Par 2.13.3 Page 47
• Maintenance personnel;
• Crewmembers;
• Dispatchers/flight followers;
• Purchasing agents;
• Receiving personnel;
• Freight forwarders and shippers;
• Cargo sales employees and general cargo sales agents;
• Supervisory loading personnel;
• Personnel whose job function entails control of the amount and placement of fuel on board the aircraft;
• Ground handlers;
• Cargo buildup personnel;
• Load planners; and
• Persons involved with W&B and CG calculations.
2.13.4 Curriculum for W&B Training and Cargo Operations.
2.13.4.1 W&B.
2.13.4.1.1 W&B Fundamentals. All operator and vendor personnel involved in a cargo program should receive fundamental W&B training at a general subject matter level to include:
2.13.4.1.1.1 Familiarization with varying aircraft weights based on manufacturer requirements;
2.13.4.1.1.2 The importance of conforming to and applying aircraft manufacturer and TC/STC requirements and zone or compartment limits;
2.13.4.1.1.3 The importance of accurate W&B calculations; and
2.13.4.1.1.4 The importance of proper communication among various personnel.
2.13.4.1.2 W&B and CG Calculations. The operator’s training course for personnel or contractors involved with W&B and CG calculations should include, at a minimum:
2.13.4.1.2.1 Conforming and applying weight limitations by position, zone, or compartment of an aircraft using the aircraft manufacturer’s requirements;
2.13.4.1.2.2 Determining CG limits for the aircraft;
2.13.4.1.2.3 Loading the aircraft per CG limits;
2.13.4.1.2.4 Calculating W&B and CG using operator procedures, to include automated or manual calculation systems;
2.13.4.1.2.5 Notifying the flightcrew of the W&B of the aircraft;
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2.13.4.1.2.6 Accounting for the effect of weights of crews, other persons, cargo, and baggage;
2.13.4.1.2.7 Communicating W&B or CG issues to personnel involved with cargo loading;
2.13.4.1.2.8 Position of cargo and baggage;
2.13.4.1.2.9 Processes that factor CG offsets into cargo, both loaded into ULDs and loaded onto the aircraft; and
2.13.4.1.2.10 Processes and procedures to train and qualify personnel to calculate W&B.
2.13.4.2 CLS. An operator should provide CLS training to personnel with job functions involving equipment installed to the floor of an aircraft cargo compartment used to restrain ULDs. The CLS usually consists of rollers, side guides, and locks for securing ULDs to the aircraft structure. Operators should qualify personnel under a training program that includes procedures, as applicable, for:
2.13.4.2.1 Inspections for serviceability, including accounting for damaged or missing restraint devices;
2.13.4.2.2 Repairs;
2.13.4.2.3 Reconfiguration;
2.13.4.2.4 MEL and Configuration Deviation List (CDL);
2.13.4.2.5 Loading procedures and their effect on aircraft performance;
2.13.4.2.6 Potential hazards to flight caused by improper loading;
2.13.4.2.7 Passenger baggage and cargo is properly loaded and restrained; and
2.13.4.2.8 Authorized restraint systems for each of the operator’s aircraft types.
2.13.4.3 Cargo Buildup. All operator, freight forwarder, and other vendor personnel involved in cargo buildup and breakdown should receive cargo buildup training, as well as personnel whose job functions include verifying eligibility of cargo, and selecting, assembling, and palletizing cargo for airlift. Elements of cargo buildup training include:
2.13.4.3.1 Concentrated loads;
2.13.4.3.2 Pallet load limitations;
2.13.4.3.3 Restraint;
Par 2.13.4 Page 49
2.13.4.3.4 Damage limits for ULDs and restraint devices;
2.13.4.3.5 Compatibility of aircraft/pallet and net/pallet combinations;
2.13.4.3.6 Hazmat;
2.13.4.3.7 Scales;
2.13.4.3.8 Proper ULD configuration;
2.13.4.3.9 Container configurations and conditions;
2.13.4.3.10CG offsets, profiling, and authorization for use on a particular aircraft;
2.13.4.3.11Training on how to build up a ULD to comply with CG control; and
2.13.4.3.12Documentation.
2.13.4.4 ULD. All operator and vendor personnel involved in cargo loading should receive ULD training. Personnel whose job functions include determining compatibility of pallet/net combinations (per operator’s procedures), pallet and airframe compatibility, and cargo restraint devices (e.g., intermixing straps) should have training in these areas.
2.13.4.4.1 Elements the ULD Training Program Should Contain. The operator should develop a training program that includes:
2.13.4.4.1.1 ULD identification. This should include a review of unique ULDs and identify the risks of loading a ULD not authorized for loading aboard the aircraft.
2.13.4.4.1.2 ULD damage limits and changes to limits. If a ULD’s damage limits are modified, the operator notifies all appropriate loading personnel and the training program is modified to reflect the new limits;
2.13.4.4.1.3 ULD CG Limits;
2.13.4.4.1.4 Voided space in ULD;
2.13.4.4.1.5 Cargo contours;
2.13.4.4.1.6 ULD identification tags;
2.13.4.4.1.7 ULD weight limits;
2.13.4.4.1.8 Serviceability checks;
2.13.4.4.1.9 Fastening container components;
2.13.4.4.1.10 Fastening a cargo net to a pallet; and
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2.13.4.4.1.11 Recurrent training for all loading personnel involved in ULD buildup.
Operators should determine the time and type of recurrent training appropriate to the type of operation. Operators should require requalification and reauthorization training if loading personnel involved in ULD buildup are no longer considered properly trained, qualified, and authorized.
2.13.4.4.2 ULD Maintenance. Persons performing ULD maintenance should undergo training on the operator’s maintenance program that includes:
2.13.4.4.2.1 Acceptance inspection;
2.13.4.4.2.2 Routine inspection;
2.13.4.4.2.3 Damage limits;
2.13.4.4.2.4 Repair;
2.13.4.4.2.5 Maintenance records; and
2.13.4.4.2.6 Return to service.
2.13.4.5 Special Cargo Analysis. Elements of SCAF:
2.13.4.5.1 TRC: Determining TRC, loading procedures and restraint methods.
2.13.4.5.2 Frangible cargo: Determining frangible cargo requirements, usage and procedures and provide training instructions.
2.13.4.5.3 Procedures for transporting special cargo.
2.13.4.5.4 Proficient with the content of OEM/STC WBMs.
2.13.4.6 Loading/Unloading Training. All operator and vendor personnel involved in cargo loading and unloading should receive training appropriate to their function. This includes personnel whose cargo handling functions include ground transportation of cargo, movement of cargo onto or off of an aircraft, or movement/securing of cargo aboard the aircraft with appropriate devices and equipment. Elements of loading/unloading training include:
2.13.4.6.1 Sill guards (if applicable);
2.13.4.6.2 Tail posts (if applicable);
2.13.4.6.3 Tail stands (if applicable);
2.13.4.6.4 Tail tipping avoidance;
2.13.4.6.5 Aircraft doors, nets, and smoke barriers;
2.13.4.6.6 Aircraft floor and ULD base load limits;
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2.13.4.6.7 Aircraft weight limits;
2.13.4.6.8 Aircraft CG range limits;
2.13.4.6.9 Cargo access aisle;
2.13.4.6.10Aircraft damage avoidance;
2.13.4.6.11Damage notification;
2.13.4.6.12Cargo clearance;
2.13.4.6.13CLS;
2.13.4.6.14Bulk loaded cargo;
2.13.4.6.15Cargo requiring special handling;
2.13.4.6.16Shoring usage;
2.13.4.6.17Blocking and bracing;
2.13.4.6.18Hazmat;
2.13.4.6.19Restraint, including calculating forward, aft, lateral, and vertical restraint;
the proper usage of the floor tracks and side rail attachment points for loadmasters; and/or personnel supervising the cargo load on these areas;
2.13.4.6.20Special cargo;
2.13.4.6.21Frangible cargo; and
2.13.4.6.22Material handling equipment.
2.13.4.7 Supervising Cargo Loading.
2.13.4.7.1 Responsibilities. The operator should train, qualify, and authorize the person responsible for loading cargo on an aircraft. This person supervises the sequencing, loading, unloading, and securing of cargo, and is the last load control verification before signing the load manifest.
2.13.4.7.2 Elements of Cargo Loading Supervision Training. Load supervision candidates should be trained in the elements listed in subparagraphs 2.13.4.1, 2, 3, 4, and 6; as well as the below topics:
2.13.4.7.2.1 Interlining;
2.13.4.7.2.2 Aircraft cargo handling;
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2.13.4.7.2.3 Cargo loading documentation;
2.13.4.7.2.4 Load planning;
2.13.4.7.2.5 Interface with foreign agencies and military units;
2.13.4.7.2.6 COMAT; and
2.13.4.7.2.7 Familiarity with the accepted operator’s W&B control program or operator’s manuals, including the necessary OEM/STC WBMs.
2.13.5 Accident/Incident Reporting. An operator should have procedures to ensure it trains its personnel in accident/incident reporting procedures.
2.13.6 Providing Air Cargo Information to Flightcrew Members. An operator’s flight operations training should adequately inform the flightcrew, at a minimum, of the following:
• Potential hazards to flight caused by improper loading;
• Procedures used to ensure the aircraft weight is correct;
• Procedures to report unserviceable ULDs;
• Loading and weight limitations for removing or deferring cargo restraint components;
• Proper load configurations when using nets, straps, or containers;
• Requirements when loading and restraining special cargo; and
• General awareness and familiarization hazmat training.
2.13.7 Use of Vendors to Provide Training. An operator may designate a person employed by a vendor, such as an aircraft company, ground handling company, or a freight forwarder authorized to train that company’s employees. The operator should have procedures to accept the program.
2.13.8 Evaluation of Training. An operator’s closed-loop system, which monitors the elements of surveillance, analysis, corrective action, and followup, should include an evaluation of the operator’s cargo training program. The operator also may use an internal evaluation program to review its training program. The operator should ensure it has procedures to periodically review the training program and make changes as necessary.
2.13.9 Training Records.
2.13.9.1 Retention. An operator should retain its current training records for the duration of employment plus 90 days. The operator should have procedures for retention of such records.
2.13.9.2 Who Retains Records. The operator is responsible to ensure that training records are retainedThe operator may retain these records iteself, or it may choose to have the vendor retain them. The operator or the vendor may maintain the training records in electronic form or hardcopy.
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2.13.10 Training Record Contents. At a minimum, an operator’s training records should contain:
• The name of the person trained;
• The initial training date and most recent recurrent training date;
• A description, copy, or the location of training material used;
• The name and location of the person that provided the training; and
• Certification that the person was tested and successfully completed training.
Par 3.1.1 Page 55 CHAPTER 3. CERTIFICATION SECTION 3.1. GENERAL
3.1.1 Purpose. This chapter provides background information for the certification and continued airworthiness of cargo aircraft. Examples of cargo aircraft include combi, passenger, all-cargo, commuter, or regional used for carrying cargo, including cargo loading systems (CLS), unit load devices (ULD), and other primary restraints.
3.1.2 Information Provided. This chapter includes general information for converting passenger aircraft to freighter configuration or combi service, and content of applicable information in relevant Weight and Balance (W&B) documents.
Par 3.2.1 Page 56 SECTION 3.2. AIRCRAFT CONFIGURATION
3.2.1 Certification Requirements for Cargo-Carrying Aircraft. An aircraft designed to carry cargo, whether an all-cargo aircraft, combination cargo-passenger aircraft, or passenger aircraft, has special access requirements, structural modifications to accommodate unique loading conditions, restraint devices, appliances, and measures to ensure the security of cargo throughout the operational envelope of the aircraft. If an operator incorporates any of these design features or modifications into the aircraft design, it needs to meet certification requirements of the appropriate airworthiness standards of 14 CFR part 25 or Civil Air Regulations (CAR) 4b, as applicable, and have documents providing instructions for continued airworthiness (ICA). The current edition of Order 8110.54, Instructions for Continued Airworthiness Responsibilities, Requirements, and Contents, provides an ICA checklist.
3.2.2 Differences Between a Bulk Load and Nonbulk Load Cargo Compartment. A cargo compartment is categorized or defined as bulk load or nonbulk load.
3.2.2.1 Bulk Load. The aircraft should have provisions inherent in the design and construction that prevent the cargo from:
3.2.2.1.1 Shifting and damaging aircraft systems and structures; and
3.2.2.1.2 Shifting to the extent that the aircraft center of gravity (CG) exceeds the certified limits. The design should include the requirement that the construction of the aircraft prevents unrestrained cargo, when subjected to the flight, ground, and landing loads of the appropriate airworthiness standards, from damaging aircraft systems and structure by impact.
3.2.2.2 Nonbulk Load. An aircraft’s systems and structures with a nonbulk load cargo compartment are protected by ULDs and the cargo restraint system. ULDs and other load restraints will ensure that the cargo structural loads are only applied to the aircraft through the ULD-aircraft interface of the cargo restraint system. The ULDs and cargo restraint system must meet the Technical Standard Order (TSO)-C90, Cargo Pallets, Nets and Containers (Unit Load Devices) aircraft certification requirements about the retention of cargo, which provides certification requirements for the specification of the ULDs.
3.2.3 Freighter Conversions. The FAA has issued Supplemental Type Certificates (STC) to convert the configuration of certain transport category aircraft from passenger-carrying to cargo-carrying. These freighter conversions include modifications such as:
• Removing the passenger interior;
• Modifying the structure to accommodate changes in structural loading resulting from carrying cargo and installing cargo restraint systems;
• Installing a cargo interior;
• Installing main deck cargo doors; and
• Altering hydraulic, pneumatic, and electrical systems.
NOTE: See Appendices 5 through 7 for information pertaining to freighter conversions.
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3.2.4 Features of Cargo Restraint Systems.
3.2.4.1 Cargo Restraint System. The cargo restraint system installed in an aircraft is a critical design feature. The cargo restraint system is the primary means of ensuring the cargo loads introduced into the aircraft structure are properly distributed, and all items of mass are restrained from movement or from damaging critical aircraft systems when subjected to (1) flight, landing, and ground operational loads; and (2) loads resulting from emergency landing conditions.
3.2.4.2 Cargo Restraint System Inclusion. The cargo restraint system may include barriers, ULDs, nets, straps, chains, tiedowns, and floor locks. A cargo restraint system must have sufficient strength under the certification requirements to restrain the cargo safely and must ensure the cargo will not shift and block or reduce access to emergency exits, obstruct the flow of required fire retardants, and interfere with other design features, such as flight controls, that are critical to the safety of flight. The minimum requirements are defined in appropriate airworthiness standards.
3.2.4.3 Protection During Emergency Landings. An operator should determine whether (1) the cargo restraint system or (2) a barrier will protect all occupants from shifting cargo during emergency landings. This decision affects the aircraft’s structural requirements, ULDs, and cargo restraint system. Guidance and restraint system configurations are in the current editions of AC 25-5, Installation Approval on Transport Category Airplanes of Cargo Unit Load Devices Approved as Meeting the Criteria in NAS 3610; AC 25-18, Transport Category Aircrafts Modified for Cargo Service; and TSO-C90.
3.2.4.4 Appliances. The cargo restraint system and the devices used to restrain the cargo to the aircraft structure are appliances.
3.2.5 Ensuring the Integrity of a Cargo Restraint System. Even though the original design of a cargo restraint system may be in compliance with the applicable certification regulations, the installation of the system may not be adequately defined. Inspections of some aircrafts have revealed wrong part numbers of installed locks, missing locks, damaged equipment needing repair or replacement, and modifications made to the cargo restraint system that appeared to compromise its integrity. To maintain the integrity of the cargo restraint system, the operator should ensure that replacement parts are authorized for the cargo restraint system components on which they are installed. It is important also to note that the operating environment for cargo restraint systems is generally more severe than what most aircraft structures ensure. Many traditional marking methods are not permanent in this environment, and to enhance the integrity of its system, an operator should ensure that its cargo restraint system markings are permanent.
3.2.6 Fire Protection Design Features of Aircraft that are Essential to Operational Safety. While AC 25-18 discusses the various classes of cargo compartments and associated fire protection requirements, it is important to emphasize the dependence on the continued airworthiness of certain FAA-approved design features of cargo compartments essential to operational safety. For class A and B compartments, ensuring accessibility by a crewmember and availability of an authorized fire extinguisher are critical to safety in the event of hazardous quantities of smoke or fire. For the class C and E compartments, the functions of specific design features must be preserved to ensure operational safety. The integrity of the cargo compartment
Par 3.2.6 Page 58 liner must be maintained and the decompression features uncompromised because the liner often serves the dual purpose of fire and smoke containment while providing ventilation paths for decompression events. Smoke detectors for class C and E compartments and fire suppression equipment for Class C compartments are the essential equipment required for operational safety.
Therefore, it is imperative that care should be taken when loading bulk cargo in class B, C, and E cargo compartments to ensure that it does not block fire detection sensors and fire suppression agent nozzles.
3.2.7 Installing Accommodations for Supernumeraries on Aircraft Certificated Under Part 25.
3.2.7.1 Exemption Under 14 CFR Part 11. Part 25 doesn’t describe installing accommodations for supernumeraries, as detailed in 14 CFR part 121. A type certificate (TC) holder or an operator must petition for and receive an exemption under part 11 from the part 25 sections to install accommodations for supernumeraries. The FAA reviews each petition for exemption on its own merits. The enhanced capabilities of supernumeraries over passengers allow the FAA to issue an exemption in certain instances from selected type design requirements normally included for passenger safety. In all cases, however, the desired result is the retention of all passenger safety features to the maximum extent possible, when all factors are considered, and an overall level of safety for supernumeraries comparable to that afforded to passengers. Under part 11, the FAA grants an exemption if it finds the exemption is in the public interest and will provide a level of safety equivalent to that provided under the regulations.
3.2.7.2 Accommodations for Supernumeraries. The FAA has granted exemptions from part 25 to allow operators to install accommodations for supernumeraries. In addition to persons necessary for the safe conduct of the flight, such as large animal handlers, exemptions have been granted for transporting personnel. The exemptions usually involve only a few supernumeraries and the accommodations located immediately aft of the flight deck, consistent with part 121, § 121.583. In granting the exemptions, the FAA has had concerns allowing accommodations for supernumeraries outside the flight deck. The FAA wants exemption holders to:
3.2.7.2.1 Provide a suitable means for preventing smoke penetration into this occupied area;
3.2.7.2.2 Find each occupant physically able;
3.2.7.2.3 Brief all occupants on emergency equipment and procedures;
3.2.7.2.4 Ensure occupant willingness to use the emergency equipment and means of emergency egress provided; and
3.2.7.2.5 Comply with any other requirements of the exemption.
3.2.7.3 Additional Concerns. The FAA may have additional concerns based on the particular aircraft configuration or other features and may require an exemption holder to provide palletized flightcrew rest facilities and access to the cargo compartment to care for live animals.