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Structural limitations

P2F Troubleshooting: Your Go-To Guide!

As cargo airlines face an ever-increasing demand for air freight capacity, more and more are turning to P2F (Passenger-to-Freighter) to address these needs. On face value, this seems like a logical move; after all, modifying passenger aircraft into cargo planes enables you to maximize the lifespan of older passenger planes and offers a cost-effective solution to meet logistics needs. Let's be the party-poopers this time and provide a reality check. We're going to look at the common problems cargo airlines face when introducing P2F aircraft to their fleet: 

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Structural Limitations: Maximum Running Loads

Running load is a limitation that prevents floor damage.

It is given as kilogram per meter, kilogram per inch, or pound per inch. And 62 kg/in limit means that if we cut the aircraft fuselage in slices (the width of each is 1 inch) the total mass loaded in the slice cannot exceed 62 kg. The limit can be set differently in different areas of the aircraft. Usually, it is higher in the section over the wing and decreases in the AFT part of the aircraft.

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Structural Limitations: Accumulated Loads

The aircraft structure is designed to withstand certain bending moments and vibrations. To prevent excessive forces exerted on a structure, manufacturers regulate the weight of the load that is allowed in a given section of a fuselage. The limitation can apply to the whole hold space or only some designated part of it.

In the Evionica’s Weight and Balance solution, the fuselage section can be arbitrarily defined together with a weight limitation that should be validated.

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Lateral Imbalance

The lateral balance aims to keep quite even distribution of mass loaded on the LEFT and RIGHT aisle of the aircraft. It is crucial for wide-body aircraft which can accommodate ULDs loaded side-by-side in two lines on both the Main and Lower Decks.

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