Dead Load

Dead Load is baggage, cargo, mail, ballast and equipment in compartments not included in dry operating weight of the aircraft. This represents the total weight of all items loaded into aircraft holds for transportation, distinct from structural aircraft components. Ballast loaded in hold is included when aircraft require additional weight for proper weight and balance calculations. Dead load calculations are essential for determining aircraft center of gravity and ensuring compliance with maximum weight limitations before takeoff.

A Lufthansa Cargo Boeing 747-8F operating from Frankfurt (FRA) to Los Angeles (LAX) carries AWB 020-12345678 with 45,000 kg of automotive parts as cargo, 2,500 kg of mail contracts, and 800 kg of ballast positioned in the aft hold to maintain proper center of gravity. An Emirates SkyCargo Airbus A380F departing Dubai (DXB) for New York (JFK) loads 55,000 kg of electronics and pharmaceuticals as cargo plus 1,200 kg of company equipment (COMAT) being repositioned to the destination airport, totaling 56,200 kg of dead load across multiple cargo compartments.

• deadload
• aircraft dead load
• ballast load

What types of items are included in dead load calculations for air cargo shipments?

Dead load includes all baggage, cargo, mail, ballast, and equipment loaded in aircraft compartments. This covers commercial cargo shipments, passenger baggage, postal mail, company materials (COMAT), spare parts (AOG), live animals (AVIH), crew bags (BCW), and ballast weights used for aircraft balance. All items must be weighed and documented on the aircraft load sheet per IATA weight and balance procedures.

How does dead load differ from aircraft dry operating weight in cargo operations?

Dry operating weight includes the aircraft structure, engines, permanently installed equipment, unusable fuel, and undrainable oil - essentially the empty aircraft ready for flight. Dead load comprises all removable items loaded for the specific flight including cargo, baggage, mail, and ballast. The sum of dry operating weight plus dead load plus usable fuel equals the aircraft's total takeoff weight, which cannot exceed maximum certified limits.