course, primarily, they want to know the size and weight of each piece of cargo and evaluate the possibility of stacking. Load planning engineers apply all of their professional skills and experience to maximise the use of the cargo compartment on every occasion. Specialist 3D software is used at this stage to produce a virtual loading scenario to help us achieve the best results.


‘If the customer has provided inaccurate information, then the decision taken by the load planner may be incorrect.’


However, during the planning process, the load planner is not only thinking about how to maximize the use of the aircraft cabin, but also about the safety and security of the cargo. The load engineer has to take into account all the necessary clearances and the stacking height of cargo, ensuring an acceptable alignment plane, as well as the possibility of securing the cargo and the requirements of the crew. That is why it is vital to get accurate information about all of the above items. If the customer has provided inaccurate information, then the decision taken by the load planner may be incorrect. During the loading process it may become clear that the load can’t fit into the cabin or that there is some more space which could have been used for the customer to transport additional cargo. We want to avoid these two scenarios.


IN THE SPOTLIGHT Securing your cargo


Once in his seat, a disciplined passenger will fasten his seatbelt buckle and keep it fastened at all times while seated during the flight. And, rightly so, by the way! The loadmaster and the technical team will always take care of the securing (mooring) of cargo on every flight – but it is much more complicated than asking passengers to fasten their seatbelts. For the securing of cargo, mooring nodes or other elements that allow the load to be secured during the flight are required. Often we come across cargo which was prepared to be shipped by sea. In most cases, we have to ask the customer to change the packaging so that we can secure the load inside the aircraft. Customers will occasionally wonder: “How come I need to do that when the cargo is already prepared for shipment?” My former senior colleague Vince Jones used to say in this case: “An aircraft is not a ship. It moves quicker, it speeds up faster and it stops quicker as well.”


Indeed, what we need to take into account for An-124-100 acceleration in the direction of flight is 2.3g. This means that if, for example, we carry a weight of 120 tons, then while breaking during landing, a force


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