C1,FM 55-9

CHAPTER 5

BASICS OF AIRCRAFT LOAD PLANNING

INTRODUCTION * • The placement of the cargo in the aircraft

so that the weight and balance check will
This chapter shows how to carefully plan an not require rearranging of the cargo. Usu-
air movement to ensure efficient use of the aircraft ally the heaviest items of cargo are placed
before loading. It concentrates on the manual air in the aircraft CG area, with the lighter
load planning method but also discusses automa- items forward and aft. See Table 2-1 for CB
tion. Air load planners must be proficient in man- windows.
ual air load planning techniques before using
automated methods. • The location of the emergency exits. Cargo
should not block any passenger or emer-
The following basic principles of load plan-
gency door.
ning apply to any type of aircraft. Load planning—
• The location of the safety aisle. Cargo
• Identifies the type of aircraft needed to
should never obstruct the required safety
carry a load.
aisle that lets the crew move freely from the
• Identifies the exact number of aircraft front to the rear of the aircraft.
needed to accomplish a particular mission. • The cargo loading order. The cargo sched-
• Identifies in advance any additional required uled to be unloaded first is usually loaded
loading aids to ensure availability at load last.
time. Aircraft ground time is minimized •
The requirement for hazardous cargo
when the unit is prepared to load.
marking, documentation, and placement
• Helps the unit prioritize the movement of within the aircraft. Each unit is responsible
cargo and personnel. for certification of hazardous material and
specific packaging requirements according
Many factors are considered in the load plan-
to TM 38-250.
ning process. Primarily, the load planner must
ensure the safe and efficient use of the aircraft. Other load planning considerations relate di-
The load planner must comply with aircraft safety, rectly to the deploying unit: its mission and the
weight and balance, and floor load restrictions. expected scheme of operation upon arrival at des-
The load must be within an acceptable center of tination. FM 55-12 details planning considerations
balance condition for takeoff, flight, and landing. and responsibilities.
The load planner must also consider the ease of TYPES OF LOADS
loading and unloading. Improper planning can re-
sult in excessive loading or unloading time or struc- Aircraft loading is generally categorized into
tural failure in flight or on landing. A load properly two types: concentrated loading and palletized
planned and coordinated will go on the aircraft loading.
quickly, safely, and with minimum difficulty.
Concentrated Loading
LOAD PLANNING CONSIDERATIONS Concentrated loads are very large or heavy
Some basic considerations affect the aircraft items, such as vehicles, tanks, or construction
and aircraft stability. The following must be known equipment. The precise station location on which
before any load planning can begin: the cargo is to be placed inside the aircraft must be
computed. To properly place the cargo on a spec-
• The aircraft critical leg allowable cabin load. ified station, the cargo item must be marked with
• The center of gravity range of the aircraft. the correct center of balance. Since station

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computations enter into this method of loading, it • Do not use the book weight or item data
is also called station loading. cards for weight and balance purposes dur-
ing actual airlift. Use the actual scale
weight.
Palletized Loading
*Another consideration when planning loads
The entire aircraft load generally consists of
for the C-130, C-141, and C-17 is that neither has
preloaded 463L pallets, properly secured and
a separate troop compartment. Therefore, when
ready for flight. The center of each pallet is its
planning troop movements, cargo-carrying capac-
center of balance unless the pallet is marked oth-
ity is sacrificed. The cargo load restricts the num-
erwise. The 463L restraint rail system positions
ber of troops that can be carried. The following
and secures the pallets in the aircraft. See Appen-
general rules apply to the use of sidewall seats
dix D for more information on the 463L cargo when planning nonpalletized cargo on the C-130,
system.
C-141, and C-17:
AIRCRAFT LOADING DATA * • Cargo widths up to 76 inches for the C-130,
The unit load planner must be familiar with up to 80 inches for the C-141, and up to 156
the loading rules and limitations for each aircraft. inches for the C-17 - may carry troops on
General rules that apply to all aircraft follow: both sides of the cargo. Centerline load the
cargo in the aircraft.
• Plan to move general bulk cargo, such as
boxes or crates, on the back of cargo-carry- * • Cargo widths of 77 inches to 96 inches for
ing trucks or trailers. Stacked bulk cargo the C-130, 81 inches to 96 inches for the
should not exceed the reduced configura- C-141, and 157 inches to 192 inches for the
tion height of the cargo-carrying vehicle C-17 - may carry troops on one side of the
according to TB 55-46-1. Ensure vehicle cargo only. Cargo will be offset to the right
weights used for load planning include the side of the cargo compartment.
weight of the cargo. *• Cargo widths over 96 inches for the C-130,
• Secure all general bulk cargo with a mini- C-141, and over 192 inches for the C-17 - no
mum of 1/2-inch diameter rope. Hemp troops will be seated beside the cargo.
rope is recommended; nylon is not author- Centerline load the cargo in the aircraft.
ized.
PRINCIPLES OF MOMENT
• Use only forklifts rated at a lifting capacity
To understand center of balance considera-
equal to or greater than the cargo being
tions, it is necessary to understand the principles
loaded. Normally, 10K forklifts, all ter-
of moment. Moment is simply the product of a
rain/rough terrain (AT/RT), are used.
force (or weight) times the distance from the ref-
• Use forklifts with a minimum tine length of erence datum line. The distance used to calculate
72 inches to avoid dropping or damaging a moment is the arm, which is expressed in inches.
the 463L pallet. To calculate moment, a force (or weight) and dis-
tance must be known. The distance is measured
• Use a minimum of 3/4-inch shoring when
from some known point (reference point or refer-
loading tracked vehicles with metal cleats,
ence datum) to the point throughout which the
studs, or other gripping devices that will
force acts. Moment is meaningless unless the ref-
damage the aircraft floor. See Chapter 6
erence point about which the moment is calculated
for more information on shoring.
is specified.
• Do not deflate vehicle tires to achieve vehi-
There are three items used in weight and bal-
cle height clearance to fit within the aircraft
ance calculations: moment, weight, and arm. The
loading envelope.
• Treat tires with over 100 psi as hard rubber
tires; consider floor limitations.

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 C1,FM 55-9

same effect as a lighter weight farther from the

fulcrum.
To prove mathematically that the seesaw
board is balanced, apply the formula in Figure 5-1
to determine whether or not the moments applied
to each side of the fulcrum are equal.
LEFT SIDE RIGHT SIDE
W = 30 pounds W = 60 pounds
A = 100 inches A = 50 inches
M= WxA M = WxA
= 30 x 100 = 60 x 50
Figure 5-1. Moment—Weight—Arm Triangle.
= 3,000 inch-pounds = 3,000 inch-pounds
relationship of these items can be shown by arrang- Substituting the values from the above
ing them in a mathematical triangle (Figure 5-l). example into the formula shows that each side
Perhaps the simplest way to explain this is to has a moment of 3,000, and the seesaw board is
look at a child’s seesaw: A heavy board is placed perfectly balanced.
across a fixed support about which the board bal- EXAMPLE 2:
ances (fulcrum). When there are two different size
children riding the seesaw, they use their skill or If the fulcrum is unknown with the same seesaw
intuition to make it operate properly. They do this board and the same weights as in Example 1, the
by compensating with distance: the heavier child problem is to determine the location of the ful-
sits closer to the fulcrum and the lighter child sits crum, or the CB, To find the fulcrum, apply the
farther away from the fulcrum. same formula described in Example 1, but first
measure some distances (arm) to find the ap-
EXAMPLE 1: propriate moment for each weight. To measure the
Look at Figure 5-2. A board is perfectly bal- distance, a specific known starting or reference
anced with a 30-pound weight on one end and a point is needed. These measurements may be
60-pound weight on the other. This example shows made from any point, but in this example, the left
that the influence of weight depends directly on its
distance from the fulcrum. For balance to exist, the
weight must be distributed so the leverages or turn-
ing effects are the same on each side of the fulcrum.
Note that the heavyweight near the fulcrum has the

Figure 5-3. Example 2, Unknown Balance

Point.
end of the seesaw board will be the reference point
or reference datum (Figure 5-3).

Figure 5-2. Example 1, Balanced Board.

Assume the distance for each of the weights
on the seesaw board from the RD line measured 20
and 170 inches respectively. Note that the

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C1,FM 55-9

distances are measured from the RD to the center LOAD CENTER OF BALANCE
of mass or CB of each of the weights. Using the In some older publications, the term center of
same formula again, compute the moment: gravity or CG is widely used with aircraft loads
Weight x Arm = Moment (cargo). This term is the same as load or cargo
center of balance. Since balance of the aircraft is
30 x 20 = 600 inch-pounds
mainly affected by weight variations along the lon-
60 x 170 = 10,200 inch-pounds gitudinal axis of the cargo inside the aircraft, the
term center of balance more appropriately refers
90 10,800 inch-pounds
to the balance point of items of cargo or equipment
Add the weights and the moments (inch- that go into the aircraft.
pounds) as shown above. Now, to find the distance
For general cargo center of balance computa-
to the center of balance (fulcrum) in this example,
tion and vehicle center of balance computation,
divide the total moment by total weight. refer to Appendix G of FM 55-12.
Total Moment Arm or10,800 = 120 inches
For load center of balance computation, de-
Total Weight 90
cide what goes on each aircraft; then compute
Therefore, the center of balance (fulcrum) of the total load weight and balance to ensure that
this seesaw board is 120 inches from the RD line the load is within aircraft limits. To do this, know
(Figure 5-4). the—
• Weight of each vehicle or piece of
equipment.
• Fuselage station CB of each vehicle or
piece of equipment as it is located within an
aircraft.
• Total cargo center of balance limitations
range of the aircraft.
The formula to find the load CB is the same as
described in the previous two examples. To find
the arm, the final CB of the loaded aircraft, add all
Figure 5-4. Example 2, Balanced Board. the weights and moments of the cargo. Then divide
the total moment by the total weight to get the final
CB (Figure 5-l). If that CB is within limits (CB
Again to prove mathematically that each limitation range) for that aircraft, the load is
side of the seesaw board is subjected to the same acceptable. If the CB is not within CB limits of the
moment, and therefore is balanced, calculate as aircraft, then move or resequence some of the
follows: cargo items and recalculate.
LEFT SIDE RIGHT SIDE EXAMPLE:
A = 120 – 20 A = 170 – 120 A C-141B load with the weights and fuselage
= 100 = 50 stations shown in Table 5-1 has been developed.
M = WxA M = WxA *The final CB of this aircraft load is 940. The
cargo load center of balance limits (floating win-
= 30 x100 = 60 x 50 dow) is in Table 2-1. The CB limits of a C-141B
= 3,000 inch-pounds = 3,000 inch-pounds with a 50,000-pound cargo load is from 880 to 950.
So this load is acceptable and will not endanger the
Since the same moment or leverage aircraft.
(3,000 inch-pounds) is applied to each side, the
seesaw board is balanced.

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 FM 55-9

Table 5-1. Example C-141B Load.

On most aircraft loads, personnel weight and The development of an aircraft load requires
arm must be included in the aircraft load computa- precision and a knowledge of the principles of center
tion. Personnel should be seated all together of gravity and balance. Once these principles are
(rarely will all available seats be filled) and their understood, aircraft loads can be easily and quickly
CB should be figured from the fuselage station planned without complicated mathematics.
closest to the center of the mass.
Place the center of balance of the heaviest
Whenever possible, seat personnel in directly item at the optimum CG station of the aircraft.
opposite seats. If personnel seats are staggered on Place the next heaviest item forward of the first
either side of the aircraft or in no particular pat- item, the third item aft of the first, and so on. This
tern the CB of each group must be included. The is the pyramid method of loading. It is used to
closer together personnel are seated in the aircraft, quickly plan the placement of vehicles and other
the fewer computations must be done to determine heavy equipment onto the aircraft. One exception
the aircraft CB. to this method is trailers with prime movers. Keep
Loaded pallets do not need a separate CB the associated trailer connected to its prime mover
measurement and marking unless they are of for ease of unloading.
unusual configuration. The loaded pallet must be
part of the load CB computation, but the fuselage Verify the estimated plan after deciding the
stations for the pallets are identified in the aircraft fuselage station on which to place the equipment.
and along the top of the DD Form 2130-series cargo Using this method, together with the templates of
manifest forms. Pallets should not be placed on any the aircraft plans, aircraft loads can be quickly
other fuselage station except those so identified. changed or reconfigured without time-consuming
figuring.
PLACEMENT OF AIRCRAFT LOADS
Load Planning Templates
Boxes, crates, pallets, and other relatively The best way to plan load placement manually
small items are easy to load into an aircraft but still is to obtain templates of all the vehicles and equip-
require a plan on how and where they should be ment in the unit. Figure 5-5 shows some sample
placed inside the aircraft. Wheeled vehicles, equipment templates and their placement on a
trailers, tracked vehicles, and other large equip- cargo manifest. See Appendix E for more informa-
ment require much greater planning effort. tion on templates.

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FM 55-9

Figure 5-5. Sample Equipment Templates.

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 FM 55-9

Loading Procedures by a prime mover or by manhandling. If the towed

load remains with the prime mover aboard the
A large variety of cargo and equipment can be
aircraft, the trailer may or may not remain hitched
transported by aircraft. Thus, a variety of loading to the prime mover inside the aircraft. To conserve
techniques is possible. The ultimate decision of space, the trailer may be uncoupled. In that case,
how cargo is to be loaded and positioned aboard the tongue is normally lowered on the aircraft floor
an aircraft is an Air Force responsibility, specifi- under the prime mover and placed on parking
cally, the aircraft loadmaster. The deploying unit shoring.
normally does the loading, assisted as necessary by
the Arrival/Departure Airfield Control Group NOTE: Take care to ensure that proper
(A/DACG) personnel and equipment. However, shoring is placed under the tongue to
prior planning is the key. Aircraft load planning is prevent damage to the aircraft floor.
the moving unit’s responsibility. Pushed Loads. Some loads may be pushed
The 55-series transportability technical bul- aboard the aircraft either by manhandling or by a
letins provide guidance on loading specific items pusher vehicle. This method is particularly help-
of equipment or systems. TB 55-45 is an authenti- ful in pushing large trailers aboard the aircraft
cated source of information regarding military because the driver can more easily control the
equipment certified for transport in Air Force and operation. A pusher vehicle must be equipped
CRAF aircraft. It also helps as a reference for air with a pintle hook that is attached to the front
movement planning and operations at all levels of bumper of the vehicle. Standard Army vehicles are
command. TB 55-46-1 and -2 (microfiche) define not equipped with such devices. A unit may have
vehicle dimensions and weights for all Army equip- to fabricate one, using scrap iron and a salvaged
ment in operational and reduced (shipping) con- pintle hook. See Appendix D for more information
figuration. All deployment planners should refer on pusher vehicles.
to these publications during unit deployment Winched Loads. It maybe necessary to winch
planning. wheeled or tracked vehicles and skid-mounted or
NOTE: In executing unit deployments, palletized cargo into the aircraft cargo compart-
actual dimensions and weights must be ment. The winching method is particularly useful
used. where cargo compartment clearances and ramp
inclines are critical. The winch is also used to
Follow the prescribed procedures for loading unload cargo or vehicles; it provides necessary
a particular item of equipment. If there are any restraint and control when the cargo is moved
problems, the loadmaster assigned to the aircraft
down the aircraft ramp.
is the final authority for solving them. Depending
on the type of cargo or equipment to be loaded, Airdrop and Low Altitude Parachute Extrac-
there may be more than one single method to use. tion System (LAPES). For information on
Some of the loading methods follow. LAPES, see FM 100-27.
Direct Loading from Vehicles. A vehicle Loads that Require Materials-Handling
delivers cargo directly to the aircraft. The vehicle Equipment. Several devices are available to
is positioned close to the aircraft ramp door, per- ensure rapid loading and unloading of aircraft.
mitting direct transfer of the cargo from the vehicle Common loading aids provided by the Air Force
to the aircraft cargo compartment. are the various K loaders (25K, 25K tactical [TAC],
and 40 K). The 25K loader can accommodate up to
Drive-in/Drive-off Method. The vehicle or three 463L cargo pallets and can carry a maximum
prime mover is driven or backed under its own of 25,000 pounds. With front and rear extensions
power into the aircraft cargo compartment. This installed, the 25K TAC loader can accommodate
method is generally the easiest for loading vehicles up to five 463L cargo pallets and can carry a max-
and is also used for vehicles with towed loads and imum of 25,000 pounds off hard surfaces and
for tractor-trailer units.
35,000 pounds on hard surfaces. The 40K can
Towed Loads. Certain loads, such as trailers, accommodate up to five 463L cargo pallets and can
must be towed or backed aboard the aircraft either carry a maximum of 40,000 pounds. All three are

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FM 55-9

air- and surface-transportable. In addition to the options or packages for any delivery method and
K loaders, 6,000- and 10,000-pound capacity configuration
forklifts supplied by the deploying unit or
Final fielding of AALPS as a module of
DACG/TALCE can be used to handle single 463L
TC-ACCIS is scheduled for FY 94. Software
pallets. See Appendix F for more information on may become available as early as FY 93. Consult
MHE.
the supporting installation transportation office
(ITO) or DTO for current status.
AUTOMATION
There are two automated systems available CALM
to the airload planner. They are the Automated CALM is an Air Force-fielded automated
Air Load Planning System (AALPS) and the system used to load plan C-130, C-141, C-5, and
Computer-Aided Load Manifesting System KC-10 aircraft. The system uses interactive
(CALM). graphics to help the load planner produce and
complete cargo manifests.
AALPS
AALPS is an Army-fielded automated airload CALM is a hard disk-based system requiring
a minimum of 2.5 megabytes of disk memory to
planning system that supports deliberate planning
and execution phases of air movement as well as store the entire program. An additional
2.5 megabytes of disk storage space is recom-
force design and analysis. It is currently fielded as
mended to adequately utilize the capabilities of
a prototype on the Sun 3/140 microcomputer. In
FY 93, AALPS software will be converted to a the system. CALM runs on IBM-compatible com-
hardware platform based on the 80386/80486 puters with a minimum of 640 kilobytes (KB) of
random access memory (RAM), a CGA or EGA
microprocessor and the Unix operating system. In
FY 94, it will interface with the Transportation graphics card, a hard disk, one 5 1/4-inch floppy
disk drive, and a standard IBM AT keyboard with
Coordinator-Automated Command and Control
10 function keys.
Information System (TC-ACCIS) and become a
stand-alone module of TC-ACCIS. CALM software can normally be obtained
AALPS applies to at least three levels of through the unit’s ITO or DTO. It normally con-
functional users: the unit movement officer sists of five 5 1/4-inch floppy disks. An additional
graphics package, Graphics System Software
(UMO), the deployment planner, and the contin-
gency planner/force designer. AALPS provides (GSS) IBM device drivers, Volume 11, is required
“first cut” load plans and the ability to to run the CALM program. CALM versions newer
than 5.0 should no longer require a separate GSS
edit/modify those loads for actual deployment.
AALPS supports the deployment planner, usually driver system because of different graphics
the division transportation officer (DTO), with software technology.
estimates of airlift requirements for deployment Refer to AF Manual 28-346, Volume I/II, the
lists and produces output such as load reports, end user manual for CALM, for further informa-
graphic manifests, and force closure estimates. tion. The Air Force Field Assistance Branch for
Contingency planners/force designers can deter- CALM may be contacted at DSN 596-5771 or com-
mine airlift requirements for numerous force mercial (205) 416-5771.

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