60-003 09/01/2009 SFCompartment and Floor Limits 1Maximum Combined (Monocoque) Linear Load Limits 2
FORWARD AND AFT BODY CUMULATIVE LOAD LIMITS 1-61-001 09/21/2010 SFForebody Cumulative Load Limits 1Aftbody Cumulative Load Limits 2
LOADING INSTRUCTIONS FOR HIGH GROSS WEIGHT 1-61-002 09/21/2010 SFCertified Weight Limits up to MTW 144000 LB 1Certified Weight Limits up to MTW 65316 KG 2
CENTER SECTION PAYLOAD AND FUEL LIMITATIONS 1-61-003 09/21/2010 SFCenter Section Payload and Fuel Limitations - IN LB 1Center Section Payload and Fuel Limitations - IN KG 2
CARGO COMPARTMENTS 1-62-001 05/12/2009 All Except SFGeneral Location and Arrangement 1
CARGO COMPARTMENTS 1-62-003 09/21/2010 SFGeneral Location and Arrangement 1
UNIT LOAD DEVICE - MAIN DECK 1-63-001 09/21/2010 SFAllowable Center of Gravity Range 1Maximum Allowable ULD Contour 2
MAIN DECK UNIT LOAD DEVICE LOCATIONS 1-64-001 09/21/2010 SFSize Code A (88 X 125) and Position 10 1Size Code M (96 X 125) and Position 10 2Size Code B (88 X 108) 3
MAIN DECK UNIT LOAD DEVICES LOAD LIMITS 1-65-001 09/21/2010 SFSize Codes A, B, M, K and LD-4 Load Limits 1Size Codes A, B, M, K and LD-4 Load Limits with Missing/ Inoperative Restraints
2
Size Codes A, B, M, K and LD-4 Load Limits 3Size Codes A Load Limits with Missing/Inoperative Restraints 4Size Codes B Load Limits with Missing/Inoperative Restraints 5Size Codes M Load Limits with Missing/Inoperative Restraints 6Size Codes K and LD-4 Load Limits with Missing/Inoperative Restraints 7
The engineering data and CAAI certification provided by this document is applicable and valid only forthe airplane listed below. With respect to any other modifications, it shall be the responsibility of thebuyer to obtain the data and appropriate regulatory agency approval.
CONFIGURATION ASSIGNMENT
The table shown below correlates each airplane serial number to the currently allowed configuration(s) for thatairplane. Each configuration is designated by a different letter. Configuration qualifications are listed following thetable and indicate the change authorization involved for airplanes with multiple allowable configurations. Becausethere may be multiple configuration letters applicable to any serial number, and also multiple configuration qualifi-cations listed for any configuration letter, care should be exercised when determining the configuration letterwhich correctly reflects the applicable configuration of the airplane.
Line number and variable number per Boeing document D043A540-LOT1, Highlight Revision No. 1.
LIST OF APPLICABLE CHAPTERS
All chapters which are marked ALL or SF in the table of contents are applicable for all the aircraft in the configuration assignment.
CONFIGURATION QUALIFICATIONS
[1] Upon incorporation of Boeing Service Bulletin 737-32-1455 (Landing Gear - Tires and Wheels - Change toIncrease Maximum Takeoff Weight to 143,500 Pounds and Maximum Taxi Weight to 144,000 Pounds).
The tabular data shown below correlates each airplane serial number to the cargo arrangement(s) certified forthat airplane. Each cargo arrangement is designated by drawing number and revision letter. To locate a particular cargo arrangement(s), refer to the interior section listed below. Drawing numbers are listed beside eachinterior drawing in the interior section.
SERIAL NUMBER
PASSENGER OR CARGO ARRANGEMENT EFFECTIVITY - MAIN CABIN
The following definitions are provided to assist operators in having a better understanding of the terms usedthroughout the Weight and Balance Manual.
General Terms or Acronyms
Balance Arm (B.A.) A true measure of distance from forward to aft, in inches, from a fixed datum. The fixed datum is selected by the airplane manufacturer. Balance Arms are used in weight and balance calculations. To see the relationship between B.A. and B.S., refer to CHP-SEC-SUB 1-00-04X of the Boeing manual.
Body Station (B.S.) A manufacturing location on the airplane. For first of an airplane model, B.S. are continuous from the front to the aft of the airplane. For later versions that are either stretched (i.e. fuselage inserts added) or shrunk (i.e. fuselage sections removed), B.S. becomes discontinuous, for manufacturing reasons. To see the relationship between B.A. and B.S., refer to CHP-SEC-SUB 1-00-04x of the Boeing manual.
Layout of Passenger Arrangement(LOPA)
Not applicable for special freighter
Layout of Passenger Systems(LOPS)
A Boeing internal drawing that depicts the interior layout.
Dimensional Drawing(DD)
An IAI internal drawing that depicts the Special Freighter Configuration top drawing.
WEIGHT TERMS
Basic Empty Weight(BEW)
Standard Basic Empty Weight plus or minus weight of standard item variations.
Delivery Empty Weight(DEW)
Manufacturer's Empty Weight, less any shortages, plus those standard items and operational items in aircraft at time of delivery.
Fleet Empty Weight(FEW)
Average Basic Empty Weight used for a fleet or group of aircraft of the same model and configuration. (The weight of any fleet member shall not vary more than the tolerance established by government regulations.)
Guaranteed Weight Weight the manufacturer clearly defines and guarantees, subject to contractual tolerances and adjustments.
Manufacturer's Empty Weight(MEW)
Weight of structure, powerplant, furnishings, systems and other items of equipment that are an integral part of a particular aircraft configuration. (It is essentially a “dry” weight, including only those fluids contained in closed systems.)
Maximum Payload Maximum Zero Fuel Weight minus Operational Empty Weight.
Operational Empty Weight(OEW)
Basic Empty Weight or Fleet Empty Weight plus operational items.
Operational Items Personnel, equipment and supplies necessary for a particular operation but not included in Basic Empty Weight. These items may vary for a particular aircraft and may include, but are not limited to the following:• Crew and Baggage• Manuals and navigational equipment• Removable service equipment for cabin, galley and bar• Food and beverage, including liquor• Usable fluids other than those in useful load• Life rafts, life vests and emergency transmitters• Aircraft unit load devices.
Operational Landing Weight (OLW)
Maximum authorized weight for landing. (It is subject to airport, operational and related restrictions. It must not exceed maximum certified landing weight.)
Operational Takeoff Weight (OTOW)
Maximum authorized weight for takeoff. (It is subject to airport, operational and related restrictions. This is the weight at start of takeoff run and must not exceed maximum certified takeoff weight.)
Payload Weight of the passengers, cargo and baggage. (These may be revenue and/or non-revenue.)
Standard Basic Empty Weight (SBEW)
Manufacturer's Empty Weight plus standard items.
Standard Items Equipment and fluids not considered an integral part of a particular aircraft and not a variation for the same type of aircraft. These items may include, but are not limited to, the following:• Unusable fuel and other unusable fluids• Engine oil• Toilet fluid and chemical• Fire extinguishers, pyrotechnics and emergency oxygen equipment• Structure in galley, buffet and bar• Supplementary electronic equipment.
Useful Load Difference between takeoff weight and Operational Empty Weight. (It includes payload, usable fuel and other usable fluids not included as operational items.)
Zero Fuel Weight Operational Empty Weight plus payload. (This weight must not exceed Maximum Zero Fuel Weight.)
Maximum Landing Weight (MLW)
Maximum weight for landing as limited by aircraft strength and airworthiness requirements.
Maximum Takeoff Weight (MTOW)
Maximum weight at brake release as limited by aircraft strength and airworthiness requirements.
Maximum Taxi Weight (MTW) Maximum weight for ground maneuver as limited by aircraft strength and airworthiness requirements. (It includes weight of taxi and run-up fuel.)
Maximum Zero Fuel Weight (MZFW)
Maximum weight allowed before usable fuel must be loaded in the aircraft as limited by strength and airworthiness requirements.
Minimum Flight Weight (MFW) Minimum weight for flight as limited by aircraft strength and airworthiness requirements.
Unusable Fuel Fuel remaining after a fuel run-out test has been completed in accordance with government regulations. (It includes drainable unusable fuel plus unusable portion of trapped fuel.)
Drainable Unusable Fuel Unusable fuel minus unusable portion of trapped fuel.
Trapped Unusable Fuel Unusable fuel remaining when aircraft is defueled by normal means using the procedures and attitudes specified for draining the tanks.
Usable Fuel Fuel available for aircraft propulsion.
Drainable Usable Fuel Usable fuel that can be drained from the aircraft by normal means using the procedures and attitudes specified for draining the tanks.
Trapped Usable Fuel Usable fuel remaining in the fuel feed and engine lines after standard tank defueling.
Curtailments
Cargo Location Variation Operational margin placed within the certified center of gravity limits to compensate for the effect of reasonable variations in cargo location when partially unrestricted cargo placement is permitted.
Fuel Density Variation Operational margin placed within the certified center of gravity limits to compensate for the effect of fuel density variation.
Fuel Usage Operational margin placed within the certified center of gravity limits to compensate for the effect of fuel management during the critical portions of flight.
Gear and Flap Movement Operational margin placed within the certified center of gravity limits to compensate for the effect of extending or retracting landing gear and flaps.
In-flight Movement Operational margin placed within the certified center of gravity limits to compensate for the effect of reasonable passenger, crew, and cart movement during flight.
Loading Schedule A hardcopy or computerized form used to record the aircraft’s weight, load distribution and other appropriate information; to calculate and check the weight and balance conditions of the aircraft against operational limitations; and to establish the stabilizer trim setting for takeoff.
Operational Empty Weight Variation
Operational margin placed within the certified center of gravity limits to compensate for the known variations in the standard and operational items.
Passenger Seating Variation Operational margin placed within the certified center of gravity limits to compensate for the effect of reasonable variations in passenger center of gravity when unrestricted seating is permitted.
Fleet Center-of-Gravity Average Basic Empty Weight center of gravity used for a fleet or group of aircraft of the same model and configuration. (The center of gravity of any fleet member shall not vary more than the maximum tolerance established by government regulations.)
The following terms, when necessary, will be abbreviated as shown below.
CONVERSION FACTORS
The data in this manual is provided in both English and Metric units. Unless otherwise stated, the conversionslisted below are used throughout this manual.
When totals or summations are required the English values are summed separately from the metric values.Differences may occur when comparing the English totals with the metric totals due to round off.
All metric values are converted from English values. When using the conversion factors in this manual, allresultants will be rounded except when the value is a weight limitation. For minimum or maximum weightlimitations the resultant metric values will be rounded up or truncated, whichever is more conservative.
UNIT ABBREVIATION UNIT ABBREVIATION
Pounds LB Inches IN.
Kilograms KG Feet FT
U. S. Gallons U.S. GAL. Square Feet SQ FT
Liters L Cubic Feet CU FT
Number NO. Inboard INBD
Forward FWD Outboard OUTBD
Balance Arm B.A. Mean Aerodynamic Chord MAC
Body Buttock Line B.B.L. Leading Edge of the MAC LEMAC
Cargo Compartment The single volume enclosed by the cargo floor, the forward cargo partition, theaft cargo partition, the cargo compartment ceiling and the cargo compartmentsidewalls.
Certified ULD A unit load device that has been manufactured in accordance to and receivedapproval by the appropriate governmental airworthiness authority indicatingthe airplane ULD meets their safety requirements.
Frangible Cargo Cargo with low density and non-rigid structure that is loose in nature and ableto absorb energy during an emergency landing situation, such as multiplesmall packages in a crushable container.
Frangible ULD Any ULD, when empty or when containing frangible cargo.
g The expression used to show the magnitude of a force in terms of the standardearth gravitational unit.
NAS 3610 A document which defines test conditions for certification of ULDs.
Non-Certified ULD A unit load device that has not received approval by the appropriategovernmental airworthiness authority indicating the airplane ULD meets theirsafety requirements.
Rigid Cargo Cargo consisting of an item or items which will not readily separate or whichwill not readily conform to the airplane contour when subjected to a 9g forwardload. Examples include aircraft engines, machine tools, vehicles, automobileengines, pipes, large motors or generators, etc.
Tie-down Fitting An attachment device designed to transfer forces between a load bearingdevice (typically a net, strap, rope or bar) and a cargo track.
ULD Unit Load Device. An assembly of component comprising either of thefollowing:• pallet and pallet net• pallet and pallet net over an igloo• aircraft container.The purpose of the unit is to enable individual pieces of cargo to be assembled into a standard sized unit to facilitate rapid loading/unloading into the aircraft having compatible handling and restraint systems which interface directly with the unit.
CERTIFIED WEIGHT LIMITS - MTW 144000 LB (65316 KG)
The Maximum Certified Gross Weights and Center of Gravity Limits are shown graphically on pages 2 & 3.
These Center of Gravity Limits are for taxi, takeoff, flight and landing unless otherwise specified, and are theabsolute limits which must not be exceeded by the airplane center of gravity in any taxi, takeoff, flight, or landingconfiguration.
LIMITATIONS
The following limitations must be met in order to use the certified gross weight and center of gravity limits:
• Minimum Tire Size Required
• Nose Gear - 27X7.75-15/12 Ply Rating
• Main Gear - H40X14.5-19/26 Ply Rating or H42X16-19/24 Ply Rating.
• Refer to the Airplane Maintenance Manual Section 12-15-51 for minimum tire pressure requirements.
The original potable water system is retained in the airplane.
The drinking and washing water system has one storage tank per airplane. Total potable water and supply linecapacities for a 40 gallon tank and standpipe is listed in the table below.
Any potable water in the airplane should be considered as payload.
40 GALLON WATER TANK
STANDPIPED TO LOCATION
VOLUME WEIGHTB.A. IN
U.S. GAL. L LB KG
40 Gallons
Tank 40.0 151.4 333.6 151.3 1107.0
Lines 1.8 6.8 15.0 6.8 682.7
Total 41.8 158.2 348.6 158.1 1088.7
NOTE: Density used is 8.34 LB/U.S. GAL. (0.999 KG/L)
The flight crew balance arms are defined as 7 IN. in front of the Seat Reference Point (SRP). The SRP is definedas the intersection of the seat bottom and the seat back. The crew locations represent the crew seated at takeoffpositions.
The galley weights listed in the following table represents the maximum allowable galley loading that can besustained by the basic monocoque structure for the galley footprints shown in the Main Deck SupernumerariesArea.
NOTE: Galleys installed on the aircraft may be further limited by the carrier and contents weight as shown on the galley capacity placards.
NOTE: For main deck cargo arrangement refer to Chapter 1-64-001.
The main deck and lower deck compartment loads listed below are the maximum loads that can be sustained bythe basic monocoque structure. These values are consistent with the airplane configuration described in thismanual.
The following illustration shows the configuration of the cargo compartments. The forward cargo compartmentuses bulk loading at 12 LB/CU FT (5.4 KG/CU FT) and contains an E5 rack. The aft cargo compartment uses bulkloading at 11 LB/CU/FT (4.9 KG/CU FT)
The four basic structural limitations that must be observed when loading payload are compartment, linear, areaand combined load limits. The maximum compartment, linear, area, and combined loads for the 737-400SF areshown below.
NOTE: (1) Refer to Notes on page 2.
MAXIMUM ALLOWABLE WEIGHT (1)
COMPARTMENT (2)TOTAL WEIGHT LINEAR LOADING AREA LOADING
When a unit load device overlaps two linear load zones, the lower of the two linear loads is used for the length ofthe entire unit load device to determine the allowable unit load device load. An exception is made when a unit loaddevice has less than 11.0 inches in the lower linear load zone in which case the higher linear load may be used forthe length of the unit load device.
Maximum Combined (Monocoque) Linear Load Limits
NOTE: (1) The load limits above include the weight of cargo and the Unit Load Devices.
(2) Each section may be loaded up to the allowed linear load limit, but the max load should not exceed the max combined linear load.
(3) Compartment limitations must be observed.
BALANCE ARMINCH MAIN DECK LOWER DECK MAXIMUM COMBINED
The cumulative total load profile is computed forward to aft in the forebody and must not exceed load distributionlimitations shown in the table below:
NOTE: (1) THE WEIGHT OF SUPERNUMERARIES AND THEIR BAGGAGE MUSTBE INCLUDED IN THE CUMULATIVE LOAD LIMITS.
(2) THE CUMULATIVE LOAD AT THE SPECIFIED BALANCE ARM CONSISTS OF THE WEIGHT OF THE CARGO ON THE MAIN DECK PLUS THE CARGO IN THE HOLD BELOW.
(3) THE LIMITATIONS FOR CENTER SECTION PAYLOAD AND FUEL ARE SHOWN ON CHP-SEC 1-61-003.
(4) THE ULD LOAD LIMITS ARE DEFINED ON CHP-SEC 1-65-001, PAGE 1.THE LOWER HOLD CARGO LIMITS ARE DEFINED ON CHP-SEC 1-60-003.
(5) FOR INTERMEDIATE LOCATIONS USE LINEAR INTERPOLATION.
The limitations for center section payload and fuel loading are shown on the following graphs. These limitationsapply to cargo loaded between B.A. 540 and 664.
Center Section Payload and Fuel Limitations - IN LB
For Payload Greater than 5307 lb the Maximum Fuel + Payload = 21,729 lb at Ramp.
THE CENTER SECTION LOADING SHOULD BE CALCULATED ACCORDING TO THE FORMULA BELOW:
Center Section Payload Calculation
For A or B ULDs = 0.3 P4 + P5 + 0.1 P6For M ULDs = 0.6 P4 + 0.7 P5
CENTER SECTION PAYLOAD AND FUEL LIMITATIONS (CONT)
The limitations for center section payload and fuel loading are shown on the following graph. These limitationsapply to cargo loaded between B.A. 540 and 664.
Center Section Payload and Fuel Limitations - in KG
For Payload Greater than 2407 Kg the Maximum Fuel + Payload = 9,856 Kg at Ramp.
THE CENTER SECTION LOADING SHOULD BE CALCULATED ACCORDING TO THE FORMULA BELOW:
Center Section Payload Calculation
For A or B ULDs = 0.3 P4 + P5 + 0.1 P6For M ULDs = 0.6 P4 + 0.7 P5
A Unit Load Device (ULD) is a device for grouping and retaining cargo for transit. The ULD can refer to a palletand net, a pallet and net over and igloo, or a container. This Chapter-Section-Subject provides center of gravitylimits, dimensions for Side Code A, B, M, K and IATA LD-4 ULDs certified in conformance with TSO C90C.
NOTE: MIXED ULD’S CONFIGURATIONS ARE PERMITTED ON THE CONDITION THAT THE POSITION OF ULD’S HAS NOT CHANGED FROM THE APPROVED CONFIGURATIONS’ STATIONS AS DEFINED ON CHP-SEC 1-64-001.
For each ULD configuration the ULD position is fixed (See Chapter 1-64-001)
The allowable center of gravity range is based on the geometric center of the Unit Load Device base dimension.the vertical center of gravity is measured from the base of the container. Good judgement must be used indistributing the load within the ULD.
Use of ULDs that are not specified in this manual requires tie-downs for the ULD gross weight and the specifiedload factors.
ULD DESIGNATION ALLOWABLE CENTER OF GRAVITY RANGE (IN)
SIZE CODE NAS 3610 TYPE ULD SIZE VERTICAL LATERAL LONGITUDINAL
The illustration below shows the positions in the main deck compartment for size code A and position 10 unit loaddevices using the delivery restraint hardware configuration.
Assuming a uniformly distributed load for the positions shown in the above illustration, the following tabletabulates the fwd and aft edge for each individual position in balance ARM (B.A.).
NOTE: 1. Empty ULD’s position are permitted.
2. When carrying rigid cargo on the main deck, at least one cargo position forward of rigid cargo shall contain frangible cargo.Refer to CHP 1-00-001, page 5 for frangible cargo definition.
The illustration below shows the positions in the main deck compartment for size code B and position 10 unit loaddevices using the delivery restraint hardware configuration.
Assuming a uniformly distributed load for the positions shown in the above illustration, the following tabletabulates the fwd and aft edge for each individual position in balance ARM (B.A.).
NOTE: 1. Empty ULD’s position are permitted.
2. When carrying rigid cargo on the main deck, at least one cargo position forward of rigid cargo shall contain frangible cargo.Refer to CHP 1-00-001, page 5 for frangible cargo definition.
The illustration below shows the positions in the main deck compartment for size code M and position 10 unit loaddevices using the delivery restraint hardware configuration.
Assuming a uniformly distributed load for the positions shown in the above illustration, the following tabletabulates the fwd and aft edge for each individual position in balance ARM (B.A.).
NOTE: 1. Empty ULD’s position are permitted.
2. When carrying rigid cargo on the main deck, at least one cargo position forward of rigid cargo shall contain frangible cargo.Refer to CHP 1-00-001, page 5 for frangible cargo definition.
The load device contents must be loaded in such a manner that it is sufficiently secured to prevent it frombecoming a hazard or damaging the airplane structure due to shifting under operational loads.
CAUTION: The maximum allowable payload on the main deck is: MZFW-OEW (per particular aircraft) but not to exceed 45,000 Lb and Limitations in CHP-SEC 1-60-003.The maximum load includes the tare weight of the unit load device.
ULD DESIGNATION POSITION WEIGHT
SIDE CODE NAS 3610 TYPE ULD SIZE UNIT 1 2 3 4 5 6 7 8 9 10
SIZE CODE A, B AND M LOAD LIMITS WITH MISSING/INOPERATIVE RESTRAINTS
Under the following conditions reduced or no loads are required with certain equipment missing/inoperable.
Restraint systems are defined as side restraint, forward/aft restraints and vertical restraints. Each restraintdirection is considered separately when missing/inoperative restraint equipment exists, (i.e. forward, aft, side left,side right and vertical loading).
Restrain symbols used in the schematic illustrations that follow are described below:
This symbol indicates restraint applied in two directions: vertical and side.
• Outboard guide rail: side restraint is given by the guide rail; vertical restraint may be given by the manually operable side lock, or by the spring-loaded rotating vertical restraint
•
This restraint symbol occurs along ULD leading and trailing edges. The hardware is manually retractableand end locks or pallet locks, which apply restraint in a vertical direction and a forward or aft direction.
CAUTION: Care must be exercised during loading and unloading of unit load devices when equipment is missing/inoperable to prevent damage to airplane structure. It is advisable that malfunctioning equipment be repaired or replaced to prevent damage to operative equipment.
CAUTION: When a restraint is common to restrain more than one ULD, the missing restraint limit must be applied to all affected ULDs.
SIZE CODE A, B AND M LOAD LIMITS WITH MISSING/INOPERATIVE RESTRAINTS (Cont)
Allowable weight includes the weight of the ULD. Any load in excess of the allowables specified in thisChapter-Section must be restrained by additional tie-downs.
Missing/inoperative restraints cannot be adjacent to each other. Also two restraints adjacent to a common cornercan not be missing/inoperative.
The following equipment malfunctions do not constitute a load limit restriction:
• Jammed or missing sill and capstan rollers
• Jammed or missing balls in a ball mat
• Jammed or missing rollers in a roller tray
• Missing side guide rail
A lock is considered to be fully effective at the corner of a ULD if the centerline of the lockhead lines up with thetangency point of the ULD corner radius.
NOTE: An empty ULD can be carried in any position provided at least one restraint is operable in each (forward, aft, left and right) direction. In addition, one vertical restraint on each edge (forward, aft, left and right) must be operable.
SIZE CODE A, B AND M LOAD LIMITS WITH MISSING/INOPERATIVE RESTRAINTS (Cont)
Size Code A Lateral (88 x 125 inches)
The following table is for one (1) missing or inoperative restraint per ULD only. This table shows the reducedmaximum weight of a particular ULD depending on the missing or inoperable end restraint and its location relativeto the ULD.
CAUTION: A position may not be loaded if more than one (1) of its restraints is missing or inoperative
For non-commonly restrained, adjacent ULDS, missing/Inoperative restraints shall not be side by side.
BASIC RESTRAINT CONFIGURATION
DIRECTION
POSITION
1A - 6A8A - 9A 7A
NUMBER
Vertical 18 20
Side 4/4 5/5
Fwd 5 5
Aft 5 5
POSITION WEIGHTS (LB)
1 2 3 4 5 6 7 8 9
All Restraints MAX LOAD (LB) 5600 5600 5600 5600 9000 7300 5000 5000 4700
SIZE CODE A, B AND M LOAD LIMITS WITH MISSING/INOPERATIVE RESTRAINTS (Cont)
Size Code M Lateral (96 x 125 inches)
The following table is for one (1) missing or inoperative restraint per ULD only. This table shows the reducedmaximum weight of a particular ULD depending on the missing or inoperable end restraint and its location relativeto the ULD.
CAUTION: A position may not be loaded if more than one (1) of its restraints is missing or inoperative
For non-commonly restrained, adjacent ULDS, missing/Inoperative restraints shall not be side by side.
BASIC RESTRAINT CONFIGURATION
DIRECTION
POSITION
1M, 3M, 5M, 7M
2M,4M,6M, 8M
NUMBER NUMBER
Vertical 18 20
Side 4/4 5/5
Fwd 5 5
Aft 5 5
POSITION WEIGHTS (LB)
1 2 3 4 5 6 7 8
All Restraints MAX LOAD (LB) 5600 5600 5600 5600 7950 5000 5000 5000
One (1) Missing
FWD/AFT 2767 2800 5357 5357 4812 5000 3869 3656
RIGHT SIDE 2767 2800 5357 5357 4812 5000 3869 3656
SIZE CODE A, B, M, K AND LD-4 LOAD LIMITS WITH MISSING/INOPERATIVE RESTRAINTS (Cont)
Size Code B Lateral (88 x 108 inches)
The following table is for one (1) missing or inoperative restraint per ULD only. This table shows the reduced maximum weight of a particular ULD depending on the missing or inoperable end restraint and its location relative to the ULD.
CAUTION: A position may not be loaded if more than one (1) of its restraints is missing or inoperative
For non-commonly restrained, adjacent ULDS, missing/Inoperative restraints shall not be side by side.
BASIC RESTRAINT CONFIGURATION
DIRECTION
POSITION
1B - 6B8B - 9B 7B 10B
NUMBER
Vertical 18 20 16
Side 4/4 5/5 4/4
Fwd 5 5 5
Aft 5 5 3
POSITION WEIGHTS (LB)
1 2 3 4 5 6 7 8 9 10
All Restraints MAX LOAD (LB) 4750 4750 4750 4750 7500 6250 4300 4300 4050 3000
SIZE CODE A, B AND M LOAD LIMITS WITH MISSING/INOPERATIVE RESTRAINTS (Cont)
Size Code A Longitudinal (125 x 88 x 64) - FOR CONFIGURATIONS 1 ONLY.
The following table is for one (1) missing or inoperative restraint per ULD only. This table shows the reducedmaximum weight of a particular ULD depending on the missing or inoperable end restraint and its location relativeto the ULD.
CAUTION: If at any time during aircraft loading the Nose Gear Load is less than 2000 lbs or C.G. of the aircraft is more than 41% MAC, tail jack must be in place to avoid tipping. In this case, check that load on tail jack is less than maximum allowable load as defined in Maintenance Manual or in Section 1-80-001 of Boeing Weight and Balance Control and Loading Manual Report D043A540-LOT1, Highlights Revision No. 1.
