How luggage is loaded on airplane

Place the heaviest checked items in the lower central cargo compartment. Keep standard pieces at or below 23 kg (50 lb); treat any single piece over 32 kg (70 lb) as an oversized item and request mechanical assistance at check-in. Label bulky or non-rigid items and declare contents that require special handling.

At check-in every piece is weighed and issued a barcode tag tied to a breakout code. Typical processing at major hubs averages 60–90 seconds per piece. Ground staff consolidate tagged pieces into unit load devices (ULDs), log each ULD gross weight on the load manifest, and assign compartment destinations (forward, aft, left/right).

Maintain lateral and longitudinal balance by distributing heavy ULDs toward the aircraft center of gravity (commonly the wing box area) and splitting weight between left and right within ±3% of each other when possible. Restrict vertical stacking to manufacturer/airline limits (usually no more than two standard ULDs high), and secure cargo with nets or straps rated to the aircraft floor restraints.

Follow electrical and hazardous-item rules: spare lithium cells must travel in cabin only – up to 100 Wh allowed freely, 100–160 Wh allowed with airline approval, > 160 Wh not permitted. Devices with installed batteries may be accepted in checked stowage if the operator’s policies allow, but declare any item with fuel, compressed gas, or corrosives to ground operations.

Verify weight and trim before departure: the dispatcher or loadmaster should confirm ULD serials, gross weights and the aircraft trim table are within limits printed in the load sheet. If the calculated center-of-gravity falls outside the allowable envelope, reposition ULDs (move heavy units toward center or between compartments) rather than offloading passengers or cargo unnecessarily.

Baggage stowage procedures for commercial aircraft

Place heavy checked items in the mid-fuselage cargo bay and distribute weight evenly left-to-right; target per-piece mass below 23 kg (50 lb) for standard allowance to reduce manual redistribution at the loading zone.

Ground handlers segregate items by flight and hold zone, scan each tag, then build Unit Load Devices (ULDs) or pallet stacks. ULDs are pre-configured containers fitted to lower-deck contours; each container receives an individual weight and manifest that links to the flight’s loadsheet.

Before departure, load planners enter ULD/pallet masses into the aircraft load and trim system. That calculation determines final cargo placement: concentrated heavy mass moved toward the center of gravity band, small offset adjustments made using forward/aft zones to keep trim limits within manufacturer tolerances.

Baggage transfer onto the aircraft uses belt loaders for door access and roller systems inside the hold. Handlers secure items with nets, straps and container locks; fragile or irregular items are positioned against container walls or on pallet edges and braced to prevent movement during taxi, rotation and turbulence.

Security screening occurs at the check-in/drop-off stage; prohibited items are removed or declared. Lithium-ion batteries must be in carry-on when spares are involved; liquids in cabin follow the 100 mL rule for hand baggage. Keep valuables, medications and critical electronics in the cabin rather than checked compartments.

Pack to simplify ground handling: use soft-sided bags that conform to container shapes, place dense items closest to the bag base and midline, protect breakables with padding rather than isolated outer shells, and spread heavy content across multiple pieces to meet per-piece mass limits. Photograph contents and keep a copy of the bag tag number.

If traveling with pets or additional dietary needs, plan ahead for airport procedures and in-cabin rules; see best additions to dog food for senior dogs for feeding tips before travel.

Checked bag weighing, tagging and system entry

Place each checked bag on the airline’s calibrated counter scale; common published limits are 23 kg (50 lb) per piece for standard economy and 32 kg (70 lb) maximum for acceptance – expect overweight fees (typical range US$50–US$200 depending on route) and refusal or cargo routing above 32 kg.

At check-in: exact steps and passenger checks

• Weighing: staff use certified scales that report weight in kg and lb; scale readout is recorded to one decimal where available. If your home scale differs by more than 1 kg, request a re-check at the counter.
• Tare and containers: the displayed weight is net for the piece; counter staff subtract trolley/strap tare if bag remains on handling equipment, but passengers should present the bag free-standing on the scale.
• Passenger verification: confirm printed weight, flight number, final destination and name/initials on the printed tag stub before leaving the counter.
• Overweight handling: if a bag exceeds the allowance, staff will advise fee, excess-piece charge, consolidation options or transfer to cargo. Ask for written fee amount and receipt when a surcharge is applied.
• Tag attachment: staff must thread the tag loop through the handle or dedicated tag slot and secure it so the barcode/RFID element is visible to scanners; inspect attachment and request reattachment if loose or obstructed.

Tag formats, data encoded and system processing

• Tag formats: most carriers print thermal paper tags with a Code 128 linear barcode plus a 10-digit license-plate number; many airports and airlines also issue RFID-enabled tags that contain the same identifier in chip form.
• Encoded fields: the license-plate number links to a baggage record in the airline system; printed information includes issuing carrier prefix (first three digits), destination IATA airport codes, routing and connection details, and special indicators (priority, fragile, oversized).
• System entry: scanning the tag at check-in creates a baggage message that attaches the bag tag number to the passenger’s booking (PNR) and flight segment(s); subsequent scans at Baggage Handling System (BHS) readers update location timestamps and routing status.
• Sorting and reconciliation: barcode or RFID reads drive automated sorters to the correct transfer or gate conveyor; for international flights a final bag-to-passenger reconciliation scan often occurs at boarding to prevent offloading mismatches.
• Error handling: if a tag fails to scan or prints incorrectly, staff should reprint and reattach a new tag and update the baggage record; retain the printed peg/tag receipt until the bag is delivered.

Passenger checklist: weigh bags at home to avoid surprises, photograph the printed tag and license-plate number, verify name and destination on the tag stub at check-in, keep the tag receipt until final delivery, and report visibly damaged tags or incorrect destinations to the airline baggage desk before leaving the terminal.

Carry-on size, weight checks and overhead bin allocation

Set your carry-on maximum to 56 × 36 × 23 cm (22 × 14 × 9 in) and aim for 7–10 kg (15–22 lb) to fit the vast majority of overhead compartments and avoid gate-checking fees.

Measure external dimensions including wheels, handles and any external pockets. Use a soft tape measure and measure length × width × height; round up to the nearest centimetre or inch. Verify weight with a handheld luggage scale or a bathroom scale: weigh yourself, hold the packed bag and subtract. Repack until the scale shows within your target range.

At the gate staff typically use a rigid sizer frame; if the bag fits fully inside, it passes the size check. Some carriers perform random or routine weight checks at boarding or curbside for balance and safety; if a bag exceeds allowed weight it will be tagged for gate check or refused for cabin carriage. Options when refused: (1) move heavier items to a permitted personal item; (2) accept gate-checking (usually free on standard fares, sometimes charged on low-cost tickets); (3) pay for checked carriage at the counter.

Placement strategy for overhead compartments: use soft-sided bags when possible–they compress to gain extra millimetres. Stow heavier items wheels-down and wheels-first against the cabin wall to keep the bin balanced; place lighter, compressible items on top. Keep valuables and medication in the under-seat personal item. If you have multiple small bags, distribute them across nearby bins rather than stacking all in one to avoid bin overload and re-stowing by crew.

Boarding order determines practical access to bin space: early boarding groups claim contiguous overhead space; priority boarding significantly increases the chance of bin placement above your row. If the bin over your row is full, flight attendants will move bags forward or aft and may gate-check them for retrieval at the jetbridge.

Before travel, check the operator’s exact external-dimension and weight policy; if packing for multiple carriers, use the smallest common denominator and keep a collapsible bag or backup garment to shift bulk if a gate check is threatened.

Automated baggage sorting: routing to the correct flight

Maintain tag-read rate ≥99.5% and unread-bag exception processing ≤90 seconds by using barcode + RFID redundancy and real-time flight status feeds.

End-to-end routing sequence

1. Bag passes primary read zone (barcode + RFID); reader timestamps and assigns a sort destination code (SDC) based on flight number, theater code and transfer priority.
2. Sort controller queries airline DCS/API with SDC and current flight status; response includes targeted make-up belt/cart and cut-off time.
3. Controller computes route via preconfigured conveyor graph, selecting diverters and buffer zones that meet minimum transfer time thresholds.
4. Diverters actuate (<250 ms) to guide bag; mid-route verification sensors confirm expected path and trigger re-route on mismatch.
5. Upon arrival at the assigned cart or hold, final read confirms delivery and updates the tracking record with timestamp and destination node.

Key hardware and timings

• Primary readers: dual-mode barcode + UHF RFID; read zone length 1.5–2.5 m to allow multiple scans per bag.
• Conveyor speed: 0.5–1.2 m/s for general sortation; high-throughput lanes up to 1.5 m/s with tighter sensor spacing.
• Diverter response time: target <250 ms; stuck/diverter-failure detection within 1s to prevent misroutes.
• Buffer zones (early bag storage): capacity sized for peak throughput plus 10–15% spare to handle flight delays and re-routes.

Software rules and integrations

• Real-time flight feed update interval: 10–30 seconds. Use flight status APIs (DCS, AODB) to update cut-off and gate changes instantly.
• Routing logic prioritizes shortest safe path that respects minimum transfer time per airport layout and handling SLA.
• Exception policies: unread tags → OCR retry → RFID probe → divert to manual resolution within 90 seconds; flagged-security items auto-divert to screening queue.
• Dynamic re-routing: if a flight is closed or gate changed, controller recomputes destination and moves affected bags to hold or next valid flight automatically.

Performance metrics and targets

• Tag-read accuracy ≥99.5% (combined barcode/RFID).
• Misroute rate ≤0.01% per 10,000 bags.
• Average sort cycle time per bag: 30–60 seconds from first read to make-up, depending on plant size.
• Exception queue length: <1% of throughput at peak; median exception resolution ≤5 minutes.

Failure modes and mitigations

• Unreadable tags: deploy OCR cameras and manual pick-station; train staff on rapid resealing and re-tagging procedures.
• Sensor or diverter failure: automatic bypass to adjacent lane plus immediate maintenance alert; keep critical spare parts on-site.
• Flight disruption (cancellations/late gates): hold affected items in secure early bag storage and reroute to confirmed onward flights using priority flags.
• Data mismatch between DCS and sorter: implement checksum/validation layer and daily reconciliation of route tables.

Daily checklist: validate reader calibration, test diverter actuation, reconcile flight mapping table, verify API connectivity and clear exception backlog before peak operations.

Ground handler procedure for cargo hold: sequence, weight distribution and accessibility

Sequence and workflow

Place the heaviest unit loads and pallets first against the forward bulkhead; follow the load-control plan exactly and confirm each ULD ID, actual weight and special-handling flags before movement.

Step 1 – Documentation check: verify load plan, AWB pairing and transfer/priority tags. Step 2 – Weigh and placard: record actual mass to the nearest 1 kg on each ULD and enter weight into the load-control system. Step 3 – Prepositioning: stage ULDs on the belt or high-loader in the sequence shown on the load plan (forward zones first for heavy units, then mid, then aft). Step 4 – Physical placement: slide or roll a pallet/ULD into its assigned bay, engage locks and install nets/straps immediately. Step 5 – Final reconciliation: after all units are in place, the load controller cross-checks recorded moments against the planned moments and issues the final load sheet.

Weight distribution and accessibility

Compute moment for every unit: moment (kg·m) = weight (kg) × arm (m). Maintain the aircraft centre-of-gravity within operator tolerance (typical tolerance ~±1% MAC); use the load sheet to allocate moments per zone so cumulative moment matches the planned CG. Example: a 1,500 kg pallet at arm 4.2 m produces 6,300 kg·m – place counterbalancing mass in the opposite zone if cumulative moment deviates.

Lateral balance: keep port/starboard difference below the operator limit (typical narrow-body <100 kg, wide-body commonly <300–500 kg); when a single heavy ULD causes asymmetry, shift lighter units across the aisle rather than moving the heavy unit last‑minute.

Accessibility rules: units that must be removed first on arrival (transfers, perishable freight, live animals, medical/special needs equipment, wheelchairs) are stowed closest to the service door and clearly flagged with colour-coded tags and a short handling note attached to the ULD. Place fragile items on top of stacks or in dedicated containers with additional padding; high‑priority items are stowed so a single lift removes them without disturbing adjacent secured units.

Securing and verification: use rated nets/straps and e-track anchors; torque-check locks after initial placement and again after taxi/engine start if required by operator. Before dispatch, weigh any unverified ULDs, update the load-control system, and print the final manifest and trim sheet. For small passenger items that may be carried in the cabin or require quick access at a gate, consider appropriate personal accessories such as best umbrella holder for power chair for sun and best small mens backpack.

Preparation and securing of fragile, hazardous and oversized items for carriage

Pack fragile items in double-wall corrugated cartons (minimum 44 ECT), with 75–150 mm (3–6 in) of foam-in-place or polyethylene foam (density 30–50 kg/m³) between product and box; use internal bracing to prevent movement greater than 10 mm. Apply three parallel 48–72 mm wide water-activated or pressure-sensitive tape strips across each closure and reinforce corners with 2–3 mm cardboard or polymer corner guards. Mark each piece with two orientation arrows, a visible “FRAGILE” label, gross weight (kg) and centre-of-gravity (COG) location (distance in mm from datum).

Restraint and placement in ULDs or pallets

Place fragile consignments on pallets or in ULDs with non-slip dunnage and wooden blocking to prevent lateral shift. Use soft-edge cargo nets and webbing straps; follow the pallet/ULD manufacturer’s Working Load Limit (WLL) and ratchet-tension guidelines. For mixed loads, group items by similar fragility and stack no higher than the lowest fragile item’s top surface; maximum stack height for glass or ceramics: 1.2 m. Leave 25–50 mm void around the internal perimeter for vibration isolation. Secure large crates with at least four straps (two longitudinal, two lateral) and edge protectors; use polyester strapping (min. 19 mm) tensioned per manufacturer spec and fitted with calibrated tensioning tools. Record and attach a restraint checklist to the pallet: total gross weight, strap WLLs, net COG, and operator initials.

Hazardous goods: classification, documentation, packaging and segregation

Classify all dangerous consignments to a UN number and packing group before acceptance. For lithium batteries, follow UN 3480/3481 (Li-ion) and UN 3090/3091 (Li-metal): cells or batteries up to 100 Wh may travel in passenger cabin under most airline policies (spare batteries must be in carry-on and terminals protected); batteries 100–160 Wh require airline approval; >160 Wh require specific cargo approvals and UN-tested packaging. Complete a Shipper’s Declaration for Dangerous Goods unless the consignment qualifies for Excepted Quantity or Limited Quantity provisions; include proper shipping name, UN number, hazard class label, packing instruction reference and net quantity per package. Fit each package with the required class diamond(s) and the Limited Quantity mark where applicable. For cargo categorized CAO (Cargo Aircraft Only), affix CAO labels prominently on the pallet or ULD.

Segregate incompatible classes on the same pallet/ULD and within the aircraft cargo compartment per IATA/ICAO segregation tables: keep oxidizers (Class 5.1) separate from flammable liquids (Class 3) and organic peroxides (Class 5.2); keep corrosives (Class 8) away from metals and oxidizers; do not place oxidizing gases near flammable solids. For mixed hazardous loads, use intermediate barriers (plywood or pallet-divider panels) and ensure each hazardous package is inner-packed and leak-tested; place absorbent material sized to at least twice the inner-packaged liquid volume where applicable.

Oversized items must carry a handling plan: mark outer dimensions and gross weight on three faces, tag lift points with rated shackle/sling information, and attach a skid or base plate to distribute forklift/sling loads. For pieces exceeding standard ULD dimensions or 158 cm linear dimension (common passenger-check threshold), advise the carrier and ground handler at least 48 hours in advance and provide a lifting diagram showing COG and recommended sling angles; secure with steel banding or certified ratchet straps and protect edges with 3–6 mm polymer or steel edge protectors. Log the item into the flight’s special handling manifest with photos of restraint before transfer to the hold area.