Yet it happens each and every day in the industry. You know as well as I do that there are not load planners for CRJs; the E175 has to have at least 250-300 lbs in the aft bin on most routes for CG purposes. I provided the example upthread of WN requiring bags to be checking due to a low checked bag weight and a full boat of passengers and that happens probably at least 3-4 times a day throughout their system.
Yes, in most cases the load planner alleviates those needs and requirements but not always. Checking cabin baggage does solve a CG issue in some situations, just as not checking cabin baggage and moving valet/planeside baggage back into the cabin solves the issue in other situations.
There are load planners for CRJ's and E175s they are called pilots the do their own weight and balance.
This thread isn't about Delta connection and if passengers are on a CRJ they already know their roller boards will be gate checked so there would be no need for an announcement taking bags to balance the aircraft. AlthoughE175s have larger overhead bins the captain would call for ballast and not take cabin luggage from passengers to balance the aircraft.
On a mainline flights whether narrowbody or widebody you do not force people to check-in their bags at the gate to balance an aircraft, even in WN's situation where they have an a single cabin layout on their 738NGs they have 69 seats forward of the wing box and 90 seats aft of the wing box. The seats on top of the wing box dont count against your nose or tail weight.
If the flight is full on a short haul flight and the fuel load is 17,200 pounds or less all the fuel is in the wings (each wing tank on 737-7/8/9NGs have a max wing tank
capacity between 8,400 - 8,600 pounds depending on fuel density). With no fuel in the center tank the bags can be loaded up front down the hold. On a mid-range domestic flight with a fuel load up to 32,000 pounds the load planner on a full flight may want to split the commodities because 14,800 pounds of fuel is now in the center tank. The 737-7/8/9NGs have a max fuel capacity between 46,100 -46,500 depending on density meaning once your fuel load exceeds 35,000 pounds you have to load commodities in the rear cargo hold because you now have between 17,800 up to 28,000 pounds at max tanks
in the center tank.
Before a load planner sends out a load plan to the ramp they should know the required fuel load, they should know the booked revenue count, they should know how many bags to expect based off the history of the specific flight or the destination, they should know the weight of the cargo expected. By keeping up with the operation in the field the load planner should then be able to take the booked revenue information they have and extrapolate based on each individual stations operation (weather, ATC flow control, ETC) how many potential misconnecting passenger there could be and how many bags might fail to show up. Most airlines have a lot of tools at load planners disposal that they can use to garner all the information needed to put together a correct load plan. In my 18 years on the ramp with UA I never had a load planner call me or call C.S. to say we need to take customers gate carry-on bags to balance a flight. Now that I'm here at Willis Tower and I've been here for 6 years I've never read a single report where a load planner requested either the ramp or C.S. take passengers carry-ons to balance an aircraft. If this is happening at WN or at DL (and I doubt that it is ) it is because the load planner failed to do their job correctly.
**Note since you brought up WN I decided to use the 737NGs as an example both A319/320s and 757s have larger wing tanks.**
Last edited by jayunited
on Thu Sep 19, 2019 1:23 am, edited 1 time in total.