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.
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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.
Par 2.6.3 Page 31 NOTE: Under 14 CFR part 382, the Department of Transportation (DOT) makes a distinction between service animals, such as seeing-eye dogs, and animals kept as cargo, such as pets. Under part 382, an animal that a passenger can properly identify as a service animal must accompany the passenger at the passenger’s seat. The operator should treat animals not classified as service animals under part 382 as pets and handle them as a special cargo load as discussed above.
NOTE: Under 14 CFR part 234, the term “animal” is defined as a warm- or cold-blooded animal that, at the time of transportation, is being kept as a pet in a family household in the United States. In this AC, “live animals” refers to all animals transported as cargo, regardless of whether they are kept as pets as defined in part 234. The operator should review incident reporting requirements of part 234, § 234.13.
2.6.3.15.19ULDs;
2.6.3.15.20Special cargo; and NOTE: Cargo requiring special handling procedures is a separate but related concept to special cargo. See Section 2.8 for more information and to assist in identifying when one of the cargo requiring special handling examples listed above is classified as special cargo.
2.6.3.15.21Radio Frequency Identification (RFID) 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 if authorized by (1) the aircraft manufacturer WBM or (2) STC supplementary WBM. The authorizing document should include serviceability limits, 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) STC holder. 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 should 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 it does not overstress the aircraft floor attachments. Reference aircraft manufacturer prohibitions.
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 WBM.
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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 WBM or its supplement. The manufacturer’s 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.
NOTE: The best method to determine the effectiveness of a strap or other restraint devices is that the reaction to load must be in the same direction as force is applied. Consideration should be given to strap installation angle and resulting reduction in available restraint.
2.6.5.4 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 secure the end of the rope to the net panel to prevent disengagement.
2.6.5.5 Restraining cargo using the aircraft’s ultimate load conditions described by the manufacturer’s WBM or its supplement. The operator should consider that these devices must provide restraint in the forward, aft, vertical, and lateral directions.
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, must 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 STC holder, or (3) other sources acceptable to the FAA. These procedures should address:
• Using and attaching other restraint devices to the aircraft’s installed seat track, tiedown track, and/or tiedown rings (See Section 2.8);
• Using and attaching other restraint devices to the pallet base tiedown track of commercial pallets according to the ULD manufacturer requirements and rings of military pallets; and
• 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 must not be prone to slippage from its intended position on cargo, and the operator should engage the lock mechanism so the strap is taut without being over-tightened.
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
Par 2.6.6 Page 33 a footprint or contact area. Cargo pieces heavier than a load bearing weight limit require shoring.
The operator should have procedures describing:
• Materials acceptable for use in shoring, such as wood planks or plywood;
• Calculations or methods for determining the amount and thickness of shoring materials; and
• 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, and odd-shaped cargo to prevent shifting during loading, unloading, and flight conditions. The operator should use blocking and bracing techniques to stabilize such cargo pieces. The operator’s procedures should describe:
• Acceptable materials for blocking and bracing;
• Calculations or methods for determining the amount and thickness of blocking and bracing materials; and
• Methods for applying blocking and bracing materials to the cargo piece.
2.6.9 Frangible (Compressible) Cargo. Frangible cargo may be required in certain positions for protection of the aircraft, occupants, and its ability to withstand emergency landing conditions, as required by the aircraft manufacturer W&B document. An aircraft manufacturer’s W&B document varies on this definition, therefore, you should reference their document 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 aircrafts, 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 STC holder.
Par 2.7.1 Page 34 SECTION 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 a load supervisor, to ensure:
• All cargo is properly built up and weighed;
• Vendor’s cargo scales have current calibration certificates;
• Planning and calculation of cargo and passenger placement maintains the aircraft within permissible CG and structural load limits;
• Cargo is properly secured with the appropriate type(s), quantity and placement of cargo restraint, and all pallet locks are engaged when used;
• The aircraft is correctly loaded and unloaded using the operator’s procedures;
• Cargo is placed on the aircraft in such a way as to prevent overloading sensitive sections of the airframe and cargo floor;
• CLS, ULDs, and other restraint devices are in serviceable condition and properly used;
• Standard average weight or actual baggage weights are confirmed (refer to AC 120-27);
• Flightcrew members or authorized maintenance personnel are notified of damaged, missing, or inoperative cargo compartments, CLSs, installed cargo nets, or smoke barrier components;
• All cargo-related documents are accurate and properly completed before submission to flightcrew members; and
• The load manifest is signed by a trained, qualified, and authorized person.
NOTE: Operators may use different terminology to identify person who has the duty of supervising the loading of aircraft or the load supervisor function, such as loadmaster, load lead, and load chief. The load supervisor may physically load the aircraft, but primarily supervises loading crews and procedures.
NOTE: The signature of the person supervising the load, on the load manifest, indicates the aircraft is loaded correctly.
2.7.2 How to Verify Cargo was Loaded Properly. Operators should designate personnel to provide information to (1) the PIC, or (2) 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.
Operators should note that this information does not impact the requirements for a load manifest per § 121.665.
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2.7.3 Information Needed to Verify Cargo is Loaded Properly. The information indicating that cargo is properly loaded should include:
2.7.3.1 The flight date.
2.7.3.2 The flight number.
2.7.3.3 The aircraft registration number.
2.7.3.4 The origin of the flight leg.
2.7.3.5 The destination of the flight leg.
2.7.3.6 The ULD numbers (for cargo carried in ULDs).
2.7.3.7 The weight of each ULD loaded aboard the aircraft.
2.7.3.8 The weight of the bulk cargo, by compartment or position, as applicable.
2.7.3.9 The load schematic for special cargo.
2.7.3.10 A certification statement verifying that:
2.7.3.10.1 All ULD locks are up;
2.7.3.10.2 All installed nets or smoke barriers are properly attached;
2.7.3.10.3 All ULDs loaded are in an operational condition;
2.7.3.10.4 All cargo was loaded using operator cargo loading procedures;
2.7.3.10.5 Tail stand or post was removed, as applicable; and
2.7.3.10.6 All cargo was loaded aboard the aircraft as depicted on the load plan form, verification form, or other similar documents.
2.7.3.11 The signature, or electronic equivalent, of the load supervisor or other authorized, trained, and qualified loading personnel.
2.7.4 Maintaining Records of Cargo Loading Verification Information. Operators must 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 acceptable to the FAA 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 operator’s cargo procedures. (See Section 2.2, Operator’s Evaluation System for W&B Control.