An experimental investigation of air cargo densities and some other operational factors related to transport aircraft fuselage design. - Page 17 |
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communication from one point to another through which personnel
and materiel must flow to reach the point of use.
The non-effective period of time during which personnel and
materiel occupy the pipeline in the process is the flow
I
time• i
iI
Stacking loss. That difference between the load
density of the entire cargo load and the sum of the individual
piece weights of the cargo divided by the Siam of the'
cubages.
Usable cube. That portion of the total cubic
! ! ;volume of the airplane fuselage cavity which is considered !!
jto be usable for the purpose of loading cargo in it. j
I |
Zero fuel weight. The maximum an aircraft and its jiI
entire load less fuel may weigh for flight. Any allowable ji
weight between the zero fuel weight and the maximum gross
jallowable take-off weight must be taken up by fuel only. iiI
III. ORGANIZATION OF THE REMAINDER OF THE THESIS
jt
Chapter II reviews the air cargo density available
and how the first approaches to the density problem
evolved. It attempts to point out that existing informa-i
tion is sketchy, that information on military cargoes has
|not covered representative samples, and that an inadequate
* attempt was made to answer the air cargo density requests
Object Description
Description
| Title | An experimental investigation of air cargo densities and some other operational factors related to transport aircraft fuselage design. - Page 17 |
| Repository email | cisadmin@lib.usc.edu |
| Full text | communication from one point to another through which personnel and materiel must flow to reach the point of use. The non-effective period of time during which personnel and materiel occupy the pipeline in the process is the flow I time• i iI Stacking loss. That difference between the load density of the entire cargo load and the sum of the individual piece weights of the cargo divided by the Siam of the' cubages. Usable cube. That portion of the total cubic ! ! ;volume of the airplane fuselage cavity which is considered !! jto be usable for the purpose of loading cargo in it. j I | Zero fuel weight. The maximum an aircraft and its jiI entire load less fuel may weigh for flight. Any allowable ji weight between the zero fuel weight and the maximum gross jallowable take-off weight must be taken up by fuel only. iiI III. ORGANIZATION OF THE REMAINDER OF THE THESIS jt Chapter II reviews the air cargo density available and how the first approaches to the density problem evolved. It attempts to point out that existing informa-i tion is sketchy, that information on military cargoes has |not covered representative samples, and that an inadequate * attempt was made to answer the air cargo density requests |
