Aircraft Weight and Balance Control Program

c. Six months from this Order's effective date, the committee wil1 give its first report and written recommendations to the Associate Administrator for Regulation and Certification through the Director of Flight Standards. The committee may make recommendations or complete the tasks before the 6-month due date. Documented issue resolutions, recommended policy decisions, draft guidance material, and/or proposed rulemaking, as appropriate, may be submitted as recommendations. 6. ORGANIZATION AND AD1\11N ISTRATION. a. The Director of Flight Standards is solely responsible to appoint members or organizations to the committee. The committee will consist of members of the aviation community, including the public and/or other Federal government entities, that represent various viewpoints. The FAA will provide participation and support from all affected lines of business. Par4 Page 3 1110.137 7/7/03 b. The Director of Flight Standards is the sponsor of the committee and will select an industry co-chair from the committee membership. The Director also will designate the FAA co-chair for the committee. Once designated, the co-chairs will: • • • • D0 etennine, in coordination with the other members of the committee, when a meeting is required Notify al1 committee members of the time and place for each meeting Form an agenda for and conduct each meeting Make certain that detailed minutes are kept for each meeting and certify accuracy of the minutes c. The committee will submit recommendations and reports to the Director of Flight Standards. The Flight Standards Service will provide administrative support for the committee. It wiJl also provide the chair for this committee. This official will attend all committee meetings. 7. MEMBERSHIP. a. The FAA will select the core committee membership from approximately six associations and organizations. The membership should be balanced in points of view, interests, and knowledge of the objectives and scope of the committee's tasks. Additional participants may be added as subject matter experts to support sub-committees or work groups, or to provide support to committee members. Each member or participant should represent the identified interest of the affected community. b. Committee members may include affected aviation associations, air carriers, employee groups or unions, FAA and other government entities, and other aviation industry participants. 8. COST AND COMPENSATION. The estimated cost to the Federal government of the Aircraft Weight and Balance Control Program Aviation Rulemaking Committee (including pro rata share of salaries for FAA employees) is approximately $20,000. Non-government representatives serve without government compensation and bear all costs related to their participation on the committee. 9. PUBLIC PARTICIPATION. Interested persons or organizations who are not committee members but plan to anend a meeting must first get approval from the Director of Flight Standards, or his/her delegate. 10. AV AlLABILITY OF RECORDS. Subject to the conditions of the Freedom of Information Act, Section 522 of Title 5 U.S.C., records, reports, agendas, working papers, and other documents given to or prepared by the committee wil1 be available for public inspection and copying at this address: FAA Flight Standards Service, 800 Independence Avenue, SW., Washing1on, DC 20591. Fees wil1 be charged for information furnished to the public per the fee schedule in part 7 of Title 49 CFR. Page4 Par6 7/7/03 1110.137 11. PUBLIC INTEREST. The fonnation of the Aircraft Weight and Balance Control Program Aviation Rulemaking Committee is in the public interest in connection with the perfonnance of duties imposed on FAA by law. 12. EFFECTIVE DATE AND DURATION. This committee is effective July i, 2003. The committee wiJl exist for 2 years, unless sooner terminated or extended by the Administrator. ~c. Marion C. Blakey Administrator Par 11 Page 5 (and 6) Federal Register I Vol. 68, No. 107 / Wednesday, June 4, 2003 / Notices 33565 involved in any way in determining th e relative locations of specific properties with regard to the depicted noise contours, or in interpreting the Noise Exposure Maps to resolve questions concerning. for example, which properties shou ld be covered by the provisions of Section 107 of the Act. These functions are inseparable from the ultimate land use control and planning responsibilities of local government. These local responsibilities are not changed in any way under FAR Part 150 or through FAA's review of Noise Exposure Maps. Th erefore. the responsibility for the detailed overlaying of noise exposure con tours onto the map depicting properties on the surface rests exclusively with the airport operator which s ubmitted those maps, or with those public agencies and plann ing agencies with which cons ultati on is required under Section 103 of the Act. The FAA has reli ed on the certification by the airport operator. under Section 150 .21 of FAR Part 150, that the statu toril y required consultation has been accomplished. The FAA has formally rece ived the Noise Compatibility Program for Guam International Airport, effective on May 19, 2003. Preliminary review of the subm itt ed material indicates that it conforms to the requirements for the submittal of Noise Compatibility Programs. but that fur ther review will be necessary prior to approval or disapproval of the program. The formal review per iod. limit ed by law to a maximum of 180 days, will be completed on or before November 15, 2003. The FAA's detailed evaluation will be conducted under the provisions of 14 CFR part 150, section 150.33. The pr imary considerations in the evaluation process are whether the proposed measures may reduce the level of aviation safety, create an undue burden on interstate or foreign commerce. or be reasonably consistent with obtaining the goal of reducing existing non-compatible land uses and preventing t he introduction of addit ional non-compatible land uses. Interested persons are invited to comment on the proposed program with specific reference to these factors. All comments, other than tl1ose properly addressed to local land use autl10rities, will be considered by the FAA to the extent practicable. Copies of tlrn Noise Exposure Maps. the FAA's evaluation of the maps. and tl1e proposed Noise Compatibility Program are available for examination at the following locations: Federal Aviation Administration, National Headquarters, Community a nd Environmental Needs Division, 800 Independence Avenue, SW., Room 617, Washington, DC 20591. Federal Aviation Administration, Western-Pacific Region. Airports Division, AWP-600, 15000 Aviation Boulevard, Hawthorne, California 90261. Federal Aviation Administration, Honolulu Airports District Office, 300 Ala Moana Boulevard, Room 7-128, Honolulu, Hawaii 96813. Mr. William R. Thompson, Ex ecutive Manager, A.B. Won Pat Guam International Airport Authority. 355 Chalan Pasaheru, Tamuning. Guam 96911. Questions may be directed to the individual named above under tl1e heading, FOR FURTHER INFORMATION CONTACT. Issued in Hawthorne, California on May 19, 2003. Mark McClardy, ,1cting Manager, Airports Division, Westcrn- Pacific Region, A WP-GOO. [FR Doc. 03-14073 Filed G-3-03; 8:45 aml BILLING CODE 4910-13-M DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Weight and Balance Control Program Committee; Correction AGENCY: Fede ral Aviation Administration (FAA}, DOT. ACTION: Notice of request for participation; correction. SUMMARY: This do c um ent makes corrections to th e notice of request of participation published in the Federal Register on May 28, 2003 (68 FR 31740), which announces the formation of tl1e Weight and Balance Control Program Aviation Rulemaking Committee to conduct a review of AC 120-27C and other related guidance, and provide advice and recommendations. FOR FURTHER INFORMATION CONTACT: Mr. Darcy Reed, 202-267-9948, or e-mail: Darcy.D.Reed®faa.gav. Correction In the notice FR Doc. 03-13243, published on May 28, 2003 (68 FR 31740), make the following correction: On page 31741, in tlte first column, fourth full paragraph. line two, correct "docket number FAA-2003-XXXX" to read "docket number FAA-2003- 15281." Issued in Washington, DC on May 30. 2003. Carol E. Giles, Assistant Division Manager. Air Maintenance Division, Flight St andard s Service. [FR Doc. 03-14072 Filed 6-3-03: 8:45 aml BILLING CODE 4910-13-M DEPARTMENT OF TRANSPORTATION Federal Aviation Administration [Summary Notice No. PE-2003-34) Petitions for Exemption; Summary of Petitions Received; Dispositions of Petitions Issued AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of petitions for exemption received and of dispositions of prior petitions. SUMMARY: Pursuant to FAA's rulemaking provisions governing the application, processing. and disposition of petitions for exemption part 11 of Title 14, Code of Federal Regulations (14 CFR), this notice contains a summary of certain petitions seeking relief from specified requirements of 14 CFR, dispositions of certain petitions previously received. and corrections. The purpose of this notice is to improve the public's awareness of. and participation in, this aspect of FAA's regulatory activities. Neitl1er publication of this notice nor tl1e inclusion or omission of information in the summary is intended to affect the legal status of any petition or its final disposition. DATES: Comments on petitions received must identify the petition docket number involved and must be received on or before June 24, 2003. ADDRESSES: Send comments on any petition to the Docket Management System, U.S. Department of Transportation, Room Plaza 401, 400 Seventh Street, SW., Washington, DC 20590-0001. You must identify the docket number FAA-2003-XXXX at th e beginning of your commen ts. If you wish to receive confirmation that FAA received your comments, include a self· addressed, stamped postcard. You may also submit comments through the Internet to http:!/ dms.dot.gov. You may review the public docket containing the petition. any comments received, and any final disposition in person in tl1e Dockets Office between 9 a.m. and 5 p.m., Monday tl1rough Friday, except Federal holidays. The Dockets Office (telephone 1-800-647-5527) is on the plaza level of the NASSIF Building at the Federal Register I Vol. 68, No. 118 /Thursday, June 19, 2003 I Notices 36871 compliance does not affect the applicability of any other certification requirements Uiat fall outside the scope of this AC. Material in the AC is neither mandatory nor regulatory in nature and does not constitute a regulation. DATES: Comments must be received on or before August 18, 2003. ADDRESSES: Send all comments on U1e proposed AC to: Federal Aviation Administration, Small Airplane Directorate, Aircraft Certification Service, Regulations and Policy (ACE- 111 ), 901 Locust Stree t, Kansas City, Missouri 64106. FOR FURTHER INFORMATION CONTACT: Mr. Mark James, Standards Office, Small Airplane Directorate, Aircraft Certification Service, Kansas City, Missouri 64106, telephone (816) 329- 4137, fax (816) 329-4090. SUPPLEMENTARY INFORMATION: Any person may obtain a copy of this results, listing the regulations and attendant means of compliance that offer an improvement in certification efficiency. The listed means of compliance have been found acceptable and historically successful, but they are not the only methods that can be used to show compliance. In some cases, highly sophisticated airplanes may require more accurate or substantial solutions. Accordingly, the FAA is proposing and requesting comments on AC 23-15A. Issued in Kans as City, Missouri on May 28, 2003. James E. Jackson, Acting Manager, Small Airplane Directorate, Aircraft Certification Office. (FR Doc. 03-15139 Filed 6-18-03; 8:45 am! BILLING CODE 4910--13-P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration proposed AC by contacting the person named above under FOR FURTHER INFORMATION CONTACT. A copy of the AC .J,, will also be available on the Internet at l'" Weigh~ and Balance Control Program http://www.ainveb.faa.gov/ACwiU1in a Committee; Correction few days. Comments Invited We invite interested parties to submit comments on U1e proposed AC. Commenters must identify AC 23-15A and submit comments to the address specified above. The FAA will consider all communications received on or before th e closing date for comments before issuing Urn final AC. The proposed AC and comments received may be inspected at the Standards Office (ACE-110), 901 Locust, Room 301, Kansas City, Missouri, between the hours of 8:30 and 4 p.m. weekdays, except Federal holidays by making an appointment in advance with the person listed under FOR FURTHER INFORMATION CONTACT. Background AC 23-15A, Small Airplane Certification Compliance Program replacedAC 23-15, Small Airplane Certification Compliance Program, dated January 2, 1997. Some industry and aviation organizations expressed concern that the typical means of compliance for some regulations might be more demanding U1an justified. As a consequence, industry, aviation groups, and the FAA formed a team to study this issue. Historical files, Designated Engineering Representatives (DER's), ACO's, and industry were used to determine target regulations and provide known means of compliance. This AC is a compilation of the study AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of request for participation; correction. SUMMARY: This document makes corrections to the notice of request of participation published in the Federal Register on May 28, 2003 (68 FR 31740), which announces the formation of the Weight and Balance Control Program Aviation Rulemaking Committee to conduct a review of AC 120-27C and other related guidance, and provide advice and recommendations. FOR FURTHER INFORMATION CONTACT: Mr. Darcy Reed, 202-267-9948, or e-mail: Darch.D.Reed@faa.gov. Correction In U1e notice FR Doc. 03-13243, published on May 28, 2003 (68 FR 31740), make the following correction: On page 31741, in the first column, first full paragraph, line one, correct "scheduled for June 24 and 25, 2003 in Washington, DC" to read "has been rescheduled; deta il s on the meeting are available at http:llwww.faa .gov/avrlafs/ avgarcl ." Dated: Issued in Washington. DC on June 13, 2003. David E. Cann, Manager, Aircraft Maintenan ce Division, Fliglit Standards Service. [FR Doc. 03-15527 Filed 6-18-03; 8:45 am! BILLING CODE 4910--13-M DEPARTMENT OF TRANSPORTATION Federal Highway Administration Environmental Impact Statement: Anne Arundel County, MD and Prince George's County, MD AGENCY: Federal Highway Administration. ACTION: Notice of intent. SUMMARY: The FHWA is issuing this notice to advise the public that an environmental impact statement will be prepared for a proposed highway project in Anne Arundel County and Prince George's County, Maryland. FOR FURTHER INFORMATION CONTACT: Mr. Nelson J. Castellanos, Division Administrator, Federal Highway Administration, The Rotunda-Suite 220, 711 West 40th Street, Baltimore, Maryland 21211. Telephone (410) 962- 4440. SUPPLEMENTARY INFORMATION: Th e FHWA, in cooperation with the Maryland State Highway Administration, the Environmental Protection Ag ency and the U.S. Army Corps of Engineers, will prepare an environmental impact statement (EIS) on a proposal to improve transportation operations and mobility to MD 3 from north of US 50 to south of MD 32, in southwestern Anne Arundel County and northeastern Prince George's County. The proposed improvements will address existing and projected operational and safety issues for local traffic along MD 3 from north of US 50 to south of MD 32. Congested traffic flow, inadequate intersections and crossings, increased residential and commercial development, and insufficient bicycle/ pedestrian safety have accelerated the need for improvements to MD 3 within the study area. Several sections of roadway within the project limits are currently failing or experiencing failing conditions during th e afternoon peak hours. The alternates under consideration include (1) a no-build alternate; (2) a boulevard concept with interchange options; and (3) a modified boulevard concept with interchange options. Coordination will continue with Federal, State, and local agencies, and with private organizations and citizens who have expressed interest. A Focus Group, comprised of local residents, community leaders, and business owners, meets periodically witJ1 the project engineers to assist in U1e development of tJ1e proposed alternates of improvements along MD 3, the interchanges and nearby intersections, 31740 Feder al Regi ster I Vol. 68, No . 102 I Wednesday, May 28, 2003 I Notices subject to section 38 of the Arms Export Control Act would be in furtherance of the national security and foreign policy of the United States. Therefore, until furUier notice, the Department of State is hereby suspending all licenses and other approvals for: (a) Exports and other transfers of defense articles and defense services from U10 United States; (b) transfers of U.S.-origin defense articles and defense services from foreign destinations; and (c) temporary import of defense articles to or from the above-named entity. Moreover, it is U10 policy of U1e United States to deny lice nses and othe r approvals for exports and temporary imports of defense articles an d defense services destined for this enti t y. Dated: May 19. 2003. John S. Wolf, Assistant Secretary of State for Nonproliferation. Depa rtme nt of State. ( FR Doc. 03 -13268 Fil ed 5-27-03; 8:45 am ) BILLING CODE 47 10-25-P D EP ARTMENT OF STATE [Pub li c Notice 4374) Bureau of No npro li feration ; Imposi ti on of Missile Pr ol if era ti on Sa nc tions Again st En tit ies in Mol dova AGENCY: Department of State. ACTION: Notice. SUMMARY: A det e rmination has been made that entities in Moldova have e ngaged in missile t ech nology proliferation activities that require imposition of sanctions pu rsuant to ilie Arms Export Control Act, as amended, and the Export Administration Act of 1979, as amended (as carried out under Executive Order 13222 of August 17, 2001). EFFECTIVE DATE: May 9, 2003. FOR FURTHER INFORMATION CONTACT: Vann H. Van Diepen, Office of Chemical, Biological and Missile Nonproliferation, Bureau of Nonproliferation, Department of State (202-647-1142). SUPPLEMENTARY INFORM ATION: Pursuant to section 73(a)(1) of the Arms Export Control Act (22 U.S.C. 2797b(a)(1)); Section 11B(b)(1) of the Export Administration Act of 1979 (50 U.S.C. app. 24 lOb(b)(l)), as carried out under Executive Order 13222 of August 17, 2001 (hereinafter cited as U1e "Export Administration Act of 1979"); and Executive Order 12851 of June 11, 1993; a determination was made on May 9, 2003, that tho following foreign persons have engaged in missile technology proliferation activities that require U1e imposition of the sanctions described in section 73(a)(2)(A) of Ute Arms Export Control Act (22 U.S.C. 2797b(a)(2)(A)) and section l lB(b)(l)(B)(i) of Urn Export Administration Act of 1979 (50 U.S.C. app. 2410b(b)(l)(B)(i)) on the following entities: 1. Mikhail Pavlovich Vladov (Moldovan person). 2. Cuanta S. A. (Moldova) and its sub- units and successors. 3. Computer & Communicatii SRL (Moldova) and its sub- units and s uccessors. Accordingly, ilie following sanctions are being imposed on U10se entities: (A) New individual licenses for exports to ilie entities described above of MTCR Annex equipment or technology contro lled pursuant to tJ10 Export Adm inistration Act of 1979 will be denied for two years; (Bl Ne w licenses for export to the entities described above of MTCR Annex equipmen t or technology controlled pursuant to th e Arms Export Control Act will be denied for two years; and (Cl No new United States Government contracts relating to MTCR Annex equipment or technology involving tJ1e entities described above will be entered into for two years. With respect to items controlled pursuant to tho Export Administration Act of 1979, the export sanction only applies to exports ma de pursuant to individua l export licenses. These measures shall be imp lemented by tJ1e responsible departments and agencies of the United States Government as provided in Executive Order 12851 of June 11, 1993. Dated: May 19. 2003. John S. Wol f, Assistant Secretary of State for Nonproliferation. Department of State. (FR Doc . 03-13151 Filed 5-27-03; 8:45 aml BILLING CODE 4710-25-P DEPARTMENT OF TRANSPORTATION Offi ce of t he Secretary Aviati on Proceedi ng s, Agreements Filed the Week Ending May 16, 2003 The following agreements were filed wiili the Department of Transportation under the provisions of 49 U.S.C. 412 and 414. Answers may be filed within 21 days after the filing of tJ1e applica tion. Docket Numb e r: OST-2003-15173. Date Filed: May 13, 2003. Parties: Members of U1e International Air Transport Association. Subject: Mail Vote 300-Resolution 0100, PTC2 ME 0121 dated 16 May 2003, PTC2 EUR-ME 0161 dated 16 May 2003, PTC2 ME-AFR 0106 dated 16 May 2003, PTC23 ME-TC3 0176 dated 16 May 2003, Special Passenger Amending Resolution from Qatar rl-r7 , Intended effective date: 22 May 2003. Dorothy Y. Beard, Chief. Docket Op erations Er Media Managomonl, Federal Register Liaison. (FR Doc. 03- 13239 Filed 5-27 - 03; 8:45 aml BILLING COD E 4910~2- P DEPARTMENT OF TRANS PO RTATION Federal A vi ation Ad min ist rati on Weight and Balance Co nt rol Program Com mi ttee A GENCY: Federal Aviation Administration (FAA), DOT. ACTION : Notice of request for participation on industry advisory committee (IAC) formation. SUMMARY: By U1is notice, the FAA announces the formation of an advisory committee to conduct a comprehensive review and rewrite of Advisory Circular (AC) 120-27C, Aircraft Weight and Ba lance Control, and othe r related guidance. The FAA will establish a Weight and Balance Control Program Aviation Rulemaking Committee (ARC) to conduct this review and provide advice and recommendations. The FAA invites individuals interested in serving on U1is committee and/or associated work groups to request membership in accordance with this notice. The FAA will select members to provide a balance of viewpoints, interests, and expertise. Membership on ilie committee may be li mited to facili tate discussions and to maintain a balance of interests. In additio n, the FAA invites interested individuals to submit specific, detailed written comments. or provide input on U10 affected advisory and guidance documents. These commen ts will be considered in the committee discussions and will assist in determining a method of compliance witJ1 regard to U10 weight and balance control program. DATES: Membership: Individuals interested in participating on the committee or work group should submit a req uest on or before June 6, 2003. The FAA will notify all selected members and participants in writing in advance of the first meeting. Your request should provide the following information: Federal Register I Vol. 68, No. 102 I Wednesday, May 28, 2003 I Notices 31741 -Contact information (name, company and position, address, phone, facsimile. and e-mail) -Segment( s) of the industry or organization/association you represent -Exper ience, subject expertise, or other background information The first meeting of the Weight and Balance Control Program ARC is scheduled for Jun e 24 and 25, 2003 in Washington, DC. The committee will report its recommendations to the Associate Administrator for Regulation and Certification through the Director, flight Standards, no later than 6 months from the date of the first meeting. Work groups will be scheduled as determined by the steering committee and work group members to provide information and meet schedule requirements. Comments: ThorAA will consider all comments on this advisory and regulatory review filed on or before June 24. 2003. The f'AA will consider commen ts filed later if it is possible to do so without incurring expense or delay. ADDRESSES: Membership: Individuals requesting membership or participation on the Weight and Balance Control Program ARC and/or work groups should contact Darcy Reed, AFS-330, 800 Independence Ave .• SW., Washington, DC 20591, t elephone at (202) 267-9948, facsimile at (202) 267- 5115, or by e-mail: Darcy.D.Reed@FAA.GOV, or contact Dennis Pratte, AFS-220, 800 Independence Ave., SW., Washington. DC, 20591, telephone at (202) 267-5488, facsimile at (202) 267-5229, or bye- mail: Dennis.Pratte®FAA.GOV. Comments: Address your commen ts to the Docket Management System, U.S. Department of Transportation, Room Plaza 401, 400 Seventh Street, SW., Washington, DC 20590-001. You must identify docket number FAA-2003- XXXXX at tho beginning of your comments. and you should submit two copies of your commen ts. If you wish to receive confirmation that the FAA received your comments, includ e a self- addressed, stamped pos tcard on which the docket number app ears. We will stamp th o date on the postcard and mail it to you. You may also submit and/or revi ew comments about this public docket through the Internet at http:// dms.dot.gov/. You may review the public docket containing comments to this proposed guidance in person in the Dockets Office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. the Dockets Office is on the plaza level of the NASSIF Building at the Department of Transportation at tho above address. FOR FURTHER INFORMATION CONTACT: Darcy Reed, AFS-330, or Dennis Pratte, AFS-220, at the address above. SUPPLEMENTARY INFORMATION: Additional information on the committee membership. dates , and other information may be obtained on the Flight Standards Web site under the heading "Weight and Balance Control Program Aviation Rulemaking Committee" at: http://www.faa.gov/avr/ afs/AvgARCI. Issued in Washington, DC on May 21, 2003. David E. Cann, Air Mai11tc11a11cc Divi.~ion, Flight Standards Service. [FR Doc. 03-13243 Filed 5-27-03; 8:45 aml BILLING CODE 4910-l~M DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Aging Transport Systems Rulemaking Advisory Committee AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of new tasks for the Aging Transport Systems Rulemaking Advisory Committee (ATSRAC). SUMMARY: This notice announces the new tasks assigned to and accepted by theATSRAC. FOR FURTHER INFORMATION CONTACT: Charles Huber, Manager, Safety Management Branch, ANM-117, Executive Director of ATSRAC, Federal Aviation Administration, 1601 Lind Avenue, SW., Renton. WA 98055; telephone (425) 227-2589; fax (425) 227-1320. SUPPLEMENTARY INFORMATION: Background In response to the White House Commission on Aviation Safety and Security. the FAA formed the Ag ing Non-Structural Systems Study Team, to develop the FAA's approach to improving management of aging wire systems. To help fulfill tlie actions specified in Ute Aging Non-Structural Systems Plan, the FAA set up an Aging Transport Systems Rulemaking Advisory Committee (ATSRAC) to give recommendations on airplane system safety issues. In 1998, U1e FAA assigned five tasks to the ATSRAC. The se tasks included collecting data on aging wiring systems through airplane inspections. reviewing airplane manufacturers' service information, reviewing operators' maintenance programs, and providing the FAA with recommendations to enhance Ute safety of those systems. The FAA held a public meeting on January 20, 1999, to discuss Ute Committee's operations and their assigned tasks. The ATSRAC found that problems associated with systems on aging airplanes are not entirely related to U10 degradation overtime of wire systems. The review of these systems also found inadequate installation and maintenance practices could lead to what is common ly referred to as an "aging system" problem. Th erefore, the scope of the ATSRAC's work includes, not only age-related issues, but also involves improving th e continued airworthiness of airplane systems (i.e., wire systems). Th e FAA accepted Ute ATS RAC recommendations from the first five tasks and subsequently assigned five add itional tasks to get the Committee's help in implementing the safety enhancemen ts from their earlier recommendations. The FAA is now considering tho ATSRAC recommendations on the second set of tasks. These recommendations include rulemaking and other actions. Implementation of U10 ATSRAC recommendations is a major part of the FAA's Enhanced AirworUtiness Program for Airplane Systems (EAPAS). a program that addresses Ute safety of wiring systems. The FAA recognizes the knowledge and experience the ATSRAC provides. Because ATSRAC members represent a large cross-section of industry, they will supply U10 FAA with an invaluable resource of technical expertise in a variety of areas. Therefore, the FAA has assigned throe new tasks to the ATSRAC to help carry out U10 EA.PAS objectives. This notice announces tho now tasks, which the ATSRAC has accepted. These tasks will allow the FAA to get the Committee's continuing help to carry out their recommendations. ATSRAC has chosen to form harmonization working groups (HWG) to provide technical support to develop their recommendations on these tasks. A discussion of the new tasks and harmonization working groups (HWG) follows. I. EAPAS Rulemaking Advisory HWG To promote efficient rulemaking and compliance with this rulemaking, the FAA tasks ATSRAC to provide, wh en specifically sought by the FAA, recommendations about Ute issues discussed in items 1-1 through 1-3 of this section. The ATSRAC Executive Director will send each FAA task to the ATSRAC Chair to obtain the ATSRAC 31740 Federal Register I Vol. 68, No. 102 I Wednesday, May 28, 2003 I Not ic es subject to section 38 of tlie Arms Export Control Act wou ld be in furtherance of the national secur ity and foreign policy of the United States. Therefore, until furt h er notice. the Department of State is hereby suspending all licenses and other approvals for: (a) Exports and other transfers of defense articles and defense se rvices from the United Sta tes; (bl transfers of U.S.-origin defense articles and defense se rvices from fo reign destinations; and (cl temporary import of defense articles to or from the above-named entity. Moreover, it is the policy of the United S tates to deny licenses and othe r approvals fo r expo rts and temporary imports of defense articles and defense services destined for th is entity. Da1cd: May 19, 2003. John S. Wolf, Assistant Secretary of Sta to for Nonproliferation , Department of State. (FR Doc. 03-13268 Filed 5-27-03; 8:45 am) BILLING CODE 4710-2S-P DEPARTMENT OF STATE [Public Notice 4374) Bureau of Nonproliferation; Imposition of Missile Proliferation Sanctions Against Entities in Moldova AG ENCY: Department of State. ACTION: Notice. SUMMARY: A determination has been made that entities in Moldova have engaged in missile technology proliferation activities that require imposition of sanctions pursuant to tl1e Arms Export Control Act, as amended, and the Export Administration Act of 1979, as amended (as carried out under Executive Order 13222 of August 17, 2001). EFFECTIVE DATE: May 9, 2003. FOR FURTHER INFORMATION CONTACT: Vann H. Van Diepen, Office of Chemical. Biological and Missile Nonproliferat ion, Bureau of Nonproliferation, Departme nt of State (202-647-1142). SUPPLEMENTARY INFORMATION : Pursuant to section 73(a}(l) of the Arms Export Control Act (22 U.S.C. 2797b(a}(l}}; Sec ti on 11B(b}(l} of tl1e Export Administration Act of 1979 (50 U.S.C. app. 2410b(b}(1}}, as carried out under Executive Or de r 13222 of August 17, 2001 (hereinafter cited as tlie "Expor t Administration Act of 1979"); and Executive Order 12851 of June 11, 1993; a determination was made on May 9, 2003, that the following foreign persons have engaged in missile technology proliferation activities that requ ire tl1e imposition of tl1e sanctions described in section 73(a}(2)(A} of the Arms Export Control Act (22 U.S.C. 2797b(a}(2}(A}} and section 11 B(b} (l }(B}(i} of tl1e Export Adm inistration Act of 1979 (50 U.S.C. app . 2410b(b}(1}(B}(i)} on tl1e following entit ies : 1. Mikhail Pavlovich Vladov (Moldovan person}. 2. Cuanta S.A. (Moldova} and its sub- units and successors. 3. Computer & Communicatii SRL (M oldova) and its sub- un its and successors. Accordingly, the fo ll owing sanctions are being imposed on tl1ese en tities: (A) New individual licenses for expor ts to tl 10 entities described above of MTCR Annex equipmen t or technology controlled pursuant to the Export Administration Act of 1979 wi ll be denied for two years; (B} New licenses for export to the entities described above of MTCR Annex equipmen t or technology controlled pursuant to the Arms Export Control Act will be denied for two years; and (C) No new United States Government contracts relating to MTCR Annex equipment or technology involving tl1e entiti es described above will be ente red into for two years. With respect to items con trolled pursuan t to the Export Administration Act of 1979, the export sanction on ly app li es to exports made pursuant to individual export licenses. These measures shall be implemented by the respons ib le departments and agencies of tl1e United States Government as provided in Executive Order 12851 of June 11, 1993. Dated: May 19, 2003. John S. Wolf, /\ssistant Secretary of State for Nonprolifera tion, Department of State. [FR Doc. 03-13151 Filed 5-27-03; 8:45 am] BILLING CODE 4710-2S-P DEPARTMENT OF TRANSPORTATION Office of the Secretary Aviation Proceedings, Agreements Filed the Week Ending May 16, 2003 The following agreements were filed with the Department of Transpo rtation under the provisions of 49 U.S.C. 412 and 414. Answers may be filed within 21 days after the filing of the app lication. Docket Numb e r: OST-2003-15173. Date Filed: May 13, 2003. Parties: Members of the International Air Transport Association. Subject: Mail Vote 300-Resolu tion 0100, PTC2 ME 0121 dated 16 May 2003, PTC2 EUR-ME 0161 dated 16 May 2003, PTC2 ME-AFR 0106 dated 1G May 2003, PTC23 ME-TC3 0176 dated 16 May 2003, Special Passenger Amending Resolution from Qatar r1-r7, Intended effective date: 22 May 2003. Dorothy Y. Beard, Chief. Docket Operations & Media Manage men t, Federal Register Liaison. )FR Doc. 03-13239 Filed 5- 27- 03; 8:45 aml BILLING CODE 4910~2-P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Weight and Balance Control Program Committee AGENCY: Federal Aviation Adminis tration (FAA), DOT. ACTION: Notice of request for participation on ind us try advisory committee (IAC} formation. SUMMARY: By this notice. the FAA announces tJie formation of an advisory committee to conduct a comprehensive review and rewrite of Advisory Circular (AC) 120-27C, Aircraft Weight and Ba lance Control, and other related g uid ance. The FAA will establish a Weight and Ba lance Control Program Aviation Rulemaking Committee (ARC} to conduct this review and provide advice and recommendations. The FAA invit es individuals interested in serving on this committ ee and/or associated wo rk gro ups to request membership in accordance with this notice. The FAA will select members to provide a balance of viewpoints, inter es ts, and expertise. Membership on tl1e committee may be limited to facilitate discussions and to maintain a balance of int erests. In add ition, the FAA invites interested individuals to submit specific, detailed written comments, or provide input on th e affected advisory and guidance documents . These comments will be considered in tl1e committee discussions and will assist in determining a metl1od of compliance with regard to the weight and balance control program. DATES: Membership: Ind ividuals interested in participating on the committee or work group should subm it a request on or before June 6. 2003. The FAA will notify all selected members and participants in writing in advance of the fir st meeting. Your request shou ld provide the fo ll ow ing informat ion: Federal Register I Vol. 68, No. 1 02 I Wednesday, May 28, 2003 I Notices 31741 -Contact information (name, company and position, address, phone, facsimile, and e-mail) -S egment(s) of the industry or organizat ion/association you represent -Experience, subject expertise, or other background information The first meeting of the Weight and Balance Control Program ARC is scheduled for June 24 and 25, 2003 in Washington, DC. The committee will report its recommendations to the Associate Adminis trator for Regulation and Certification through the Director, night Standards. no later than 6 months from the date of the first meeting. Work groups will be sched uled as determined by the steering committee and work gro up members to provide information and meet schedule requirements. Comments: The FAA will consider all comments on this adv isory and regulatory review filed on or before June 24, 2003. The FAA will consider comments filed later if it is possible to do so without incurring expense or delay. ADDRESSES: Membership: Individuals requesting membership or participation on the Weight and Balance Control Program ARC and/or work groups should contact Darcy Reed, AFS-330, 800 Independence Ave., SW., Washington, DC 20591, telephone at (202) 267-9948, facsimile at (202) 267- 5115, or by e-mail: Darcy.D.Reed@FAA.GOV, or contact Dennis Pratte, AFS-220, 800 Independence Ave., SW., Washington, DC, 20591, telephone at (202) 267-5488, facsimi le at (202) 267-5229, or bye- mail: Dennis.Pratte@FAA.GOV. Comments: Address your comments to th e Docket Management System, U.S. Department of Transportation, Room Plaza 401, 400 Seventh Street, SW., Washington, DC 20590-001. You must identify docket number F AA-2003- XXXXX at the beginning of your comments. and you should s ubmit two copies of your comments. If you wish to receive confirmation that the FAA received your comments, include a self- addressed, stamped postcard on which the docket number appears. We will stamp the date on the postcard and mail it to you. You may also submit and/or review comments about this public docket through the Internet at http:// dms.dot.govl. You may review the public docket containing comments to this proposed guidance in person in the Dockets Office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. the Dockets Office is on the plaza level of the NASSIF Building at Ute Department of Transportation at Ute above address. FOR FURTHER INFORMATION CONTACT: Darcy Reed, AFS-330, or Dennis Pratte, AFS-220, at Ute address above. SUPPLEMENTARY INFORMATION: Additional information on Ute committee membership, dates , and other information may be obtained on the Flight Standards Web site under the heading "Weight and Balance Control Program Aviation Rulemaking Committee" at: http:llivww.faa.gov/avrl afs!AvgARC/. Issued in Washington, DC on May 21, 2003. David E. Cann, i\ir Ma intenance Division, Flight Standards Service. lFR Doc. 03-13243 Filed 5-27-03; 8:45 .iml BILLING CODE 4910-13-M DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Aging Transport Systems Rulemaking Advisory Committee AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of new tasks for the Aging Transport Systems Rulemaking Advisory Committee (ATSRAC). SUMMARY: This notice announces the new tasks assigned to and accepted by the ATSRAC. FOR FURTHER INFORMATION CONTACT: Charles Huber, Manager, Safety Management Branch, ANM-117, Executive Director of ATSRAC, Federal Aviation Administration, 1601 Lind Avenue, SW., Renton. WA 98055; telephone (425) 227-2589; fax (4 25) 227-1320. SUPPLEMENTARY INFORMATION: Background In response to Ute White House Commission on Aviation Safety and Security, the FAA formed the Aging Non-Structural Systems Study Team, to develop tlie FAA's approach to improving management of aging wire systems. To help fulfill the actions specified in the Aging Non-Structural Systems Plan, the FAA set up an Aging Transport Systems Rulemaking Advisory Committee (ATSRAC) to give recommendations on airplane system safety issues. In 1998, the FAA assigned five tasks to t he ATSRAC. These tasks included collecting data on aging wiring systems through airplane inspections, reviewing airpl ane manufacturers' service information, reviewing operators' maintenance programs, and providing the FAA wiUt recommendations to enhance Ute safety of those systems. The FAA held a public meeting on January 20, 1999, to discuss the Committee's operations and their assigned tasks. Th e ATSRAC found Utat problems associated with systems on aging airplanes are not entirely related to the degradation overtime of wire systems. The review of Urnse systems also found inadequate installation and maintenance practices could lead to what is commonly referred to as an " aging system" problem. Therefore, the scope of the ATSRAC's work includes, not only age-related issues. but also involves improving the continued airworthiness of airplane systems (i.e .. wire systems). The FAA accepted the ATSRAC recommendations from the first five tasks and subsequently assigned five additional tasks to get the Committee's help in implementing the safety enhancements from their earlier recommendations. Th e FAA is now considering Ute ATSRAC recommendations on the second set of tasks. These recommendations include rulemaking and other actions. Implementation of the ATSRAC recommenda tions is a major part of the F AA's Enhanced Airworthiness Program for Airplane Systems (EAPAS). a program that addresses Ute safety of wiring systems. The FAA recognizes the knowledge and experience the ATSRAC provides. Because ATS RAC members represent a large cross-section of industry. they will supply the FAA with an invaluable resource of technical expertise in a variety of areas. Therefore, the FAA has assigned tluee new tasks to Ute ATS RAC to help carry out the EAPAS objectives. This notice announces the ne w tasks, which the ATSRAC has accepted. Thes e tasks will allow the FAA to get th e Committee 's continuing help to carry out their recommendations. ATSRAC has chosen to form harmonization working groups (HWG) to provide technical support to develop Uteir recommendations on these tasks. A discussion of the new tasks and harmonization working groups (HWG) follows. I. EAPAS Rulemaking Advisory HWG To promote efficient rulemaking and compliance with this rulemaking. the FAA tasks ATSRAC to provide, when specifically sought by the FAA, recommendations about the issues discussed in items 1-1 through 1-3 of Utis section. The ATSRAC Executive Director will send each FAA task to the ATSRAC Chair to obtain the ATSRAC U.S. Deportment of Transportation Federal Av i ation Administration I DR AIT Advisory Circular DRAFT AC No. 120-270 version 6.0 AIRCRAFT WEIGHT AND BALANCE CONTROL DRAFT March 15, 2004 March 15, 2004, Unedited Working Draft (6.0) Page 1 of 6 16-t· CONTENTS[DRPI] Page No. Chapter I. INTRODUCTION I. Purpose of This AC 2. Focus 3. Cance ll ation 4. Discussion Chapter 2. TERMS, DEFINITIONS, AND GENERAL ST AND ARDS I . Definitions Chapter 3. AIRCRAFT EMPTY WEIGHT I. Aircraft 2. We ight and Balance Log Chapter 4. AIRCRAFT LOADING SYSTEM 4 4 4 4 G 10 12 l. Loading Schedule 13 2. On Board Weight and Balance Systems 14 3. Weigh toffluids 14 4. Content of Operations Specifications Procedures for Aircraft Weight and Balance Control 14 5. Loading Envelope Construction 15 Chapter 5. ST AND ARD A VERA GE PASSENGER, BAGGAGE, AND CARGO WEIGHTS I. We ights 2. Standard Average Passenger Weights for Large Cabin Aircraft 3. Checked Baggage, Company Material, and USPS Mail 4. Average Crew Weight 5. Actual and Nonstandard Passenger Weights Chapter 6. OVERS IGHT, REVALIDATION AND REPORTING SYSTEMS I. Oversight 2. Revalidation 3. Pilot/Agent Reporting System 4. Adoption of This Guidance March 15, 2004, Unedited Working Draft (6.0) Page 2 of 616-1- 19 19 21 22 23 25 25 26 26 Page No. APPENDIXES Appendix I. Procedures for Conducting Surveys and Establishing Average Weights 27 Appendix 2. Standard Average Weights for Checked Baggage, Heavy Baggage, Personal Items, and Carry-On Baggage 48 Appendix 3. Standard Average Passenger Weights and Program Evaluation of Medium and Small Cabin Aircraft 51 Appendix 4. Source of Human Weight Data Used in Calculating the Standard Average Passenger Weights 69 Appendix 5. Aircraft Onboard Weight and Balance Systems (OBWBS) March 15 , 2004, Unedited Working Draft (6.0) Page 3 of fil. 6-J. CHAPTER 1. INTRODUCTION I. PURPOSE OF THIS AC. a. This advisory circular (AC) provides one means, but not the only means, for obtaining the approval of a weight and balance control system for multi-engine turbine aircraft: certificated under part 25 or 29 of Title 14, Code of Federal Regulations ( 14 CFR), as applicable, and operated under 14 CFR parts 91 subpart K, 121, ~ or 135. b. The intent of this AC is to provide methods and proc edures for developing a weight and balanc e control system and includes guidance for using average and estimated weights in accordance with I 2 l.153 (b) and other applicable parts of 14 CFR parts 91 subpart K, 121, 125, and 135. c. Actual weights must be used for computing an aircraft weight and balance when operating an aircraft certificated under a part other than commuter category, part 25, or part 29, unless such aircraft has equivalent approved commuter category, part 25, or part 29 performance data. Actual weights must also be used for the following aircraft: 1. Reciprocating powered aircraft, and 2. Single-engine turbine powered aircraft (with the exception of EMS helicopter operat ions), and 3. Aircraft type certificated with less than 5 passenger seats. 2. FOCUS. This document provides guidance to operators that are either required to have an approved weigh t and balance program under part 121 , or choose to use average aircraft, passe ng er or baggage weights when operating under parts 9 1 subpart K, -1-2-S, or 135. 3. CANCELLATION. AC 120- 27C, Aircraft Weight and Balance Control, dated November?, 1995, HBAW 95- 14 and HBAT 95- 15 , dated November 17, 1995, Adherence to Advisory Circular 120- 27C "A ircraft Weight and Balance Control", are cancelled. 4. DISCUSSION. a. Accurate calculation of an aircraft's weight and center of gravity prior to flight is fundamental to compliance with the limits establ ished for the aircraft. These limits are contained in the Airplane Flight Manual, and include the Certificated Weight Limits, the Center of Gravity Enve lope, and Performance Limits. The take-off weight is usually calculated by adding the empty weight of the aircraft, payload (passengers and cargo), and fuel. It is recognized that the determination of the actual takeoff weight will nev er be exact, and the methods and procedures contained herein represent accepted industry best practices. Furthermore, the objective is to calculate the ACTUAL take-off weight and center of grav ity, without any "pad" or conservatism in the weights. This is contrasted March 15, 2004, Unedited Working Draft (6.0) Page 4 of 616+ with the limit we ights, w hich do contain a ce rt ain amount of conservatism required by regulations and the certification process. b. For many years, international best practice has allowed the use of average passenger and bag we ig hts to calculate the aircraft's weight and balance on transport category aircraft. This elim inat es many potential sources of erro r associated with accumu lating and adding large numbers ofre latively small weights. Differences between the actual passenger and bag weights and the calculated weights can occur when using average weights. For statistical reasons these errors become more significant in tenns of their effect on aircra ft pe rforman ce as the size of the aircraft (and therefore seating capacity) reduces. T he certification basis of the aircraft also affects h ow much conservatism is in the performance limits, and therefore how much error in the actual weight calculation can be tolerated. c. The use of average passenger and ba g weights requires vigi lance on the part of both the opera tor and the FAA. The FAA will update the guidan ce in this AC as the average body weight of the travel ing public changes, or if the regulatory requirements for carry-on bags or personal items change. The operator is ultimately responsible for determining that the use of the standard average we ights presented in this AC is appropr iate for their operation. March 15, 2004, Unedited Working Draft (6.0) Page 5 of 6 16+ CHAPTER 2. TERMS, DEFINITIONS, AND GENERAL ST AND ARDS l. DEFINITIONS. a. Basic Empty Weight. Standard basic empty weight plus or minus weight of standard item variations. b. Cargo. As used in this AC, cargo refers to everything carried in the cargo compartments of the aircraft. This includes baggage, mail, freight, express, and company materials. It also includes live animals, dangerous goods, and hazardous materials as subcategories of the above. c. Carry-On Bag. A bag that the operator allows the passenger to carry onboard. It must be of a size and shape that will allow it to be stowed under the passenger seat or in an overhead bin. The exact dimensional limits are established by the operator based on the particular aircraft stowage limits, but typically carry-on bags are no more than about 45 inches for the sum of length, width, and height. d. Certificated 'Weight Limits. Weight and CG limits are established at the time of aircraft certification. They are specified in the applicable Airplane Flight Manual (AFM). The following are general definitions of certificated weight limits normally considered in weight and balance programs. (1) Maximum Zero Fuel Weight. The maximum pem1issible weight of an aircraft with no disposable fuel and oil. (2) Maximum Landing Weight. The maximum weight at which the aircraft may normally be landed. (3) Maximum Takeoff 'Weight. The maximum allowable aircraft weight at the start of the takeoff run. (4) Maximum Taxi \Veight. The maximum allowab le aircraft we ight for taxi. e. Checked Bags. Checked bags are those bags placed in the cargo compartment of the aircraft. Th is includ es bags that are too large to be placed in the cabin of the aircraft or those bags that are required to be carried in the cargo compartment eith er by regulation, security program, or company policy. For bags checked plane-side, see Plane - Side Loaded Bags. f. Fleet E mpty 'Weight. Average basic empty weight used for a fleet or group of aircraft of the same model and configuration. The definition of a group within the context of Fleet Empty Weight is separate and distinct from the definitions under Grouping of Aircraft. March 15, 2004, Unedited Working Draft (6.0) Page 6 of 616-l- g. Freight. Cargo carried for hire in the cargo compartment that is not mail or passenger bags. h. Grouping of Aircraft: For the purposes of this AC, ai rcraft are div ided into three d istinct groups: La rge Cabin Aircraft: Aircraft with a maximum type ce rtificated seating capaci ty of 71 o r more passenger seats. Medium Cabin Aircraft: Aircraft with a maximum type ce11ificated seating capacity of less than 71 passenger sea ts but 30 or more passenger seats. Small Cabin Aircraft: Aircraft with a maximum type certificated seating capacity of less than 30 passenger seats but more than 4 passenger s ea ts. i. Heavy ba gs . For the purpose of this AC, heavy bags are considered any bag that we ighs in excess of 50 lb but less than l 00 lb. Bags that are 100 lbs or more are considered freight. j . Manufactur er 's Empty Weight. We ight of structure, powerplant, furn ishi ngs, systems, and oth er items of eq uipment that are an integral p ar t of a particular aircra ft confi gura ti on. (It is essentially a "d r y" we ight, incl uding only those fluids contained in closed systems.) k. Non-luggage bags. Items accepted as checked bags that do not meet the normal criteria for lu ggage . Examples of non-luggage bags include: golf bags , fishing equ ipm ent packages, wheelchairs, and stro ll ers in the sh ipping configuration, windsurfing kits, boxed bicycles, etc. I. Operational Empty Weight. Basic empty weig ht or fl eet empty weight plus operational items. m. Opera tional Items. Personnel, equ ipment, and suppl ies necessary for a particular operation but not included in basic empty we ight. These items may vary for a particular aircraft and may include, but are not limited to, the following: (1) Crew, supernumeraries, and baggage. (2) Manuals and nav igation equ ipment. (3) Pass e ng er se rvice equipment, including pillows, blankets, magazines, etc . (4) R em ovable service equ ipment for cabin, ga ll ey, and bar. (5) Food and beverage, including liquor. (6) Usable fluids, other than those in useful load. March 15, 2004, Unedited Working Draft (6.0) Page 7 of 616+ (7) Required emergency equipment for all flights. (8) Life rafts, life vests, and emergency transmitters. (9) Aircraft unit load devices. (10) Potable water, etc. (11) Drainable unusable fuel. (12) Spare parts nonnally caiTied on-board and not accounted for as cargo. (13) All other items of equ ipm ent considered standard by the operator. n. Passenger Assist/Comfort Animals and Devices. These include, but are not limited to, canes, crutches, walkers, wheelchairs, medically required animal comfort companions, or animals required to assist the vision impaired. These are included in the personal items that an operator allows a passenger to carry onboard. o. Passenger Weight. Passenger weight is either the actual weighed , or approved average weight of the passenger. An adult is defined as an individual thirteen years or older. A child is defined as an individual ages 2 through 12 (an individual that has reac h ed their second birthday, but not yet reached their thirteenth birthday. Tnfants are children that have not yet reached their second birthday and are considered part of the adult passenger weight. p. Personal Item. Items the operator may allow a passenger to carry on board, in addition to a caITy-on bag. Typically, an operator may allow one personal item such as a purse, briefcase, computer and case, camera and case, diaper bag, or an it em of similar s ize . Other items, such as coats, umbrellas, reading material , food for immediate consumption, infant seats, and " passenger assist/ comfort animals and devices" , are allowed to be carried on the aircraft and not counted against the personal item a llowance. q. Plane-Side Loaded Bag. Any bag or item that is placed at the door or steps of an aircraft and subsequently placed in the aircraft cargo compartment or cargo bin. r. Standard Basic Empty Weight. Manufact urer 's empty weight plus standard items. s. Standard Items. Equipment and fluids not conside r ed an integral part of a particular aircraft and not a variation for the same type of a ircraft. These items may include, but are not limited to, the following: (1) Unusable fue l and other unusable fluids. (2) Engine oil. March 15, 2004, Unedited Working Draft (6.0) Page 8 of 61 a-I- (3) Toilet fluid and chemical. (4) Fire extinguishers , pyrotechnics, and emergency oxygen eq uipment. (5) Struc t ure in ga ll ey, buffet , and bar. (6) Supplementary electronic equipment. March 15, 2004, Unedited Working Draft (6.0) Page 9 of 616-1- CHAPTER 3. AIRCRAFT EMPTY WEIGHT 1. ESTABLISHING I NI Tl AL WEIGHT. Prior to being placed into service, each aircraft should be weighed and the empty weight and CG location established. New aircraft are normally weighed at the factory and are eligible to be placed into operation without reweighing if the weight and balance records have been adjusted for alterations or modifications to th e aircraft. Aircraft transferred from one operator, that has an approved weight and balance program, to another operator with an approved program need not be weighed prior to use by the receiving operator unless more than 36 calendar months have elapsed since last individual or fleet weighing. Aircraft transferred, purchased or leased from an operator without an approved weight and balance program can be placed into service without being reweighed if the last weighing was accomplished by an acceptable method within the last 12 calendar months. 2. WEIGHT AND BALANCE CHANGE RECORD. The weight and balance system should include methods, such a log or ledger, by which the operator will maintain a complete, current, and continuous record of the weight and CG of each aircraft. Alterations and changes affecting either the weight and/or balance of the aircraft should be recorded in this Jo g. An operator should record in this log all weight changes that are greater than a minimum reportable increment added to , removed from, or relocated on an aircraft. The minimum reportable increme nt is IO lb for a large cabin aircraft, 5 lb for a medium cabin aircraft, and l lb for a small cabin aircraft. All other weight changes are considered negligible and not subject to being logged. 3. Operational Empty 'Weight. The loading schedule may utili ze the individual weight of the aircraft in computing operational weight and balance, or the operator may choose to establish fleet empty weights for a fleet or group of aircraft. a. Establishment of OEW. The Operational Empty Weight and CG position of each aircraft sho uld be reestablished at the specified reweighing periods. In addition, it should be reestablished whenever the cumulative change to the Weight and Balance Log exceeds plus or minus one-ha lf of I percent of the maximum landing weight, or whenever the cumulative change in th e CG position exceeds one-half of 1 percent of the mean aerodynam ic chord {MAC). In the case of helicopters, whenever the cumulative change in the CG position exceeds one-half of 1 percent of the total CG range, the weight and balance should be reestablished. b. Fleet Operating Empty Weights. An operator my choose to utilize one weight for a fleet or group of aircraft if the weight and center of gravity of each aircraft is within the limits stated above for Establislunent of OEW. When the cumulative changes to an aircraft Weight and Balance Log exceed the weight or cg limits for th e established fleet weight, the empty weight for that aircraft should be reestablished. This may be done by moving th e aircraft to another group, or reestablishing new Fleet Operational Empty Weights. March 15, 2004, Unedited Working Draft (6.0) Page 10 of 616+ 4. Periodic Weighing. Aircraft are normally weighed at intervals of 36 calendar months. An operator may, however, extend this weighing period for a particular model aircraft when pertinent records of actual routine weighing during the preced ing period of operation show that weight and balance r ecords maintained are sufficiently accurate to indicate aircraft weights and CG positions are within the cumulative limits specified for es tablishment of O EW, above. Such applications should be substantiated in eac h instance with at least two aircraft weighed. An increase should not be granted which would permit any aircraft to exceed 48 calendar months since the last weighing. In the case of helicopters, incr eases should not exceed a time that is eq uival ent to the aircraft overhaul period. a. Fleet Weighings. An operator may choose to weigh only a portion of the fleet and apply the unaccounted weight and moment change determined by this sample to the remainder of the fleet. (1) A fl eet is composed of a number of aircraft of the same model (Fo r examp le, B747-200s in a passenger configuration and B747-200 fr eigh ters should be different fl eets . Likewise , B757-200s and B757 -300s should be different fl eets). The primary purpose of defining a fl eet is to detem1ine how many aircraft should be weighed in each weighing cycle. A fleet may be further divided into groups to establish Fleet Op erating Empty Weights. (2) The numb er of aircraft weighed in eac h period may be determined by the following schedule: (i) For a fl eet of I to 3, weigh all aircraft; (ii) For a fleet of 4 to 9, weigh 3 aircraft plus at leas t 50 percent of the number over 3; (iii) For fleets over 9, we igh 6 aircraft plus at least 10 perc ent of the number over 9. (3) In choosing the aircraft to be weighed , the aircraft in the fleet having the high est time since last weighing should be selected. (4) An operator should establ ish a time limit such that all aircraft in a fleet are eve ntually weighed. Based on th e leng th of time that a fleet of aircraft typically remains in service with an operator, the time limit should not exceed 18 years (six 3 -year weighing cycles). It is not int ended that an operator be requi r ed to weigh any remaining aircraft in the eve nt that business conditions result in retirement of a fleet before all aircraft have been weighed. b. Weighing Aircraft - Major Modifications. For most aircraft modifications , computing the weight and balance changes is practical. For large or ex tensive modifications (usually interior reco nfigurations) the large number of parts r emoved, March 15, 2004, Unedited Working Draft (6.0) Page 11 of GI (,+ replaced, and installed make an accurate detem1ination of the weight and balance change by computation impractica l. In those cases, it is desirable to weigh the aircraft to confirm the net we ight and balance change estimate. In this case the operator shou ld weigh two or more ai rcraft as requ ired to gel consistent results. The operator m ay choose to weigh the aircraft before and after the modification, or just after the modification. c. Aircraft Weight Estab lishment - Weighing Procedure. Nom1al precautions, co nsi stent with good practices, shou ld be taken such as checking to insure the aircraft has the required items of installed equipment and accounting for fluids on the aircra ft .. Weighing should be accomplished in an enclosed building. Scale readings wi ll stab ilize faster if there are no drafts, e.g., doors closed and heating and air conditioning venti lation off. Scale accuracy shou ld be catego ri zed as follows: (1 ) For aircraft less than 30,000 lb empty weight, the we ighing equipment should be accurate within ±0. 1 percent of rea ding or 3 lb, whichever is greater, with weights displayed in a minimum of I lb graduations. (2) For aircraft greater than 30,000 lb empty weight, the we ighing equipment should be accurate within ± 0. 1 percent. (3) Scales must be used in accordance with th e manufacturer's instruct ions, and should be calibrated, certified and traceable by either the manufacturer or by a certified laboratory, such as a ci vi l department of weights and measures, per iodically as recommended in the manufacturer's calibration schedule. March 15, 2004, Unedited Working Draft (6.0) Page 12 of 61(,.:t- CHAPTER 4. AIRCRAFT LOADING SYSTEM 1. LOADING SCHEDULE. a. The loading schedule is used to document compliance with the certificated weight and balance limitations contained in the manufacturer's AFM and Weight and Balance Manual (WBM). b. The loading schedule is developed by the operator, based on its specific load ing calculation procedures, and provides the operational limits for use with the operator's we ight and balance program approved under this AC. These approved operational limits are more restrictive than the manufacturer's certificated limits. This is because the loading schedule is generally designed to check only specific conditions (e.g., takeoff and zero fuel) known prior to takeoff, and must account for variations in weight and balance in flight. It also must account for factors chosen to be excluded, for ease of use, from the calculation process. Loading the aircraft so that the calculated weight and balance is within the approved limits wi ll maintain the actual weight and balance within the certificated lim its throughout the flight. c. Development of a loading schedule represents a trade-off between ease of use and loading flexibility. A schedule can provide more loading flexibility by requiring more detailed inputs, or it can be made easier to use by further limiting the operational limits to account for the uncertainty caused by the less detailed inputs. d. Several types of loading schedules are commonly used - computer programs, as we ll as "paper" schedules, which can be either graphical, such as an alignment ("chase around chai1 ") system or slide rule, or numerical , such as an adjusted weight or index system. e. lt is often more convenient to compute the balance effects of combined loads and to display the results by using "balance units" or "index units." This is done by adding the respective moments (weight tim es arm) of each item. Graphing the moments results in a "fan gr id" where lines of constant balance arms (BA) or %MAC are closer together at lower weights and further apart at higher weights. Direct graphical or numerical addition of the balance effects are possible using these moment values. f. To make the magnitude of the numbers more manageable, moments can be converted to an index unit. For example: . t . weight x (BA - datum) K mc. ex umt = + . , - M Where datum is the reference BA that will plot as a vertical line on the fan grid, Mand K are constants that are selected by the operator. NI is used lo scale the index valu es , and K is used to set the index value of the reference balan ce arm. March 15, 2004, Unedited Working Draft (6.0) Page 13 of fila+ 2. ONBOARD WEIGHT AND BALANCE SYSTEMS (OBWBS) a. Systems that weigh an aircraft and compute a center of gravity (CG) from equipment onboard the aircraft, referred to here as Onboard Weight and Balance Systems (OBWBS), can serve as the primary means of providing weight and balance infonnation for an operator's approved load control program. OBWBS shall be certified to the airworthiness standards of the installations us ed in the aircraft and be operationally approved. One means, but not the only means, to obtain operational approval to use an OBWBS as the primary means to dispatch an aircraft includes demonstrating the accuracy of the OBWBS is equal to the operator's approved Load Buildup System. b. Load control programs that use OBWBS shall curtail the operational CG enve lop e in a similar fashion to load control programs that use the Load Buildup System, where operational CG enve lop es are developed using forward and aft CG curtailments appropriate to the system type and methods for establishing the weight and CG for the operations being conducted. An OBWBS approved for primary dispatch eliminates the use of standard baggage and passenger weights as well as assumptions regarding both passenger and baggage/cargo distribution, but does not eliminate the need for a manifest. Load control programs th at utilize OBWBS must ha ve provisions that ensure structural limits are not exceeded. c. When an operator seeks approval of a backup system to an OBWBS, such as systems based on the load buildup process, then the contents of this AC wi ll constitute the appropriate gu idance material for approval of that backup system. 3. WEIGHT OF FLUIDS. The weight of all fluids used in the aircraft may be established on the basis of actual weight, a standard volume conversion, or a volume conversion utilizing appropriate temperature correction factors to accurately detem1ine the weight by computation of the quantity of fluid aboard. 4. CONTENT OF OPERATIONS SPECIFICATIONS PROCEDURES FOR AIRCRAFT \VEIGHT AND BALANCE CONTROL. a. Operations Specification Part A & E (OpSpec AOl I, A096, and E096) authori zes an operator to use its weight and balance control program. Some of the issues addressed by OpSpec A & E are: what average passenger and bag weights wi ll be used, when their use is appropriate, and when they are not; how cha 11er fl ights and special groups will be handled; what type of loading schedule will be used and instructions for its use; the estab li shment of an airplane weighing schedule; and other procedures that may be required to assure operational weight and balance control. b. For operators of airplanes used only in the transportation of cargo, OpSpec E will have text addressing issues specific to cargo operations. OpSpec E contains only a limited description of the issues to be addressed in an operator's weight and balance program. OpSpec E contains references to one or more separate documents or manuals, which fully define the operator's weight and balance control program. March 15, 2004, Unedited Working Draft (6.0) Page 14 of 6l 6l 5. LOADING ENVELOPE CONSTRUCTION a. Ov erv iew. Each operator must construct a " loading envelop e" for each type of aircraft being operated. The envelope will include all relevant weight and balance limitations. It will be used to ensure that the aircraft is always operated within appropriate weight and balance limitations, and wi ll include provisions to account for the loading of passengers, fuel, and cargo; the in-flight movement of passengers, aircraft components, and other loaded items; and the usage or transfer of fuel and other consumables. The operator must be able to demonstrate, using reasonable assumptions that are clearly stated, that the aircraft is being operated within its certificated weight and balance limitations. Operators of medium and small cabin aircraft should refer to appendix III for additional guidance. b. Manufacturer's Certificated Loading Envelope. The construction of the loading envelope will begin with the weight and balance limitations provided by the aircraft manufacturer in the weight and balance manual, type ce11ificate data sheet, or similar approved document. These limitations will include, at minimum, at least the following items, as applicable: (l) Maximum zero- fuel weight. (2) Maximum takeoff weight. (3) Maxim um taxi weight. (4) Takeoff and landing CG limitations. (5) In-flight CG limitations. (6) Maximum floor loadings - including both running and per square foot limitations. (7) Maximum compartment weights. (8) Cabin shear limitations. (9) Any other limitations provided by the manufacture r. c. Curtailments to Manufacturer's Loading Envelope (1) The operator should restrict or curtail the manufacturer' s loading limitations to account for loading variations and in flight movement that are e ncountered in no1mal operations. For example , if passengers are expected to move about the cabin in flight, the operator must curtail the manufacturer's CG envelope by an amount nec essary to e nsure that movement of passe ngers does not take the aircraft outside its certificated envelope. If the aircraft is loaded within the new, curtailed envelope, it will always be operated within March 15, 2004, Unedited Working Draft (6.0) Page 15of 6 l frl- the manufacturer's envelope, even though some of the loading parameters are not precisely known. (2) In some cases an aircraft may have more than one loading enve lope. Each envelope must have the appropriate curtailments app li ed for those variables that are expected to be relevant for that envelope. For example, an aircraft might have separate in- flight and takeoff and landing envelopes. Passengers would not be expected to be moving about the cabin during takeoff or landing. Therefore, the takeoff and landing envelope need not be curtailed for passenger movement. (3) Upon determination of the curtailed version of each enve lope, the most restrictive points (for each condition the operator's program will check) generated by an "overlay" of the envelopes will form the aircraft operational envelopes. These envelopes must be observed. By restricting operation to these "operational envelopes," compliance with the manufacturer's certified envelope will be ensured in all phases of flight based upon the assumptions within the curtailment process. Optionally, an operator may choose to not combine the envelop es but observe each envelope independently. However, clue to calculation complexity, this is typically only possible through automation of the weight and balance calculation. d. Curtailment Examples. The following sections provide examples of common loading curtailments. They are only examples. The operator must include curtailments appropriate to the operations being conducted. Each of the items mentioned below is a single curtailment factor. The total curtailment of the manufacturer's envelope is computed by combining the cm1ailments resulting from each of these factors. (l) Passengers. The operator must account for the seating of passengers in the cabin. The loading enve lope need not be curtailed if the actual seating location of each passenger is known. In this case , the operator must implement procedures to ensure that the assignment of passenger seating is incorporated into the loading procedure. It is recommended that the operator take into account the possibility that some passengers may not sit in their assigned seats. (i) If the actual seating location of each passenger is not known, the operator may assume that all passengers are seated uniformly throughout the cabin or a specified sub-section of the cabin. If this assumption is made, the operator must curtail the loading envelope to account for the fact that the passenger loading may not be unifom1. The curtailment may make reasonable assumptions about the manner in which people distribute themselves throughout the cabin. For example, the operator may assume that window seats are occupied first, followed by aisle seats, followed by the remaining seats (window-aisle-remaining seating). Both forward and rear loading conditions should be considered. That is, the passengers may fill up the window, ais le, and remaining seats from the front of the a ircraft to the back, or the back to the front. (ii) If n ece ssary, the operator may divide the passenger cabin into sub- sections or "zones" and manage the loading of each zone indi vidually. Passengers may be March 15, 2004, Unedited Working Draft (6.0) Page 16 of 6 16-l assumed to be sitting uniformly throughout eac h zone, as long as the curtailments described in the previous paragraph are put in place. (iii) All such assumptions should be adequately documented. (2) Fuel. The operator's curtailed loading envelope must account for the effects of fuel. The following are examples of several types of fuel-related curtailments: (i) Fuel density. A certain fuel density Htay-l-)e assumed and a curtailment may be included to account for the possibility of different fue l density values. Fuel density curtailments only pe1iain to differences in fuel moment caused by varying fuel volumes, not to differences in total fuel weight. The fuel gauges in most transport category aircraft measure weight, not volume. Therefore, the indicated weight of the fuel load can be assumed to be accurate. (ii) Fuel movement. The movement or transfer of fuel in flight. (iii) Fuel usage in flight. The burning of fuel may cause the CG of the fuel load to change. A curtailment may be included to ensure that this change does not cause the CG of the aircraft to move outside of the acceptable envelope. (3) Fluids. The operator's curtailed CG envelope must account for the effects of lavatory and galley fluids. These factors include such things as: (i) Use of potable water in fli ght (ii) Movement of water or lavatory flu ids (4) In-Flight Movement of Passenger and Crew. The operational enve lope must account for the in-flight movement of passengers, crew, or equipment. This may be done by including a curtailment eq ual to the moment change caused by the motion being considered. It may be assumed that all passengers, crew, and equipment are secured when the aircraft is in th e takeoff or land ing configuration. Standard operational procedures may be taken into account. Examples of items that can move are: (i) Flight deck crew members moving to the lavatory. Flight deck crewmembers may move to the most forward lavatory in accordance with the security procedures prescribed for crews leaving the cockpit. Credit may be taken if other crewmember movement taken during such a lavatory trip is offsetting, such as a required cabin crewmember to cockpit. (ii) Flight attendants moving throughout the cabin. (iii) Service carts moving throughout the cabin. Operators should take their standard operating procedures into account. If procedures do not dictate otherwise, service cai1s should be assumed to travel anyv,here within the compartment to which th ey March 15, 2004, Unedited Working Draft (6.0) Page 17of 6l(t--l- are assigned. If multiple carts are in a given comparlmenl, and no restrictions are placed on their movement, then the maximum number of carts, moving the maximum distance, must be considered. The weight of the number of flight attendants assigned to each cart must also be considered. The assumed weight of each cart may be the maximum anticipated cart load or the maximum design load, as appropriate to the operator's procedures. (iv) Passengers moving throughout the cabin. Allowances should be made for the possibility that passengers may move about the cabin in flight. The most common would be movement to the lavatory, described below. If a lounge or other passenger gathering area is provided, the operator should ass um e that passengers move there from the centroid of the passenger cabin(s). The maximum capacity of the lounge should be taken into account. (v) Passengers moving to the lavatory. Operators should account for th e CG change caused by passengers moving to th e lavatory. Operators shou ld develop reasonab le scenarios fo r th e moveme nt of passengers in th eir cabi ns and cons id er th e CG shifts that can be expected to occ ur. Passen ge rs may generallv be assumed to move to the lavato ri es closest to th eir seats. In ai rcrafl with a single la vator y, moveme nt fr om the "most adverse" seat must be taken into account. Assumptions may be made which reflect operator lavatory and sea ting po li cies. Fo r example, it may be assumed that coach passengers may o nl y use th e lavatories in th e coach cabin, if thal is the operator's normal policy. -l-H-g-enera I, passenger me-vem-ett-t-s+letr1Ei-be-f-f€>H'i-41e..:!mest-aa¥eFSe?2 pes+t-te n-te-+l~e-la-\"trt.Bf)"="- l·H·h ere is me Fe41ta-A-ette-k1-v-ate.f);.,&R€-Jta sse11ger-+1-1-ay-be assl1+Hee-te-e&flt(Wl-A-':;;-ft:eA-H-i-le-mest-aEl-v~esit~eA-aflf1-t-Ae-Fesl-sheH.jEi-e&me-f.i=&lfHR€ mid cabin pesi+te11. Assu.ons may be made--wlticlt-re-A%l-e-perate.F-Sea+H~ Fef -e7'a1m1:tte;-fe1.:...a-+tfSk-l-ass.teeael:!-eeA+'1gu-1:a-tteH+¥i-le1·e pa ssett<;:;,<eFS-aFEH'effH+ree-te- Hse H'l e-~a-\.tfttefi-es-i+H·heirewH-€uOtflS-),ene-passeA-geH't'E>fH-~A e-~Fe RHiea t i n co aeh--aHd-&ne ft:e1-n- ntitl-c-a~~1HH&y-ee-asst1-meEl--~e-m&Ve-lB4 he-a+t--l-avil-k3 ry. Si m iI ar Iy, one passenger in t-he-HIBS t-a+l-fe\-v-e~l+Fsi-e.J.ass-m&y-be-assHffiefl-k:)-lfl&Ve-t<HAe-fe-FW-aHl-k1-vale-1°y:- (8) Movement of Flaps and Landing Gear. If the manufacturer has not already done so, th e operator must account for the movement of landing gear, flaps, wing leading edge devices, or any other moveable components of the aircraft. Devices deployed only while in contact with the ground, such as ground spoilers or thrust reversers, may be excluded from such curtailments. (9) Baggage and Freight. Baggage and freight may be assumed to be loaded at the centroid of each baggage compartment. Operators need not include a curtailment if procedures are used which ensure that the cargo is loaded uniformly throughout each compartment. March 15, 2004, Unedited Working Draft (6.0) Page 18of 616-1- CHAPTER 5. ST AND ARD AVERA GE PASSENGER, BAGGAGE , AND CARGO \VEIGHTS 1. I NTR ODUCTIO N. The standard average passenger and bag weights presented in this section are acceptable for use by an operator in developing an Approved Weight and Balance Control System. Such a system should also have provisions for the use of nonstandard or actual weights when appropriate, following the guidance provided herein. If an operator determines that the standard average weights are not representative of their operation for some routes or regions, th ey are encouraged to conduct a survey as detailed in append ix I to establish more appropriate average weights for their operation. 2. ST AND ARD AVE RA GE WEIGHTS. a. ST AN DARD A VERA GE PASSENGER \VEIGHTS. The following table was deve loped for use by operators of large cabin aircraft. Operato rs of medium and small cabin aircraft may use these average weights provided they first review append ix II and UI for applicab le adjustments and restrictions. The standard passenger weights were derived from the NHANES, the National Health and Nutrition Examination Survey, I 999-2000 (see appendix IV). The survey includes over 9, 000 cases of U. S. public examined weight values. This survey provides the average person's weight for I 999- 2000. The survey d iscerned additional criteria per case such as age, gender, body mass, and other body dimensions. The average passeng er weights are based upon a 50/50 male to fema le ratio. All weights include an allowance for clothing, and up to one personal item and one carry-on bag , as described in this chapter. Standard Average Passenger Weights Per Passenger Average summer passenger weight (May I - October 3 1) l 901b Average winter passenger weight (November l - April 30) 195 lb Summ er male weight 200 1b Summer fema le weight l7 9lb Summer chi ld weight 82 lb Winter male weight 205 lb Winter female weight 1841b Winter child weight 87 lb Table 5. 1. Standard average passenger weights. NOTE: An operator may use average summ er or wint er weights, as appropriate, for routes with no seasonal variation. b. CARRY-ON BAGGAGE. For all group aircraft, the carry-on bag and personal item allowance should be included in the operator' s standard average passenger weight. March 15 , 2004, Unedited Working Draft (6.0) Page 19 of 616-1- (l) The allowance for carry-on bags and personal items included in the standard average passenger weights is 16 lb per passenger. This allowance takes into consideration that some passengers will have 2 items on their person; some will have l item, and others will not carry anything onto the aircraft. The 16 lb standard average carry-on/personal item is not reducible unless the operator conducts a carry-on/personal item survey. (2) If an operator determines the average carry-on/personal item allowance of 16 lb is not representative of their operations, the operator may conduct a carry-on bag survey "count" and apply the ratio of passenger ca1Ty-on bags to the standard carry- on/personal item average weight allowance of 16 lb. The operator may then apply this new average weight allowance to th e standard average passenger weight listed in appendix N. (3) For example: If the operator determines through survey that 1/3 of their passengers carry 2 items on board the aircraft (l carry-on, l personal item), l /3 of their passengers carry 1 personal item or l carry-on, and l /3 of the passengers carry nothing onboard the aircraft, then the following formula could be used: (i) (1/3 x (16 lb x 2)) + (l/3 x 16 lb)+ (1/3 x O lb)= 16 lb NOTE: Appendix II provides additional infomrntion regarding the standard carry- on/personal it em average weight. (4) Alternatively, an operator may conduct a survey using the formula contained in appendix I to derive a new carry-on bag/personal it em weight allowance and apply the results to the standard average passenger weight. c. ~PLANE-SIDE LOADED GIIECl<Ef> BAGGAGE. For large cabin aircraft, each plane-side loadedgat-e-eheekee bag should be accounted for at a weight of 30 lb in the cargo compartment/bin, unless the operator has current validated survey data, in accordance with appendix J, to support an average weight other than what is prescribed in this AC. The plane-side loadedg-a+e-oheek-ea bag weight is added to the total weight of the aircraft. No credit to the passenger average weight is allowed for plane-side loadcdgale oheekea baggage in large cabin aircraft. d. NO CARRY-ON BAGGAGE PROGRAMS. If an operator of small or medium cabin aircraft elects to have a no carry-on bag program, then only personal it ems may be carried on board. The operator may reduce the adult passenger weights in Table 5.1 by 6 lb. Also, any bag that is plane-side loade doheokeEl-t)~ill-1e-s-i-e€ is considered to weigh 20 lbs. (in lieu of 30 lbs./bag standard or surveyed results of checked baggage). Approval of the program is contingent upon the operator demonstrating that sufficient controls are in place ensuring carry-on bags are not carried on board. ~E>F-$ilAt jtl e,b-aggage-€1-leok:ee J*!Ae-S-i-ee are baggage that typtoa.J+y-wou ld be-€ttff-ted on to larger aircraft,-lttt{-€1e-Rel-f°H- .ifl-t:lte-B·VeFAeaEl-b-i-ns--ef-t+le airorafl in-#le-j7fegffiffi7' AII personal items carried on board March 15, 2004, Unedited Working Draft (6.0) Page 20 of 616+ must be able to fit completely under the passenger seat or in an approved stowage compartment. (1) Operators with a no carry-on bag program using the standard average passenger weights for large cabin aircraft, may also apply a per passenger credit of 6 lb to the standard average passenger weight listed in paragraph 2(a) of this chapter. This will account for the change in CG when placing a passenger's carry-on bag into the cargo compartment. (2) However, if a gate agent determines that any bag arriving at the ga te should have been a checked bag, no reduction should be made and such bags should be treated as a counter-checked bag and be considered to weigh 30 lb. 3. COMPANY MATERIAL (COMAT) AND USPS MAIL. a. COMAT. Average weights are not authorized for aircraft parts or company material (COMA T). b. Mail. All mailbag-manifested weight should be used in detem1ining the weights of mailbag shipments. Should it be necessary to separate (break bulk) a manifested shipment, the FAA would accept the use of estimated weights, provided the total estimated weights equal the manifested mailbag shipment 4. CHECKED BAGGAGE a. Weight Es tablishment . An operator may use actual weights or a standard average baggage weight of not less than 30 lb per bag. Average weights less than 30 lb must be documented through a survey as prescribed in appendix l. An operator may establish average baggage weights less than 30 lb predicated on a study of actual baggage weights that consider r eg ional, seasonal, demographic, and route trends. b. Heavy bags . Operators must account for heavy bags using the standard average weight of 60 lb, survey weights, or actual weights. An operator that chooses to "double- count'' the standard checked bag weight to account for a heavy bag must ensure the load manifest accurately reflects the actual bag count. c. Non-luggage Bags: Non-luggage bags are defined as bags that do not meet the normal criteria for luggage. Examples of non-luggage bags include: go lf bags, fishing equipment packages, wheelchairs and strollers in the shipping configuration, windsurfing kits, boxed bicycles, etc. (1) Operators may use actual, survey, or standard bag weights for non-luggage bags (2) Non-luggage bags must be secured in such a mann er that a load shift to an adjacent zone is improbable. March 15, 2004, Unedited Working Draft (6.0) Page 21 of 616-t· (3) A method must be established to calculate the effects of any large item, such as a surfboard, which may simultaneously affect more than one compartment. (4) An operator may establish an average weight for specific non-luggage bags by conducting a survey per the methodology in appendix I. 4. AVERAGE CREW WEIGHT. Operators may elect to use the standard crew weights or opt to conduct a survey to estab li sh a company specific average crewmember weight. Crew Average Weight Average ·w eig ht (lb) with bmrna2e (lb) F li ght Deck Crew 190 240 Flight Attendant 170 210 Male Flight Attendant 180 220 Female Flight Attendant 160 200 Crew Roll er Ba g 30 NIA Pilot Flight Bag 20 NIA Flight Attendant Kit 10 NIA Table 5.2. Average Crew Weight. a. Flight deck crew weights were calcu lated by averaging the weights stated on all US first and second class medical certificates. F li ght deck crew average we ights with baggage were calculated by adding the average .flight deck crew weights with one crew roll er bag and one pil ot flight bag. b. Fl ight attendant weights were derived using NHANES data referenced in appendix IV. Flight attendant average weights with baggage were calculated by adding the average flight attendant weight with one cr ew roller bag and one flight attendant kit. c. The crew weights can be included in the aircraft basic operati ng weight or added to the load manifest prepared for each flight. 5. ACTUAL 'WE IGHT PROGRAMS. a. Actual weights may be detem1ined by: (I) Scale weighing of each passenger prior to boarding the aircraft; or (2) Asking each passenger his/her weight and adding to it a predetennined constant of not less than IO lb to account for clot hing. This constant may be adju sted for an operator on the basis of s tu dies by the operator th at considers particular routes and seasonal variations, when applicable. If company personnel perceive that the weight provided is underestimated, th ey may make a reasonable estimation of the passenger 's weight, and then add l O lb. March 15, 2004, Unedited Working Draft (6.0) Page 22 of 6 16-1· (3) Carry-on bags and personal items must be weighed. b. Operators shou ld record all weights used in determining the load build up when using actual weights. 6. GROUPS THAT DO NOT FIT STANDARD WEIGHT PROFILE. a. Sports Teams J. Actual passenger weights should be used for nonstandard weight groups (sports teams, etc.) unless average weights have been established for such groups. When such groups form only a part of the total passenger load, actual weights, or estab li shed average weights for the nonstandard group may be used for such exception groups and average weights used for the balance of the passenger load. In such instances, a notation should be made in the load manifest indicating the number of persons in the special group and identifying the group; e.g., football squad, etc. 2. Roster weights may be used for determining the actual passenger weight. 3. A standard allowance of 16 lb per person may be used to account for carry- ons and personal items provided the group meets the operator's carry-on bag profile. 4. If the carry-on bags are representative of the operator's profile but do not meet the number of bags authorized per person, the operator may count bags and use a 16 lb per bag allocation. S. In cases where the carry-on bags are not representative of the operator's profile, actual weights must be used. b. Groups that are predominantly male or female should use the standard weights for male or fema le given in section 2. c. Military Groups. The Department of Defense (DOD) requires actual passenger and cargo weights be used in computing the aircraft weight and balance for a ll DOD charter missions. This requirement is specified in DOD Commercial Air Carrier Quality and Safety requirements, 32 CFR part 861.3 (d)(3)(ix) (as revised). FAA approved air carrier weight and balance control programs may be used to account for carry- on/personal items for mixed loads of military and their dependents (such as channel missions). For combat equipped troop charters, the Air Mobility Command (AMC) will provide guidance to account for the additional weight. If company personnel perceive that the weights provided are underestimated, they may make a reasonable estimation of the passenger weights. March 15, 2004, Unedited Working Draft (6.0) Page 23of 616-1- CHAPTER 6. OVERSIGHT, REVALIDATION AND REPORTING SYSTEMS IDRP21 l. OVERSIGHT a. In order to provide sufficient oversight of an operator's weight and balance control program, the FAA has divided the approval and oversight responsibility between the principal maintenance inspector (PMI) and th e principal operations inspector (POI). Once the operator has gathered sufficient data to support the requested average weights, or recommended program changes, all such data must be submitted to the POI and PMI, as applicable, for approval. Approval of this data is signified by the issuance of the applicable Operations Specifications/ Management Specifications (OpSpec/MSpec). b. Because this advisory circular provides for greater accuracy, mor e flexibility and the ability for an operator to develop average weights appropriate for their operation. Operators, through the OpSpec/MSpec, can amend their program weights to provide for any combination of standard average, survey derived average, or actual program weights. c. OpsSpecs/MSpecs paragraph E096 authorizes the operator to have an approved weight and balance control program. This paragraph is issued once the PMI or applicabl e FAA maintenance inspector has reviewed the operators program in its entirety. This paragraph must be issued before AO 11 , A096, A097, A098 and/or A099 can be issued. The PMJ and the operator must sign this paragraph. d. OpsSpecs/MSpecs paragraph AO 11 authorizes the operator to have a c