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AHM 513
AIRCRAFT STRUCTURAL LOADING LIMITATIONS
RECOMMENDED that, Members shall use the following procedure for checking aircraft
structural loading limitations during load planning, load sheet and aircraft loading phases.

1. INTRODUCTION
An aircraft is a flexible structure. In particular, the fuselage contorts during flight according to
the load it contains, so that the fuselage contortion does not exceed at any point the
maximum allowed limits, which would result in a risk of permanent damage, the airframe
manufacturer defines airframe structural loading limitations.
The Airframe Manufacturers Weight and Balance Manual is the authority that specifies the
allowable limits on aircraft loading. The data contained in this manual reflects the design
limits established by the airframe manufacturer and approved by the aviation regulatory
authorities. The presentation of these structural Loading limitations used by the
manufacturer usually precludes direct use in the operational environment.

2. STRUCTURAL LOAD LIMITATIONS

The following structural loading limitations are known within the airline industry.
Running (Linear) Load Limitation.
Compartment Load Limitation.
Area Load Limitation.
Contact Load Limitation.
Point Load Limitation.
Asymmetrical Load Limitation.
Combined Load Limitation.
Cumulative Load Limitation.
Barrier Net Load Limitation.

2.1 Running (Linear) Load Limitation

Definition — Running (Linear) Load Limitation is the maximum load acceptable on any given
fuselage length of an aircraft floor. This limitation is expressed in lb/inch, kg/inch or kg/m of
fuselage length.
2.1.1 In practice, the Running (Linear) Load Limit shall be checked dividing the weight of the
piece of cargo by the given length of that piece in flight direction. (see example)
Example:

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If it is stated that the Running (Linear) Load Limit is 625 kg/m, this means that on 1 m
length of the floor in flight direction, not more than a total amount of 625 kg may be
loaded, with one or several pieces of cargo and irrespective of the way the piece(s) of
cargo is (are) in contact with the floor within the length considered.
In this case the length to take into account is defined by the external contour of its contact
points:

If the resulting figure is higher than the limitation, the load cannot be accepted as it is and
a spreader floor will have to be provided.
2.1.2 Heavy Packages — in the event of carriage of one or several heavy packages, the
Running Load Limitation is complied with, and there is no need to check it, if the following
rules are applied:
total load in the hold section (including the heavy package(s) is below the allowed
maximum load for the section; the use of a spreader floor if the Area Load Limitation (see
2.3) or the Contact Area Load Limitation (see 2.4) is exceeded.

2.2 Compartment Load Limitation

Definition — Compartment Load Limitation is the maximum load acceptable in an entire
compartment. This limitation is expressed in lb or kg. The Compartment Load Limitation
applies to the whole of the load located in a given compartment.

2.3 Area Load Limitation

Definition — Area Load Limitation is the maximum load acceptable on any m2 (ft2) of an
aircraft floor.

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2.3.1 The Area Load Limitation, expressed in kg/m2 (lb/ft2), is to prevent the weight of the
load (expressed in kg or lb) resting upon a certain area of the compartment floor (expressed
in m2 or ft2) to exceed the capability of the aircraft structure (floor beams, floor posts, floor
panels and frames).
2.3.2 In the airframe manufactures Weight and Balance Manual, it is generally referred to as
“Compartment Area Load Limit”, “Uniformly Distributed Floor loading” or “Maximum
Distributed Load”.
2.3.3 If it is stated that the area load limit is 750 kg/m2, this means that on 1 m2 of the floor,
not more than a total amount of 750 kg may be loaded, with one or several pieces of cargo,
and irrespective of the way the piece (or pieces) of cargo is (are) in contact with the floor
within the square meter considered.
2.3.4 In practice, the area load limitation shall be checked dividing the weight of the piece of
cargo by the area defined by the external contour of its contact points on the floor (see
example).
Example:
In this case the area to take into account is not the crate's or the surface of its feet but the
area S = L × I defined by the external contour of its contact points:

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2.3.5 If the resulting figure is higher than the limitation, the load cannot be accepted as it is.
It will be necessary to provide a spreader floor to be placed under the load. The spreader
floor shall meet two requirements:
2.3.5.1 It shall possess a sufficient degree of stiffness to effectively accomplish the load
transfer, this degree of stiffness will be dictated by the weight of the load and the length of
spreader projection beyond or within each actual contact point of the package with the
spreader floor;
2.3.5.2 the resulting area, defined by the external contour of the contact points of the
spreader floor, shall distribute the load below or up to the maximum permitted area load.
To determine the area load required the following calculation is made: divide the weight of
the piece of cargo by the hold area load limit (see example).
Example:
Load = 240 kg
Area Load Limit — 750 kg/m2
Minimum surface defined by the external contour of the contact points of the spreader
floor:

Spreader = 10 kg.
S = L × I = 0.7 m × 0.5 m = 0.35 m2

Note:
The total weight is a combination of the load and spreader(s).

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The load imposed by the total weight of cargo and spreader(s) on the aircraft structure may
now be compared with the area load limit dividing the weight by the new area S:

2.3.5.3 When a spreader floor is required, the maximum area load limitation is reached: No
other cargo shall be loaded on the package itself or on the accessible parts of the spreader
floor unless the spreader floor was calculated so as to accept the additional cargo.

2.4 Contact Load Limitation

Definition — Contact Load Limitation is the maximum load acceptable in direct contact with
the aircraft floor per m2 (ft2).

2.4.1 The Contact Load Limitation (expressed in kg/m2 or lb/ft2) is used to prevent the
weight imposed by those parts of the load in direct contact with the floor from exceeding the
capability of the horizontal floor panels (metal sheet, honey comb sandwich panels).
2.4.2 In the airframe manufactures Weight and Balance Manual, it is generally referred to as
“Concentrated (Foot Print) Load”, “Contact Load Limitation” or “Maximum Local Load”.
2.4.3 If it is stated that the floor contact load limit is 2,000 kg/ m2, this limitation shall be
checked dividing the weight of a piece of cargo by the sum of its actual contact area with the
floor (see example).
Example:
Actual contact area = 30 cm × 5 cm × 2 battens = 0.03 m2

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2.4.4 If the resulting figure is higher than the limitation the load cannot be accepted as it is. It
is necessary to provide a spreader floor to be placed under the load. The spreader floor
shall meet two requirements:
2.4.4.1 It shall possess a sufficient degree of stiffness to effectively accomplish the load
transfer, this degree of stiffness will be dictated by the weight of the load and the length of
spreader projection beyond or within each actual contact point of the package with the
spreader floor;
2.4.4.2 Its actual contact area with the aircraft floor will distribute the load below or up to the
maximum permitted contact load.
To determine the contact area required, the following calculation is made: divide the weight
of the piece of cargo by the floor contact load limit (see example).
Example:
Load = 480 kg.
Floor contact load limit = 2,000 kg/m2.

Weight of spreader = 20 kg.

Spreader floor contact surface = 1 m × 0.125 m × 2 = 0.25 m2.

Note:
The total weight is a combination of load and spreader.
The load imposed by the cargo on the aircraft floor panels through the spreader floor may

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be compared with the contact load dividing the weight by the new contact area:

2.4.4.3 When a spreader floor is required, the maximum area load limitation is reached: No
other cargo shall be loaded on the package itself or on the accessible parts of the spreader
floor unless the spreader floor was calculated so as to accept the additional cargo.
2.4.4.4 Where no Contact Load Limitation is provided by the airframe manufacturer, it is
recommended to take the following steps when loading heavy pieces of cargo.
2.4.4.5 Check with Area Load Limitation as per Paragraph 2.3.
2.4.4.6 Even if the Area Load Limitation is not exceeded, but if the actual contact area of the
piece of cargo with the floor is small, e.g. narrow battens, rims, adjustment pads under
machinery etc., place spreader material between the piece of cargo and the aircraft floor (or
pallet surface). The contact surface of the spreader should be at least equivalent to one
quarter of the external contour area used for check calculation in step 2.4.4.5
2.4.4.7 Step 2.4.4.6 is not required if it has been found necessary to use a spreader floor
after checking step 2.4.4.5.

2.5 Point Load Limitation

Definition — Point Load Limitation is the resistance to puncture (by a heavy load bearing
onto a very small surface) to the material used in a compartment floor.
2.5.1 The Point Load limitations is equivalent to a pressure, and is expressed in kg/cm2
(lb/in2). In practice, the concentrated load limit of aircraft floors is very high: normally
handled packages do not reach that limit. This explains why the point load limitation is not
mentioned in the manuals of the airframe manufactures and carriers.
2.5.2 It is recommended, however, to apply the elementary package handling precautions
indicated hereafter in order to avoid a floor puncture by a point load during handling in a
aircraft compartment.
2.5.3 Packages handling.
During handling, never lay a heavy (more than 50 kg) package on an edge or a corner: the
impact might result in floor puncture.

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2.5.4 When using a “Pinch Bar” place a floor protector device beneath the “Pinch Bar” prior
to applying the load, e.g. a plank or piece of plywood (see example).

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2.6 Asymmetrical load limitation

Definition — Asymmetrical Load Limitation is the maximum load acceptable on one side of a
compartment floor.

2.6.1 The Asymmetrical Load Limitation (expressed in kg or lb) is used to prevent the weight
imposed by the load positioned on one side of the compartment floor (e.g. when carrying
two ULD's side by side) exceeding the capability of the attachment of the floor beams to the
frames (shear ties), floor beams, floor posts and frames.
2.6.2 In the airframe manufactures Weight and Balance Manual, it is generally referred to as
“Asymmetrical Load Limitation” or “Unsymmetrical Load Limitation”.
2.6.3 If it is stated that the running load Limit is 3,038 kg/m this means over the length of
3.16 m (length of a standard PAG pallet) a total weight may be loaded of 3.16m × 3,038 kg
= 9,600 kg, resulting in 4,800 kg on each side of the compartment floor. In case on one side
a pallet is loaded exceeding 4,800 kg, the adjacent pallet will be limited by a certain weight
in accordance with the airframe manufactures Asymmetrical Load Limitation. The
Asymmetrical Load Limitation may be presented by the airframe manufactures in tables,
graphs or per running cm (inch) of compartment floor.
Example:
Actual load LH side pallet (PAG, 316 × 224 cm) = 6,000 kg.
Maximum asymmetrical load per running cm of the adjacent pallet (PAG) = 9.5 kg/cm.
Maximum allowed weight adjacent pallet = 316 cm × 9.5 kg/cm = 3,002 kg.

2.7 Combined load limitation

Definition — The Combined Load Limitation, defines the maximum weight that can be
carried on the main deck combined with the lower deck and/or upper deck in the section
between a given forward and aft location (station).

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2.7.1 The Combined Load Limitation (expressed in kg or lb) is used to prevent the weight
imposed by the load positioned on a fuselage section from exceeding the capability of the
frames and skin stringers defined by the manufacturer.
2.7.2 If it is stated that the Combined running load Limit is 3,510 kg/m this means that on 1
running meter of the aircraft fuselage (main deck + lower deck) no more than a total amount
of 3,510 kg may be loaded. The limitation shall be checked by adding the weight applied on
the main deck to the weight applied on the lower deck for a pre-defined section of the
fuselage.
Example:
Load on the Main deck = 2,500 kg
Load on the Lower Hold = 1,150 kg
2,500 kg + 1,150 kg = 3,650 kg > 3,510 kg
2.7.3 If the resulting figure is higher than the limitation, the load can not be accepted as it is.
It will be necessary to redistribute the load over the aircraft compartments.

2.8 Cumulative Load Limitation

Definition — The Cumulative Load Limitation defines the maximum weight that can be
carried forward (forward body) or aft (aft body) of a given location (station).

2.8.1 The Cumulative Load Limitation is used to prevent the weight imposed by the load
positioned in the forward and aft fuselage sections exceeding the capability of the frames
and skin stringers (fuselage bending moments).
2.8.2 In the airframe manufactures Weight and Balance Manual, it is generally referred to as
“Cumulative Load Limitation “Fuselage Shear Load Limitation” or “Integrated Load

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Limitation”.
2.8.3 The limitation shall be checked by adding the weight applied on the main deck to the
weight applied on the lower deck for pre-defined sections of the fuselage. The total weight
applied on each section must be added to the next section (cumulative) from aft to forward
(aft fuselage section) and from fwd to aft (forward fuselage section).
Note:
The maximum Cumulative load limits may differ per aircraft fuselage section and/or
depending on the MACTOW (Mean Aerodynamic Chord at Take Off weight)
Example:

Load on section 1/main deck = 4,500 kg

Load on section 1/lower deck = 1,500 kg
Total load section 1 = 6,000 kg
Load on section 2/main deck = 5,000 kg
Load on section 2/lower deck = 2,500 kg
Total load section 2 = 7,500 kg
Maximum allowable Cumulative load section 1 = 6,050 kg
Maximum allowable Cumulative load section 1 + 2 = 13,000 kg
Cumulative load check section 1:
6000 kg < 6.050 kg
Cumulative load check section 2:
6.000 + 7,500 kg = 13,500 kg > 13,000 kg
2.8.4 If the resulting figure is higher than the limitation, the load can not be accepted as it is.
It will be necessary to redistribute the load over the aircraft compartments (sections).

2.9 Barrier Net Load Limitation

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Definition — The Barrier Net Load Limitation defines the maximum weight that a Barrier Net
can withstand under emergency forward load factors.

2.9.1 The Barrier Net Load Limitation (expressed in kg or lb) is used to prevent shifting of
the load positioned forward or aft of a barrier net. A barrier net may be installed as a save
guard to passengers and/or crew positioned in front of the barrier net (e.g. combi aircraft)
from shifting load.

2.10 COMPRESSIBLE LOAD

On certain cargo or “combi” aircraft, particularly those fitted with barrier nets, the
manufacturer may define a requirement for compressible or “crushable” cargo to be loaded
in the forward positions immediately behind the net or, in some cases, the whole cargo
compartment. This limitation is to prevent any damage to, or penetration of, the barrier net in
event of rapid deceleration.

2.10.1 Definition of compressible load

Compressible load must meet the following criteria;
No single large rigid items;
Single loads shall be deformable and shall have no sharp edges that could cut the barrier
net. No sharp edges shall result from the deformation or compression of the item;
Single items shall be large enough to avoid penetration of the barrier net meshes.
Smaller items shall be consolidated into larger units to ensure integrity. See
manufacturers data for details of mesh size;
Both density and volume shall be within a range defined by the aircraft manufacturer.

11. LATERAL IMBALANCE

On certain wide body aircraft consideration shall be given to the load either side of the
centre line of the aircraft (lateral balance). Manufacturers published limits on lateral
imbalance shall not be exceeded. If the calculated lateral imbalance exceeds the published
limits, the load cannot be accepted as it is and it will be necessary to redistribute the load.

2.12 Check Sheet for Structural Loading Limitations

Due to the great variety of Structural Loading Limitations, as described above, the check of
these Limitations especially for full freighter and combi aircraft is time consuming and
complicated. Therefore it is recommended that for manual load planning of Full Freighter or
Combi aircraft a “Check Sheet for Structural Loading Limitations” shall be developed by the

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carrier and completed for each flight accordingly. The Check Sheet shall be completed and
signed by the person responsible for load planning.
The completed Check Sheet shall be filed at the issuing station.
Example 1

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Example 1

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