how the commerical staff preplans the loading
Beau_Peep
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how the commerical staff preplans the loading
how the commerical staff preplans the loading for CG balance in A320? what guidelines do they follow in general?
The ops dept will usually send an Estimate Zero Fuel Weight to Flight Despatch at least 6 hours before STD, for short sectors usually the night before. Flight Despatch will raise the flight plan (OFP) based on this weight, primarily setting the fuel required for this sector/subsequent. An OFP is more detailed than the flight-plan submitted to ATC as it will have all the way-points and will incorporate the fuel log.
When planning the load for the flight, you have to keep this Estimate Zero Fuel Weight in mind, there is a limit (depending on a/c type) for any variance, plus or minus, which if exceeded will require a new OFP. More load= more fuel, less load=less fuel. It may seem that less load is a non-issue but apart from unneccessary costs (it takes fuel to carry fuel)', you may end up exceeding your landing weight on arrival.
Once the aircraft is live, typically 2hours before departure, you start with the booked pax load...
Distribute according to trend.. passengers will tend to congregate in the front of the cabin so its not usually a case of distributing them evenly. If you are in a transit station you have to look at the transit load and plan your flight around that.
Once you've done that look at what you have for the holds, short flights will have less bags and longer sectors will have more. On multi-sector flights you may want to load bags for different destinations in separate holds to ease handling in the transit stations. Likewise for cargo.
Given that the front of the passenger cabin is usually heavier, and airplanes like to fly with a bit of rear weight bias, you would distribute the weight of the deadload (term for anything in the holds) accordingly.
A good load-planner will consider many variables, the 'what-if' question will be always be at the back of his mind.
-What if those 20pax inbound from SFO don't make the connections, what will happen to my trim?
-What if the cargo load is cancelled?
He will usually have a game-plan which will enable him to make quick decision to re-plan his load with minimum changes.
Other things to consider..
-On some aircraft, loading is a bit tricky. Example is the B747-Combi where you cannot load the main deck unless you have the fwd hold loaded.
-Load priority, some stuff have to be loaded near the doors, bags with connecting flights need to be loaded near the door.
-Consider temp and ventilation for animals of perishable cargo.
-Consider the restrictions for Dangerous Goods, you wouldn't load an acid on top flammable liquids, for example.
-If there are any sports events/teams travelling you may need to allow more space for their equipment.
-Likewise travelling bands etc
-Finally if the weather at the destination is bad the pilot may decide to take more fuel which may affect the maximum take-off weight, to get the airplane within the limits something has to come-off, typicall cargo is the first to go.
This information is just the basics which come to mind.. hopes this helps.
Please do not hesitate to ask if you have any questions.
When planning the load for the flight, you have to keep this Estimate Zero Fuel Weight in mind, there is a limit (depending on a/c type) for any variance, plus or minus, which if exceeded will require a new OFP. More load= more fuel, less load=less fuel. It may seem that less load is a non-issue but apart from unneccessary costs (it takes fuel to carry fuel)', you may end up exceeding your landing weight on arrival.
Once the aircraft is live, typically 2hours before departure, you start with the booked pax load...
Distribute according to trend.. passengers will tend to congregate in the front of the cabin so its not usually a case of distributing them evenly. If you are in a transit station you have to look at the transit load and plan your flight around that.
Once you've done that look at what you have for the holds, short flights will have less bags and longer sectors will have more. On multi-sector flights you may want to load bags for different destinations in separate holds to ease handling in the transit stations. Likewise for cargo.
Given that the front of the passenger cabin is usually heavier, and airplanes like to fly with a bit of rear weight bias, you would distribute the weight of the deadload (term for anything in the holds) accordingly.
A good load-planner will consider many variables, the 'what-if' question will be always be at the back of his mind.
-What if those 20pax inbound from SFO don't make the connections, what will happen to my trim?
-What if the cargo load is cancelled?
He will usually have a game-plan which will enable him to make quick decision to re-plan his load with minimum changes.
Other things to consider..
-On some aircraft, loading is a bit tricky. Example is the B747-Combi where you cannot load the main deck unless you have the fwd hold loaded.
-Load priority, some stuff have to be loaded near the doors, bags with connecting flights need to be loaded near the door.
-Consider temp and ventilation for animals of perishable cargo.
-Consider the restrictions for Dangerous Goods, you wouldn't load an acid on top flammable liquids, for example.
-If there are any sports events/teams travelling you may need to allow more space for their equipment.
-Likewise travelling bands etc
-Finally if the weather at the destination is bad the pilot may decide to take more fuel which may affect the maximum take-off weight, to get the airplane within the limits something has to come-off, typicall cargo is the first to go.
This information is just the basics which come to mind.. hopes this helps.
Please do not hesitate to ask if you have any questions.
