Par 2.4.7 Page 19
2.4.7.1.2.4 Check that the manufacturer designs all ULD equipment to allow venting during changes in air pressure, if required;
2.4.7.1.2.5 Check that only OEM-approved parts were used during manufacturing;
2.4.7.1.2.6 Check that the manufacturer issues spare part conformity certificates;
and
2.4.7.1.2.7 Perform a first article inspection of the ULD received to ensure its serviceability.
2.4.7.1.3 Active ULDs. In addition to the certified ULD requirements under subparagraph 2.4.7.1.1 above, consult with the FAA certificate management office (CMO) on the operational requirements.
2.4.7.2 Receiving a Purchased/Leased ULD. When receiving a ULD, an operator should have a trained, qualified, and authorized personnel perform a receiving inspection of the ULD, using the operator’s procedures. The receiving procedures should include processes, instructions, and guidelines to:
2.4.7.2.1 Check each ULD before it is put into service;
2.4.7.2.2 Review the required documentation for new and repaired ULDs to ensure the ULD is serviceable; and
2.4.7.2.3 Conduct a visual inspection of the ULD.
NOTE: FAA-certificated personnel do not need to conduct receiving checks.
The operator may designate a trained, authorized, and qualified person to conduct the checks. Receiving checks don’t determine the airworthiness of a ULD because a repair vendor or the ULD equipment manufacturer has confirmed the ULD’s serviceability before return to service.
2.4.7.3 Maintaining ULD Repair Records. An operator should have procedures for retaining certified and non-certified ULD repair records. An operator may maintain its own records, or have repair vendors maintain the records, provided the operator can access them upon request within a reasonable period of time.
2.4.7.4 Procedures for Maintaining and Repairing ULDs. An operator should have procedures to maintain and repair certified and non-certified ULDs. The procedures should be the same for both types of ULDs, except for establishing appropriate damage limits and specific repair procedures. The procedures should:
2.4.7.4.1 Clearly state the data supporting the maintenance and repair.
2.4.7.4.2 Detail transporting damaged ULDs aboard its aircraft to a repair station, provided the damaged ULDs do not pose a hazard to the safety of flight. The procedures would include restraining the ULD as bulk cargo if necessary.
Par 2.4.7 Page 20
2.4.7.4.3 Address how frequently the operator or repair vendor should check ULD tare weights, and how it should mark updated tare weights on ULDs. The operator should manage control of ULD tare weights by documenting them and retaining the documentation using operator procedures.
2.4.7.5 Standards for Repair of ULDs. An operator should have procedures to ensure that:
2.4.7.5.1 Personnel who repair ULDs are trained, qualified, and authorized;
2.4.7.5.2 ULDs are repaired per the operator’s maintenance program;
2.4.7.5.3 Parts for ULD repair meet or exceed equipment manufacturer standards, and are authorized by either the ULD manufacturer or the operator’s processes using FAA-accepted data;
2.4.7.5.4 The appropriate current data is available to repair the ULD, including operator maintenance manuals, ULD manufacturer maintenance manuals, SBs, Airworthiness Directives (AD), ULD manufacturer CMMs, or other FAA-accepted data;
2.4.7.5.5 The tare weight of each ULD is checked using the operator’s procedures;
2.4.7.5.6 The new tare weight is marked on each ULD using the operator’s procedures; and
2.4.7.5.7 ULD and associated component or article repair is per part 43, whether the operator or a repair vendor performs the repairs.
2.4.7.6 Use of a Repair Station/Vendor to Repair ULDs.
2.4.7.6.1 An operator should provide its repair vendors with written authorization to repair its ULDs, and ensure the availability of all necessary data and manuals for repairing its ULDs.
2.4.7.6.2 An operator should conduct audits of contracted repair stations:
2.4.7.6.2.1 For the vendor’s training program, and
2.4.7.6.2.2 To ensure repair stations comply with the operator’s maintenance program requirements.
2.4.7.7 Returning a ULD to Service. An operator should have procedures for repairing unserviceable ULDs and approving them for return to service. As required by part 43, only appropriately trained and FAA-certificated personnel can return a ULD to service. Personnel should return ULD equipment to service under the requirements of the applicable CMM or operator instructions. FAA-certificated repair stations operating under 14 CFR part 145 should return ULDs to service using operator procedures.
Par 2.4.7 Page 21
2.4.7.7.1 An operator may use FAA-accepted data in place of the requirements of the manufacturer’s CMM. An operator may also choose to strictly follow the manufacturer’s maintenance procedures. Regardless, an operator should clearly state which data it uses in its manual system.
2.4.7.7.2 An operator should use its CASS to verify the performance and effectiveness of its CLS maintenance program and provide corrections to any deficiencies discovered in the program.
2.4.8 ULD and Restraint Damage Limits.
2.4.8.1 Identifying or Revising Damage Limits. It is important that the operator specify damage limits for ULDs and related restraint equipment. The operator may use the damage limits provided by the manufacturer or may develop its own damage limits, with FAA acceptance. If the operator develops its own damage limits, it should:
2.4.8.1.1 Establish a procedure for developing the new damage limits;
2.4.8.1.2 Provide the FAA with data to support its new damage limits; and
2.4.8.1.3 Obtain FAA acceptance before using the new damage limits.
2.4.8.2 Standardization of Damage Limits for ULDs. An operator may standardize damage limits for ULDs transported upon their aircraft. The operator doesn’t need FAA approval if the operator applies the most restrictive damage limits categorized by the type of ULD. An operator publishing less restrictive damage limits should provide the FAA with engineering data to support its decisions.
2.4.8.3 Exceeding Allowable Damage Limits of a ULD. A container that exceeds allowable damage limits, with damage to its shell, may be accepted for use by installing an authorized net over the shell and using an authorized pallet/net combination. A reduced-weight requirement may be necessary when an operator uses this procedure. The operator should develop procedures for using the damaged ULD with a net.
2.4.9 Establishing Usage Limits for Cargo Straps. Cargo strap assemblies should be determined serviceable prior to use. If a cargo strap manufacturer does not provide damage limitations for their cargo straps, an operator should develop guidance to include, at a minimum, not using the strap if:
2.4.9.1 Buckle Latch Mechanism. A buckle latch mechanism will not lock or stay engaged.
This allows the web to slip while under tension, or may result in the web binding or being out of alignment.
2.4.9.2 Mechanism Integrity. Attached mechanisms, fittings, hooks, and rings are bent, deformed, cracked, broken, or missing.
2.4.9.3 Webbing Integrity. Webbing is partially cut or torn, knotted, unraveling, or has loose or missing sewn stitches.
Par 2.4.9 Page 22
2.4.9.4 Environmental Conditions. The strap is deteriorated due to environmental conditions.
NOTE: TSO-C172 is available and outlines requirements for manufacturing new cargo restraint straps. Cargo restraint strap assemblies authorized under previous Technical Standard Order Authorization (TSOA) may still be manufactured under the provisions of its original approval.
2.4.10 Additional Procedures for Cargo Nets. If the operator owns or leases cargo nets, it should consider using additional procedures for cargo nets, such as:
• Assigning a unique marking or serial number to nets and placarding that marking or number on the nets;
• Placarding nets with their damage limits;
• Attaching an identification tag to the operator’s nets; or
• Ensuring proper storage when not in use to prevent damage.
2.4.11 Temporary Installation of Restraints on a Cargo Net.
2.4.11.1 Installation Requirements. An operator may install temporary restraints on a cargo net if:
2.4.11.1.1 The temporary restraints are authorized for use;
2.4.11.1.2 The operator has a process in the manual system addressing the use and limits of temporary restraints; and
2.4.11.1.3 Personnel that install the temporary restraints are trained, qualified, and authorized.
2.4.11.2 Purpose. The operator may install temporary restraints for the purpose of addressing items such as:
2.4.11.2.1 Using a bridge strap to bridge cut or otherwise damaged ropes, or missing or damaged fittings;
2.4.11.2.2 Installing temporary fittings and hooks to compensate for damaged or missing fittings, using equipment manufacturer or operator procedures; or
2.4.11.2.3 Installing net corner and supplemental lashing lines.
2.4.12 Performing Operational Checks on ULDs or Other Cargo Restraint Devices. An operator should perform an operational check for damage before using ULDs and other restraint devices for movement or buildup, and should conduct a final serviceability check before loading cargo aboard the aircraft.
2.4.12.1 Purpose. Operational checks should not determine a ULD’s airworthiness. Instead, they ensure the ULD or other restraint devices do not have obvious damage greater than their damage
Par 2.4.11 Page 23 limits. An operator should not use ULDs or other restraint devices with damage greater than damage limits specified.
2.4.12.2 Individuals Who May Perform Operational Checks. Although it is acceptable, FAA-certificated personnel don’t have to perform operational checks. Operators should train, qualify, and authorize personnel to perform serviceability checks. Operator procedures should identify who performs these checks and when the checks are performed.
2.4.12.3 ULDs That Fail an Operational Check. An operator should have a procedure for clearly marking or identifying ULDs and other restraint devices that fail operational checks. The method for identifying failed equipment should clearly distinguish these items from serviceable equipment so the operator or cargo loading vendor does not inadvertently place failed equipment into service. A procedure should be in place for individuals to report damage to persons responsible for maintaining the ULD.
NOTE: The operator may correct clerical, data entry, or other errors of omission resulting in misidentifying or removing a ULD from service, and the ULD returned to service, provided the operator has a procedure in its manual system for identifying and correcting such errors.
Par 2.5.1 Page 24 SECTION 2.5. CARGO WEIGH SCALES
2.5.1 Responsibility for Ensuring the Weight of Loaded Cargo is Accurate. An operator must ensure the weight of cargo loaded aboard its aircraft is accurate, and may use tolerances established by scale equipment manufacturers or tolerances based on FAA-accepted data. The operator’s W&B program should account for allowed tolerances to maintain certified W&B limitations.
2.5.2 Ensuring Weigh Scales are Accurate. An operator should have a program to periodically check the accuracy of scales used for weighing cargo. The operator should conduct a periodic functional check using the weight recommended by the scale manufacturer for a periodic functional check. As an alternative, use weights simulating a typical load placed on the operator’s aircraft. Periodic function and calibration checks should be performed in accordance with the operator’s procedures and timeframes. Frequent checks and periodic calibrations ensure an operator accurately weighs the cargo loaded on its aircraft.
2.5.3 Ensuring Weigh Scales are Calibrated. An operator should conduct periodic calibration of scales to ensure they are appropriately serviced and accurate to a known standard.
Calibration records should show that scales are calibrated using a standard established by appropriate country, state, or local government regulations. Such standards could include the National Institute of Standards and Technology (NIST), an equivalent standard acceptable to the FAA, or standards recommended by the scale manufacturer.
NOTE: For more information on the standards provided by NIST, visit NIST’s Web site at http://www.nist.gov/.
2.5.4 Maintaining Records of Calibration Checks. An operator should keep a record of its scale calibrations, with the following criteria:
2.5.4.1 The records should be in the English language. If the records are not in the English language, operators should have the records interpreted, when necessary. If the operator cannot provide an English language interpretation of operator records, that operator should allow those individuals using the scales to inspect the scales and perform a functional check onsite to ensure scale accuracy.
2.5.4.2 The operator should establish procedures to maintain the records.
2.5.5 Performing Functional Checks on Weigh Scales.
2.5.5.1 Procedures. An operator should have procedures to functionally check scales used for weighing cargo between scale calibrations. A functional check should consist of field-testing the scale’s accuracy to within ± 1 percent with an item of known weight.
2.5.5.2 Frequency. At a minimum, the operator should ensure that functional checks are performed at intervals specified in (1) the operator’s procedures, or (2) the scale manufacturer’s recommendations. The operator also should conduct the functional checks at intervals
Par 2.5.5 Page 25 commensurate with the frequency of scale use, and conduct functional checks more often for scales used more frequently.
2.5.5.3 Recordkeeping. An operator should record completion of functional checks. The operator should maintain functional check records using accepted procedures. These records should include:
2.5.5.3.1 The identification number of the scale;
2.5.5.3.2 The date and time of the functional check;
2.5.5.3.3 The name or the initials of the person who performed the functional check;
2.5.5.3.4 The applied known weight of the item used for the functional check;
2.5.5.3.5 The scale’s indication of the applied known weight; and
2.5.5.3.6 The difference between the applied known weight and the registered weight.
NOTE: If the registered weight recorded for the item of an applied known weight is outside the tolerances specified for the scale in the operator’s procedures, the operator should not use the scale until the scale is inspected and calibrated.
2.5.6 Items for Which an Operator Should Know the Tare Weight. Authorized loading personnel weighing cargo on a scale, and using equipment such as dollies, slave frames, containers, and carts, should know the tare weight of this equipment and subtract this weight from the total weight to calculate the cargo weight. An operator should determine the tare weight of this equipment by weighing it on a calibrated scale.
2.5.7 Reweighing Loading Equipment for Tare Weight After Maintenance, Repair, or Modification. Immediately after any repair, maintenance, or modification of equipment such as dollies, slave frames, containers, and carts, the operator should provide a new tare weight by reweighing the equipment. Operators should establish a method to communicate new tare weights to loading personnel before using the equipment to weigh cargo on a scale. This method may be in the form of the operator communicating the tare weight by stenciling it on the equipment or by providing notices to operator loading personnel.
Par 2.6.1 Page 26 SECTION 2.6. OPERATIONS FOR CARGO HANDLING AND AIRCRAFT LOADING
2.6.1 Overview. This section explains how to apply the content in Section 4 to an operator’s cargo operations.
2.6.1.1 Procedures. An operator should have procedures in its manual system for ULDs, cargo requiring unique or special handling, special cargo, cargo buildup, loading and unloading, and restraining cargo. The procedures should include bulk loading and unloading of cargo, both compartment-restrained and restrained by other devices, if the operator permits. The procedures should use the operator WBM and aircraft manufacturer/STC WBM.
2.6.1.2 Procedures for Authorized Restraint Devices. An operator should have specific procedures for cargo restraint devices it is authorized to use and a process to follow if failed restraints are identifed while in use. Examples of these devices include installed nets, a CLS, certified ULDs, non-certified ULDs, and other restraints.
2.6.2 Operator Procedures on ULD Buildup and Cargo Restraint. An operator’s procedures about ULD buildup and cargo restraint should address:
2.6.2.1 ULD CG Limits. Procedures should address maintaining longitudinal, lateral, and vertical CG limits of a built-up ULD. The operator should consider the following guidelines when developing the procedures:
2.6.2.1.1 Place sturdier, heavier, and larger cargo pieces on the bottom of the load and evenly distribute them over the length and width of the pallet base.
2.6.2.1.2 Place smaller, lighter, and fragile cargo pieces on top and evenly distribute them from the center over the length and width of the ULD.
2.6.2.1.3 Level off the cargo in the ULD when less than full.
2.6.2.1.4 Interlock or overlap small pieces when practical.
2.6.2.2 Voided Space in ULDs. To minimize voided space within a ULD and between cargo pieces, the operator should consider using the following:
2.6.2.2.1 Supplemental restraint devices to restrain cargo within a container when less than full; and
2.6.2.2.2 Dunnage in voided spaces.
2.6.2.3 Cargo Contours. The operator should have procedures about contouring cargo loads for the aircraft’s interior dimensions when using a pallet/net combination, pallet/strap combination, or other restraint methods/devices. The operator should consider using techniques such as contour templates or charts. Also, the operator should consider procedures for operational conditions in which variance in contouring might occur. For example, variance in contouring might occur when forming an aisle to access hazmat or to ensure the integrity of a particular load. The operator also should account for height restrictions if required by the TC/STC WBM.
Par 2.6.2 Page 27
2.6.2.4 ULD Identification Tags. The procedures should include tags to identify ULDs loaded aboard operator aircrafts, especially when using pallet/net or pallet/strap combinations; their identification is not always visible. The operator may use electronic tagging if it is authorized by an STC or other FAA-authorized means for the particular aircraft.
NOTE: Electronic tagging may present a concern about interference with onboard avionics equipment. The operator should ensure that if it carries electronically tagged ULDs, they are FAA approved for use on the particular aircraft on which the ULD is loaded. Refer to the current edition of AC 20-162, Airworthiness Approval and Operational Allowance of RFID Systems.
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 a process to follow if failed restraints are identified while in use. The operator should base serviceability checks on information from
(1) the equipment manufacturer, (2) the STC, or (3) 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 (1) the container manufacturer, (2) the STC holder, or (3) 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 STC holder.
NOTE: Personnel whose job functions include determining compatibility of pallet and net combinations (per operator’s procedures), pallet and airframe compatibility, and cargo restraint device (e.g., intermixing straps) should have training in these areas.
2.6.3 Operator Procedures on Cargo Loading and Unloading. An operator’s procedures about 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.
Par 2.6.3 Page 28
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, or nose gear tethering.
2.6.3.5 Aircraft 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 should base these procedures on information from (1) the aircraft manufacturer or (2) an STC WBM or supplement. 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, Procedures for Cargo Shoring.
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 measures to ensure the operator does not exceed them. The operator should base these limits on information from (1) the aircraft manufacturer or (2) STC WBM or supplements.
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 from (1) the aircraft manufacturer or (2) 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 includes 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 notify flightcrew members or authorized maintenance personnel of a damaged, missing, 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, and damaged or missing cargo handling system restraints and rollers, and installed nets and smoke barriers.
Par 2.6.3 Page 29
2.6.3.12 Cargo 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 must engage all CLS restraints for loading ULDs and in voided positions. Engaging cargo restraints in voided positions prevents cargo shift resulting from floor lock failure.
NOTE: Only FAA-certificated personnel may adjust CLS components by physical removal and reinstallation. Trained, qualified, and authorized loading personnel may adjust or reposition a component if it is part of the operational instructions of the CLS.
2.6.3.14 Bulk Loaded Cargo. The operator’s procedures should properly load bulk cargo in cargo compartments and pods certified for bulk cargo. The operator must not bulk load cargo in a cargo compartment or pod unless the aircraft manufacturer’s WBM or STC authorizes it, and unless it is included in the operator manual system. If the aircraft manufacturer’s WBM or STC doesn’t 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, smoke detectors, etc.).
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, protective gear when handling cryogenics, etc. The operator’s procedures should address cargo loads requiring special handling, which may include the following:
2.6.3.15.1 Offset cargo;
2.6.3.15.2 Overweight cargo;
2.6.3.15.3 Overhanging cargo;
2.6.3.15.4 Outsized cargo;
Par 2.6.3 Page 30
2.6.3.15.5 Sharp or piercing cargo;
2.6.3.15.6 Crated heavy machinery;
2.6.3.15.7 Reels or spools;
2.6.3.15.8 Motor vehicles and other wheeled cargo;
2.6.3.15.9 Tall cargo;
2.6.3.15.10Rigid cargo;
2.6.3.15.11Tall rigid cargo (TRC);
2.6.3.15.12Cargo not fully restrained by the CLS;
2.6.3.15.13Human remains;
2.6.3.15.14Foodstuff, feed, and postal mail;
2.6.3.15.15Hazmat (in compliance with 49 CFR and 14 CFR part 121, Subpart Z);
2.6.3.15.16Active ULDs (FAA-approved);
2.6.3.15.17Temperature control ULD containers (FAA-approved); and
2.6.3.15.18Live animals:
2.6.3.15.18.1 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.
2.6.3.15.18.2 Large animals, such as horses and cattle typically shipped in special containers, stalls, or penning systems that are STC approved or approved by other FAA means.
The procedures should address measures to:
• Verify that special containers, stalls, or penning systems are compatible and authorized for the aircraft.
• 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.