2-23 charts. Also, the operator should consider procedures for operational conditions in which variance in contouring might occur. For example, variances in contouring might occur when forming an aisle to access HAZMAT or ensure the integrity of a particular load. The operator must also account for height restrictions if required by the DAH WBM (per § 91.9).
2.6.2.4 ULD Identification Tags. The procedures should include providing tags to identify ULDs loaded aboard operator aircraft. This is especially important when using pallet/net or pallet/strap combinations; their identification is not always visible.
Note: Electronic tagging may be used but may present a concern about interference with onboard avionics equipment. Refer to AC 91.21-1, Use of Portable Electronic Devices Aboard Aircraft, for additional information.
2.6.2.5 ULD Weight Limits. The operator should include procedures so that cargo does not exceed ULD gross weight or area load limits if stated by the ULD manufacturer.
2.6.2.6 Serviceability Checks. The procedures should include checking the condition of ULDs and other restraint devices for damage before using them, conducting serviceability checks to ensure noted damage does not exceed damage limits, and providing a process to follow if failed restraints are identified while in use. The operator should base serviceability checks on information from:
• The equipment manufacturer,
• The STC, or
• Other data acceptable to the FAA.
2.6.2.7 Fastening Container Components. The operator’s procedures should address the correct method of positive closure and locking of container nets, curtains, and rigid or flexible doors after buildup. The operator should base these procedures on information from:
• The container manufacturer,
• The DAH, or
• Another source with information acceptable to the FAA.
2.6.2.8 Fastening a Cargo Net to a Pallet. The operator’s procedures should address how to fasten a cargo net to a pallet properly after buildup. The operator should base these procedures on information supplied by the pallet/net manufacturer or the DAH.
Note: Personnel whose job functions include determining co mpatibility of pallet and net combinations (per operator’s
2-24 procedures), pallet and airframe compatibility, and cargo restraint devices (e.g., intermixing straps) should have training in these areas.
2.6.3 Operator Procedures on Cargo Loading and Unloading. An operator’s procedures for aircraft loading and unloading should address:
2.6.3.1 Sill Guards (if applicable). The operator’s procedures should detail using, attaching, and detaching these devices. If an operator stows sill guards in the aircraft when they are not in use, the procedures should include the proper stowage in the aircraft.
2.6.3.2 Tail Posts (if applicable). The operator’s procedures should address using a nonstructural device called a tail post if the operator needs it to measure the distance between the aircraft’s tail section and the ground during loading and unloading. Procedures should include instructions on attaching, detaching, and using it. If an operator stows the tail post in the aircraft when not in use, the procedures should include the proper stowage in the aircraft.
2.6.3.3 Tail Stands (if applicable). The operator’s procedures should address using a structural device called a tail stand if the operator needs it to prevent the aircraft from settling on its tail during loading and unloading. The procedures should include instructions on attaching, detaching, and using it.
2.6.3.4 Tail Tipping Avoidance. The operator’s procedures should address methods to prevent the aircraft from tipping on its tail during loading and unloading.
Examples of these methods include step loading and unloading of cargo, and nose gear tethering.
2.6.3.5 Ai rcraft Doors, Nets, and Smoke Barriers. The operator’s procedures should address the proper use of cargo compartment and bulkhead doors, installed nets, and smoke barriers.
2.6.3.6 Aircraft Floor and ULD Base Load Limits. The operator’s procedures should address the aircraft’s floor load limits if the operator loads cargo directly onto the aircraft’s floor. These limits can be expressed as area load or linear/running load limits. The procedures also should address floor load limits for a ULD base if the ULD manufacturer has a limit. Operators must base these procedures on information derived from FAA-approved data, the aircraft manufacturer, or an STC WBM or supplement, as the WBM is part of the AFM and must be complied with per § 91.9). The procedures should address how to distribute or shore cargo weight greater than a floor load limit.
For more information, see paragraph 2.6.7.
2.6.3.7 Aircraft Weight Limits. The operator’s procedures should address the weight limits for aircraft cargo positions, floors, zones, and compartments, and include measures to ensure the operator does not exceed them. The operator should base these limits on information derived from FAA-approved data, the aircraft manufacturer, or STC WBM or supplements.
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2.6.3.8 Aircraft CG Range Limits. The operator’s procedures should address the CG range limits for the aircraft and longitudinal, lateral, and vertical CG limits for cargo positions. The procedures also should prevent an operator from exceeding these limits. The operator should base these procedures on information derived from FAA-approved data, the aircraft manufacturer, or STC WBM or supplements.
2.6.3.9 Cargo Access Aisle. The operator’s procedures should address a method for creating a flightcrew access aisle to cargo requiring access during flight.
Examples of cargo requiring such access include certain HAZMAT or live animals.
2.6.3.10 Aircraft Damage Avoidance. The operator’s procedures should prevent damage during loading and unloading to the cargo handling system, cargo liners, smoke detectors, light fixtures, fire retardant flow nozzles, and similar devices.
2.6.3.11 Aircraft Damage Notification. The operator’s procedures should provide for notification of flightcrew members or authorized maintenance personnel of a damaged or inoperative cargo compartment, cargo handling system, installed net, or smoke barrier and related components. These procedures should include a general guideline or list of what specific items cargo loaders should report to flightcrew members or authorized maintenance personnel, such as holes in the cargo compartment liner, damaged or missing cargo handling system restraints and rollers, and installed nets and smoke barriers.
2.6.3.12 Car go Clearance. The operator’s procedures should detail the minimum clearance (or distance) requirements between cargo and airplane systems and structure (e.g., cargo compartment liners, light fixtures, fire suppression systems, and smoke detectors).
2.6.3.13 CLS. The operator’s procedures should describe how to use the aircraft’s CLS to restrain ULDs. The operator should engage all CLS restraints for loading ULDs, including voided positions, unless the compartment contains no ULDs.
Engaging cargo restraints in voided positions may help prevent a large cargo shift in the event that a ULD’s restraint located forward/aft fails.
Note: Only FAA-certificated personnel may adjust CLS components by physical removal and reinstallation where tools are required.
Trained, qualified, and authorized loading personnel may reconfigure the CLS based on the operator’s WBM.
2.6.3.14 Bulk-Loaded Cargo. The operator’s procedures should describe how to properly load bulk cargo in cargo compartments and pods approved for bulk cargo. The operator must not bulk-load cargo in a cargo compartment or pod contrary to the aircraft manufacturer’s WBM or STC, or to the operator’s manual system (per § 25.1583). If the aircraft manufacturer’s WBM or STC
2-26 does not contain enough detail for bulk-loading cargo, the operator should establish procedures to ensure the safety of flight that address:
2.6.3.14.1 Cargo Clearance. The minimum clearance (or distance) requirements between cargo and airplane systems and structure (e.g., light fixtures and smoke detectors).
2.6.3.14.2 Load Distribution. Evenly distributing or spreading the cargo within compartments and pods over their length, width, and height.
2.6.3.14.3 Aircraft Nets. Properly using installed nets.
2.6.3.14.4 Aircraft Smoke Barriers. Properly using installed smoke barriers between cargo and flightcrew members and passengers.
2.6.3.15 Cargo Requiring Special Handling Procedures. Some cargo may require additional or unique procedures to protect cargo or the aircraft during handling, acceptance or 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, and protective gear when handling cryogenics.
The operator’s procedures should address cargo loads requiring special handling, which may include the following:
Note: Do not confuse special handling with special cargo. Not all special handling requires special cargo procedures. Refer to the definition of special cargo in Appendix C and OpSpec A002, Definitions and Abbreviations.
1. Offset cargo;
2. Overweight cargo;
3. Overhanging cargo;
4. Outsized cargo;
5. Sharp or piercing cargo;
6. Crated heavy machinery;
7. Reels or spools;
8. Motor vehicles and other wheeled cargo;
9. Tall cargo;
10. Rigid cargo;
11. Tall rigid cargo (TRC);
12. Cargo not fully restrained by the CLS;
13. Human remains;
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14. Foodstuff, feed, and postal mail;
15. HAZMAT (in compliance with Title 49 of the Code of Federal Regulations (49 CFR) and part 121 subpart Z);
16. Active ULDs (FAA-approved);
17. Temperature-controlled ULD containers (FAA-approved);
18. Live animals;
19. Small animals, such as mice, rats, dogs, and cats, typically shipped in self-contained boxes or containers and typically loaded with other cargo in bulk compartments and ULDs. The procedures should address measures to:
• Reduce the risk of animals escaping from containers while in the aircraft.
• Identify animals that have escaped from their containers in the aircraft.
• Remove escaped animals from the aircraft.
20. Large animals, such as horses and cattle, typically shipped in special containers, stalls, or penning systems where primary restraint is by the aircraft CLS that is STC-approved or approved by other FAA means. The procedures should address measures to:
• Verify that special containers, stalls, or penning systems are approved by the WBM for the aircraft, where primary restraint is by the aircraft CLS.
• Verify that the special container, stalls, or penning systems restrain the large animal.
Note: Open-top stalls, where animals have no vertical restraint, are not acceptable.
• Ensure special containers, stalls, or penning systems are properly installed in the aircraft.
• Protect the aircraft from damage by animal waste, such as urine or solid waste.
• Manage out-of- control animals in the aircraft.
• Remove animal waste from the aircraft.
21. ULDs;
22. Radio frequency identification (RFID) cargo; and
23. Special cargo.
Note: Cargo requiring special handling procedures is a separate but related concept to special cargo. See paragraph 2.8 for more
2-28 information and to assist in identifying when one of the “cargo requiring special handling” examples listed above is classified as special cargo.
2.6.4 Use of Cargo Restraint Devices Other Than ULDs. An operator may use other restraint devices as the primary restraint of cargo unless prohibited by (1) the aircraft manufacturer AFM/WBM or (2) the STC supplementary WBM. The manufacturer’s AFM/WBM or supplementary WBM should include serviceability limits and operational and repair procedures, and meet the flammability requirements of part 25.
2.6.5 Procedures for Use of Primary Restraint Devices Other Than the CLS. If an operator uses straps and other restraint devices as primary cargo restraints, it should have procedures for their use. These procedures must be based on the information provided by (1) the aircraft manufacturer or (2) the DAH. These procedures should address:
2.6.5.1 Installing straps or other restraint devices to aircraft structure, to include the CLS (e.g., floor tracks, rings, and hardware). An operator must emphasize in its procedures that reduced load limits and minimum separation requirements may exist between tiedown points if using the same aircraft floor track, ring, or hardware for multiple tiedowns. Operators must address minimum tiedown separation requirements for pallets so they do not overstress the aircraft floor attachments. These limits are found in the aircraft WBM.
Note: Intermixing cargo restraint devices made of different materials is not recommended.
2.6.5.2 Calculating other restraint devices for a given cargo load based on the restraint criteria in the aircraft’s AFM/WBM.
2.6.5.3 Calculating the number of straps or restraint devices required based on the device’s rated strength and limiting factors specified in the aircraft’s AFM/WBM or its supplement. The manufacturer’s AFM/WBM or its supplement may require strength reductions of the strap or other restraint devices based on limiting factors, such as aircraft sidewall or floor angles and the strength of attachment hardware.
2.6.5.4 Cargo strap and angle and G-force loading to determine the minimum number of straps necessary to safely secure the cargo.
2.6.5.5 Properly arranging straps or other restraint devices around the cargo or attached to the cargo. Instructions should include correctly cinching adjacent net panels together with a net corner lashing rope and securing the end of the rope to the net panel to prevent disengagement.
2.6.5.6 Res training cargo using the aircraft’s ultimate load conditions described by the manufacturer’s AFM/WBM or its supplement. These devices must provide restraint in the forward, aft, vertical, and lateral directions.
2-29 Note: The FAA does not recommend that an operator tie multiple pieces on a pallet with straps or other restraint devices without an approved TSO net encompassing the load. Cargo, because of its size, condition, or shape that cannot be netted, should be classified and transported as special cargo.
2.6.6 Operator Procedures for Supplemental Cargo Restraint Devices. If the operator uses other restraint devices as supplemental cargo restraints, it should have procedures for their use.
These procedures should be based on the information provided by (1) the aircraft manufacturer, (2) the DAH, or (3) other sources acceptable to the FAA. These procedures should address:
1. Using and attaching other restraint devices to the aircraft’s installed seat track, tiedown track, and/or tiedown rings (see paragraph 2.8);
2. Using and attaching other restraint devices to commercial pallet cargo restraint tiedown tracks or to military pallets (436L) cargo restraint tiedown rings in accordance with the pallet manufacturer requirements; and
3. Properly arranging other restraint devices around the cargo or attached to the cargo.
Note: The operator should use care when positioning straps on cargo to prevent contact with sharp edges or irregular surfaces. The strap should not be prone to slippage from its intended position on cargo, and the operator should engage the lock mechanism so the strap is taut.
2.6.7 Procedures for Cargo Shoring. Aircraft floors and some pallet bases have a load-bearing weight limit, also called a floor load limit. Shoring is a technique to distribute the weight of a cargo piece over a larger area greater than its original load-bearing area, which is also called a footprint or contact area. Cargo pieces heavier than a load-bearing weight limit require shoring. The operator should have procedures describing:
1. Materials acceptable for use in shoring, such as wood planks or plywood;
2. Shoring weight (which must be included in the gross weight);
3. Calculations or methods for determining the amount and thickness of shoring materials; and
4. Methods for applying shoring material to the cargo piece.
2.6.8 Blocking and Bracing Techniques. An operator may need to stabilize cargo pieces such as large cable reels, motor vehicles, wheeled cargo, or odd-shaped cargo to prevent shifting during loading, unloading, and flight conditions. The operator should use blocking and bracing techniques to stabilize such cargo. The operator’s procedures should describe:
1. Acceptable materials for blocking and bracing;
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2. Calculations or methods for determining the amount and thickness of blocking and bracing materials;
3. Methods to account for the weight of the blocking and bracing materials, as part of the total weight; and
4. Methods for applying blocking and bracing materials to the cargo piece.
2.6.9 Frangible or Compressible Cargo. Frangible or compressible cargo may be required in certain positions for protection of the aircraft and its occupants, and its ability to withstand emergency landing conditions, as required by the aircraft WBM. Aircraft manufacturers’ W&B documents vary on the definitions of these terms; therefore, those documents should be referenced prior to developing procedures.
2.6.10 Cargo Loading Procedures for Combi-Configured Aircraft. Aircraft configured for carrying passengers and cargo on any deck, such as combi-configured aircraft, may require special cargo loading procedures. The operator should have special procedures to load such aircraft, and these special procedures should be based on requirements established by the aircraft manufacturer or DAH.
2.7 Load Supervision, Load Verification, and Operator Audits.
2.7.1 Supervising Cargo Loading. An operator should designate a trained, qualified, and authorized person or persons with the duty of supervising the loading of the aircraft, such as a load supervisor, to ensure:
1. All cargo is properly built up and weighed;
2. Vendor’s cargo scales have current calibration certificates;
3. Planning and calculation of cargo and passenger placement maintains the aircraft within permissible CG and structural load limits;
4. Cargo is properly secured with the appropriate type(s), quantity, and placement of cargo restraints, and all pallet locks are engaged when used;
5. The aircraft is correctly loaded and unloaded using the operator’s procedures;
6. Cargo is placed on the aircraft in such a way to prevent overloading sensitive sections of the airframe and cargo floor;
7. CLSs, ULDs, and other restraint devices are in serviceable condition and properly used;
8. Flightcrew members or authorized maintenance personnel are notified of damaged or inoperative cargo compartments, CLSs, installed cargo nets, or smoke barrier components;
9. All cargo-related documents are accurate and properly completed before submission to flightcrew members; and
10. The person supervising the loading and/or signing the load manifest is a trained, qualified, and authorized person, as outlined in § 121.665.
2-31 Note 1: Operators may use different terminology to identify the person who has the duty of supervising the loading of the aircraft. The load supervisor may physically load the aircraft, but primarily supervises loading crews and procedures.
Note 2: The signature of the person supervising the load, on the load manifest, attests that the aircraft is loaded correctly.
2.7.2 How to Verify Cargo was Loaded Properly. Operators should designate personnel to provide information to the PIC or the operator’s authorized, trained, and qualified loading personnel about how the aircraft was loaded. The designated loading personnel may provide loading information on one or more forms or documents, and may present it in hardcopy or electronic form. They may include additional information and certifications based on operator-specific requirements for cargo, such as HAZMAT, live animals, or special cargo.
2.7.3 Information Needed to Verify Cargo is Loaded Properly. The information indicating that cargo is properly loaded should include:
1. The flight date.
2. The flight number.
3. The aircraft registration number.
4. The origin of the flight leg.
5. The destination of the flight leg.
6. The ULD numbers (for cargo carried in ULDs).
7. The weight of each ULD loaded aboard the aircraft.
8. The weight of the bulk cargo, by compartment or position, as applicable.
9. The special cargo analysis function (SCAF) restraint plan (see paragraph 2.8.2).
10. A statement verifying that:
• All ULD locks are up;
• All installed nets or smoke barriers are properly attached;
• All ULDs loaded are in an operational condition;
• All cargo was loaded using operator cargo loading procedures; and
• All cargo was loaded aboard the aircraft as depicted on the load plan form, verification form, or other similar documents.
11. The signature (or electronic equivalent) of the load supervisor or other authorized, trained, and qualified loading personnel.
12. Location and quantity of any HAZMAT carried, and the HAZMAT notification to crewmembers, if applicable (per 49 CFR part 175, § 175.33).
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2.7.4 Maintaining Records of Cargo Loading Verification Information. Operators should have procedures to retain a completed and signed copy (or electronic equivalent) of the document(s) containing the information listed in paragraph 2.7.3 above with the load manifest, per § 121.695 or § 121.697, as applicable.
2.7.5 Performing Cargo Buildup and Loading Audits. Operators should have a program for periodic audits of cargo planning, building, and loading. The audits should be of sufficient scope and frequency to ensure that all cargo handling personnel are following operators’ cargo procedures. (See paragraph 2.2.)
2.8 Transport of Special Cargo.
2.8.1 Special Cargo. Cargo that requires special handling and securing/restraining procedures within the limitations specified in the AFM/WBM approved by the TC/STC. Special cargo may be enclosed in an approved bulk compartment if the WBM has limitations supporting procedures for securing and restraining the special cargo.
2.8.2 Special Cargo Analysis Function (SCAF). The operator should identify a person who has overall responsibility for the SCAF. Operators should develop policies and procedures for the identification, acceptance, and carriage of special cargo. If an operator carries special cargo, it must comply with the operating limitations included in the DAH’s AFM/WBM (per § 91.9). Operators should use the SCAF to determine if the cargo is indeed special cargo, evaluate associated risks, and develop a plan to ensure a safe flight using the DAH’s AFM/WBM data. The operator should ensure participants are trained, qualified, and authorized to perform the functions listed below in paragraph 2.8.3.
2.8.2.1 Persons With Overall Responsibility. Examples of persons with overall responsibility of the SCAF who do not require the technical expertise of SCAFs may be:
1. The Director of Safety (DOS);
2. The chief pilot;
3. The Director of Operations (DO); or
4. The Director of Maintenance (DOM).
2.8.2.2 SCAF Participants. Examples of SCAF participant(s) who will require technical expertise in SCAFs may include:
1. The person supervising the load;
2. Engineering personnel; or
3. Other trained and qualified persons.
2.8.3 Procedures for Planning a Special Cargo Transport. The operator should develop policies and procedures for transporting special cargo. Procedures should be based on approved
2-33 data from the aircraft manufacturer/STC AFM/WBM (per §§ 23.2620 and 25.1583) and comply with all operating limitations.
2.8.3.1 SCAF Responsibilities. Based on the operator’s procedures, the SCAF should:
2.8.3.1.1 Evaluate Cargo Transport. Determine the aircraft’s ability to safely transport the cargo without causing structural damage. Evaluate the cargo and identify its tiedown capabilities. Take into account the special handling needs, placement of special cargo, weight limits, floor loads, and cargo clearance.
See paragraph 2.8.4, which provides characteristics associated with special cargo.
2.8.3.1.2 Determine Restraint. Provide a method to determine the appropriate quantity and types of restraint, shoring, and arrangement confirming the determination of the load’s restraint capability in each direction, whether restrained directly to the airplane or to a ULD restrained in the CLS. The operator should demonstrate that the orientation secures the load for all aircraft operations.
Restraint loads must not exceed the rating of cargo tiedown points, pallet tiedown fittings, or aircraft structure. The operator should also be able to determine how restraints are distributed in accordance with the aircraft TC/STC AFM/WBM.
2.8.3.1.3 Construct a Special Cargo Restraint Plan. Construct a diagram/pictorial schematic or textual description based on an FAA-approved AFM/WBM/supplement. The special cargo restraint plan should:
1. Calculate the restraint and develop a tiedown special cargo restraint plan for each special cargo item.
2. Include the number and angle of primary restraints and the attachment points from the special cargo to the aircraft structure confirming the determination of the load’s restraint capability in each direction. Some aircraft have approval to allow straps to pallets as the primary restraint.
3. Illustrate the position of all pieces of special cargo in relation or adjacent to the CLS and all other cargo having special requirements resulting from the carriage of the special cargo.
Note: The special cargo restraint plan must comply with the FAA-approved AFM/WBM/supplement and can be incorporated into the operator’s manuals (per §§ 23.2620 and 25.1583). A separate special cargo restraint plan is not necessary for the items incorporated in the operator’s manuals. However, when using this procedure, the operator should reference the manual name and diagram, illustration, or instruction number on a cargo loading document and retain it with the load manifest.
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2.8.3.2 Operator’s Responsibilities. The operator should:
2.8.3.2.1 Loading. Make the special cargo restraint plan and any necessary instructions available to the load supervisor, ground personnel, and flightcrew, as appropriate. Documents should be made available to those personnel involved with, or responsible for, the loading and securing of cargo.
Note: The operator should ensure that persons with the duty of supervising the cargo loading utilize the special cargo restraint plan and instructions during cargo loading.
2.8.3.2.2 Record Retention. File the special cargo restraint plan with the load manifest as outlined above in the note under paragraph 2.8.3.1.3.
2.8.4 Characteristics Associated with Special Cargo. Anytime a primary restraint—other than an authorized ULD restrained by a CLS—is used to restrain cargo, the cargo is classified as special cargo. The acceptance of special cargo requires a determination that the loading and restraint capabilities of the airframe and associated restraint devices provide compliance with all limitations contained in the FAA-approved TC/STC, AFM, and WBM. The operator should have procedures to determine if the cargo is indeed special cargo. The following list contains examples of characteristics to help make this determination:
2.8.4.1 Offset Cargo. Cargo positioned on the pallet in a manner that the cargo is shifted beyond the perimeter of the pallet resulting in either (1) the CG limits of the pallet being exceeded, or (2) the restraint by the net to the pallet becoming ineffective in protecting the aircraft and preventing cargo shift. A reason for offsetting the cargo could be to meet aircraft clearance requirements. Offset cargo is special cargo.
2.8.4.2 Overhanging Cargo. Cargo that extends beyond the perimeter of the pallet in at least one direction and prevents the net from performing its intended function.
2.8.4.3 Outsized Cargo. Cargo that exceeds the maximum allowable contour of an aircraft ULD such that the ULD must be loaded on board an aircraft as a non-CLS restrained ULD, as instructed by the AFM/WBM (per §§ 23.2620 and 25.1583).
2.8.4.4 Sharp or Piercing Cargo. Cargo of a piercing or penetrating nature, or cargo with sharp edges or corners, such as rods, pipes, extrusions, or beams, that could become a projectile hazard during flight operations.
2.8.4.5 Unusually Shaped Cargo. Cargo that is irregular in nature, such as crated heavy machinery, reels, spools, compressed springs, and actuators. Risks associated with these items include:
1. Can roll and shift during transportation due to their shape;