Loadmaster
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During World War II, many transport aircraft crashed because of improper weight and balance. The calculation of weight and balance became more important as aircraft grew larger and the missions became longer. Eventually personnel were trained to perform calculation of weight and balance and became part of the military aircrew on transport planes. Such crew persons were called by various titles. The term "loadmaster" is believed to have been created by the Douglas Aircraft Company, because the first known use of the term appears in the flight manuals for the C-124 Globemaster II aircraft, the largest piston-engine transport aircraft in the US inventory at the time.
An airplane--any airplane--is supported in flight only by its wing. For an aircraft to become and remain airborne, the wing must move through the air at a specified "angle of attack". To assure that the wing moves through the air at the proper angle of attack, the aircraft's center of gravity must fall within a range specified by the aircraft's designers. An aircraft which is too nose-heavy or too tail-heavy will not fly properly, because the angle of attack is affected adversely. This can destroy lift, and cause a stall in certain maneuvers. A stall can cause a plane to fail to fly.
The center of gravity of a transport aircraft is a function of a number of factors: the weight of the empty aircraft (the so-called "basic weight"), the weight of the fuel load (usually carried only in the wings), the weight of the cargo and passengers, and the weight of the crew, and the positions of each of these factors. The weight of each of these factors is known before a flight. What varies from flight to flight is not only the weight of any or all of these factors, but the position of such factors as fuel, passengers and cargo. The weight of each of these factors is converted into a "moment", by multiplying the weight of each item times its distance from a reference point which was established when the aircraft was designed. The sum of all moments is then divided by the sum of all weights and the result is the "center of gravity" for the aircraft with crew, fuel, cargo and passengers aboard. This center of gravity must be within a range specified by the designers. Furthermore, as fuel is burned off during flight the center of gravity changes continually, so that the aircraft becomes either more nose-heavy or more tail-heavy as the flight continues. This must be taken into account when the aircraft is loaded. An aircraft which was "within limits" on takeoff could, in the course of a flight, become "out of limits" because of fuel burnoff.
It is among the loadmaster's functions to perform the calculations and plan load and passenger placement to keep the aircraft within permissible "CG limits" throughout the flight. This is not simply a matter of putting the cargo on and running the aircraft across a scale. There are no scales used for this purpose. Further, there are design limits regarding how much weight the airframe will withstand in a particular compartment, as well as floor limits regarding the pounds per square inch the floor will tolerate. Additionally, there are regulations which may prohibit the placement of one type of cargo near another. Furthermore, unusual cargo may require special equipment to place it aboard, and this may limit where the other cargo may feasibly be placed. The loadmaster must take all of these factors into account when planning load placement aboard the aircraft.
The loadmaster does not physically load the aircraft, but does supervise loading crews and operate loading equipment which is integral to the aircraft. Once the cargo is positioned aboard the aircraft, it must be secured against movement. Because the aircraft will execute maneuvers which exert forces which are multiples of the force of gravity (so-called "G forces"), the loadmaster must determine the appropriate amount of restraint to employ on certain types of cargo, and direct the loading crews in the proper placement of these restraints.
Loadmasters are also required to be qualified for "aerial delivery" of paratroops or cargo by parachute. This is a highly technical and dangerous undertaking. Sometimes, particularly in siege situations, the only way to resupply ground troops is by aerial delivery of equipment, ammunition, food and medical supplies. Many military victories have been dependent in large part upon aerial delivery.
The official United States Air Force description of the duties and qualifications of a loadmaster is found at http://www.theaviationzone.com/main/loadmaster.asp/ and states as follows:
1A2X1 - Aircraft Loadmaster
1. Specialty Summary:
Accomplishes loading and off loading aircraft functions; performs pre-flight and post-flight of aircraft and aircraft systems. Performs loadmaster aircrew functions, computes weight and balance and other mission specific qualification duties. Provides for safety and comfort of passengers and troops, and security of cargo, mail, and baggage during flight. Conducts cargo and personnel airdrops. Supervises loadmaster activities and related functions, including aircraft loading and off loading activities, cargo handling, and restraint.
2. Duties and Responsibilities:
2.1 Reviews aircraft weight and balance records and cargo manifest. Determines quantity of cargo and passengers or troops to be loaded and proper placement in aircraft. Computes load and cargo distribution. Computes weight and balance, and determines the amount of weight to be placed in each compartment or at each station. Considers factors such as fuel load, aircraft structural limits, and emergency equipment required.
2.2 Accomplishes initial pre-flight of aircraft according to flight manuals; pre-flights specific aircraft systems such as restraint rail and airdrop equipment. Operates radios, pre-flights aerospace ground equipment, and applies external power to the aircraft. Performs in-flight and special mission specific duties as required.
2.3 Supervises aircraft loading and off loading. Uses equipment such as 25K, 40K, and 60K loaders; forklifts; and winches. Ensures cargo and passengers are loaded according to load distribution plan. Directs application of restraint devices such as restraint rails, straps, chains, and nets to prevent shifting during flight. Checks cargo, passengers, and troops against manifests.
2.4 Ensures availability of fleet service equipment such as blankets and pillows. Signs for and stows in-flight meals. Briefs passengers and troops on use of seat belts, facilities, and border clearance requirements. Dispenses meals and refreshments. Demonstrates use of emergency equipment such as oxygen masks and life vests, and ensures access to escape hatches. Monitors cargo and passengers in-flight and assists passengers as required.
2.5 Conducts cargo and personnel airdrops according to directives. Attaches extraction parachutes to cargo and platforms. Inspects cargo and platforms, extraction systems and connects static lines. Checks tiedowns, parachutes, containers, suspension systems, and extraction systems to ensure proper cargo extraction or release. Operates aircraft personnel airdrop system and supervises paratroopers exiting the aircraft.
3. Specialty Qualifications:
3.1 Knowledge. Knowledge is mandatory of: types, capacities, and configuration of transport aircraft; arithmetic; emergency equipment and in-flight emergency procedures; personal equipment and oxygen use; communications; current flying directives; interpreting diagrams, loading charts, and technical publications; border agency clearance dispensing and preserving food aboard aircraft; and cargo restraint techniques.
3.2 Education. For entry into this specialty, completion of high school with courses in mathematics or general science is desirable.
3.3 Training. Completion of the Aircraft Loadmaster course is mandatory for award of AFSC 1A231.
3.4 Experience. The following experience is mandatory for award of the AFSC indicated:
3.4.1 1A251. Qualification in and possession of AFSC 1A231. Also, knowledge of types, capacities, and configuration of transport aircraft; weight and balance factors, arithmetic; cargo restraint techniques; emergency equipment and in-flight emergency procedures; using personal equipment and oxygen, communications; current flying directives; interpreting diagrams, loading charts, and applicable technical publications; border agency clearance requirements and forms; principles of dispensing and preserving food aboard aircraft; operation of cargo loading equipment; and cargo and personnel airdrop techniques and equipment.
3.4.2 1A271. Qualification in and possession of AFSC 1A251. Also, experience in types, capacities, and configuration of transport aircraft; airdrop techniques; weight and balance factors; arithmetic; emergency equipment and in-flight emergency procedures; personal equipment and oxygen use; communications; current flying directives; interpreting diagrams, loading charts, and applicable technical publications; border agency clearance requirements and forms; principles of dispensing and preserving food aboard aircraft; and cargo restraint techniques.
3.4.3 1A291. Qualification in and possession of AFSC 1A271. Also, experience in directing functions such as loading military cargo aircraft and establishing procedures for maintaining related records.
3.5 Other. The following are mandatory as indicated:
3.5.1 For entry, award, and retention of these AFSCs:
3.5.1.1 Physical qualification for aircrew duty according to AFI 48-123, Medical Examination and Standards, Class III medical standards.
3.5.1.2 Qualification for aviation service according to AFI 11-402, Aviation And Parachutist Service, Aeronautical Ratings and Badges.
3.5.2 For award and retention of AFSCs 1A231/51/71/91/00, eligibility for a secret security clearance according to AFI 31-501, Personnel Security Program Management.
For those interested in a learning more, there is a link for the Professional Loadmaster Association, to wit: http://www.loadmasters.com
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