PETUNJUK TEKNIS BAGIAN {STAFFINSTRUCTION ) ( WEIGHT AND BALANCE CONTROL PROGRAM)

Transcription

1 KEMENTERIAN PERHUBUNGAN DIREKTORAT JENDERAL PERHUBUNGAN UDARA PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA NOMOR : 136 TAHUN 2018 TENTANG PETUNJUK TEKNIS BAGIAN {STAFFINSTRUCTION ) PROGRAM KONTROL HERAT DAN KESEIMBANGAN ( WEIGHT AND BALANCE CONTROL PROGRAM) DENGAN RAHMAD TUHAN YANG MAHA ESA, DIREKTUR JENDERAL PERHUBUNGAN UDARA, Menimbang : a. bahwa Subbagian (b) Lampiran Peraturan Menteri Perhubungan Nomor PM 28 Tahun 2013 tentang Peraturan Keselamatan Penerbangan Sipil Bagian 121 {Civil Aviation Safety Regulation Part 121) tentang Persyaratan-Persyaratan Sertifikasi dan Operasi Bagi Perusahaan Angkutan Udara Yang Melakukan Penerbangan Dalam Negeri, Intemasional dan Angkutan Udara Niaga Tidak Berjadwal {Certification and Operating Requirements: Domestic, Flag, and Supplemental Air Carriers) sebagaimana telah diubah beberapa kali, terakhir dengan Peraturan Menteri Perhubungan Nomor PM 61 Tahun 2017 telah mengatur bahwa pemegang sertifikat operator pesawat udara (AGO) 121 hams membuat program kontrol berat dan keseimbangan dan disahkan oleh Direktur Jenderal Perhubungan Udara; b. bahwa Subbagian (b) Lampiran Keputusan Menteri Perhubungan Nomor KM 18 Tahun 2002 tentang Persyaratan - Persyaratan Sertifikasi dan Operasi Bagi Pemsahaan Angkutan Udara Niaga Untuk Penerbangan Komuter dan Charter sebagaimana telah beberapa kali diubah, terakhir dengan Peraturan

2 Menteri Perhubungan Nomor PM 63 Tahun 2017 telah mengatur bahwa pemegang sertiflkat operator pesawat udara (AOC) 135 hams membuat program kontrol berat dan keseimbangan dan disahkan oleh Direktur Jenderal Perhubungan Udara; c. bahwa perlu disusun panduan bagi personel di lingkungan Direktorat Kelaikudaraan dan Pengoperasian Pesawat Udara dan pemegang sertiflkat operator pesawat udara dalam melakukan evaluasi terhadap program kontrol berat dan keseimbangan; d. bahwa berdas^kan pertimbangan sebagaimana dimaksud pada butir a, butir b, dan butir c perlu menetapkan Peraturan Direktur Jenderal Perhubungan Udara tentang Petunjuk Teknis Bagian (Staff Instruction ) Program Kontrol Berat Dan Keseimbangan ( Weight And Balance Control Program); Mengingat : 1. Undang-Undang Republik Indonesia Nomor 1 Tahun 2009 tentang Penerbangan (Lembaran Negara Republik Indonesia Tahun 2009 Nomor 1, Tambahan Lembaran Negara Republik Indonesia Nomor 4956); 2. Peraturan Presiden Nomor 7 Tahun 2015 tentang Organisasi Kementerian Negara (Lembaran Negara Republik Indonesia Tahun 2015 Nomor 5) ; 3. Peraturan Presiden Nomor 40 Tahun 2015 tentang Kementerian Perhubungan (Lembaran Negara Republik Indonesia Tahun 2015 Nomor 75); 4. Keputusan Menteri Perhubungan Nomor KM 18 Tahun 2002 tentang Persyaratan - Persyaratan Sertifikasi dan Operasi Bagi Pemsahaan Angkutan Udara Niaga Untuk Penerbangan Komuter dan Charter sebagaimana telah beberapa kali diubah, terakhir dengan Peraturan Menteri Perhubungan Nomor PM 63 Tahun 2017;

3 5. Peraturan Menteri Perhubungan Nomor PM 28 Tahun 2013 tentang Peraturan Keselamatan Penerbangan Sipil Bagian 121 {Civil Aviation Safety Regulation Part 121) tentang Persyarat^-Persyaratan Sertifikasi dan Operasi Bagi Perusahaan Angkutan Udara Yang Melakukan Penerbangan Dalam Negeri, Intemasional dan Angkutan Udara Niaga Tidak Berjadwal {Certification and Operating Requirements: Domestic, Flag, and Supplemental Air Carriers) sebagaimana telah diubah beberapa kali, terakhir dengan Peraturan Menteri Perhubungan Nomor PM 61 Tahun 2017; 6. Peraturan Menteri Perhubungan Nomor PM 59 Tahun 2015 Tentang Kriteria, Tugas dan Wewenang Inspektur sebagaimana telah diubah terakhir dengan Peraturan Menteri Perhubungan Nomor PM 142 Tahun 2016; 7. Peraturan Menteri Perhubungan Nomor PM 189 Tahun 2015 tentang Organisasi dan Tata Kerja Kementerian Perhubungan sebagaimana telah diubah terakhir dengan Peraturan Menteri Perhubungan Nomor PM 117 Tahun 2017; MEMUTUSKAN Menetapkan : PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA TENTANG PETUNJUK TEKNIS BAGIAN {STAFF INSTRUCTION ) PROGRAM KONTROL BERAT DAN KESEIMBANGAN ( WEIGHT AND BALANCE CONTROL PROGRAM); Pasal 1 Memberlakukan Petunjuk Teknis Bagian {Staff Instruction ) Program Kontrol Berat dan Keseimbangan {Weight And Balance Control Program) sebagaimana tercantum dalam Lampiran yang merupakan bagian tak terpisahkan dari Peraturan ini.

4 Pasal 2 Direktur Kelaikudaraan dan Pengoperasian Pesawat Udara mengawasi Pelaksanaan Peraturan ini. Pasal 3 Pada saat Peraturan ini mulai berlaku, ketentuan dalam Volume 2 Bab 74 dan Bab 75 Lampiran Peraturan Direktur Jenderal Perhubungan Udara Nomor SKEP/44/III/2010 tentang Staff Instruction 8300 Airworthiness Inspector's Handbook, dicabut dan dinyatakan tidak berlaku. Pasal 4 Peraturan Direktur Jenderal ini mulai berlaku sejak tanggal ditetapkan Ditetapkan di Jakarta pada tanggal 9 Mei 2018 DIREKTUR JENDERAL PERHUBUNGAN UDARA ttd. Dr. Ir. AGUS SANTOSO, M.Sc <</ PALA i dengan aslinya IAN HUKUM, TOfiAT PEf--ll5-S ^ N P. DA NAMA SARI ina (IV/a) "

5 LAMHRAN PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA NOMOR :KP 136 TAHUN 2018 TANGGAL : 9 MEI 2018 Staff Instruction SI Weight and Balance Control Program Edition : 1 Amendment : 0 Date : 9 May 2018 REPUBLIC OF INDONESIA - MINISTRY OF TRANSPORTATION DIRECTORATE GENERAL OF CIVIL AVIATION JAKARTA - INDONESIA

6 AMENDMENT RECORD LIST Amendment No. Issue Date Reference 0 9 May 2018

7 FOREWORD 1. PURPOSE 2. REFERENCES 3. CANCELLATION This Staff Instruction has been prepared to guide and assist all Directorate of Airworthiness and Aircraft Operation personnel, Directorate General of Civil Aviation, operators (AOC) or applicants dealing with DGCA, in evaluating of Weight and Balance Program. This Staff Instruction should be used in accordance with the applicable regulations. SI 8300 Volume 2 Chapter 74 and Chapter 75 dated March 2010 have been cancelled. 4. AMENDMENT The amendment of this Staff Instruction shall be approved by the Director General of Civil Aviation. DIRECTOR GENERAL OF CIVIL AVIATION ttd. Dr. Ir. AGUS SANTOSO, M.Sc. nalf EPA ai dengan aslinya GIAN HUKUM, '^x.endah'.mrnama sari fc ' '^^^^^ina (IV / a) > u

8 April 2018 TABLE OF CONTENTS AMENDMENT RECORD LIST FOREWORD "! ii i TABLE OF CONTENTS in CHAPTER 1. EVALUATE CASR PART 121/135 OPERATOR'S WEIGHT AND BALANCE CONTROL PROGRAM 1 1. OBJECTIVE 1 2. GENERAL 1 a. Operator's W&B Control Program 1 b. Program Authorization 1 c. Program Authorization Process 1 d. Aircraft W8bB 2 e. Aircraft Loading 2 3. CERTIFICATION BASIS (TC/AMENDED TC/STC) 3 a. TC and Type Certificate Data Sheet (TCDS) Issuance 3 b. Conformity to Type Design 3 c. Certificated Aircraft Information 3 4. DOCUMENTATION 4 a. Aircraft Weighing/W85B Documents 4 b. Aircraft Loading and Operation/W85B Document 4 5. OPERATOR/APPLICANT-DEVELOPED PROGRAM 4 a. Submitted Program 4 b. Unusual or Complex Programs 5 c. Load Schedules 5 d. Major Alterations 5 e. Determining the Loaded Weight and CG 5 6. AIRCRAFT WEIGHTS 6 a. Part b. Part WEIGH SCALES 6 8. AIRCRAFT LOADING SCHEDULE AND PROVISIONS 7 a. Aircraft Loading Schedule 7 b. Aircraft Loading Provisions 7

9 c. Passenger and Baggage Weights 7 9. OPERATOR'S CARGO OPERATIONS AND WSsB TRAINING 9 a. Responsibility for W85B Control 9 b. W&B (CG Control) 9 c. Training Program Curriculum PASSENGER AND CARGO LOADING PROCEDURES CARGO LOADING PROCEDURES 12 a. Cargo 12 b. Cargo Requiring Special Handling Procedures 12 c. Special Cargo 13 d. Unit Load Device 14 e. Active ULDs 15 f. Temperature-controlled Shipping Containers OTHER RESTRAINTS MULTIPLE ENTITIES CLS Cargo Loading System 16 a. System Repairs 16 b. Missing Devices VERIFYING MAINTENANCE DOCUMENTATION PROCEDURES 17 a. Addition or Removal of Equipment 17 b. W&B Revision Record W&B RECORDS SURVEILLANCE AUTHORITY FOR W&B 19 a. W&B Programs, Manuals, and Disciplines 19 b. Authorizations, Conditions and Limitation (ACL) Operator's EVALUATION SYSTEM FOR W&B CONTROL 19 a. System List 19 b. System Performance 19 c. System Effectiveness DGCA SURVEILLANCE 20 a. Review Qualifications 20 b. DGCA and Operator Communication PREREQUISITES AND COORDINATION REQUIREMENTS 20 a. Prerequisites: 20 IV

10 b. Coordination REFERENCES PROCEDURES 21 a. Coordinate with the Operator/Applicant 21 b. Review the Operator's Manual/Program Document 21 c. Analyze the Results 24 d. Meet with Operator/Applicant 24 APPENDIX A - LIST OF APPLICABLE FORM 25 APPENDIX B - GLOSSARY/INDEX OF DEFINITION AND TERMS 26

11 April 2018 CHAPTER 1. EVALUATE CASH PART 121/135 OPERATOR'S WEIGHT AND BALANCE CONTROL PROGRAM 1. OBJECTIVE. This chapter provides guidance for evaluating (initial or revision) an operator's Weight and Balance (WSbB) control program procedures. 2. GENERAL, a. Operator's W&B Control Program. The operator's W&B control program can be: 1) An independently controlled document that includes all the instructions and procedures for W&B control; or 2) Included as a controlled part of another manual(s). The W&B control program should undergo periodic reviews to ensure compliance. The operator's manual system must include this program. The W&B control and the carry-on baggage weight programs contain approved data and acceptable methods which are authorized for use in the Authorizations, Conditions and Limitations (ACL) by the principal airworthiness inspector (PAI) in coordination with the principal operations inspector (POI). b. Program Authorization. 1) The PAI authorizes the aircraft's weighing procedures, and is responsible for authorizing of all "E" series Authorizations, Conditions and Limitations (ACL) 2) The POI authorizes the cariy-on baggage program, and is responsible for authorizing of all "A" series Authorizations, Conditions and Limitations (ACL) c. Program Authorization Process. 1) POI Authorized Carry-On Baggage Program. Once the POI has validated the accuracy of the operator's proposed average weights, the POI will authorize the carry-on baggage program and specific average passenger and baggage weights through ACL AO 11 in conjunction with A097, A098, and A099, as applicable. As an alternative to specific average passenger and baggage weights, actual weights can be used and authorized for use through ACL A096. a) The operator's cariy-on baggage procedures must be designed to ensure that the approved data derived from the type certificate (TC)/Supplernental Type Certificate (STC) and supplements are not compromised in the operator's W&B control program.

12 b) ACL AO 11 should specily whether the operator is authorized to have carry-on baggage or is authorized to use a no-carry-on-baggage program. Authorization of an operator's carry-on baggage program or no-carry-on baggage program is authorized through ACL AO 11. 2) PAI Authorized Aircraft Average Fleet or Actual Weight Program. The PAI is responsible for approving the aircraft average fleet or actual weight program through the authorization of ACL E096. d. Aircraft W8&B. NOTE: Depending on the complexity of the operation, coordination with other inspector specialties may be required. 1) WfisB Program Procedures. WSsB program procedures are the only means for a DGCA PAI to authorize the use of either: a) Individual aircraft weight program, or b) Aircraft fleet weight program. The operator's manual system must include how the operator manages the aircraft's basic empty weight (BEW). 2) Develop Procedures for Aircraft W&B. The operator/applicant may develop and submit for authorization any method or procedure by which they can show that an aircraft: Has procedures for verifying aircraft configuration; Has procedures for weighing the aircraft; Will be periodically reweighed and its data reevaluated; Will have weight changes to the empty weight center of gravity (EWCG) recorded, both in service and after reweigh; and Will have its data recalculated, if needed, due to changes. Personnel accomplishing the above tasks must be adequately trained. e. Aircraft Loading. 1) Elements of Aircraft Loading. Aircraft loading, as it applies to W&B, consists of the following two elements: a) How to determine the unknown weights of crew, passengers, or carry-on baggage. Authorized passenger and baggage weight program procedures are the only means for a DGCA to authorize the use of other than known weights for crew, passengers, or carry-on baggage. Reports of the established average passenger and baggage weights and surveys are also entered in the ACL.

13 b) Load contxol regarding the fuel, cargo, passenger, and baggage weights is an operations furiction which the POI must oversee. However, since it is part of the WSgB control program, the PAX approves this element, in coordination with the POI, as part of the W85B control program approval. 2) Develop Procedures For Aircraft Loading. The operator/applicant may develop and submit for approval any method or procedure by which they can show that: a) An aircraft is properly loaded according to approved/authorized configuration (loading schedules or charts); b) An aircraft will not exceed approved W8bB limitations during all ground and flight operations; c) Ground equipment is serviceable; d) Unit load devices (ULD) have undergone a serviceability check; and e) Personnel are trained. 3. CERTIFICATION BASIS (TC/AMENDED TC/STC). a. TC and Type Certificate Data Sheet (TCDS) Issuance. When the DGCA approves the design of an aircraft, it issues an approved TC and TCDS. The TCDS includes all pertinent specifications for the aircraft. The W&B information is available in the TCDS under "Data Pertinent to All Models." NOTE: The TCDS may reference the aircraft manufacture's WBM for this information. b. 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. c. Certificated Aircraft Information. An operator/applicant must know certain information before it can properly weigh an aircraft and compute its EWCG. The DGCA furnishes this information for every certificated aircraft in the TCDS or aircraft specifications available to all operators. NOTE: The operator's equipment list that comprises the basic operating weight (BOW) of the aircraft must be validated to ensure that it is current.

14 4. DOCUMENTATION a. Aircraft Weighing/W&B Documents. 1) Review the manufacturer's maintenance program in the Aircraft Maintenance Manual (AMM) or aircraft service manual. 2) Verify that the W85B weighing information in the aircraft's W&B control program document and AMM include current W8bB information such as: Empty weight and EWCG limits; Weighing the aircraft; Configuration control; Weighing schedule; and Personnel training. b. Aircraft Loading and Operation/W8bB Document. 1) Review the manufacturer's program documents for cargo loading, W&B control, and Aircraft Flight Manual (AFM)/Rotorcraft Flight Manual (RFM). 2) Verify that the W&B information in the loading and operation W&B control document and AFM includes current information such as; EWCG; Loading graphs; Center of gravity (CG) envelopes; Loading schedules; Index tables; Load manifest; and Personnel training. The manual may refer to a W&B plotter. If so, ensure that this device is available. 3) Ensure that the manufacturer's procedures cover all aspects of the CASR part 121/135 operator's intended operation. 5. OPERATOR/APPLICANT-DEVELOPED PROGRAM. a. Submitted Program. The operator/applicant may submit any method or procedure by which it can show that all aircraft are properly weighed, loaded, and will not exceed approved 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.

15 2) The W85B 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, and STC information. 4) The program must contain the duties, responsibilities, and authority for flight, ground operations, maintenance, and management personnel. 5) The program must identify the training requirements for flight, ground operations, maintenance, and management personnel. Note: 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. b. 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 specialists. c. Load Schedules. The load schedule must include a system for aircraft loading under all loading situations, including alternate procedures for nonstandard weight of persons or groups. The operator's procedures must provide all necessaiy information (e.g., charts, graphs, and tables) with related instructions for the loading. d. 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 CASR Part e. 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: 1) By the computational method, using weights, arms, and moments; and 2) By the loading graph method, using weight and moment indexes.

16 6. AIRCRAFT WEIGHTS. a. Part 121. Operators/applicants are required to weigh aircraft operated under CASR Part ) No person may operate an airplane unless the current empty weight and center of gravity are calculated from values established by actual weighing of the aircraft within the preceding 36 calendar months. 2) Paragraph (1)) of this section does not apply toa) Aircraft issued an original airworthiness certificate within the preceding 36 calendar months; and b) Aircraft operated under a weight and balance system approved in the operations specifications/acl of the certificate holder. b. Part 135, Operators/applicants are required to weigh aircraft operated under CASR Part ) No person may operate an airplane unless the current empty weight and center of gravity are calculated from values established by actual weighing of the aircraft within the preceding 36 calendar months. 2) Paragraph (1)) of this section does not apply toa) Aircraft issued an original airworthiness certificate within the preceding 36 calendar months; and b) Aircraft operated under a weight and balance system approved in the operations specifications/acl of the certificate holder. NOTE: Procedures that establish an aircraft's 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 DGCA-acceptable means. 7. WEIGH SCALES Scales used to weigh passengers, aircraft, and cargo must be calibrated and traceable to a Komite Akreditasi Nasional (KAN) 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. Cargo weigh scales should be calibrated and periodically and functionally checked for accuracy in conformance with the operators program. A functional check should consist of field-testing the scale's accuracy to within ±1 % with a specific item of a known weight. Operators must have procedures in their manuals to control the use, calibration.

17 and/or verification of weigh scales, and record retention of calibration or verification for scales used by operators and vendors. 8. AIRCRAFT LOADING SCHEDULE AND PROVISIONS. a. Aircraft 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. b. Aircraft 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 WSsB 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 exceeds 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. c. Passenger and Baggage Weights. There are three methods available to operators to determine passenger and bag weights: standard average weights, average weights based on survey and actual weights. 1) Standard Average Passenger Weights. Standard average passenger weights were established based on data from Ministry of Health Republic of Indonesia surveys. The standard average passenger weights in Table 8-1 include 2,3 kilograms (5 pounds) for clothing, and a 7,3 kilograms (16-pounds) allowance for personal items ^d cariy-on bags. Where no gender is given, the standard average passenger weights are based on the assumption that 50 percent of passengers are male and 50 percent of passengers are female

18 TABLE 8-1. STANDARD AVERAGE PASSENGER WEIGHTS Standard Average Passenger Weight kilograms Weight Per Passenger pounds Average passenger weight adult 71kg 157 lbs Average adult male passenger weight Average adult female passenger weight Child weight (2 years to less than 9 years of age) 73 kg 161 lbs 69 kg 152 lbs 35 kg 77 lbs 2) Average Weights Based on Survey. Average weights based on survey allows operators with an acceptable survey method to use it in determining average weights for a W85B control program. The operator will provide the DGCA with the results of a reliable survey to establish an average passenger weight for its specific operation. 3) Actual Weights. To determine the actual weight of a personal item, cany-on bag, checked bag, plane-side loaded bag, or a heavy bag, a operator should weigh the item on a scale. A operator may determine the actual weight of passengers by: a) Weighing each passenger on a scale before boarding the aircraft (types of weight scales and scale tolerances -will be defined in the operator's W85B control program); or b) Asking each passenger his or her weight. An operator should add to this asked (volunteered) weight at least 10 pounds to account for clothing. A operator may increase this allowance for clothing on certain routes or during certain seasons, if appropriate. Special Passenger Groups. Nonstandard actual group weight or established survey weights may be used for nonstandard weight groups (e.g., sports teams). Crewmembers. An operator may choose to use actual crewmember weights or conduct a survey to establish average crewmember weights appropriate for its operation. 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.

19 NOTE: Unless otherwise authorized by the W85B control manual, the operator shall use the actual passenger and baggage weights in computing the WfisB of charter flights and other special services involving the carriage of special groups. Passenger and Crew Baggage. Operators/applicants must provide procedures so that all baggage, including that carried on board by the flightcrew, is properly accounted for. If desired by the operator, it may use a standard crew baggage weight. 9. OPERATOR'S CARGO OPERATIONS AND W8bB TRAINING. a. 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, and extends to ground operations persons who load the aircraft, the Aviation Maintenance Engineer who maintains the aircraft, and the flightcrew members who operate 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. 1) Personnel Qualification Identification. Personnel involved in cargo operations (e.g., cargo acceptance, cargo build-up, aircraft loading and supervising aircraft loading) must be trained, qualified, and authorized, 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. Operators should develop cargo operations and W&B training programs. Training should explain employee functions, and express expectations of job duties and responsibilities, according to the operator's procedures. An operator should have procedures to train all its employees and vendors to its standards. Personnel involved in cargo operations must be trained, qualified, and authorized, as defined in the operator's manual. This training must be easily identified by documentation in training records and authorization documents readily available. b. W&B (CG Control). Operators must have training programs for personnel involved with W&B. These programs should contain the processes and procedures to maintain the weight and CG of aircraft dispatched. All operator and vendor personnel involved in W&B should receive fundamental W&B training at a general subject matter level. The operator's training course for personnel or vendors involved with W&B and CG calculations should include, at a minimum: 1) Aircraft manufacturer's requirements or the STC instructions; 2) Minimum equipment list (MEL); I 3) Position of cargo and baggage; 4) Notification of flightcrew;

20 5) Calculations for average weights of persons and baggage, seasonal changes, and unusual loads, such as sports teams, military, and manifest weights of cargo; 6) Calculations for actual weights and when to use them; 7) Processes that take into account CG offsets for cargo, both loaded into ULDs or loaded onto the aircraft; 8) Computer programs or other methods used to calculate CO;- and 9) Processes and procedures to certify personnel to calculate W&B. c. Training Program Curriculum. Operators must provide: 1) Programs for Load Personnel. Training programs 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 and upper lobes; CLS and cargo handling procedures; Procedures for training load vendors and audit requirements for those vendors; Training on expectations of loaders and proper load procedures, including safety and hazardous materials (hazmat); and Frangible cargo requirements for certain positions. 2) Programs for Load Supervisors. In addition to the requirements for load personnel listed in subparagraph Cl) above, training for persons responsible for the load on an aircraft ensures understanding of those responsibilities, to include: ULDload; Aircraft load; Serviceability of ULDs; Aircraft cargo loading; Restraint systems; and Special cargo. 3) Training on Cargo Buildup. This training should include: Recognition of proper ULD configuration; Operational standards; Net attachments; Restraints; Weigh procedures; Container configurations and condition; CG offsets, profiling, and authorization for use on particular aircraft; Cargo buildup to comply with CG control; and Special cargo. Personnel to receive this training include vendors and freight forwarders. 10

21 4) Programs for Maintenance Personnel. Training for maintenance personnel must consist of: Aircraft weighing procedures; WSsB changes due to alterations; CLS 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) Flightcrew and flight operation officer (FOO) Awareness Training. Programs should include procedures to train flightcrews and flight operation officer (FOO)in cargo loading, to include examples of: Unserviceable ULDs; Restraints; CLS; Aircraft configuration; Hazmat; Special cargo; and Duties and responsibilities of ground personnel. 6) Recurrent Training. An operator's cargo operations and W&B training programs should establish recurrent training requirements and intervals not to exceed 24 months, unless the DGCA grants an extension. 7) Training Records and Retention. Programs should include procedures to retain training records for personnel. Operators should retain training records for the duration of personnel employment plus 90 days. In accordance with CASR part , pilots and flight operation officer (FOO) require recurrent W&B training every 12 calendar-months. Training records for these individuals must be retained in accordance with training record retention periods. 10. PASSENGER AND CARGO LOADING PROCEDURES. The air carrier's/operator's manuals should include passenger and cargo loading procedures. These procedures should be consistent across all manuals throughout the company. 11

22 11. CARGO LOADING PROCEDURES. a. Cargo. Operators/applicants must provide procedures for loading/unloading freight into upper main cargo compartments on all-cargo aircraft and into lower lobe compartments on all aircraft. Cargo loading should include procedures for: 1) Loading, based on aircraft configuration (i.e., all-cargo, passenger and convertible). These procedures may vary depending on the type of CLS installed, restraint equipment installed or used, and cargo door configuration. 2) Ensuring cargo loads are in compliance vdth the manufacturer's WBM or the STC instructions. 3) Loading aircraft to prevent tail tipping. 4) Ensuring that if containers are used, they are properly restrained. 5) Ensuring that cargo or baggage is properly restrained using the restraint system required by the airplane W85B documents. 6) Ensuring that cargo is loaded per the OEM and operator's W86B procedures. b. Cargo Requiring Special Handling Procedures. Some cargo may require additional or unique procedures to protect cargo or the aircraft during handling acceptance, loading, or in flight. Examples of special handling procedures include ceremony or instructions for transporting human remains, feeding live animals in transit, signature service forms for tracking mail/cargo, compatibility with hazmat, protective gear when handling cryogenics, etc. This cargo could also be classified as special cargo. The operator's procedures should address cargo loads requiring special handling. The operator should establish procedures for cargo requiring unique or special handling, which may include the following: 1) Offset cargo; 2) Overweight cargo; 3) Overhanging cargo; 4) Outsized cargo; 5) Sharp or piercing cargo; 6) Crated heavy machineiy; 7) Reels or spools; 8) Motor vehicles and other wheeled cargo; 9) Tall cargo; 12

23 10) Rigid cargo; 11) Tall rigid cargo (TRC); 12) Cargo not fully restrained by the CLS; 13) Human remains; 14) Foodstuff, feed, and postal mail; 15) Hazmat; 16) Active ULDs; 17) Temperature control ULD containers; 18) Live animals; 19) ULDs; 20) Special cargo; and 21) Radio Frequency Identification (RFID) cargo, c. Special Cargo. Cargo not contained in an ULD certified for the airplane CLS or enclosed in a cargo compartment certified for bulk loading is special cargo. This type of cargo requires special handling and securing/restraining procedures. In addition to special cargo requirements, all such cargo will require special handling procedures. 1) Operators should: Develop policies and procedures for the identification, acceptance, and carriage of special cargo with a high degree of safety; Have policies and procedures to ensure special cargo loads are in compliance with the manufacturer's WBM or the STC instructions; Have policies, procedures, and controls in place when transporting special cargo; Flightcrew, FOG and Aircraft Maintenance Engineer are trained, qualified, and authorized to perform special cargo functions; and Distribute load schematic to appropriate personnel and ensure it is retained with load manifest. 2) The responsible person will identify special cargo, evaluate special cargo risks, and develop a plan to ensure safety of flight using DGCA-approved TC/STC WBM data: Use certificate-holder-developed procedures for planning and evaluating special cargo transport; Determine restraint; 13

24 Develop a load schematic, which includes a tiedown scheme and load calculations. Special cargo with a tiedown scheme that complies with a DGCA-approved airplane WBM/supplement can be incorporated into the operator's manuals. The load schematic will not be necessary for special cargo items identified in the operator's manual. However, when using the authorized manual procedure, the operator should reference the manual and page number on a cargo loading document and retain it with load manifest. d. Unit Load Device ULDs are certified to a Technical Standard Order (TSO), STC, production certificate, or militaiy standard. Noncertified ULDs are built to an industry standard and are allowed only on certain aircraft as described in the aircraft WBM or STC W&B,_ supplement. Operators must have procedures for: 1) Ensuring their manual lists the certified ULDs and pallet-net combinations approved for each aircraft. 2) Buildup of containers and pallets to ensure proper CG control so as not to exceed certification limitations for horizontal and vertical CG. 3) Buildup of palletized and bulk cargo that ensure that the load fits the fuselage profile of the aircr^t that they are loading. 4) 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. 5) 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. 6) Ensuring owned or leased ULDs, pallet, and nets are maintained under a operator's or vendor/supplier's maintenance program that satisfies the instructions for continued airworthiness (ICA) of the ULD manufacturer. The operator should have a program to determine the serviceability of, the ULD when it is intended to be placed onboard the aircraft and ULD traceability through their authorized vendor list which is made available to the DGCA. 7) Routing unserviceable ULDs to repair facilities listed on the operator's authorized vendor lists. 8) Ensuring that after any repair, maintenance, or modification of equipment such as dollies, slave frames, containers, and carts, a new tare weight is reestablished by reweighing the equipment. t ) 14

25 e. Active ULDs. ULDs with active temperature control systems for transporting temperature-sensitive cargo. Unlike the typical ULD, active ULDs are capable of heating and/or refrigerating as required. These systems consist of a highly insulated container with a batteiy-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. f. 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 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: Marking required by CASR Part 45, Any other placards or labeling required for the safe handling, operation, and carriage of the device. 2) ICAs containing: A complete set of instructions for maintenance, inspection, and return to service after maintenance, and a list of people authorized to perform these functions. 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 u^der the cargo-net. 3) Operating instructions for the device, which include: Procedures for preflight preparation and inspection, including identification of any serviceable tags or other instrument required to certify airworthiness prior to carriage. 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. Procedures for normal and emergency operations. Procedures for handling of the device. 15

26 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. All limitations (as approved in the ICA). Training requirements for the above. Hazmat and dangerous goods procedures may apply to these devices and/or their contents. 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 (e.g., transfer and interline) must have these procedures in their manuals, or referenced in their manuals, and provide training to their personnel prior to carriage on their aircraft. 12. OTHER RESTRAINTS. A TSO, original type design, STC, or major alteration may be the certification basis for restraints such as straps, tiedowns, or nets. The WBM, STC W85B supplement, or major alteration documentation for each aircraft lists the restraints allowed on an individual aircraft. 13. MULTIPLE ENTITIES. The operator/applicant may use multiple entities to perform functions associated with the movement of cargo. Examples of these entities include shippers, vendors, and freight forwarders, which may perform cargo buildup, weighing, freight staging, cargo loading, interlining, and restraint. The operator's manual must contain procedures to address these activities. The operator is ultimately responsible for safety of flight and the security of the cargo. The operator must: Ensure entities are trained, qualified, and authorized to perform duties per the operator's W85B control program, Audit third-party operations, and Ensure third-party adherence to the operator's procedures. 14. CLS Cargo Loading System. CLSs, 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. CLSs are also designed as a conveyance for ULDs, allowing them to move easily in and out of the aircraft. In addition, some CLSs are powered. a. 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 DGCA-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 16

27 configuration and how that configuration is controlled. That control may be in the form of an Engineering Order (EG), engineering report, or other document described in the operator's manual. b. Missing Devices. Regardless of the approval method used, 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). 15. VERIFYING MAINTENANCE DOCUMENTATION PROCEDURES, a. Addition or Removal of Equipment. 1) CO 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. a) When operators make conversions, modifications, repairs, or major alterations to an aircraft that change the current WSeB requirements and/or limitations, the DGCA generally approves a WSsB supplement or other control documents, such as STCs; DGCA Form , Major Repair and Alteration (Airframe, Powerplant, Propeller, or Appliance); or other WSgB reports. This supplementary information describes the effect of the conversion or modification on the aircraft, and the DGCA generally approves it as part of an STC or major alteration. b) When an operator makes a conversion, modification, or major alteration to an aircraft that changes its W&B characteristics, 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 WSsB 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 W8eB limitations when incorporating the supplemental information into air carrier's/operator's WSsB 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's/operator's WBM; Organize the supplemental information according to aircraft type or in away that facilitates use by loading personnel; and 17

28 Include the supplemental information in its air carrier's/operator's WBM and any charts or tables that indicate proper weight and CG range limitations. 2) Permanent Ballast. 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. 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. b. WSbB 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 WSsB revision sheet should clearly show the revised empty weight, empty weight arm, and/or moment index, and the new Basic Operating Weight (BOW). NOTE: 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 DGCA-approved data. 16. W85B RECORDS SURVEILLANCE. Maintenance weighing records, training records, and air cargo operations audit records must reflect compliance with the WSsB control program. CLSs and ULDs must have records of maintenance, preventive maintenance, and inspections located in the aircraft maintenance records. The following must reflect compliance with the W85B control program: Ground operations load manifest records; Load verification sheets; 18

29 Flight operations records; and Personnel training records. 17. AUTHORITY FOR W&B. a. W85B Programs, Manuals, and Disciplines. The W85B 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 W85B limitations. Manuals must be consistent in text to provide guidance for the W&B system to work properly. b. Authorizations, Conditions and Limitation (ACL). W&B control programs are authorized on ACL 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 ACL, as appropriate. 18. Operator's EVALUATION SYSTEM FOR W&B CONTROL. An operator should establish and maintain a closed-loop system for the continuing analysis, evaluation and surveillance of the performance and effectiveness of its W&B control program. The closed-loop system should include at least: surveillance. Root Cause Analysis (RCA), corrective action, and follow up. This system periodically monitors (minimum once a year) the performance and effectiveness of the W&B control program, which includes cargo operations, to ensure constant compliance. Operators can add this system to their CASS or they can develop their own closed-loop system. NOTE: This is a shared responsibility between operations and maintenance roles. A process should be in place to ensure that the operator reports and tracks this information to the CASS or similar parallel closed-loop system. a. System List. The system should define how and when the operators/applicants audit the W&B cargo operation control system to include, at a minimum; Aircraft loading; Cargo buildup; Carriage of special cargo; Vendors; Personnel training; Freight forwarders; and CLS. b. System Performance. System performance should be monitored to include such items as load plans, load manifests, aircraft configuration changes, cargo loading and restraint system performance (e.g., broken straps identified after use in flight and in-flight shift of cargo), and human factors issues with loaders, load supervisors, and vendors. 19

30 c. System Effectiveness. System effectiveness should be monitored to identify the reliability of the overall performance for cargo operations. 19. DGCA SURVEILLANCE. a. Review Qualifications. The PAI and POI are to review their assigned air carrier/operator's WSsB control procedures. This review shall include the subject areas discussed in this chapter, along with the appropriate air carrier's/operator's manuals. It is imperative that the operator qualifies and authorizes any vendors used for cargo loading to perform these functions. The DGCA encourages PAI and POI to review any training program their operator accomplishes for personnel who supervise the loading of aircraft, prepare load manifest forms, or qualify and authorize other persons to accomplish these requirements. b. DGCA and Operator Communication. 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 DGCA and the air carrier. The DGCA conducts special emphasis ramp checks to validate the current state of W&B control procedures and cargo loading operations. The DGCA should make special efforts to keep all apprised of the methods by which inspectors conduct these inspections and inform them of any instances of noncompliance discovered in those inspections. The DGCA encourages operators, in turn, to use such information to evaluate their own systems, programs, and operations, and make any necessaiy corrections. 20. PREREQUISITES AND COORDINATION REQUIREMENTS. a. Prerequisites: 1) Knowledge of the regulatory requirements of CASR Parts 91, 121and 135; 2) Successful completion of the Airworthiness Inspector Indoctrination course(s) or equivalent; and 3) Previous experience with part 91, 121 or 135 W&B programs. b. Coordination. This task requires close coordination between Airworthiness and Operations inspectors. 21. REFERENCES. CASR Parts 21, 23, 25, 43, 91, 121 and 135. Approved AFMs. Aircraft equipment lists. Aircraft maintenance records (W&B Records). Approved pilot's operating handbooks (POH). STCs. 20