357. Evaluation of Present Load Devices


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C A Hangoe: 357. Evaluation of Present Load Devices. 1962.



This paper was presented at the Twenty-first Annual National Conference of the Society of Aeronautical Weight Engineers at Seattle, Washington, May 14-17, 1962. The text of this paper represents a review and examination of load devices presently used by airlines for determination of Weight and Balance including the technical and philosophical reasons for their selection.
This paper was prompted by the wish of airline delegates to the Society of Aeronautical Weight Engineers 1961 Conference, held in the month of May in Akron, Ohio, U.S.A. It is the natural extension of a paper delivered at that time and entitled ‘Today’s Graphical Aircraft Load Devices’.
It might be pertinent to repeat here some of the thoughts expressed in Akron, last year. I had this to say:
‘In dispatch loading an aircraft, airline personnel make use of various load devices. Known commonly, throughout the world-wide airline industry, are such devices as the tabular load chart, the index number method, the graphical trim sheet, straight and circular slide rules, monograph, etc. In the last few years, attempts have also been made to produce mechanical and electronical load computers but only with limited success due to high coast involved.
In regard to history and in the past, strong preferences, more than rationality, has dictated the choice of load devices employed by many airlines. On the North American continent, the tabular load chart seemed to be most favored. In Europe and elsewhere, the graphical trim sheet seemed preferred. Of the remaining devices and methods mentioned, these appear to have been employed only by airlines where their particular suitability left no better choice.
In the selection of an aircraft load device or method, the costs involved in its procurement and distribution, for total station coverage, enter into the overall considerations. Not only need these coasts be borne in mind, but also those connected with the periodic and necessary changes and revisions which invariably are to follow. The latter costs may easily become prohibitive regardless of the initial investment and other outstanding merits of the chosen device. Further, the operational economics must be so that a minimum of penalties are incurred in the load distributions and the maximum aircraft payload utilization, by the usage of such a device’.
In the approach to the topic of this paper, it appeared a good idea to conduct an opinion survey. A suitable questionnaire was prepared and mailed to airlines, aircraft manufacturers and associated agencies. The response was word-wide and gratifying. A total of 72 questionnaires were mailed and 34 completed and returned. This constitutes a 47% response.


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