Paragraph Page
3.2.8 Modifications and Alterations that Could Impact W&B59
3.2.9 Design Elements that Could Affect the Cargo Location59
3.2.10 Design Approval Projects that Require ICAs59
3.2.11 Design Approvals59
Section 3.3. Unit Load Devices61
3.3.1 Classification of ULDs61
3.3.2 Using Certified Nets and Straps61
3.3.3 CG Offset Limits62
CHAPTER 4. ADMINISTRATIVE INFORMATION
4.1.1 How to Obtain Copies of Publications63
4.1.2 Additional Information63
APPENDIX A. RELATED REGULATIONS (4 pages)1
APPENDIX B. GUIDANCE MATERIAL (4 pages)1
APPENDIX C. DEFINITIONS RELATED TO AIR CARGO
OPERATIONS (4 pages)1
APPENDIX D. ACRONYMS AND ABBREVIATIONS (2 pages)1
APPENDIX E. SUGGESTED STRUCTURAL DATA FOR PASSENGER-TO-CARGO
CONVERSION PROJECT (4 pages)1
APPENDIX F. PASSENGER-TO-CARGO CONVERSIONS SUPPLEMENTAL
TYPE CERTIFICATE DATA PACKAGE FOR SYSTEMS AND
EQUIPMENT (4 pages)1
APPENDIX G. DESIGN CRITERIA FOR OUTWARD OPENING
DOORS (2 pages)1
APPENDIX H. EXAMPLE PROPOSED TIEDOWN SCHEME FOR A SINGLE
SPECIAL CARGO ITEM (2 pages)1
APPENDIX I. ACTIVE UNIT LOAD DEVICE MARKING (2 pages)1
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CHAPTER 1. GENERAL INFORMATION
1.1.1 Purpose. This advisory circular (AC) provides operators with recommended procedures for managing cargo operations. Developing and using these comprehensive procedures is key to establishing a safe and efficient cargo operation. The AC provides guidance for aircraft cargo loading systems (CLS), restraints, special cargo, and unit load devices (ULD)This AC is not mandatory and does not constitute a regulation. This AC describes an acceptable means, but not the only means, of complying with applicable regulations to manage cargo operations.
• The terms must and will are used in this AC to reflect regulatory requirements.
• When this AC uses suggestive and permissive language (e.g., should and may), it is used to describe recommended or acceptable means, but not the only means, to comply with this AC.
1.1.2 Audience. Air operators, Original Equipment Manufacturers (OEM), Supplemental Type Certificate (STC) holders, Parts Manufacturer Approval (PMA) holders, Technical Standard Order (TSO) holders, and aircraft owners and operators who manufacture their own parts.
1.1.3 Background. This air cargo operations AC was developed in 2005, after an accident involving a McDonnell Douglas DC-8 aircraft, in response to National Transportation Safety Board (NTSB) safety recommendations. Those recommendations detailed training requirements for cargo handling personnel, and development of advisory material for Title 14 of the Code of Federal Regulations (14 CFR) part 121 carriers and principal operations inspectors (POI). That curriculum content includes but is not limited to Weight and Balance (W&B), cargo handling, cargo restraint, hazards of misloading, and training for cargo handling personnel.
1.1.3.1 Revision. In April 2013, a Dubai-bound Boeing 747-400 crashed just after takeoff from Bagram Air Base, Afghanistan. It was transporting heavy military vehicles, known as “special cargo” loads. Following that accident, this AC was revised after evaluating W&B personnel training, special cargo operations, load planning, restraint calculations, restraint methods, freight staging, freight forwarding, and interlining of cargo.
1.1.3.2 Cargo Operations Program. An operator’s cargo operations program constitutes the foundation for safely transporting air cargo. This program includes such features as:
• Acceptance of cargo by the operator;
• Associated engineering analysis supporting the carriage of that cargo, as applicable;
• Maintenance and airworthiness of CLS components;
• Processes for the buildup, handling, loading and restraint of cargo by ground personnel; and
• Calculations and verification of the W&B of an aircraft by ground and flight personnel.
1.1.4 Document Organization. This AC has four chapters and several appendices. Chapter 1 contains general information about the AC. Chapter 2 addresses operational processes and
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procedures, and Chapter 2 address separate operational processes and procedures of cargo operations, with individual sections that address separate operational aspects. Chapter 3 details background information for the certification and continued airworthiness of ULDs, restraint devices, and CLSs installed on aircraft. Chapter 4 describes how to get more information regarding this AC. The appendices contain information related to regulations supporting the AC, a list of related publications, related definitions, acronyms, passenger-to-cargo conversion information, and outward-opening cargo door information, example of a tiedown scheme for single item, Active ULD marking, and a flow chart for special handling as it relates to ULD and special cargo.
1.1.5 Where You Can Find This AC. You can find this AC on the Federal Aviation Administration (FAA)’s Web site at http://www.faa.gov/regulations_policies/advisory_circulars.
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Par 2.1.1 Page 3 CHAPTER 2. OPERATIONAL PROCESSES AND PROCEDURES SECTION 2.1. GENERAL
2.1.1 Purpose. This chapter informs operators of the importance of providing necessary guidance to loading personnel for proper cargo buildup, weighing and restraint, and aircraft loading and unloading.
2.1.2 Airplane W&B Manual. The Weight and Balance Manual (WBM) is part of the operating limitations section of the Airplane Flight Manual (AFM). In accordance with 14 CFR part 21, § 21.41, the operating limitations are part of the airplane type certificate (TC) and, therefore, can be modified only by changing that certificate; that is, by obtaining an amended TC or Supplemental Type Certificate (STC). Revisions to the AFM are approved as AFM supplements, and the approval is based on a finding that, with the AFM revisions, the airplane continues to meet the applicable airworthiness standards. Operators are required to comply with the operating limitations by 14 CFR part 91, § 91.9(a). The aircraft WBM is often a separate document, but remains part of the AFM. Title 14 CFR part 25, § 25.1583(c) authorizes the WBM as a separate document.
2.1.3 Company Operating Manuals. If the procedures provided by the aircraft manufacturers do not have sufficient detail and guidance, an operator may develop supplemental procedures and submit it to the FAA for approval. Any time the operator develops a procedure it can not contradict regulation. Regulation always supercedes company manuals. Supplemental procedures ensures that cargo handling personnel have the guidance necessary to maintain safety of flight operations. An operator should have a training program in place for cargo buildup, cargo loading system (CLS) configuration, aircraft loading/unloading, carriage of hazardous materials (hazmat), and special cargo. Personnel associated with these job functions and the supervising of cargo loading operations should be trained and qualified in these positions.
NOTE: Appendix B lists guidance materials that can be used as a resource to develop your supplemental procedures. However, the FAA may still request additional data based on the submitter’s operation.
2.1.4 Process and Procedure Recommendations. The FAA recommends the following be included in an operator’s manual that is essential to air cargo operations. These recommendations are discussed in more detail throughout this chapter. This is not an all-inclusive list.
2.1.4.1 Have procedures for control of Weight and Balance (W&B) for both aircraft and cargo.
2.1.4.2 Have procedures to study and evaluate the capability of any aircraft the operator may use to transport any type of cargo, including special cargo. This determination should be made prior to accepting a shipment. Operators may include a reference to the source document for this evaluation.
2.1.4.3 Have procedures for loading and unloading all types of cargo, including Company Material (COMAT).
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2.1.4.4 Have procedures to restrain cargo in aircraft compartments, including main deck, lower deck, fore and aft compartments, or pods, in accordance with the requirements of the Original Equipment Manufacturer (OEM)’s WBM, Supplemental Type Certificate (STC) W&B supplement for certified ULDs, non-certified ULDs, bulk loaded cargo, and special cargo.
2.1.4.5 Have procedures for the use, storage and evaluation of the condition of cargo restraints
(e.g. straps, netting, and ropes) used to restrain bulk, ULD, or special cargo. Procedures should provide for routine serviceability checks and the identification and removal of any unserviceable restraint devices. Procedures should also provide the process to follow if failed restraints are identifed while in use.
2.1.4.6 Have procedures to control the use, calibration, or verification of weigh scales for operators and vendors.
2.1.4.7 Have procedures to control the repair of ULDs, aircraft cargo loading systems (CLS), cargo restraint devices, and other miscellaneous aircraft cargo handling equipment required for loading or unloading aircraft. This also includes installed nets and installed smoke barriers.
2.1.4.8 Have procedures in its manual system for the control of all manuals and manual revisions applicable to air cargo operations. These procedures should ensure the operator:
• Has current versions of the manuals, and
• Provides authorized maintenance personnel and vendors with current manuals and manual revisions.
2.1.4.9 Have procedures to assure that all personnel are properly trained, qualified, and authorized to perform their job function(s).
2.1.4.10 Have procedures for reconfiguring the CLS and document that the appropriate personnel have been notified. This ensures maintenence, flightcrew, and the loading crew are aware that center of gravity (CG) limits may have changed for current and future flights.
2.1.4.11 Have procedures and processes for determining the carriage of special cargo.
2.1.4.12 Have procedures for freight forwarding, interlining, and freight staging.
2.1.4.13 Have procedures for the carriage of hazardous materials (hazmat).
2.1.4.14 Have procedures for incorporating a Continuing Analysis and Surveillance System (CASS) to verify the performance and effectiveness of its CLS maintenance program and provide corrections to any deficiencies discovered in the program.
2.1.4.15 Have procedures for incorporating a closed-loop system that monitors the elements of surveillance, analysis, corrective action, and follow-up to verify the performance and effectiveness of its W&B control program (including cargo operations) and provide corrections to any deficiencies discovered in the program.
NOTE: Under 14 CFR part 121, § 121.137, all manuals must be under the control of the operator even if they are located at a remote site.
Par 2.2.1 Page 5 SECTION 2.2. WEIGHT AND BALANCE CONTROL PROGRAM
2.2.1 Develop a W&B Control Program. Type-certificated (TC) aircraft have an FAA-approved WBM provided by the OEM. The OEM WBM for an aircraft is the basis for an operator’s W&B control program. Operating instructions may be used to achieve the limitations in the WBMs.
2.2.1.1 Modified Aircraft. For aircraft with a passenger-to-cargo conversion, or other modifications—such as an aircraft CLS—a W&B supplement describing the modification’s effect on the aircraft is FAA approved and is issued as part of an STC or amended TC.
2.2.1.2 W&B Control Program. An operator’s W&B control program should include at a minimum:
2.2.1.2.1 Loading limitations, including limitations on empty or unoccupied positions with missing or damaged restraints;
2.2.1.2.2 Information on aircraft cargo restraint systems, such as aircraft CLSs, installed nets, ULDs, and other restraint devices;
2.2.1.2.3 Requirements for special cargo loads;
2.2.1.2.4 A list of ULDs compatible with the CLS;
2.2.1.2.5 Aircraft operating weights;
2.2.1.2.6 Information for the determination of an aircraft’s CG;
2.2.1.2.7 Weight limitations for each compartment and zone, when applicable;
2.2.1.2.8 Procedures for incorporating fuel loading and usage into the aircraft’s W&B calculations;
2.2.1.2.9 Instructions for, and samples of, load documents and manifests, to include special cargo loading documents;
2.2.1.2.10 Aircraft loading schedules; and
2.2.1.2.11 Processes and procedures to monitor the W&B control program.
2.2.2 Contents of an Operator’s W&B Manual. Operator WBMs must be based on an aircraft’s W&B data, amended TCs, and applicable STCs.
2.2.2.1 Aircraft Basic Operating Weight Control. An aircraft must conform to the basic operating weight determined by the operator.
2.2.2.2 Zone and Compartment Weight Limitations. An operator’s aircraft must conform to all zone weight limitations and compartment weight limitations under the aircraft manufacturer, TC holder and STC holder W&B requirements.
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2.2.2.3 CG Range Limitations. The operator must include reference charts and tables in its W&B manual, or other manual that provide the FAA-approved weight and CG range limitations.
2.2.2.4 Aircraft Weight. An operator’s aircraft must conform to the aircraft manufacturer’s W&B requirements, and should establish procedures for weighing the aircraft using the manufacturer’s WBM requirements or other FAA-approved or accepted methods. One accepted method is contained in the current edition of AC 120-27, Aircraft Weight and Balance Control.
2.2.2.5 Aircraft Major Alteration Requirements.
2.2.2.5.1 A major alteration to an aircraft that changes the W&B requirements and/or limitations must be accomplished utilizing approved data.
2.2.2.5.2 The operator must have a procedure in place to ensure all supplemental information developed, issued, and approved for that aircraft is incorporated into the operator’s W&B control program. An operator should apply the most restrictive ranges of the alteration incorporated to the operation of that aircraft. For example, if multiple STCs apply, the operator should use the STC with the most restrictive W&B limitations when incorporating the supplemental information into the operator’s W&B control program.
2.2.2.5.3 In cases of multiple STCs applied to a single aircraft, the STCs should be evaluated for effect on each other and the appropriate limitations applied. At a minimum, an operator should include the supplemental information described above and cross-reference the supplemental information in the operator’s WBM. In addition, the operator should organize the supplemental information in a way that facilitates use by loading personnel. Finally, the operator should include the supplemental information in the operator’s WBM and any charts or tables that indicate proper weight and CG range limitations. The operator must incorporate CLS STCs into its maintenance program.
2.2.2.6 Aircraft CLS Limitations. The operator must conform to, and apply, the W&B and CG limitations of the aircraft CLSs, as established by the OEM/STC WBM. The operator should apply the most restrictive limitations considering all major alterations made to the aircraft.
Reconfiguration of the CLS, such as re-positioning pallet locks, should only be accomplished using the OEM/STC WBM. The operator must have a method to determine W&B calculations for any reconfiguration of a CLS.
2.2.2.7 Carriage of Other Persons (Other than Flightcrew). The regulations (§ 121.583) allow for the carriage of certain persons aboard an airplane without complying with certain passenger-carrying requirements of part 121. These persons are commonly referred to as supernumeraries. They may be carried aboard an airplane because of their necessity for the safety of the flight, their relationship with the air carrier, or by virtue of certain knowledge and abilities attributed to them through selection and mandatory training. An operator must establish procedures for the carriage of supernumeraries. See Chapter 3, Certification, for further discussions of supernumeraries. At a minimum, the procedures must address:
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2.2.2.7.1 A method for calculating the weight of supernumeraries and their carry-on and checked baggage, such as actual weight or standard average weight. Refer to AC 120-27 for guidance on calculating weights;
2.2.2.7.2 Any special procedures or limitations when carrying supernumeraries aboard an aircraft. These limitations may be specified as part of the type design in the Type Certificate Data Sheet (TCDS) or a limitation in the 14 CFR part 25 exemption for the carriage of supernumeraries; and
2.2.2.7.3 Instructions for documenting the weight of supernumeraries, and for communicating the information to the pilot in command (PIC) or other authorized, trained, and qualified personnel for determining W&B.
Par 2.3.1 Page 8 SECTION 2.3. CLASSIFYING CARGO COMPARTMENT FOR FIRE
SUPPRESSION, CARGO LOADING SYSTEM COMPONENTS, INSTALLED NETS,
AND SMOKE BARRIERS
2.3.1 Classification of Cargo Compartments for Fire Suppression. Aircraft cargo compartments are designed to accept and restrain cargo in various ways. Cargo compartments are classified as class A, B, C, or E in 14 CFR parts 25 and 121, depending on accessibility and fire protection requirements. Some cargo compartments accept ULDs and some do not. In general:
2.3.1.1 Class A compartments are accessible by the flightcrew for firefighting, usually from the flight deck or areas adjacent to the flight deck.
2.3.1.2 Class B compartments are accessible by the flightcrew for firefighting.
2.3.1.3 Class C compartments are used on passenger aircraft for carrying baggage or other cargo. These compartments require a fire suppression and detection system controlled from the pilot or flight engineer station. The compartment is not accessible to the flightcrew during flight.
2.3.1.4 Class E compartments are on airplanes used only for the carriage of cargo.. These compartments are on both the main deck and lower lobe areas and, require fire detection systems.
2.3.2 Cargo Compartments Designed to Accept ULDs. These compartments are equipped with an aircraft CLS designed to restrain ULDs in the aircraft. CLSs also position ULDs, enabling them to move easily in and out of the aircraft. The CLS comprises various assemblies, such as restraint locks, side rails, and ball and roller conveyors. Some CLSs are powered, and some may be installed in main deck and/or lower deck compartments. When the flightcrew and/or other persons are seated on the same deck forward of the CLS, a smoke barrier is installed (as applicable) between the CLS and those persons.
2.3.3 Cargo Compartments Not Designed to Accept ULDs. These cargo compartments are called bulk compartments, and may have vertical or horizontal nets. Depending on its design and purpose, the net may restrain cargo from shifting vertically, longitudinally, and laterally within the compartment or from shifting onto the cargo door or cargo door area within the compartment.
Bulk compartments protect aircraft systems and structures against damage from shifting cargo for all flight and landing conditions.
NOTE: Care should be taken when loading bulk cargo in these compartments to ensure that it does not block fire detection sensors or fire suppression agent nozzles, if installed.
2.3.4 Substituting CLS Components. An operator may substitute aircraft CLS components under several different procedures, depending on the certification method for the components being substituted. Substitution also may involve replacing CLS components, or subcomponents of an aircraft cargo restraint assembly, with those of another design. If an operator substitutes a CLS component, the operator must have a procedure that addresses:
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• The load-bearing components that the operator may substitute;
• The level of substitution, such as a complete assembly or parts of an assembly, the operator allows and the conditions that support each process; and
• The FAA-approved data used.
NOTE: CLS components are certificated under methods such as a Parts Manufacturer Approval (PMA), Technical Standard Order (TSO), Production Certificate (PC), TC, amended TC, STC, or under rules governing owner-produced parts.
2.3.5 Substituting PMA Products. An operator may substitute aircraft CLS components manufactured under a PMA. Installation data and any limitations may be found in the:
• The component maintenance manual (CMM);
• The manufacturer’s illustrated parts catalog or the air carrier’s supplemental manual;
• The operator’s instructions based on FAA-approved data, the aircraft manufacturer, or STC holder; and
• The manufacturer’s Service Bulletins (SB) or service letters.
2.3.6 Substituting TSO Products. An operator may substitute CLS components manufactured under a TSO if the operator has procedures to determine whether the unit is eligible for installation. An operator may substitute products approved under a TSO using information from:
• SBs;
• STCs;
• Aircraft manufacturer’s TC;
• CMMs; or
• Manufacturer’s illustrated parts catalogs.
2.3.7 Substituting PC, TC, Amended TC, AND STC Products. Parts can be approved through the PC, TC, amended TC, and STC processes. These processes include instructions for interchanging CLS components. An operator may substitute these components using the following source documentation for these processes:
• Type Certificate Data Sheet (TCDS);
• SBs, service letters, or equivalent FAA-approved data; and
• Manufacturer’s instructions for continued airworthiness (ICA).
2.3.8 Substituting Owner-Produced Parts. Title 14 CFR part 21 indicates an operator may manufacture parts for use on its own aircraft. In such cases, an operator must have processes to:
• Identify components manufactured for the aircraft CLS in its maintenance program;
• Ensure another operator or vendor does not sell or distribute the parts it manufactures;
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• Show its owner-produced parts meet the equipment manufacturer CLS type design; and
• Maintain the continued airworthiness of the owner-produced part.
2.3.9 Addressing CLS Component Discrepancies. An operator may address aircraft CLS component discrepancies by replacing or repairing the applicable component. If the operator discovers systemic problems with the reliability of its components, the operator should report such problems to the component manufacturer. An operator’s CASS should track all cargo loading component discrepancies to measure the performance and effectiveness of the operator’s maintenance and inspection program.
2.3.10 Replacing a CLS Component. An operator may replace a CLS component with a new, rebuilt, overhauled, or repaired serviceable component. This component must meet requirements for installation on the particular aircraft.
2.3.11 Repairing a CLS Component.
2.3.11.1 Operator Responsibility. An operator may repair a component on the aircraft, or may have a vendor repair a component. Under certain circumstances, an accepted manual may allow minor repairs using FAA-accepted data. The repair vendor may be under the direct control of an operator, or may be a vendor the operator designates. The operator has primary responsibility for determining that:
2.3.11.1.1 The component meets applicable regulatory requirements, and
2.3.11.1.2 The repair vendor is authorized to repair the component.
2.3.11.2 Vendor Repair. CLS components repaired by a vendor should undergo a receiving inspection using operator procedures. The component should also have documentation to
(1) confirm each component is certified as serviceable, and (2) provide traceability to the data used for repair. The documentation should include:
2.3.11.2.1 Identity of the company that owns the component;
2.3.11.2.2 FAA repair station certificate number, if applicable, and vendor name;
2.3.11.2.3 Component part number;
2.3.11.2.4 Component serial number, if applicable;
2.3.11.2.5 Component nomenclature;
2.3.11.2.6 Component times and/or cycles, if applicable;
2.3.11.2.7 Quantity of components;
2.3.11.2.8 Specifications used for repair;
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2.3.11.2.9 Certification statement of procedures used;
2.3.11.2.10Traceability documentation; and
2.3.11.2.11Signature of an authorized agent.
2.3.11.3 Retention of Repair Records. The operator must retain its repair records in accordance with its established procedures to comply with the requirements of § 121.380.
2.3.12 CLS Components in the Minimum Equipment List (MEL).
2.3.12.1 Dispatch Deviation Procedures. An operator must ensure the aircraft MEL contains adequate instructions, or references an appropriate manual, for dispatch deviation procedures that describes:
2.3.12.1.1 The total number of items installed and minimum number required for dispatch;
2.3.12.1.2 The loading limitations because of missing or defective equipment;
2.3.12.1.3 The references showing location of loading restrictions;
2.3.12.1.4 The appropriate category for repair; and
2.3.12.1.5 The instructions for ensuring MEL limitations are included in W&B computations and the load plan.
2.3.12.2 Procedures for Inoperative or Missing CLS Components. An operator should include procedures for inoperative or missing CLS components in the operator MEL. These procedures should include any requirements for:
2.3.12.2.1 Reconfiguration of the aircraft, if necessary;
2.3.12.2.2 Voiding of adjacent positions, if necessary;
2.3.12.2.3 Accounting for limitations;
2.3.12.2.4 Notification to the PIC and other appropriate personnel the operator deems necessary of the missing components;
2.3.12.2.5 Instructions for ensuring MEL limitations and/or restrictions are included in W&B computations and the load plan; and
2.3.12.2.6 Annotation in the aircraft maintenance logbook.
2.3.13 Installed Nets in the Maintenance Program. An operator maintenance program must contain procedures for maintenance and inspection of installed vertical and horizontal cargo compartment nets and 9G barrier nets.