An experimental investigation of air cargo densities and some other operational factors related to transport aircraft fuselage design. - Page 99 |
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’ 79 |
the front and rear of the aircraft prevent uniform stacking j|
methods which add to the loading time* Especially in the j
case of palletized loads, much usuable space can be wasted*|
Therefore, a fuselage with as nearly as possible a long Ii
constant cross sectional profile is the most desirable* I
i
Cargo entry doors * The cargo entry doors to the Ii fuselage determine, naturally, the maximum package size
that the fuselage will accommodate. The most desirable '
entry door is one which opens the fuselage to the full j
dimension of its interior height and width. Present fuse- '
ilages of logistic airplanes have their openings on the
side, in the front, or in the rear. !
Side doors are unsatisfactory because even the larg-|»
jest doors do not open sufficiently to accommodate the iarg-'
ijest package by width and height measurement which will fit
lint© the fuselage cavity. Long, bulky cargo must be maneuvered
around a corner to bring it parallel with the longi-
Itudinal axis of the fuselage and the size of a piece of
i'cargo that can be thus maneuvered is limited. Doors
'located in the nose section of the aircraft are unsatisfac- i;tory because they cannot be opened in flight to allow i
jettisoning of cargo in an emergency. i
The last possibility, therefore, is the rear cargo
idoor* This type door has been incorporated in the two
latest production cargo aircraft designs, the C-130 and the.
Object Description
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| Title | An experimental investigation of air cargo densities and some other operational factors related to transport aircraft fuselage design. - Page 99 |
| Repository email | cisadmin@lib.usc.edu |
| Full text | ’ 79 | the front and rear of the aircraft prevent uniform stacking j| methods which add to the loading time* Especially in the j case of palletized loads, much usuable space can be wasted*| Therefore, a fuselage with as nearly as possible a long Ii constant cross sectional profile is the most desirable* I i Cargo entry doors * The cargo entry doors to the Ii fuselage determine, naturally, the maximum package size that the fuselage will accommodate. The most desirable ' entry door is one which opens the fuselage to the full j dimension of its interior height and width. Present fuse- ' ilages of logistic airplanes have their openings on the side, in the front, or in the rear. ! Side doors are unsatisfactory because even the larg-|» jest doors do not open sufficiently to accommodate the iarg-' ijest package by width and height measurement which will fit lint© the fuselage cavity. Long, bulky cargo must be maneuvered around a corner to bring it parallel with the longi- Itudinal axis of the fuselage and the size of a piece of i'cargo that can be thus maneuvered is limited. Doors 'located in the nose section of the aircraft are unsatisfac- i;tory because they cannot be opened in flight to allow i jettisoning of cargo in an emergency. i The last possibility, therefore, is the rear cargo idoor* This type door has been incorporated in the two latest production cargo aircraft designs, the C-130 and the. |
