8900.1 Vol. 3 Ch 47 Sec 1 - Federal Aviation Administration



GENERAL TECHNICAL ADMINISTRATION

chapter 47 EVALUATE PART 91K/121/125/135 (10 OR MORE AND TURBINE-POWERED AIRCRAFT) OPERATOR’S Weight and Balance CONTROL PROGRAM

1 Evaluating an Operator/Applicant’s Weight and Balance Control Program

1 PROGRAM TRACKING AND REPORTING SUBSYSTEM (PTRS) ACTIVITY CODES.

1 Operations: 1338, 1339.

2 Maintenance: 3328, 3329.

3 Avionics: 5328, 5329.

4 Surveillance Activity: 1639, 3639, 5639.

N Title 14 of the Code of Federal Regulations (14 CFR) part 121 air carriers use Air Transportation Oversight System (ATOS) Data Collection Tools (DCT).

2 OBJECTIVE. This chapter provides guidance for evaluating (initial or revision) an operator/applicant’s Weight and Balance (W&B) control program procedures.

3 GENERAL.

1 Approved W&B Program. Approved W&B control program procedures are the only means for an FAA certificate management team to authorize the use of other than known weights for crew, passengers, carry-on baggage, or cargo. The operator’s/applicant’s manual system must include this program. The W&B control program is approved and authorized for use in the operations specifications (OpSpecs)/management specifications (MSpecs)/letters of authorization (LOA) by the principal maintenance inspector (PMI) in coordination with the principal operations inspector (POI). Reports of the established average passenger and baggage weights and surveys are also entered in the OpSpecs.

2 Develop a Procedure. The operator/applicant may develop and submit for approval any method or procedure by which they can show that an aircraft:

• Is properly loaded according to approved configuration (loading schedules or charts);

• Will not exceed authorized W&B limitations during all ground and flight operations;

• Will be periodically reweighed and its data reevaluated; and

• Will have its data recalculated, if needed due to changes.

3 W&B Control Program. The operator/applicant’s W&B control program can be an independently controlled document that includes all the instructions and procedures for W&B control, or it may be included as a controlled part of another manual(s). The W&B control program should undergo periodic reviews to ensure compliance.

N The current edition of Advisory Circular (AC) 120-85, Air Cargo Operations, defines cargo as freight, baggage, Company Materials (COMAT), or hazardous materials (hazmat).

4 CERTIFICATION BASIS (TYPE CERTIFICATE (TC)/AMENDED TC/SUPPLEMENTAL TYPE CERTIFICATE (STC)).

1 TC and Type Certificate Data Sheet (TCDS) Issuance. When the Federal Aviation Administration (FAA) approves the design of an aircraft, it issues an approved TC and TCDS. The TCDS includes all of the pertinent specifications for the aircraft. The W&B information is available in the TCDS under “Data Pertinent to All Models.”

N The TCDS may reference the aircraft manufacture’s W&B manual for this information.

2 Conformity to Type Design. Conformity to type design is considered attained when the required and proper components are installed, and they are consistent with the drawings, specifications, and other data that are part of the TC. Conformity would include amended TCs, applicable STCs, and field-approved alterations.

3 Certificated Aircraft Information. An operator/applicant must know certain information before it can properly weigh an aircraft and compute its empty-weight center of gravity (EWCG). The FAA furnishes this information for every certificated aircraft in the TCDS or aircraft specifications available to all operators and is available at: .

N Additionally, the operator’s equipment list that comprises the basic operating weight (BOW) of the aircraft must be validated to ensure that it is current.

5 MANUFACTURER DOCUMENTATION: AIRCRAFT FLIGHT MANUAL (AFM)/W&B DOCUMENT.

1 Review. Review the manufacturer’s program in the approved W&B control document and AFM/Rotorcraft Flight Manual (RFM).

2 Verify. Verify that the W&B information in the W&B control document and AFM includes current W&B information such as:

• EWCG;

• Loading graphs;

• Center of gravity (CG) envelopes;

• Loading schedules;

• Index tables; and

• Load manifest.

N The manual may refer to a W&B plotter. If so, ensure that this device is available.

3 Ensure. Ensure that the manufacturer’s procedures cover all aspects of the 14 CFR part 91 subpart K (part 91K)/121/125/135 operator/applicant’s intended operation.

6 OPERATOR/APPLICANT-DEVELOPED PROGRAM.

1 Submitted Program. The operator/applicant can submit any method or procedure by which it can show that all aircraft are properly loaded and will not exceed authorized W&B limitations during all operations.

1 The operator’s manual can provide these procedures, or they may be an independently controlled document that includes all instructions and procedures for maintenance, operations, and cargo handling.

2 The W&B document must include company procedures and instructions for completing forms used in aircraft weight control and aircraft loading. The submitted information should include mathematical justification for loading provisions or schedules.

3 The W&B document must indicate the source of the data used to develop the program. This data may come from the manufacturer’s W&B documentation referenced from the TCDS, the AFM/RFM, STC information, or other FAA-approved source.

4 The program shall contain the duties, responsibilities, and authority for flight, ground operations, maintenance, and management personnel.

N Weight should be a consistent measure, either pounds or kilograms. If both pounds and kilograms are used, procedures must include a method of conversion to ensure accurate weights and measures are used in the calculation of aircraft W&B.

2 Unusual or Complex Programs. If the operator/applicant proposes an unusual or complex W&B program, or if that program is substantially different from the W&B document or approved AFM/RFM, request assistance from regional specialists.

3 Load Schedules. The load schedule must include a system for aircraft loading under all loading situations, including alternate procedures for nonstandard weight persons or groups. The operator’s procedures must provide all necessary information (charts, graphs, tables, etc.) with related instructions for the loading.

4 Major Alterations. Occasionally, an operator/applicant may request approval to operate an aircraft with an increase in gross weight and/or change in CG range. This constitutes a major design change, and requires approval by the FAA per 14 CFR part 21, § 21.113.

5 Determining the Loaded Weight and CG. An important part of preflight planning is to determine that the aircraft is loaded so that its weight and CG location are within the allowable limits. There are two ways of doing this:

• By the computational method, using weights, arms, and moments; and

• By the loading graph method, using weight and moment indexes.

6 Program Approval. The PMI approves the W&B control program in coordination with the POI. Depending on the complexity of the operation, coordination with other inspector specialties may be required.

7 AIRCRAFT WEIGHTS.

1 Parts 125/135. Operators/applicants are required to weigh aircraft operated under parts 125/135 at least once every 36 calendar-months. The operator/applicant’s automated Operations Safety System (OPSS) and manual must reflect this requirement.

2 Part 121. Operators/applicants are required to weigh aircraft operated under part 121 at intervals contained in the FAA-approved W&B control program.

1 Aircraft may be weighed individually on a fixed interval schedule, such as every 36 months.

2 Aircraft may be weighed based on fleet weights, as defined in Figure 3-132, Glossary/Index of Definition and Terms.

N Procedures that establish BOW, establishment of zone weights and compartment weight within the aircraft, and tables or charts that depict proper weight and CG ranges and limitations are contained in the Original Equipment Manufacturer’s (OEM) W&B requirements, the STC holder’s W&B supplement, or other FAA-approved data (see the current edition of AC 120-27, Aircraft Weight and Balance Control, for additional guidance).

8 WEIGH SCALES. Scales used to weigh passengers, aircraft, and cargo must be calibrated and traceable to a National Institute of Standards and Technology (NIST) standard or equivalent. Operators/applicants must perform calibration in accordance with the civil authority for weights and measures having jurisdiction over the area in which they are using the scales. The frequency of calibration testing depends on use and handling. Certification documents should be in the English language. Periodic testing of scales using a known weight to ensure accuracy should be included in an operator’s program.

9 LOADING SCHEDULE AND PROVISIONS.

1 Loading Schedule. Operators/applicants should design loading schedules to reduce the elements of human error. These loading schedules may apply to individual aircraft or to a complete fleet. When an operator uses several types or models of aircraft, a loading schedule, which may be index-type, tabular-type, or a computer, should be identified in the OPSS with the type or model of aircraft for which it is designed.

2 Loading Provisions. Operators/applicants should properly mark all seats, compartments, and other loading stations, and the identification used should correspond with the instructions established for computing the W&B of the aircraft. When the loading procedures provide for blocking off seats or compartments to remain within the CG limits, the operator/applicant should provide effective means to ensure that such seats or compartments are not occupied during the operations specified. In such cases, operators/applicants should prepare instructions for crewmembers, load agents, cargo handlers, and other personnel concerned, giving complete information regarding distribution of passengers, cargo, fuel, and other items. Information relative to maximum capacities and other pertinent limitations affecting the weight or balance of the aircraft should be included in these instructions. When adverse distribution of passengers and/or cargo exceed the approved CG limits of the aircraft, special instructions should be issued to the pilot in command (PIC) and appropriate personnel so that the load distribution can be maintained within the approved limitation.

3 Standard Passenger Weights. Actual weights or, when appropriate, average passenger weights are used to compute passenger loads over any segment of a certificate holder’s operations. They generally use actual weights for operations with aircraft having nine or less passenger seats and aircraft carrying nonstandard passenger loads. The loading system should readily accommodate nonstandard weight groups and the manifest should indicate whether average or actual weights, or a combination thereof, were used in the computation.

N The intent of AC 120-27 is to provide methods and procedures for developing W&B control systems, not to address the entire spectrum of all possible weight configurations.

1 Average Passenger Weights. The standard average passenger weights listed in AC 120-27 were developed for conventional airline passenger groups. Operators/applicants cannot arbitrarily adopt average passenger weights for operations with passenger groups that appreciably differ from the basis or where the mix of male and female passengers is known to be different from a 60 percent male/40 percent female operation. They may establish special average weights or special ratios for particular operations based on surveys that:

• Indicate that those weights consistently provide for loading within prescribed W&B limits; and

• Meet the criteria for surveys and statistical analysis in AC 120-27.

N The operator will provide the FAA with the results of a reliable survey to establish an average passenger weight for its specific operation.

2 Average Baggage Weight or Actual Weights. An operator may establish average passenger baggage weights predicated on a study of actual baggage weights for the operations or routes involved that consider seasonal and other variables.

N Unless otherwise authorized by the FAA-approved W&B control manual, the operator shall use the actual passenger and baggage weights in computing the W&B of charter flights and other special services involving the carriage of special groups.

4 Passenger and Crew Baggage. Operators/applicants must provide procedures so that all baggage, including that carried onboard by the flightcrew, is properly accounted for. If desired by the operator, it may use a standard crew baggage weight. Checked baggage including heavy baggage average weights may be used as described in AC 120-27.

10 OPERATOR’S PASSENGERS AND CARGO LOADING PROCEDURES TRAINING.

1 Responsibility for W&B Control. W&B is one of the most important factors affecting safety of flight. The responsibility for proper W&B control begins with the air carrier/operator, extends to ground operations persons who load the aircraft, the Aviation Maintenance Technician (AMT) who maintains the aircraft, and the pilot who operates the aircraft. The operator must have procedures and training to ensure proper W&B, with a system to direct the proper loading of the aircraft within limits. The system must comply with the load manifest requirements of part 91, § 91.1027; part 121, § 121.665; part 125, § 125.383; and part 135, § 135.63(c).

1 Personnel Qualification Identification. Personnel involved in cargo loading must be trained, authorized, and qualified (as defined in the operator’s manual). This training must be easily identified by documentation in training records and authorization documents readily available.

2 Responsibility. The operator’s training program must convey to the three employee groups (maintenance, ground operations, and flight operations) that although they have different functions in an approved W&B control program, each group has individual responsibilities that ensure safety in air cargo operations.

2 W&B (CG Control). Operators must have training programs for personnel involved with W&B calculations. These programs should contain the processes and procedures to maintain the weight and CG of aircraft dispatched. Topics in the training programs would include:

• Notification of flightcrew;

• Position of cargo and baggage;

• Calculations for average weights of persons and baggage, seasonal changes, and unusual loads (such as sports teams, military, and manifest weights of cargo, etc.);

• Calculations for actual weights and when to use them;

• Processes that take into account CG offsets for cargo, both loaded into unit load devices (ULD) or loaded onto the aircraft;

• Computer programs or other methods used to calculate CG; and

• Processes and procedures to certify personnel to calculate W&B.

3 Training Program Curriculum. Operators must provide:

1 Programs for Load Personnel. Training programs for aircraft loaders are to include:

• Basic aircraft load procedures (such as step-loading containers on all-cargo aircraft, loading containers in passenger aircraft, and bulk loading in lower lobes and upper lobes);

• Procedures for training load contractors and audit requirements for those contractors;

• Training on expectations of loaders and proper load procedures, including safety and hazmat; and

• Frangible load requirements for certain positions.

2 Programs for Load Supervisors. Training for persons responsible for the load on an aircraft ensures understanding of those responsibilities, to include:

• ULD load,

• Aircraft load,

• Serviceability of ULDs,

• Aircraft cargo handling, and

• Restraint systems.

3 Training on ULD Buildup. This training should include:

• Recognition of proper ULD configuration;

• Operational standards;

• Net attachments;

• Container configurations and condition;

• CG offsets, profiling, and authorization for use on particular aircraft; and

• Training on how to build up a ULD to comply with CG control.

N Personnel to receive this training include contractors and freight forwarders.

4 Programs for Maintenance Personnel. Training for maintenance personnel must consist of:

• Aircraft weighing procedures;

• W&B changes due to alterations;

• Cargo-loading system maintenance;

• W&B control program audit function under the Continuing Analysis and Surveillance System (CASS) program (parts 121/135);

• Repair of ULDs and cargo restraint systems;

• Inspection requirements;

• Receiving inspection requirements for components contracted out; and

• Recording requirements.

5 Training Records. Programs should include procedures to retain training records for personnel trained in cargo loading and checking serviceability of ULDs. Training should address computerized recordkeeping and currency requirements.

6 Flightcrew Awareness Training. Programs should include procedures to train flightcrews in cargo loading awareness, to include examples of:

• Unserviceable ULDs;

• Restraints;

• Aircraft configuration; and

• Duties and responsibilities of ground personnel.

11 PASSENGER AND CARGO LOADING PROCEDURES. The air carrier’s/operator’s manuals should include passenger and cargo loading procedures, and these procedures should be consistent across all manuals throughout the company.

12 CARGO HANDLING PROCEDURES.

1 Cargo. Operators/applicants must provide procedures for loading/unloading freight into upper main cargo compartments on all-cargo and combi aircraft and into lower lobe compartments on all aircraft. This includes forward and/or aft compartments on regional type aircraft as well as cargo pods. Cargo handling should include procedures for:

1 Loading, based on aircraft configuration (i.e., all-cargo, passenger, combi, and convertible). These procedures may vary depending on the type of cargo handling system installed, restraint equipment installed or used, and cargo door configuration.

2 Loading aircraft to ensure that tail tipping is not an issue.

3 Ensuring that if containers are used, they are properly restrained.

4 Ensuring that, if bulk-loaded, cargo or baggage is properly restrained using the restraint system required by the airplane W&B documents.

5 Ensuring that cargo bulk-loaded on the main deck is loaded per the original equipment manufacturer’s (OEM) and operator’s W&B procedures.

2 ULD. ULDs are certified to a Technical Standard Order (TSO), STC, production certificate, and military standard. Uncertified ULDs are built to an industry standard and are allowed only on certain aircraft as described in the aircraft W&B manual or STC W&B supplement. Operators must have procedures for the following:

1 Buildup of containers and pallets to ensure proper CG control so as not to exceed certification limitations for horizontal and vertical CG.

2 Buildup of palletized and bulk cargo that ensure that the load fits the fuselage profile of the aircraft that they are loading.

3 CG offsets control to ensure that loaded pallets or containers do not exceed certification limitations for horizontal and vertical CG. Bulk load procedures ensure that the load does not exceed CG offset for the compartment that they are loading. This would include ULDs loaded in double configuration with vacant adjacent positions.

4 Ensuring that ULDs are operational before loading on an aircraft, and designate a responsible person to perform these checks and validate to the flightcrew on the load sheet, manifest, or other form that the designated person has performed the operational checks.

5 Routing unserviceable ULDs to repair facilities on the operator’s approved vendor lists.

N Operators should have a program to maintain ULDs in accordance with the ULD manufacturer’s recommendations or procedures developed by the operator and acceptable to the FAA. This program should include serviceability limits, inspection limits, inspection frequency, and receiving inspection requirements. The program should show control of ULDs along with reweigh procedures to establish tare weights.

3 Active ULDs. Active ULDs are ULDs with active temperature control systems for transporting temperature-sensitive (Cool Chain) cargo.

1 Unlike the typical ULD (or “Can”), active ULDs are capable of heating and/or refrigerating as required. These systems consist of a highly insulated container with a battery-operated heating/cooling system integrated into the construction of the container. Active ULDs are intended to be operating during flight. Active ULDs are battery-powered in flight and are only recharged while on the ground. The “active” component of these units consists of a vapor cycle refrigeration/heat pump type system that is powered by various types of large batteries, depending on the manufacturer.

2 Only active ULDs approved under § 21.8(d), § 21.305(d), a TC, or a STC may be used on U.S.-registered aircraft (not applicable to part 129). In addition to the markings required by the above, they will also bear a placard as depicted in Figure 3-132A, Active Unit Load Device Markings. Additionally, if an operator intends to deploy these containers in their fleet, they should follow the guidance in AC 120-85, Air Cargo Operations, and, at a minimum, prepare the following in their manual:

1 Operators must have procedures that ensure only containers that are properly prepared, and which meet the handling and airworthiness requirements of the manufacturer, are carried on an aircraft. The operator should address these requirements in the appropriate manual.

2 Although the certification basis (§ 21.8(d), § 21.305(d), TC, or STC) ensures that active ULDs do not present a hazard, aircrew and ground personnel need to recognize that they are different due to their design and contents.

3 The maintenance and inspection procedures are normally derived from the active ULD manufacturers’ instructions for continued airworthiness (ICA) and/or limitations documents. This program must also include training to ensure that only qualified personnel perform maintenance and return these devices to service in accordance with the operators’ procedures.

N A recodification of part 21, effective April 2011, changed the reference § 21.305(d) to § 21.8(d). Depending on the date of manufacture of the device, you may see either regulation referenced.

4 Temperature-Controlled Shipping Containers. Temperature-controlled shipping containers are devices designed to maintain their contents within strict temperature controls. These devices may bear a TSO, STC, Parts Manufacturer Approval (PMA), or be allowed by the TC. These units will be pre-approved in the limitations section of the certification document for use with certain Net-Pallet combinations. Any aircraft that is eligible to carry the approved Net-Pallet combinations may carry these devices. For an air carrier/operator to carry these devices, it must incorporate or reference the pertinent parts of the device’s certification documents into its manual. These may include:

1 Required markings, placards, and labeling, including:

1 Marking required by 14 CFR part 45, § 45.15.

2 Any other placards or labeling required for the safe handling, operation, and carriage of the device.

2 ICAs containing:

1 A complete set of instructions for maintenance, inspection, and return to service (RTS) after maintenance, and a list of people authorized to perform these functions.

2 All proposed limitations and restrictions necessary to safely carry the device on an aircraft. This includes the list of approved pallet/cargo-net combinations, the number of devices allowed for each of these combinations, and instructions that no loose cargo is allowed under the cargo-net.

3 Operating instructions for the device, which include:

1 Procedures for preflight preparation and inspection, including identification of any serviceable tags or other instrument required to certify airworthiness prior to carriage.

2 Instructions to ensure air carrier and ground handling personnel can identify the unit is operating properly and ensure the unit is removed from service in case of failure.

3 Procedures for normal and emergency operations.

4 Procedures for handling of the device.

5 Instructions for the proper loading of the device for each approved pallet/cargo-net combination, including the number of devices allowed, and instructions that no loose cargo is allowed under the cargo-net.

6 All limitations (as approved in the ICA).

7 Training requirements for the above.

N Hazmat and dangerous goods procedures may apply to these devices and/or their contents.

N Prior to transport of the temperature controlled shipping container on its aircraft, ensure the operator or air carrier complies with the guidance in this paragraph. It is imperative to note that all operators or air carriers (e.g., transfer, interline, etc.) must have these procedures in their manuals, or referenced in their manuals, and provide training to their personnel prior to carriage on their aircraft.

13 OTHER RESTRAINTS. A TSO, original type design, STC, or major alteration may be the certification basis for restraints such as straps, tie-downs, nets, etc. The W&B manual, STC W&B supplement, or major alteration documentation for each aircraft lists the restraints allowed on an individual aircraft.

14 CONTRACTORS. An operator/applicant may use a contractor to weigh items required to be weighed. However, the operator/applicant is responsible for ensuring that the contractor complies with the operator/applicant’s approved W&B control program. This includes ensuring that the operator/applicant calibrates and tests the scales in accordance with its Policy and Procedures Manual (PPM). The operator/applicant’s manual must contain the following:

1 Freight Forwarders. Procedures to train freight forwarders or contract loaders under the operator’s requirements and procedures to audit forwarders or contractors.

2 Interlining. Procedures to ensure that ULDs received from other operators, whether U.S. or foreign, meet the gaining operator’s requirements for load and serviceability.

15 CARGO HANDLING SYSTEMS. Cargo handling systems, both upper and lower deck, are approved by various means. They may be certified as part of the certification basis of an aircraft, by STC, or by major alteration for an individual aircraft installation. These systems consist of locks, end stops, vertical side restraints, ball mats, roller sections, side guides, etc. Cargo handling systems are also designed as a conveyance for ULDs, allowing them to move easily in and out of the aircraft. In addition, some cargo handling systems are powered.

1 System Repairs. Repair of system components should be part of the operator’s manual system, along with the ability to substitute load-bearing components. Substitution should be based on FAA-approved data. Substitution would include those subparts of a load-bearing component. The operator should show that, if a substitution is done, it is backed up with approved data. The operator’s manual system should show the modified configuration and how that configuration is controlled. That control may be in the form of an Engineering Order (EO), Engineering Report, or other document described in the operator’s manual.

2 Missing Devices. Regardless of the approval method used, minimum equipment list (MEL) concerns should be addressed. This includes operation with missing restraint devices along with weight and/or performance penalties for the missing device (i.e., reduced compartment weight limits).

16 VERIFYING MAINTENANCE DOCUMENTATION PROCEDURES.

1 Addition or Removal of Equipment.

1 CG Change After Repair or Alteration. The largest weight changes that occur during the lifetime of an aircraft are those caused by alterations and repairs. It is the responsibility of the air carrier/operator doing the work to accurately document the weight change and record it in the aircraft record.

1 When air carriers/operators make conversions, modifications, repairs, or major alterations to an aircraft that change the current W&B requirements and/or limitations, the FAA generally approves a W&B supplement or other control documents, such as STCs; FAA Form 337, Major Repair and Alteration (Airframe, Powerplant, Propeller, or Appliance); or other W&B reports. This supplementary information describes the effect of the conversion or modification on the aircraft, and the FAA generally approves it as part of an STC or major alteration.

2 When an air carrier/operator makes a conversion, modification, or major alteration to an aircraft that changes its W&B characteristics, the air carrier/operator should have a procedure in place to ensure that all supplemental information developed, issued, and approved for that aircraft is incorporated into the air carrier’s/operator’s W&B control program. An air carrier/operator must apply the most restrictive ranges of the incorporated modifications to the operation of that aircraft. For example, if multiple STCs apply, the air carrier/operator must use the STC with the most restrictive W&B limitations when incorporating the supplemental information into air carrier’s/operator’s W&B control programs. In all cases of multiple STCs applied to a single aircraft, the STCs should be evaluated for effect on each other and the appropriate limitations applied. At a minimum, an air carrier/operator should:

• Include the supplemental information described above or cross-reference the supplemental information in the air carrier/operator’s W&B manual; and

• Organize the supplemental information according to aircraft type or in a way that facilitates use by loading personnel.

3 Include the supplemental information in its air carrier/operator’s W&B manual and any charts or tables that indicate proper weight and CG range limitations.

2 Permanent Ballast.

1 If a repair or alteration causes the aircraft CG to fall outside of its limits, permanent ballast can be installed. Permanent ballast may consist of blocks of lead or other material. It should be marked, “Permanent Ballast/Do Not Remove.” It should be attached to the structure so that it does not interfere with any control action, and be attached rigidly enough that it cannot be dislodged by any flight maneuvers or rough landing.

2 Two things must first be known to determine the amount of ballast needed to bring the CG within limits:

• The amount the CG is out of limits; and

• The distance between the location of the ballast and the limit that is affected.

3 Temporary Ballast. Temporary ballast, in the form of lead bars or heavy canvas bags of sand or lead shot, is often carried in the baggage compartments to adjust the balance for certain flight conditions. The bags should be marked as ballast and secured. Removal may require recalculation of the aircraft BOW. Temporary ballast must be secured so that it cannot shift its location in flight, and the structural limits of the baggage compartment must not be exceeded. All temporary ballast must be removed before the aircraft is weighed.

2 W&B Revision Record.

1 Each revision record should be identified by the date and the aircraft make, model, and serial number. The pages should be signed by the person making the revision.

2 The computations for a W&B revision are included on a W&B revision form. Appropriate fore and aft extreme loading conditions should be investigated and the computations shown. The W&B revision sheet should clearly show the revised empty weight, empty weight arm, and/or moment index, and the new BOW.

N BOW is defined as the weight of an aircraft with unusable fuel, all fluids, crew, and installed equipment, as defined by the operator’s program based on TC, STC, or other FAA-approved data.

17 W&B RECORDS SURVEILLANCE. Maintenance weighing records, training records, and air cargo operations audit records must reflect compliance with the W&B control program. Cargo handling systems and ULDs must have records of maintenance, preventive maintenance, and inspections located in the aircraft maintenance records. The following must reflect compliance with the W&B control program:

• Ground operations load manifest records;

• Load verification sheets;

• Flight operations records; and

• Personnel training records.

18 AUTHORITY FOR W&B.

1 W&B Programs, Manuals, and Disciplines. The W&B control program is not just an isolated program for maintenance to comply with weighing the aircraft. It covers all employee disciplines that must interact together to operate the aircraft within the W&B limitations. Manuals must be consistent in text to provide guidance for the W&B system to work properly.

2 OpSpecs, MSpecs, or LOAs. Approval of W&B control programs is authorized on OpSpecs or if applicable, MSpecs. The OpSpecs will list the appropriate documents used for W&B control. The operator/applicant will enter average passenger and baggage weights, along with surveys to validate these weights, into the current OpSpecs.

19 CONTINUING ANALYSIS AND SURVEILLANCE SYSTEM (CASS) (PARTS 121/135). The CASS periodically monitors the performance of and audits the W&B control program to ensure constant compliance.

1 CASS Program List. The CASS program should define how and when the operators/applicants audit the W&B control systems to include (this list is not all-inclusive):

• Aircraft loading,

• ULD buildup,

• Personnel training, and

• Freight forwarders.

2 CASS Performance. System performance should be monitored to include such items as load plans, load manifests, aircraft configuration changes, cargo handling system performance, and human factors issues with loaders, load supervisors, and contractors.

N Although this is primarily an operations function, a process should be in place to ensure that the operator reports this information to the CASS, and that the CASS tracks it.

20 FAA SURVEILLANCE.

1 Review Qualifications. The principal inspectors (PI) are to review their assigned air carrier/operator’s W&B control procedures. This review shall include the subject areas discussed in this chapter, along with the appropriate air carrier/operator’s manuals, OpSpecs/MSpecs/LOAs, and wet lease agreements. It is imperative that the certificate holder qualifies and authorizes any contractors used for cargo loading to perform these functions. The FAA encourages PIs to review any training program their certificate holder accomplishes for personnel who supervise the loading of aircraft, prepare load manifest forms, or qualify and authorize other persons to accomplish these requirements.

2 FAA and Air Carrier Communication. Air carriers/operators have a statutory mandate to perform their services with the highest possible degree of safety. Achievement of that goal requires a concerted effort between the FAA and the air carrier. The FAA conducts special emphasis ramp checks to validate the current state of W&B control procedures and cargo loading operations. The FAA should make special efforts to keep all air carriers apprised of the methods by which inspectors conduct these inspections and inform them of any instances of noncompliance discovered in those inspections. The FAA encourages air carriers/operators, in turn, to use such information to evaluate their own systems, programs, and operations, and make any necessary corrections.

N Aviation safety inspectors (ASI) assigned to an operator should receive training for the specific requirements of that operator’s W&B control program.

21 PREREQUISITES AND COORDINATION REQUIREMENTS.

1 Prerequisites:

• Knowledge of the regulatory requirements of parts 91, 91K, 121, 125, and 135;

• Successful completion of the Airworthiness Inspector Indoctrination course(s) or equivalent; and

• Previous experience with part 91, 91K, 121, 125, or 135 W&B programs.

2 Coordination. This task requires close coordination between Airworthiness and Operations inspectors.

22 REFERENCES, FORMS, AND JOB AIDS.

1 References (current editions):

• Title 14 CFR Parts 21, 23, 25, 43, 91, 121, 125, and 135.

• AC 43.13-1, Acceptable Methods, Techniques, and Practices—Aircraft Inspection and Repair.

• AC 120-27, Aircraft Weight and Balance Control.

• AC 120-85, Air Cargo Operations.

• Approved AFMs.

• Aircraft Equipment Lists.

• Aircraft Maintenance Records (W&B Records).

• ATOS Element Performance Inspections (EPI)/Safety Attribute Inspections (SAI) 1.3.17 (AW), Weight and Balance Program; 1.3.25 (AW), Cargo Handling Equipment, Systems, and Appliances; 3.1.5 (OP), Carry-on Baggage Program; 3.1.8 (OP), Carriage of Cargo; and 3.2.2 (OP) Flight/Load Manifest/Weight and Balance Control.

• Civil Air Regulations (CARs) Part 3, Airplane Airworthiness—Normal, Utility, Acrobatic, and Restricted Purpose Categories.

• FAA H-8083-1, Aircraft Weight and Balance Handbook (replaces AC 91-23, Pilot’s Weight and Balance Handbook).

• Approved pilot’s operating handbooks (POH).

• STCs.

• TCDS and Aircraft Specifications.

• Approved W&B Manuals.

2 Forms. FAA Form 8400-8, Operations Specifications 1.

3 Job Aids:

• Automated OpSpecs Checklists and Worksheets.

• Job Task Analysis (JTA) 3.3.38.

N This JTA is a job aid and may be used in evaluating an operator’s W&B control program. The job aid recommends six areas that inspectors can use in the evaluation of the W&B control program. The option of using all of the parts of this job aid or any individual part is the decision of the inspector that is doing the evaluation.

23 PROCEDURES.

1 Coordinate with the Operator/Applicant. The operator/applicant must submit the following for review:

• Manual or revision;

• W&B program document (if not part of a manual);

• Pertinent company procedures;

• Instructions for completing forms used in aircraft weight control and aircraft loading; and

• Mathematical justification for loading provisions or schedules.

2 Review the Operator/Applicant’s Manual/Program Document. The manual must include procedures, levels of authority, and information appropriate to parts 91, 91K, 121, 125, or 135. In addition, the ASI must confirm that the manual includes the following:

1 Ensure that the manual, as presented, adheres to the system safety attributes:

• Responsibility and authority;

• Procedures;

• Process measurement;

• Control; and

• Interface.

2 Manual introduction to include:

• Description of the philosophy and the goals of the manual;

• Description of the division of contents between volumes, if more than one volume; and

• List of Effective Pages (LEP), including dates.

3 Manual revision and distribution procedures to ensure:

• Current information is provided to all manual holders; and

• Manuals are available to maintenance, operations, and ground personnel and the operator/applicant furnishes them to the certificate-holding district office (CHDO).

4 Definitions of all significant terms used in the program. The definitions must reflect their intended use and include any acronyms or abbreviations unique to the manual.

5 Description of the organizational unit responsible for the control and maintenance of the W&B program, to include:

• Definitions of lines of authority,

• Description of the support structure.

6 Training programs for the following (including contractors):

• Maintenance personnel,

• Operations and dispatch personnel, and

• Ground handling personnel.

7 A means of documenting and retaining individual training records.

8 Procedures for:

• Determining standards and schedules for calibration of aircraft scales;

• Pre-weighing instructions and requirements;

• Determining which aircraft are to be weighed;

• Establishing and maintaining BOW equipment lists for each aircraft;

• Recording the type and serial number for each scale used, airplane weight, residual fluids, and scale tare weights;

• Initial weighing of aircraft;

• Monitoring and adjusting individual aircraft or fleet, empty weight, and CG;

• Periodic reweighing of aircraft;

• Ensuring aircraft are configured under approved data;

• Control of ULDs, including serviceability standards, CG offset, and buildup; and

• Control and oversight of contractors, including freight forwarders.

9 A loading schedule consisting of graphs/tables or a special loading schedule for a calculator or computerized program. These schedules must ensure that pertinent data is available for all probable W&B conditions of the aircraft.

10 A load manifest on which all required loading information shall be entered by personnel responsible for W&B control, including procedures for:

• Completing the load manifest;

• Ensuring the load manifest is carried on the aircraft;

• Retaining the load manifest for the time periods specified in the CFRs; and

• Distribution of the load manifest under part 91, §§ 91.027; 121.695 and/or 121.697 (as applicable); 125.405; and 135.63(c).

11 Procedures to be used by crewmembers, cargo handlers, and other personnel concerned with aircraft loading, for the following:

• Distribution of passengers;

• Distribution of fuel;

• Distribution of cargo;

• Verification and acceptance of actual cargo weights as listed on a bill of lading;

• Restriction of passenger movement during flight, if applicable; and

• Hazmat requirements, if applicable.

12 A drawing of each cargo and/or passenger configuration that includes emergency equipment locations.

13 Mathematical justification for loading provisions or schedules. This may be included under separate cover and not as part of the company manual.

14 An alternate procedure for allowing manual computations, if a computerized W&B program is used.

15 Procedures for a weight range system, if applicable, that ensures:

• The range is typical of passengers carried on similar operations;

• Computations for critical load considerations support the ranges;

• Personnel responsible for loading the aircraft are required to prepare appropriate loading records;

• The system includes methods for loading passengers whose weights are outside the range; and

• Loading records indicate the number of passengers within the stated range and account for passengers who fall outside the range.

16 A system for loading nonstandard weight groups, such as athletic squads or military groups and their baggage, which must use actual weights for both passengers and baggage.

17 Procedures to verify actual weight of cargo.

18 Standards and schedules for calibration of commercial scales used to determine baggage/cargo weights.

19 Procedures to ensure that carry-on baggage is limited to articles that may be placed in overhead compartments or under seats. The operator must account for carry-on baggage weight in the same manner as checked baggage or added to the average passenger weight.

20 Review the Operator/Applicant’s OpSpecs/MSpecs/LOAs for the following:

1 Aircraft make/model/series.

2 Type of loading schedule.

3 Loading schedule instructions for:

• Passengers and crew (average or actual weight).

• Baggage (average or actual weight) and cargo (actual).

• Nonstandard weight groups.

4 W&B control procedures.

N The above items must be referenced by indicating the locations in the operator/applicant’s manuals (e.g., volume, chapter).

21 Review all applicable Draft OpSpecs/MSpecs/LOAs for accuracy.

3 Analyze the Results. Upon completion of review, analyze the results and determine whether the operator/applicant’s manual and OpSpecs meet all requirements.

4 Meet with Operator/Applicant. Discuss any discrepancies with the operator/applicant and advise them on areas that need corrective action.

24 TASK OUTCOMES.

1 Complete the PTRS Record. Part 121 air carriers use the appropriate ATOS DCT.

2 Complete the Task. Issue applicable OpSpecs/MSpecs/LOAs in accordance with Volume 3, Chapter 18.

3 Document the Task. File all supporting paperwork in the operator/applicant’s office file.

25 FUTURE ACTIVITIES. Normal surveillance to be conducted using PTRS codes 1639/3639/5639. Part 121 air carriers will use the appropriate ATOS Element Performance Inspection (EPI) to document surveillance.

Figure 3-132. Glossary/Index of Definition and Terms

|Aircraft Arms, Weights, and Moments |The term arm, usually measured in inches, refers to the distance between the center of |

| |gravity (CG) of an item or object and the reference datum. Arms ahead or to the left of the|

| |datum are negative (-), and those behind or to the right of the datum are positive (+). |

| |When the datum is ahead of the aircraft, all of the arms are positive and computational |

| |errors are minimized. Weight is normally measured in pounds. When weight is removed from an|

| |aircraft, it is negative (-), and when weight is added to the aircraft, it is positive (+).|

| |A moment is a force that tries to cause rotation, and it is the product of the arm in |

| |inches and the weight in pounds. Moments are generally expressed in pound-inches (lb-in) |

| |and may be either positive or negative. |

| |A number of weights must be considered in aircraft Weight and Balance (W&B). Terms for |

| |various weights listed here are used by the General Aviation Manufacturer’s Association |

| |(GAMA). |

|Aircraft Flight Manual (AFM) |A Federal Aviation Administration (FAA)-approved document, prepared by the holder of a type|

| |certificate (TC) for an airplane or rotorcraft, which specifies the operating limitations |

| |and contains the required markings, placards, and other information applicable to the |

| |regulations. |

|Aircraft Specifications |Documentation containing the pertinent specifications for aircraft certificated under the |

| |Civil Aviation Regulations (CAR). |

|Approved Type Certificate (TC) |A certificate of approval issued by the FAA for the design of an airplane, engine, or |

| |propeller. |

|Basic Empty Weight |The empty weight of the aircraft plus the weight of the un-drainable fuel, oils, and |

| |hydraulic fluid outlined in the manufacturer’s maintenance manual. |

|Basic Operating Index |The moment of the airplane at its basic operating weight (BOW) divided by the appropriate |

| |reduction factor. |

|Basic Operating Weight (BOW) |The weight of an aircraft with unusable fuel, all fluids, crew, and installed equipment as |

| |defined by the operator’s program based on the TC, the Supplemental Type Certificate (STC),|

| |or other FAA-approved data. |

|Cargo |Cargo refers to passenger-checked baggage, freight, dangerous goods, Company Materials |

| |(COMAT), and hazardous materials (hazmat). Cargo does not include passenger carry-on |

| |baggage. |

|Emergency Equipment |Required emergency equipment must be part of the pre-weight checklist and be stored in its |

| |assigned position specified by the operator’s manual. |

|Empty-Weight Center of Gravity (EWCG) |The CG of an aircraft when it contains only the items specified in the aircraft empty |

| |weight. |

|Empty-Weight Center of Gravity (CG) Range |The distance between the allowable forward and aft empty-weight CG limits. |

|Equipment List |A list of items approved by the FAA for installation in a particular aircraft. The list |

| |includes the name, Part Number (P/N), weight, and arm of the component. Installation or |

| |removal of an item in the equipment list is considered to be a minor alteration. |

|Fleet Weight |An average weight accepted by the FAA for aircraft of identical make and model that have |

| |the same equipment installed. When a fleet weight control program is in effect, the fleet |

| |weight of the aircraft can be used rather than having to weigh every individual aircraft. |

|Flyaway Kit |A flyaway kit is considered part of the empty weight when installed. Spare parts loaded |

| |onboard must be considered as COMAT. |

|Index Point |A location specified by the aircraft manufacturer from which arms used in W&B computations |

| |are measured. Arms measured from the index point are called index arms. |

|Manufacturer’s Empty Weight |The manufacturer’s empty weight contains only the basic equipment when the aircraft is |

| |delivered to the operator. The operator may install additional equipment required for its |

| |specific operation, creating the basic empty weight for that operator. |

|Maximum Allowable Gross Weight |The maximum weight authorized for the aircraft and all of its contents as specified in the |

| |Type Certificate Data Sheet (TCDS) or aircraft specifications for the aircraft. |

|Maximum Landing Weight |The greatest weight that an aircraft normally is allowed to have when it lands. |

|Maximum Ramp Weight |The total weight of a loaded aircraft, including all fuel. It is greater than the takeoff |

| |weight due to the fuel that will be burned during the taxi and run-up operations. Ramp |

| |weight is also called taxi weight. |

|Maximum Takeoff Weight (MTOW) |The maximum allowable weight at the start of the takeoff run. |

|Maximum Zero Fuel Weight (MZFW) |The maximum authorized weight of an aircraft without fuel. This is the sum of the BOW and |

| |payload. |

|Payload |The weight of the passengers, baggage, and cargo that produces revenue. |

|Pilot’s Operating Handbook (POH) |An FAA-approved document published by the airframe manufacturer that lists the operating |

| |conditions for a particular model of aircraft and its engines. |

|Standard Empty Weight |The weight of the airframe, engines, and all items of operation weight that have fixed |

| |locations and are permanently installed in the aircraft. This weight must be recorded in |

| |the aircraft W&B records. The basic empty weight includes the standard empty weight plus |

| |any optional equipment that has been installed. Depending upon the part of the Federal |

| |regulations under which the aircraft was certificated, either the undrainable oil or full |

| |reservoir of oil is included. |

|Supplemental Type Certificate (STC) Data |Provided it specifically applies to the item being repaired/altered, such data may be used |

| |in whole or in part as included within the design data associated with the STC. |

|Unit Load Device (ULD) |A device for grouping, transferring, and restraining cargo for transit. The Unit Load |

| |Device (ULD) may consist of a pallet and net or may be a container. |

Figure 3-132A. Active Unit Load Device Markings

[pic]

RESERVED. Paragraphs 3-3991 through 3-4005.

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