AC-17001-MassBalance-A2010

CIVIL AVIATION AUTHORITY ADVISORY CIRCULAR
OF VIETNAM
AC 17-001
AIRCRAFT WEIGHT & BALANCE CONTROL
SECTION 1 GENERAL
1.1 PURPOSE
A. This advisory circular provides operators with guidance on how to develop and receive approval
for a mass and balance control program for aircraft operated under the requirements of Part 17
of the Viet Nam Aviation Regulations.
B. The guidance in this AC is useful for anyone involved in developing or implementing a mass
and balance control program
1.2 STATUS OF THIS ADVISORY CIRCULAR

This AC is an original issuance.
1.3 BACKGROUND
A. Accurately calculating an aircraft’s weight and center of gravity (CG) before flight is
essential to comply with the certification limits established for the aircraft. These limits include
both mass and CG limits. By complying with these limits and operating under the procedures
established by the manufacturer, an operator is able to meet the mass & balance requirements
specified in the aircraft flight manual (AFM).
B. Typically, an operator calculates takeoff weight by adding the operational empty weight (OEW)
of the aircraft, the weight of the passenger, cargo payload, and the weight of fuel. The
objective is to calculate the takeoff weight and CG of an aircraft as accurately as possible.
C. When using average weights for passengers and bags, the operator must be vigilant to ensure
that the mass & balance control program reflects the reality of aircraft loading.
D. The CAAV will periodically review the guidance in this AC and update this AC if average
weights of the traveling public should change or if regulatory requirements for carry-on bags
or personal items should change.
E. Ultimately, the operator is responsible for determining if the procedures described in this AC
are appropriate for use in its type of operation.
1.4 APPLICABILITY
This advisory circular is applicable to the operation of all aircraft, the operators and crew.
 Advisory Circulars are intended to priovide advice and guidance to illustrate a means, but not necessarily the only means, of
complying with the Regulations, or to explain certain regulatory requirements by providing informative, interpretative and
explanatory material.
 Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material,
 ACs should always be read in conjunction with the referenced regulations.
Issue Date: 31 March 2010

2 AC-17-001: AIRCRAFT MASS & BALANCE CONTROL
1.5 RELATED REGULATIONS

The following regulations are directly
This advisory circular and copies of these regu-
applicable to the guidance contained in this
lations may be obtained from the Flight Safety
advisory circular— Standards Department.
 VAR Part 10, Operation of Aircraft
 VAR Part 17, Mass & Balance & Performance
1.6 RELATED READING MATERIAL

A. Civil Aviation Administration of Viet Nam (CAAV)
 Advisory Circular, AC 10-014, Flight Preparation Documents
B. International Civil Aviation Organization
Copies may be obtained from Document Sales
(ICAO)
Unit, ICAO, 999 University Street, Montreal,
 Annex 6, Part 1, International Operations of Quebec, Canada H3C 5H7.
Commercial Air Transport, Chapter 5
C. United States Federal Aviation
Copies may be obtained from the FAA website
Administration
located at www.faa.gov, searching for “Advisory
 Advisory Circular 120-27, Weight and Circulars” and “weight and balance”
Balance Control
1.7 DEFINITIONS & ACRONYMS

The following definitions are used in this advisory circular—
1) Loading Schedule. A document used to show compliance with the certificated mass &
balance limitations contained in the manufacturer’s AFM and mass & balance manual.
1) Basic empty weight. The aircraft empty weight, adjusted for variations in standard
items.
2) Cargo. As used in this advisory circular (AC), cargo refers to everything carried in the
cargo compartments of the aircraft.
 This includes bags, mail, freight, express, and company material. It also includes live animals,
dangerous goods, and hazardous materials as subcategories of the above.
3) Carry-on bag. A bag that the operator
The operator establishes the exact dimen-
allows the passenger to carry
sional limits based on the particular aircraft
onboard. It should be of a size and stowage limits.
shape that will allow it to be stowed
under the passenger seat or in a
storage compartment.
4) Certificated weight and CG limits. Weight and center of gravity (CG) limits are
established at the time of aircraft certification. They are specified in the applicable
aircraft flight manual (AFM).
5) Checked bags. Checked bags are
For bags checked plane-side, see the definition
those bags placed in the cargo
for plane-side loaded bags.
compartment of the aircraft.
 This includes 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 by regulation, security program, or company policy.

AC-17-001: AIRCRAFT MASS & BALANCE CONTROL 3
6) Curtailment. Creating an operational loading envelope that is more restrictive than the
manufacturers’ CG envelope, to assure the aircraft will be operated within limits during all
phases of flight.
 Curtailment typically accounts for, but is not limited to, in-flight movement, gear and flap
movement, cargo variation, fuel density, fuel burn-off, and seating variation.
7) Fleet operational empty weight (FOEW). Average operational empty weight (OEW)
used for a fleet or group of aircraft of the same model and configuration.
8) Freight. Cargo carried for hire in the cargo compartment that is not mail or passenger
bags.
9) Heavy bags. Heavy bags are considered any bag that weighs more than 50 pounds but
less than 100 pounds. Bags that are 100 pounds or more are considered freight.
10) Large cabin aircraft. Aircraft originally type-certificated with a maximum seating
capacity of 71 or more passenger seats.
11) Loading envelope. Weight and CG envelope used in a loading schedule. Loading the
aircraft within the loading envelope will maintain the aircraft weight and CG within the
manufacturer’s type-certificated limits throughout the flight.
12) Loading schedule. Method for calculating and documenting aircraft mass & balance
prior to taxiing, to ensure the aircraft will remain within all required mass & balance
limitations throughout the flight.
13) Maximum landing weight. The maximum weight at which the aircraft may normally be
landed.
14) Maximum takeoff weight. The maximum allowable aircraft weight at the start of the
takeoff run.
15) Maximum taxi weight. The maximum allowable aircraft weight for taxiing.
16) Maximum zero-fuel weight. The maximum permissible weight of an aircraft with no
disposable fuel and oil.
17) Mean Aerodynamic Chord (MAC).
 The CG location and various limits are then
The MAC is established by the
expressed in percentages of the chord.
manufacturer, which defines its leading  The location and dimensions of the MAC can be
edge and its trailing edge in terms of found in the aircraft specifications, the type
distance (usually inches) from the certificate data sheet, the AFM, or the aircraft mass
datum. & balance manual.
18) Medium cabin aircraft. Aircraft originally type-certificated with a maximum seating
capacity between 70 and 30 passenger seats, inclusive.
19) Moment. The moment is the product of a weight multiplied by its arm. The moment of
an item about the datum is obtained by multiplying the weight of the item by its horizontal
distance from the datum.
20) Onboard mass & balance system. A system that weighs an aircraft and payload, then
computes the CG using equipment onboard the aircraft.
21) Operational empty weight (OEW). Basic empty weight or fleet empty weight plus
operational items.
22) Operational items. Personnel, equipment, and supplies necessary for a particular
operation but not included in basic empty weight. These items may vary for a particular
aircraft and may include, but are not limited to, the following—

(a) Crew members, supernumeraries, and bags;

(b) Manuals and navigation equipment;
(c) Passenger service equipment, including pillows, blankets, and magazines;
(d) Removable service equipment for cabin, galley, and bar;
(e) Food and beverage, including liquor;
(f) Usable fluids, other than those in useful load;
(g) Required emergency equipment for all flights;
(h) Life rafts, life vests, and emergency transmitters;
(i) Aircraft unit load devices;
(j) Potable water;
(k) Drainable unusable fuel;
(l) Spare parts normally carried aboard and not accounted for as cargo; and
(m) All other equipment considered standard by the operator.
23) 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.
24) Passenger weight. Passenger weight is the actual weight or the approved average
weight of the passenger.
(a) An adult is defined as an individual 13 years or older.
(b) A child is defined as an individual aged 2 to less than 13 years of age.
(c) c. Infants are children who have not yet reached their second birthday and are
considered part of the adult standard average and segmented passenger weight.
25) Personal item. Items the operator may allow a passenger to carry aboard, in addition
to a carry-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 item of similar size.
 Other items, such as coats, umbrellas, reading material, food for immediate consumption,
infant restraining device, and passenger assist/comfort animals and devices, are allowed to
be carried on the aircraft and are not counted against the personal item allowance.
26) 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.
27) Reference Balance Arm (BA). The horizontal distance from the reference datum to
the CG of an item.
28) Segmented weights. Passenger weights derived by adding a portion of the
standard deviation to an average weight to increase the confidence that the actual weight
will not exceed the average weight.
29) Small cabin aircraft. Aircraft originally type certificated with a maximum seating capacity
between 5 and 29 passenger seats, inclusive.
30) Standard deviation. One of several indexes of variability that statisticians use to
characterize the dispersion among the measures in a given population.
31) Standard items. Equipment and fluids not considered an integral part of a particular
aircraft and not a variation for the same type of aircraft. These items may include, but are
not limited to, the following—

(a) Unusable fuel and other unusable fluids;

(b) Engine oil;
(c) Toilet fluid and chemical;
(d) Fire extinguishers, pyrotechnics, and emergency oxygen equipment;
(e) Structure in galley, buffet, and bar; and
(f) Supplementary electronic equipment.
32) Useful Load. Difference between takeoff weight and OEW. It includes payload, usable
fuel, and other usable fluids not included as operational items.
1.8 ACRONYMS
The following acronyms and abbreviations are used in this advisory circular—
1) AC – Advisory Circular
2) AFM – Approved Flight Manual
3) CAAV – Civil Aviation Administration of Vietnam
4) CG – Center of Gravity
5) FOEW – Fleet Operating Empty Weight
6) LOA – Letter of Authorization
7) MAC – Mean Aerodynamic Chord
8) OEW – Operational Empty Weight
9) OpSpecs – Operations Specifications
10) VAR – Viet Nam Aviation Regulations
SECTION 2 INTRODUCTION & GENERAL CONCEPTS
2.1 HOW IS THIS AC ORGANIZED

This AC has 10 main sections and 3 appendices—
 Section 1 = General
 Section 2 = Introduction to General Concepts
 Section 3 = Establishing Aircraft Empty Weight
 Section 4 = Loading Schedules & Envelopes
 Section 5 = On-Board Mass & Balance Systems
 Section 6 = Determining Weight of Passengers & Bags
 Section 7 = Standard & Average Weights
 Section 8 = Operator-Conducted Surveys
 Section 9 = Segmented Passenger Weights
 Section 10 = Actual Weights Program
 Section 11 = Reporting & Oversight
 Appendix A = Sample Operational Loading Envelope
 Appendix B = Sample Curtailment: Small Cabin Aircraft
 Appends C = Options to Improve Accuracy
2.2 WHO SHOULD USE THIS AC

A. This document provides guidance to both passenger and cargo operators that are either—

1) Required to have an approved mass & balance control program under VAR Part 17, or
2) Choose to use actual or average aircraft, passenger, or baggage weights when
operating under VAR Part 10, 11 or 17.
B. This AC details methods to develop a mass & balance control program with greater accuracy
and increased flexibility.
2.3 OPERATOR-DRIVEN APPROVALS

A. All operators are required to submit and implement an actual weights program unless they
desire to use average or segmented weights.
B. It is the responsibility of the operators
If an operator adopts the suggestions con-
desiring to use those weights to research,
tained in this AC in the submission, the opera-
submit and obtain approval for the use of tor must ensure that, when appropriate, it
suggestions contained in this AC. replaces discretionary language such as
“should” and “may” with mandatory language
C. The operator’s proposal must submit a in relevant manuals and operations specifica-
program with substantiating tions.
documentation to the CAAV for the use of
weights in its mass & balance control program to include—
1) Appropriate combinations of standard average weights;
2) Average weights based on survey results; or
3) Actual weights.
2.4 CAAV APPROVAL OF MASS & BALANCE CONTROL PROGRAM

A. The CAAV will normally issue their approval of an operator’s mass & balance control program
through the issuance of operations specifications.
B. The approval will address—
1) Average passenger and bag weights;
2) Situations when the use of average weights is inappropriate;
3) The treatment of charter flights or special groups, if applicable;
4) The type of loading schedule and instructions for its use;
5) Aircraft weighing schedules; and
6) Other procedures that the operator may require to assure control of mass & balance.
2.5 THREE CATEGORIES OF AIRCRAFT BY CABIN SIZE

A. As shown in the following table CAAV has divided aircraft into three categories for this AC to
provide guidance appropriate to the size of the aircraft.
Aircraft with fewer than five passenger seats

must use actual passenger and baggage
weights.

For this AC, an aircraft originally

Is considered a—
type-certificated with—
71+ Passenger seats Large-cabin aircraft
30 to 70 passenger seats Medium-cabin aircraft
5 to 29 passenger seats Small-cabin aircraft
B. These categories are discussed in greater detail in Section 6.
2.6 STANDARD AVERAGE VS SEGMENTED WEIGHTS

2.6.1 STANDARD AVERAGE WEIGHTS
A. Use of standard average weights is limited to
Aircraft that meet the unrestricted performance
operators of multiengine turbine-powered requirements of VAR Part 17 may use standard
aircraft originally type-certificated for five or average weights and should refer to Section 7 of
more passenger seats who hold an this AC for further guidance.
approval from the CAAV consisting of—
1) A letter of authorization (LOA); or
Single-engine and multiengine turbine Emer-
2) OpSpecs; and gency Medical Service Helicopter (EMS/H) opera-
tors may use standard average weights for EMS
B. These operators must prove to the CAAV operations, provided they have received an LOA.
that the aircraft can meet the performance
requirements prescribed by VAR Part 17.
2.6.2 SEGMENTED WEIGHTS

A. Segmented weights are provided for, but
 All multiengine turbine-powered aircraft that do not
not limited to those aircraft that are meet the unrestricted performance requirements may
multiengine turbine-powered aircraft originally only use an actual weight or segmented weight
type-certificated for five or more passenger program.
seats and that do not meet the unrestricted  Operators that elect to use a segmented weight
performance requirements of VAR Part 17. program must meet the requirements in Section 9
and curtail the CG envelope as specified in the
B. Segmented passenger weights are listed in Appendices.
Section 9.
2.6.3 RESTRICTION ON USE OF AVERAGE OR SEGMENTED WEIGHTS

A. The CAAV’s recommendations and advice on the safe use of standard average weights and
segmented weights are contained in this document.
B. In the CAAV’s view, it would be unsafe for an aircraft operator to use standard average weights
or segmented weights in any of the following aircraft—
1) All single-engine piston-powered aircraft.
2) All multiengine piston-powered aircraft.
3) All turbine-powered single-engine aircraft.
2.7 CAAV STANDARD AVERAGE WEIGHTS

A. The CAAV will periodically review the standard average passenger weights listed in this AC.
B. If the CAAV finds that the survey data indicates a weight change of more than 2 percent, the
CAAV will revise this AC to update the standard average weights.

SECTION 3 ESTABLISHING AIRCRAFT EMPTY WEIGHT
3.1 ESTABLISHING THE INITIAL WEIGHT OF AN AIRCRAFT

3.1.1 NEW AIRCRAFT
A. New aircraft are normally weighed at the Prior to being placed into service,
factory and are eligible to be placed into each aircraft should be weighed and
operation without reweighing. the empty weight and CG location
established.
B. This policy assumes that the mass &
balance records were adjusted for
alterations and modifications to the aircraft during the manufacturing process.
 If this assumption is not correct the aircraft must be reweighed.
3.1.2 AIRCRAFT TRANSFERRED BETWEEN OPERATORS

3.1.2.1 Approved Mass & Balance Program
Aircraft transferred from one operator that has Refer to paragraph 3.7 for a discus-
an approved mass & balance program, to another sion of when it may be potentially
operator with an approved program, does not unsafe to fail to reweigh an aircraft
need to be weighed prior to use by the after it has been modified.
receiving operator.
 This policy would not apply if more than 36 calendar-months have elapsed since last individual or
fleet weighing, or unless some other modification to the aircraft warrants that the aircraft be weighed
3.1.2.2 No Approved Mass & Balance Program
Aircraft transferred, purchased, or leased from an operator without an approved mass & balance
program, and that have been unmodified or only minimally modified, can be placed into service
without being reweighed if—
1) The last weighing was accomplished by an acceptable method (for example,
manufacturer’s instructions) within the last 12 calendar-months; and
2) A mass & balance change record was maintained by the operator.
3.2 DOCUMENTING CHANGES TO AN AIRCRAFT’S MASS & BALANCE

A. The mass & balance system should include
Alterations and changes affecting either the
methods, such as a log, ledger, or other mass and/or balance of the aircraft should be
equivalent electronic means, by which the recorded in this log.
operator will maintain a complete, current,
and continuous record of the weight and CG
of each aircraft.
B. Changes in the amount of weight or in the location of weight in or on the aircraft should be
recorded whenever the weight change is at or exceeds the weights listed in the following
table.

INCREMENTAL WEIGHT CHANGES THAT SHOULD BE RECORDED IN A

MASS & BALANCE CHANGE RECORD
In the mass change record of a— An operator should record any mass changes of—
Large-cabin aircraft Plus or Minus 10 lb. or greater
Medium-cabin aircraft Plus or Minus 5 lb. or greater
Small-cabin aircraft Plus or Minus 1 lb. or greater
3.3 MAINTAIN THE OPERATIONAL EMPTY WEIGHT

The loading schedule may utilize the individual weight of the aircraft in computing operational
mass & balance, or the operator may choose to establish fleet empty weights for a fleet or group of
aircraft.
3.4 REESTABLISHMENT OF OEW

A. The OEW and CG position of each aircraft should be reestablished at the prescribed
reweighing periods outlined in this AC.
B. In addition, the OEW should be reestablished through calculation whenever the—
1) Cumulative change to the mass and
 When reestablishing the aircraft OEW between
balance log is more than plus or minus reweighing periods, the weight changes may be
one-half of 1 percent (0.5 percent) of computed provided the weight and CG location of the
the maximum landing weight; or modifications are known.
 If this information is not available the aircraft must
2) Cumulative change in the CG be reweighed.
position exceeds one-half of 1
percent (0.5 percent) of the mean
aerodynamic chord (MAC).
C. In the case of helicopters and aeroplanes that do not have a MAC-based CG envelope (e.g.,
canard equipped aeroplane), whenever the cumulative change in the CG position exceeds
one-half of 1 percent (0.5 percent) of the total CG range, the mass & balance should be
reestablished.
3.5 FLEET OPERATING EMPTY WEIGHTS (FOEW)

A. An operator may choose to use one weight for a fleet or group of aircraft if the weight and
CG of each aircraft is within the limits stated above for establishment of OEW.
B. When the cumulative changes to an
This change may be done by moving the aircraft
aircraft mass & balance log exceed the to another group, or reestablishing new FOEWs.
weight or CG limits for the established fleet
weight, the empty weight for that aircraft
should be reestablished.
3.6 PRESCRIBED RE-WEIGHING PERIODS

3.6.1 INDIVIDUAL AIRCRAFT WEIGHING PROGRAM
A. Aircraft are normally weighed at intervals of 36 calendar-months.
B. An operator may, however, extend this weighing period for a particular model aircraft
when—

1) Pertinent records of actual routine weighing during the preceding period of operation
show that mass & balance records accurately reflect aircraft weights; and
2) CG positions are within the cumulative limits specified for establishment of OEW.
C. Under an individual aircraft weighing program, an increase should not be granted which
would permit any aircraft to exceed 48 calendar-months since the last weighing, including
when an aircraft is transferred from one operator to another.
 In the case of helicopters, increases should not exceed a time that is equivalent to the aircraft
overhaul period.
3.6.2 FLEET WEIGHING

3.6.2.1 General Policy
An operator may choose to weigh only a portion of the fleet every 36 months and apply the
weight and moment change determined by these sample weighings to the remainder of the fleet.
 For each aircraft weighed, the new aircraft empty weight (and moment) is determined by the
weighing and entered in the aircraft weight log.
 The difference between this new aircraft weight (and moment) and the previous aircraft weight (and
moment) shown in the log is the unaccounted weight (and moment) change.
 The average of the unaccounted weight and moment changes for the aircraft weighed as part of
this fleet weighing is then entered as an adjustment to the aircraft weight logs for each of the aircraft
in the fleet that were not weighed.
A. A fleet is composed of a number of aircraft of the same model.
 For example, B747-200s in a passenger configuration and B747-200 freighters should be
considered different fleets.
 Likewise, B757-200s and B757-300s should be considered different fleets.
3.6.3 DEFINING A FLEET

A. The primary purpose of defining a fleet is to determine how many aircraft should be
weighed in each weighing cycle. A fleet may be further divided into groups to establish
FOEWs.
INCREMENTAL WEIGHT CHANGES THAT SHOULD BE RECORDED IN A

MASS & BALANCE CHANGE RECORD
For fleets of— An operator must weigh (at minimum)—
1 to 3 aircraft All aircraft
4 to 9 aircraft 3 aircraft, plus at least 50% of the number greater than 3
More than 9 aircraft 6 aircraft, plus at least 10% of the number greater than 9
B. In choosing the aircraft to be weighed, the aircraft in the fleet having the most hours flown
since last weighing should be selected.
C. An operator should establish a time limit such that all aircraft in a fleet are eventually weighed.
 Based on the length of time that a fleet of
In the event that business conditions result in
aircraft typically remains in service with an
retirement of a fleet before all aircraft have
operator, the time limit should not exceed been weighed this policy would not be applica-
18 years (six 3-year weighing cycles). ble.

3.7 WEIGHING AIRCRAFT MODIFICATIONS

A. For some modifications, such as interior
For most aircraft modifications, computing the
reconfigurations, the large number of parts mass & balance changes is practical.
removed, replaced, and installed may make
an accurate determination of the mass &
balance change by computation impractical.
B. In those instances when the accuracy of the
The operator may choose not to calculate the
calculation is questionable, the weight and weight change but to reestablish the aircraft
moment change estimate should be verified mass & balance by reweighing the aircraft prior
by reweighing the aircraft. to subsequent revenue operation.
1) The operator should weigh two or more

aircraft to confirm the computed weight change estimate.
2) The operator may choose to weigh the aircraft before and after the modification, or just
after the modification.
3) If the weighings are inconsistent with
 An operator using an individual aircraft weighing
the computed weight change program would weigh each aircraft modified.
estimate, then additional aircraft  An operator using a fleet weighing program would
should be weighed based on the size of weigh the number of aircraft as prescribed in
the fleet. paragraph 3.6.3, based on the size of the fleet.
3.7.1 PRESCRIBED WEIGHING PROCEDURES

A. An operator should take precautions to
ensure that it weighs an aircraft as An operator should weigh the air-
accurately as possible. craft in still air.
 These precautions include checking to

ensure that all required items are aboard the
aircraft and the quantity of all fluids aboard the aircraft is considered.
B. An operator should establish and follow
If manufacturer’s data is not available, the oper-
instructions for weighing the aircraft that are ator is responsible for developing appropriate
consistent with the recommendations of the weighing instructions for its particular aircraft.
aircraft manufacturer and scale
manufacturer.
 The operator should ensure that all scales are certified and calibrated by the manufacturer or a
certified laboratory, such as a civil department of weights and measures, or the operator may
calibrate the scale under an approved calibration program.
 The operator should also ensure that the scale is calibrated within the manufacturer’s recommended
time period, or time periods, as specified in the operator’s approved calibration program.
SECTION 4 LOADING SCHEDULES & ENVELOPES
4.1 AIRCRAFT LOADING SCHEDULES

4.1.1 OPERATOR DEVELOPED
The loading schedule is developed by the operator based on its specific loading calculation
procedures and provides the operational limits for use with the operator’s mass & balance program
approved under this AC.
 These approved operational limits are typically more restrictive but may not exceed the manufacturer’s
certificated limits.

 This is because the loading schedule is

Loading the aircraft so that the calculated mass
generally designed to check only specific
& balance is within the approved limits will main-
conditions (e.g., takeoff and zero fuel) known tain the actual mass & balance within the certifi-
prior to takeoff, and must account for cated limits throughout the flight.
variations in mass & balance in flight.
 It must also account for factors selected to be excluded, for ease of use, from the calculation process.
4.1.2 BASIC DEVELOPMENT STRATEGIES

A. 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.
 It can also be made easier to use by further limiting the operational limits to account for the
uncertainty caused by the less detailed inputs.
B. Several types of loading schedules are commonly used, including computer programs as well as
“paper” schedules, which can be either—
1) Graphical, such as an alignment (“chase around chart”) system,
2) Slide rule; or
3) Numerical, such as an adjusted weight or index system.
C. It is often more convenient to compute the balance effects of combined loads and to display
the results by using “balance units” or “index units.”
1) This is done by adding the respective moments (weight times arm) of each item.
Graphing the moments results in a “fan grid” where lines of constant balance arms (BA) or
percent MAC are closer together at lower weights and further apart at higher weights.
2) Direct graphical or numerical addition of the balance effects are possible using these
moment values.
3) To make the magnitude of the numbers more manageable, moments can be converted to
an index unit.
D. For example—
Index Unit = _Weight X (BA – datum)_ + K

M
 Where datum is the reference BA that will plot as a vertical line on the fan grid,
 M and K are constants that are selected by the operator.
 M is used to scale the index values, and K is used to set the index value of the reference BA.
4.1.3 DETERMINING FLUID WEIGHTS

An operator should use one of the following to determine the fluid weights on the aircraft—
1) The actual weight of each fluid,
2) A standard volume conversion for each fluid, or
3) A volume conversion that includes a correction factor for temperature.

4.2 CONSTRUCTING A LOADING ENVELOPE

4.2.1 OPERATOR CONSIDERATIONS
A. Each operator complying with this AC must
construct a “loading envelope” applicable to The envelope will include all rele-
each aircraft being operated. vant mass & balance limitations.
B. It will be used to ensure that the aircraft is

always operated within appropriate mass &
balance limitations, and will include—
1) Provisions to account for the loading of
The operator must be able to demonstrate that
passengers, fuel, and cargo; the aircraft is being operated within its certificated
mass & balance limitations using reasonable
2) The in-flight movement of passengers,
assumptions that are clearly stated.
aircraft components, and other loaded
items; and
3) The usage or transfer of fuel and other consumable.
4.2.2 USE OF AIRCRAFT MANUFACTURER INFORMATION

A. The construction of the loading envelope will begin with the mass & balance limitations
provided by the aircraft manufacturer in the mass & balance manual, type certificate data
sheet, or similar approved document.
B. These limitations will include, at minimum, the following items, as applicable—
1) Maximum zero-fuel weight.
2) Maximum takeoff weight.
3) Maximum 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) Fuselage shear limitations.
9) Any other limitations provided by the manufacturer.
4.2.3 FURTHER RESTRICTING THE MANUFACTURER’S LOADING ENVELOPE

A. The operator should further restrict the
 If the aircraft is loaded within the new “restricted”
manufacturer’s loading limitations by envelope, it will always be operated within the
curtailing the values to account for loading manufacturer’s envelope
variations and in-flight movement that are  This should be true even though some of the loading
encountered in normal operations. parameters, such as passenger seating location,
are not precisely known.
 For example, if passengers are expected to
move about the cabin in flight, the operator
must further restrict (“curtail”) the manufacturer’s CG envelope by an amount necessary to ensure
that movement of passengers does not take the aircraft outside its certified envelope.
B. In some cases an aircraft may have more than one loading envelope for preflight planning and
loading.

C. Each envelope must have the appropriate

 The takeoff and landing envelope does not need
curtailments applied for those variables that to be curtailed for passenger movement.
are expected to be relevant for that  Passengers are expected to remain seated in the
envelope. cabin during take-off or landing.
 For example, an aircraft might have separate

takeoff, in-flight, and landing envelopes.
D. Upon determination of the curtailed version of each envelope, 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.
1) The limits of these envelopes must be observed during operation.
2) 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.
3) Optionally, an operator may choose to Due to calculation complexity, this is
not combine the envelopes but observe typically only possible through auto-
each envelope independently. mation of the mass & balance calcu-
lation.
4.2.4 COMMON CURTAILMENTS OF THE MANUFACTURER’S LOADING ENVELOPE

A. Operators using an approved mass &
Appendix B also provides an example of how
balance control program must include these curtailments are calculated.
curtailments appropriate to the operations
being conducted.
B. The total curtailment of the manufacturer’s
Each of the items mentioned in the following
envelope is computed by combining the paragraphs is a single curtailment factor.
curtailments resulting from each of these
factors.
4.2.4.1 Passenger Seating
A. The operator must account for the seating of passengers in the cabin.
B. The loading envelope does not need to be curtailed if the actual seating location of each
passenger is known.
C. If assigned seating is used to determine
Operator must take into account the possibility
passenger location, the operator must that some passengers may not sit in their
implement procedures to ensure that the assigned seats.
assignment of passenger seating is
incorporated into the loading procedure.
D. 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 subsection of the
cabin.
1) If this assumption is made, the operator must curtail the loading envelope to account for
the fact that the passenger loading may not be uniform.
2) The curtailment may make reasonable
All such assumptions should be adequately doc-
assumptions about the manner in which umented in the written instructions.
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, aisle, and remaining seats from the front of the aircraft to the back, or the
back to the front.
E. If necessary, the operator may divide the
It can be assumed that passengers will be sit-
passenger cabin into subsections or ting uniformly throughout each zone, as long as
“zones” and manage the loading of each the curtailments described in paragraph D are
zone individually. put in place.
4.2.4.2 Fuel
The operator’s curtailed loading envelope must account for the effects of fuel. Fuel-related
curtailments should be considered for the following—
1) Fuel density—
(a) A certain fuel density may be
 The fuel gauges in most transport category aircraft
assumed and a curtailment included measure weight, not volume.
to account for the possibility of  On these aircraft, the indicated weight of the fuel
different fuel density values. load can be assumed to be accurate.
(b) Fuel density curtailments only

pertain to differences in fuel moment caused by varying fuel volumes, not to
differences in total fuel weight.
2) Fuel movement—
 The movement or transfer of fuel in flight.
3) Fuel usage in flight—
 The burning of fuel may cause the CG of the fuel load to change.
 The effect of fuel burning down to the
A curtailment may be included to ensure that this
required reserve fuel or to an acceptable
change does not cause the CG of the aircraft to
fuel amount established by the operator move outside of the acceptable envelope.
should be accounted for.
4.2.4.3 Fluids
A. The operator’s curtailed CG envelope must account for the effects of galley and lavatory
fluids.
B. These factors include such things as—
1) Use of potable water in flight.
2) Movement of water or lavatory fluids.
4.2.4.4 General In-Flight Movement Considerations
A. The operational envelope must account for
It may be assumed that all passengers, crew,
the in-flight movement of passengers, crew, and equipment are secured when the aircraft is
and equipment. in the takeoff or landing configuration.
B. This may be done by including a curtailment

equal to the moment change caused by the motion being considered.
4.2.4.5 In-Flight Movement of Flight Crew
A. Flight deck crew members may move to the most forward lavatory in accordance with the
security procedures prescribed for crews leaving the cockpit.
B. An offsetting credit may be taken if another crew member moves to the flight deck during
such lavatory trip.

4.2.4.6 In-flight Movement of the Cabin Crew & Service Carts

A. If procedures do not dictate otherwise, it
Operators should take their standard operating
should be assumed that the cabin crew procedures into account.
members can travel anywhere within the
compartment to which they are assigned.
B. If procedures do not dictate otherwise, it should be assumed that the service carts can travel
anywhere within the compartment to which they are assigned.
 If multiple carts are in a given compartment, 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 cabin crew members 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.
4.2.4.7 In-flight Movement of Passengers
A. Allowances should be made for the
The most common would be movement to the
possibility that passengers may move about lavatory.
the cabin in flight.
B. Operators should account for the CG change caused by passengers moving to the lavatory
by developing reasonable scenarios for the movement of passengers in their cabins and
consider the CG shifts that can be expected to occur.
 Generally, it may be assumed that passengers move to the lavatories closest to their seats.
 In aircraft with a single lavatory, movement from the “most adverse” seat must be taken into account.
C. These scenarios should incorporate assumptions may be made which reflect operator
lavatory and seating policies, such as
 Restrictions on numbers of passengers who may stand and wait for opportunity to enter the
lavatory
 Restrictions requiring that coach passengers may only use the lavatories in the coach cabin, if
that is the operator’s normal policy.
D. If a lounge or other passenger gathering
The maximum capacity of the lounge should be
area is provided, the operator should taken into account.
assume that passengers move there from
the centroid of the passenger cabin(s).
4.2.4.8 Movement of Flaps and Landing Gear
A. If the manufacturer has not already done so, the operator must account for the movement of
landing gear, flaps, wing leading edge devices, or any other moveable components of the
aircraft.
B. Devices deployed only while in contact with the ground, such as ground spoilers or thrust
reversers, may be excluded from such curtailments.
4.2.4.9 Baggage and Freight
A. It can be assumed that baggage and freight may be loaded at the centroid of each baggage
compartment.
B. Operators do not need to include a curtailment if procedures are used which ensure that the
cargo is loaded uniformly and physically restrained (secured) to prevent the contents from
becoming a hazard by shifting between zones or compartments.

SECTION 5 ONBOARD MASS & BALANCE SYSTEMS
5.1 COMPARISON TO A CONVENTIONAL WEIGHT BUILDUP METHOD

A. An operator may use an onboard mass & Using an onboard mass & balance
balance system to measure an aircraft’s system does not relieve an operator
mass & balance as a primary means to from the requirement to complete
dispatch an aircraft, provided— and maintain a load manifest.
1) The CAAV has certified the system; and

2) Approved the system for use in an operator’s mass & balance control program.
B. Like operators using a conventional weight
An operator using an onboard mass & balance
buildup method to calculate mass & system would not need to curtail the loading
balance, an operator using an onboard envelope for assumptions about passenger and
mass & balance system as a primary mass bag weight or distribution.
& balance control system should curtail the
manufacturer’s loading envelope to ensure
the aircraft does not exceed the manufacturer’s certificated weight and CG limits.
C. Because an onboard mass & balance This policy does not relieve the oper-
system measures the actual weight and ator from the responsibility to curtail
CG location of an aircraft, an operator may the loading envelope for any system
not need to include certain curtailments to tolerances that may result in CG
the loading envelope to account for errors.
variables such as passenger seating
variation or variation in passenger weight.
5.2 OBTAINING OPERATIONAL APPROVAL

5.2.1 SYSTEM CALIBRATION
A. An operator should develop procedures to
However, an operator may not use an onboard
calibrate its onboard mass & balance system mass & balance system in place of procedures
equipment periodically in accordance with described in Section 2 of this AC for weighing the
the manufacturer’s instructions. aircraft to establish OEW or CG location.
B. An operator may calibrate its system with

operational items or fuel aboard the aircraft to test the system at a representative operational
weight.
5.2.2 DEMONSTRATION OF SYSTEM ACCURACY

A. As part of the approval process, an
An operator should only have to conduct this
operator should demonstrate that the demonstration once for each type aircraft with
onboard mass & balance system a similarly installed onboard mass & balance sys-
maintains its certificated accuracy. tem.
B. For the demonstration, the operator should

use the accuracy demonstration test provided in the maintenance manual portion of the
Supplemental Type Certificate or type certificate of the onboard mass & balance system.

5.3 OPERATIONAL CONSIDERATIONS

5.3.1 CERTIFICATION LIMITS
An operator using an onboard mass & balance system as its primary means of calculating mass &
balance should have procedures in place to ensure that the system is operated within the limits
established during the system’s certification process.
5.3.2 ENVIRONMENTAL CONSIDERATIONS

A. An operator using an onboard mass & balance system should ensure that it uses the system
within the environmental limits established by the manufacturer.
B. Environmental conditions that may affect the performance of an onboard mass & balance
system include, but is not limited to—
 Temperature
 Barometric pressure
 Wind
 Ramp slope
 Rain
 Snow
 Ice
 Frost
 Dew
 Deicing fluid,
5.3.3 AIRCRAFT CONSIDERATIONS

A. An operator using an onboard mass & balance system should ensure the weight and CG
measured by the system are not affected by the aircraft configuration, such as the movement
of—
 Flaps
 Stabilizers
 Doors
 Stairways or jetways
 Any connections to ground service equipment.
B. Other factors that an operator should consider include—
 Engine thrust
 Oleo strut extension
 Aircraft taxi movement.
5.3.4 TAKEOFF TRIM SETTINGS

If the aircraft manufacturer provides trim settings for takeoff based on the aircraft’s CG location, an
operator using an onboard mass & balance system should ensure that the onboard mass & balance
system provides flight crew members with adequate information to determine the appropriate trim
setting.
5.3.5 OPERATIONAL ENVELOPE

A. The operational envelope for onboard mass & balance systems should be developed
using the same procedures described in other parts of this AC, with the exception that the
operational envelope does not need to be curtailed for—
1) Passenger random seating; and
2) Passenger weight variance.

B. Also note that, instead of being added to the

In addition, an operator should curtail the CG
zero fuel weight as part of the load envelope for any system CG tolerance.
buildup, the fuel load is subtracted from
the measured takeoff weight to determine
the zero fuel weight and CG.
5.3.6 COMPLYING WITH COMPARTMENT OR UNIT LOAD DEVICE (ULD) LOAD LIMITS
A. When using an onboard mass & balance system, an operator should develop in its mass &
balance control program a method to ensure that it does not exceed the limits specified for a
compartment or ULD regarding
1) Floor loads;
2) Linear loads; or
3) Running loads.
B. The following are two examples of acceptable means to demonstrate compliance with
compartment load limits—
1) An operator may assign a standard
If an operator develops appropriate procedures,
average weight to bags. Based on that an operator may request approval to exclude
standard average weight, the operator bag counts from its load manifest.
may place a placard in each
compartment stating the maximum
number of bags permitted.
2) An operator may also create a table
By conducting sample loadings, an operator may
that lists the total weight associated demonstrate that the average density of the
with a given number of bags to ensure bags it places in a compartment or ULD would
the operator does not exceed the load not allow it to exceed the compartment or ULD
limit of a compartment or ULD. load limits inadvertently.
5.4 DEVELOPING A BACKUP SYSTEM

A. An operator using an onboard mass & balance system as its primary means of measuring
mass & balance may use the guidance in this AC to develop a backup system based on a
conventional weight buildup provided that the backup system has been approved by the
CAAV.
B. Should the primary onboard mass & balance system become inoperative, the operator must
have provisions for deferring the inoperative equipment until repairs can be made or the
system must be repaired prior to further flight.
C. The CAAV may grant the operator relief for
Such MEL relief will be established through a
an onboard mass & balance system through policy letter issued by the CAAV-FSSD upon cer-
the operator’s minimum equipment list tification of an onboard mass & balance system.
(MEL).
D. An operator using an onboard mass & balance system may not use the backup system
unless—
1) The onboard system is inoperative;
2) The onboard system has been deferred in accordance with the aircraft MEL; and
3) The operator has been approved to use average weights/conventional weight buildup.

SECTION 6 DETERMINING WEIGHT OF PASSENGERS & BAGS
6.1 CHOOSING THE APPROPRIATE METHOD

A. For many years, operators of transport category aircraft have used average weights for
passengers and bags to calculate an aircraft’s mass & balance, in accordance with
standards and recommended practices.
1) This method eliminates many potential sources of error associated with accounting for a
large number of relatively light weights.
2) However, differences between the actual weight of passengers and bags and the
average weight of passengers and bags can occur when using average weights.
B. Statistical probability dictates that the
The use of standard average passenger weights
smaller the sample size (i.e., cabin size), the in mass & balance programs for small and
more the average of the sample will deviate medium cabin aircraft should be examined in
from the average of the larger universe. greater detail.
C. The next four sections describe four

methods available to operators to determine passenger and bag weight. They are—
1) Standard average weights in Section 7;
2) Average weights based on survey results in Section 8;
3) Segmented weights in Section 9; and
4) Actual weights in Section 10.
6.2 OPTIONS VARY DUE TO CABIN SIZE

An operator should review the following discussion and consult paragraphs 2.2 to determine which
method or methods are appropriate to its type of operation.
6.2.1 LARGE CABIN AIRCRAFT

A. Operators of large cabin aircraft may use the
Operators should have procedures for identifying
standard average weights for passengers situations that would require the use of nonstan-
and bags. dard or actual weights.
B. If an operator determines that the standard

average weights are not representative of its operation for some route or regions, it is
encouraged to conduct a survey as detailed in Section 8 of this AC, to establish more
appropriate average weights for its operation.
6.2.2 MEDIUM CABIN AIRCRAFT

A. Medium cabin aircraft should be evaluated to determine if the aircraft should be treated more
like large or small cabin aircraft.
B. For the CAAV to recommend that medium
 If the aircraft does not meet either of these criteria,
cabin aircraft be treated as a large cabin then the CAAV does not recommend that the operator
aircraft, the aircraft must meet either— be allowed to use large cabin aircraft measures.
 Instead, the aircraft should be subject to the small
1) both loadability criteria, or cabin aircraft methods outlined in Section 4.
2) the loading schedule criteria.
C. Loadabiity criteria—
 The CG of the OEW is within the manufacturer’s loading envelope

 The CG of the zero fuel weight is within the manufacturer’s loading envelope when loaded with a full
load of passengers and all cargo compartments are filled with a density of 10 pounds per cubic foot
D. Loading schedule criteria—
 The operator must use a loading schedule based upon zones
 The aircraft cabin may have no more than four rows of seats per zone with not less than four zones
6.2.3 SMALL CABIN AIRCRAFT

A. Operators of small cabin aircraft may request approval to use any one of the following
methods when calculating the aircraft mass & balance.
1) The operator may use actual passenger and bag weights, or
2) The operator may use segmented passenger weights (see Section 9) and bag weights
prescribed for large cabin aircraft, or
B. The operator may use the standard average passenger and bag weights prescribed for large
cabin aircraft or average weights based on an CAAV-accepted survey if—
1) The aircraft was capable of meeting the unrestricted performance requirements of VAR
Part 17, and
2) The operator applies the additional curtailments as prescribed in Appendix B.
SECTION 7 STANDARD & AVERAGE WEIGHTS

The standard average passenger weights provided in this Section were established based on data
from mature civil aviation authority surveys.
7.1 STANDARD AVERAGE WEIGHTS: PASSENGERS

A. The standard average passenger weights provided here include—
1) 5 pounds for summer clothing;
Where no gender is given, the standard average
2) 10 pounds for winter clothing; and passenger weights are based on the assumption
that—
3) A 16-pound allowance for personal  50 percent of passengers are male and
items and carry-on bags.  50 percent of passengers are female.
STANDARD AVERAGE PASSENGER WEIGHT WEIGHT PER PASSENGER
SUMMER WEIGHTS
Average adult passenger weight 190 lb.
Average adult male passenger weight 200 lb.
Average adult female passenger weight 179 lb.
Child weight (2 years to less than 13 years of age) 82 lb.
WINTER WEIGHTS
Average adult passenger weight 195 lb.
Average adult male passenger weight 205 lb.
Average adult female passenger weight 184 lb.
Child weight (2 years to less than 13 years of age) 87 lb.

B. An operator may use summer weights from May 1 to October 31 and winter weights from
November 1 to April 30.
1) However, these dates may not be appropriate for all routes or operators.
2) For routes with no seasonal variation, an operator may use the average weights
appropriate to the climate.
3) Use of year-round average weights for operators with seasonal variation should avoid
using an average weight that falls between the summer and winter average weights.
4) Operators with seasonal variation that elect to use a year-round average weight should
use the winter average weight.
5) Use of seasonal dates, other than those listed above, will be entered as nonstandard
text and approved through the operator’s OpSpec or LOA, as applicable.
C. The standard average weights listed in Table
The weight of children under the age of 2 has
2-1 are based on the assumption that the been factored into the standard average and
operator has a carry-on bag program. segmented adult passenger weights.
 Operators using a no-carry-on bag program

should refer to paragraph 7.4 of this AC.
7.2 AVERAGE WEIGHT ASSUMPTIONS: CARRY-ON BAGS & PERSONAL ITEMS

A. An operator using standard average passenger weights should include the weight of carry-
on bags and personal items in the passenger’s weight. The standard average passenger
weights in paragraph 7.1 include a 16-pound allowance for personal items and carry-on bags,
based on the assumption that—
1) One-third of passengers carry one personal item and one carry-on bag.
2) One-third of passengers carry one personal item or carry-on bag.
3) One-third of passengers carry neither a personal item nor a carry-on bag.
4) The average weight allowance of a personal item or a carry-on bag is 16 pounds.
B. If an operator believes the 16-pound
An operator should not use an allowance of less
allowance for personal items and carry-on than 16 pounds for personal items and carry-
bags is not appropriate for its operations on bags unless the operator conducts a survey
or receives notification from the CAAV or unless the operator has a no-carry-on bag
that the assumptions provided in the program.
previous paragraph are inconsistent with the
operator’s approved program, the operator should conduct a survey to determine what
percentage of passengers carry personal items or carry-on bags aboard the aircraft.
 An example of how to adjust the personal item and carry-on bag allowance, based on the results of
a survey, is in Section 8.
7.3 AVERAGE WEIGHTS: CHECKED BAGS

A. An operator that chooses to use standard average weights for checked bags should use a
standard average weight of at least 30 pounds.
B. An operator that requests approval to use a standard average weight of less than 30
pounds for checked bags should have current, valid survey data to support a lesser weight.

C. An operator also may conduct a study to

An operator could establish different standard
establish different standard average bag average bag weights for domestic and interna-
weights for portions of its operation to tional routes.
account for—
 Regional
 Seasonal
 Demographic
 Aircraft
 Route variation.
7.3.1 HEAVY BAGS

A. Heavy bags are considered any bag that weighs more than 50 pounds but less than 100
pounds.
B. An operator should account for a heavy bag
 An operator that uses “double-counting” to treat a
by using one of the following weights— heavy bag as if it were two checked bags for weight
purposes should ensure the load manifest
1) A standard average weight of 60
represents the actual number of bags for counting
pounds, purposes.
2) An average weight based on the results  An operator should have a system in place to
ensure that heavy bags are identified, although
of a survey of heavy bags, or operators may not be required to weigh heavy bags
3) The actual weight of the heavy bag. on a scale.
7.3.2 NON-LUGGAGE BAGS

A. A non-luggage bag is any bag that does not meet the normal criteria for luggage.
B. Examples of these bags include—
 golf bags
 fishing equipment packages
 wheelchairs and strollers in their shipping configuration
 windsurfing kits
 boxed bicycles
C. For non-luggage bags, operators may use any appropriate combination of—
1) Actual weights;
2) Average weights based on survey results; or
3) Standard average bag weights.
D. Operators that wish to establish an average weight for a particular type of non-luggage bag,
such as a golf bag, must conduct a survey in accordance with the procedures established in
Section 8.
E. Operators also should establish a method to calculate the effect on CG of a large non-luggage
bag, such as a surfboard, that may occupy more than one compartment on the aircraft.
7.3.3 PLANE-SIDE LOADED & CHECKED BAGS

A. Air taxi and other operators conducting on-demand operations using standard average bag
weights should consider all bags not stored in the cabin as checked bags.
B. However, operators may develop procedures for identifying bags that would typically be
considered carry-on and/or plane-side loaded baggage and incorporate such average weights
into their approved carry-on and mass & balance control program.
C. If such procedures are developed, the operator may use the standard average weights
specified for carryon, plane-side loaded, and checked baggage.

D. Air taxi and general aviation operators In no case should an operator only
conducting flights in which all passenger use plane-side loaded standard aver-
bags are typically loaded plane-side or all age weights for all baggage loaded
bags are carried into the cabin for further plane-side.
storage, should develop guidelines to inform
pilots when it is appropriate to use the heavier standard average checked bag weights, heavy
bag weights, or actual weights.
7.3.4 AVERAGE WEIGHT: BAGS CHECKED PLANE-SIDE [LARGE CABIN AIRCRAFT]

A. Operators with a carry-on bag program that use standard average weights should account
for the weight of each carry-on bag checked plane-side as 30 pounds.
B. An operator may request approval to use a weight other than 30 pounds if the operator has
current, valid survey data to support a different average weight for plane-side loaded bags.
7.4 AVERAGE WEIGHTS: NO-CARRY-ON BAG PROGRAM

A. An operator with a no-carry-on bag program
A no-carry-on bag program is limited to small
may allow passengers to carry only personal and medium cabin aircraft (including medium
items aboard the aircraft. cabin aircraft treated as a large cabin aircraft).
B. Because these passengers do not have

carry-on bags, an operator may use The passenger weight credit associated
standard average passenger weights that with a no-carry-on-bag program is limited
to the small and medium cabin aircraft
are 6 pounds lighter than those for an
operator with an approved carry-on bag
program.
AVERAGE PASSENGER WEIGHTS FOR OPERATORS WITH A NO-CARRY-ON BAG PROGRAM
AVERAGE PASSENGER WEIGHT WEIGHT PER PASSENGER
SUMMER WEIGHTS
Average adult passenger weight 184 lb
Average adult male passenger weight 194 lb
Average adult female passenger weight 173 lb
Child weight (2 years to less than 13 years of age) 76 lb
WINTER WEIGHTS
Average adult passenger weight 189 lb
Average adult male passenger weight 199 lb
Average adult female passenger weight 178 lb
Child weight (2 years to less than 13 years of age) 81 lb
C. An operator that has a no-carry-on bag

Nothing in this AC prevents an operator of large
program may account for a plane-side cabin aircraft from having a no-carry-on bag
loaded bag as 20 pounds. “policy;” however, the acceptable standard
bag weights for such checked baggage for large
1) To receive authorization to use 20 cabin aircraft should be applied..
pounds as the average weight for a
plane-side loaded bag, an operator

should demonstrate that sufficient controls exist to ensure that passengers do not
bring carry-on bags aboard the aircraft.
2) An operator also should demonstrate that sufficient controls exist to ensure the personal
items brought aboard the aircraft can fit completely under a passenger seat or in an
approved stowage compartment.
D. If an operator discovers that a plane-side loaded bag should have been treated as a checked
bag, the operator should account for that bag at the standard average weight of 30 pounds
for a checked bag.
E. Operator should develop procedures for
Large cabin aircraft operators should consider all
identifying bags that would typically be bags not stored in the cabin as checked bags
considered carry-on/plane-side loaded and/ and apply the standard average bag weights.
or traditional checked baggage.
7.5 AVERAGE WEIGHTS: CREW MEMBERS

A. An operator may choose to use the standard
An operator may include the weight of crew
crew member weights shown in Table 2-3 or members in an aircraft’s OEW or add the weight
conduct a survey to establish average crew to the load manifest prepared for each flight.
member weights appropriate for its
operation.
STANDARD CREW MEMBER WEIGHTS
Crew Member Average Weight Average Weight with Bags
Flight Crew Member 190 lb 240 lb
Cabin Crew Member 170 lb 210 lb
Male Cabin Crew Member 180 lb 220 lb
Female Crew Member 160 lb 200 lb
Crew Member Roller Bag 30 lb NA
Pilot Flight Bag 20 lb NA
Cabin Crew Member Kit 10 lb NA
B. The flight crew member weights provided in the table above were derived from weights listed
on all first- and second-class medical certificates sampled at a mature civil aviation authority.
 The flight crew member weight with bags assumes that each flight crew member has one crew
member roller bag and one pilot flight bag.
C. The cabin crew member weights provided in the table were derived from an operational survey.
 The cabin crew member weights with bags assume that each cabin crew member has one crew
member roller bag and one cabin crew member kit.
7.6 WEIGHTS FOR COMPANY MATERIALS, FREIGHT & MAIL

A. Company Materials and Freight. An operator should use actual weights for company
materials, aircraft parts, and freight carried aboard an aircraft.
B. Mail. An operator should use the weights provided with manifested mail shipments to account
for the weight of the mail.

 If an operator has to separate a shipment of mail, the operator may make actual estimates about the
weight of the individual pieces, provided the sum of the estimated weights is equal to the actual
manifested weight of the entire shipment.
7.7 AVERAGE WEIGHTS FOR SPECIAL PASSENGER GROUPS

A. Actual passenger weights should be used for nonstandard weight groups (sports teams,
etc.) unless average weights have been established for such groups by conducting a survey in
accordance with the procedures established in Section 8 of this circular.
B. When such groups form only a part of the
In such instances, a notation should be made in
total passenger load, actual weights, or the load manifest indicating the number of per-
established average weights for the sons in the special group and identifying the
nonstandard group, may be used for such group; such as “football squad.”
exception groups and average weights used
for the balance of the passenger load.
C. Roster weights may be used for determining the actual passenger weight.
 A standard allowance of 16 pounds per person may be used to account for carry-on and personal
items as provided in the operator’s approved carry-on bag program.
 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-pound per bag allocation.
 Actual weights must be used in cases where the carry-on bags are not representative of the
operator’s profile.
D. Groups that are predominantly male or female should use the standard average weights
for males or females provided in paragraph 7.1 of this AC.
E. For military groups, actual passenger and
If aircraft operators perceive that the weights
cargo weights must be used in computing provided are understated, they should seek con-
the aircraft mass & balance. firmation of the actual weights and should make
reasonable upward estimations and adjustments
to those passenger and/or bag weights.
SECTION 8 OPERATOR-CONDUCTED SURVEYS
8.1 DESIGNING AN OPERATOR SURVEY

A. This section provides operators with an acceptable survey method to use in determining
average weights for a mass & balance control program.
B. This section also describes how an operator can conduct a survey to count personal items
and carry-on bags to determine an appropriate allowance for those items to include in
passenger weight.
C. In addition, an operator may use the methods described in this section to conduct a survey to
determine the percentage of male and female passengers, to calculate an average
passenger weight.
D. Surveys conducted correctly allow an operator to draw reliable inferences about large
populations based on relatively small sample sizes. In designing a survey, an operator should
consider—
1) The sample size required to achieve the desired reliability,
2) The sample selection process, and
3) The type of survey (average weights or a count of items).

8.2 SAMPLE SIZE

Several factors must be considered when determining an adequate sample size. The more
varied the population, the larger the sample size required to obtain a reliable estimate.
 Paragraph 8.2.1 provides a formula to derive the absolute minimum sample size to achieve a 95-
percent confidence level.
 The following table has been provided for those operators that wish to use calculations other than
those listed in paragraph 8.2.1.
 This table provides the operator with an acceptable number of samples that may be collected to
obtain a 95-percent confidence level and lists the tolerable error associated with each category.
MINIMUM SAMPLE SIZES
MINIMUM
SURVEY SUBJECT TOLERABLE ERROR
SAMPLE SIZE
Adult (standard adult/male/female 2,700 1%
Child 2,700 2%
Checked bags 1,400 2%
Heavy bag 1,400 2%
Plane-side loaded bags 1,400 2%
Personal items only

1,400 2%
(no carry-on bag program)
8.2.1 SMALLER SAMPLE SIZES

A. If the operator has chosen to use a sample size that is smaller than that provided in Table 2-4,
the operator should collect a sufficient number of samples to satisfy the following formulas—
8.2.2 ACCEPTABLE SAMPLE METHODS

8.2.2.1 General Techniques
A. An operator conducting a survey must employ random sampling techniques.
1) Random sampling means that every member of a group has an equal chance of being
selected for inclusion in the sample.

B. If an operator conducts a survey that does

not employ random sampling, the Any conclusions drawn from a sur-
vey that does not use random sam-
characteristics of the selected sample may pling methodology may not be valid.
not be indicative of the larger group as a
whole.
C. The following are two examples of random sampling methods that an operator may find
appropriate for the type of survey conducted. An operator may also consult a basic textbook on
statistics to determine if another random sampling method is more appropriate.
8.2.2.2 Simple Random Selection
A. An operator should assign a sequential number to each item in a group (such as passengers
waiting on a line or bag claim tickets).
B. Then the operator randomly selects numbers and includes the item corresponding with the
number in the sample.
C. The operator repeats this process until it has obtained the minimum sample size.
8.2.2.3 Systematic Random Selection
A. An operator should randomly select an item in sequence to begin the process of
obtaining samples.
B. The operator should then use a predetermined, systematic process to select the remaining
samples following the first sample.
 For example, an operator selects the third person in line to participate in the survey.
 The operator then selects every fifth person after that to participate in the survey.
 The operator continues selecting items to include in the sample until it has obtained the minimum
sample size.
8.2.2.4 Passenger Declines to Participate
A. Regardless of the sampling method used, an operator has the option of surveying each
passenger and bag aboard the aircraft and should always give a passenger the right to decline
to participate in any passenger or bag weight survey.
B. If a passenger declines to participate, the If a passenger declines to partici-
operator should select the next passenger pate, an operator should not
based on the operator’s random selection attempt to estimate data for inclu-
method rather than select the next sion in the survey.
passenger in a line.
8.2.3 IMPLEMENTING AN ACCEPTABLE SURVEY PLAN

8.2.3.1 Developing a Survey Plan
A. Before conducting a survey, an operator should develop a survey plan.
B. The plan should describe the dates, times, and locations the survey will take place.
C. In developing a survey plan, the operator should consider its type of operation, hours of
operation, markets served, and frequency of flights on particular routes.
D. An operator should avoid conducting surveys on holidays unless it has a valid reason to
request the particular date.
8.2.3.2 Submitting the Survey Plan to the CAAV
A. It is recommended that an operator submit its survey plan to the CAAV at least 2 weeks
before the survey is expected to begin.

B. Before the survey begins, the operator’s principal inspectors (PI) will review the plan and work
with the operator to develop a mutually acceptable plan.
 During the survey, the PI will oversee the survey process to validate the execution of the survey
plan.
 After the survey is complete, the PI will review the survey results and issue the appropriate
OpSpecs.
C. Once a survey begins, the operator should continue the survey until complete, even if the
initial survey data indicates that the average weights are lighter or heavier than expected.
8.2.4 GENERAL SURVEY PROCEDURES

8.2.4.1 Survey Locations
A. An operator should accomplish a survey at one or more airports that represent at least 15
percent of an operator’s daily departures.
B. To provide connecting passengers with an equal chance of being selected in the survey, an
operator should conduct its survey within the secure area of the airport.
C. An operator should select locations to conduct its survey that would provide a sample that is
random and representative of its operations.
 For example, an operator should not conduct a survey at a gate used by shuttle operations unless the
operator is conducting a survey specific to that route or the operator only conducts shuttle
operations.
8.2.4.2 Weighing Passengers
A. An operator that chooses to weigh passengers as part of a survey should take care to protect
the privacy of passengers.
B. The scale readout should remain hidden from public view.
C. An operator should ensure that any passenger weight data collected remains confidential.
8.2.4.3 Weighing Bags
A. When weighing bags on a particular flight, an operator should take care to ensure that it is
properly accounting for all items taken aboard the aircraft.
B. The following table consolidates the results of surveys of the weights for different types of
bags in aircraft of 10 to 19 passengers as a reference point for future operator surveys.
BAG SURVEY RESULTS
Item Surveyed Average Weight Standard Deviation
Personal items & carry-on bags 15.1 lb 8.2 lb
Checked bags 28.9 lb 10.8 lb
Heavy bags 58.7 lb 7.2 lb
8.2.4.4 Rounding Sample Results

A. If the operator uses rounding in the mass &
If an operator elects to use average child
balance calculations, it is recommended weights, they should be used on a flight-by-
that the operator round passenger weights flight basis and not factored into the average
to the nearest pound and bag weights to the passenger weight (whether using standard aver-
nearest half-pound. age or segmented weights).

B. An operator should ensure that rounding is done consistently in all calculations.

8.2.4.5 Surveys for Particular Routes
A. An operator may conduct a survey for a particular route if the operator believes that the
average weights on that route may differ from those in the rest of its operations.
B. To establish a standard average passenger weight along the route, an operator may survey
passengers at only one location.
C. However, an operator should conduct surveys of personal items and bags at the departure
and arrival locations, unless the operator can verify there is no significant difference in the
weight and number of bags in either direction along the route.
8.2.5 COUNT SURVEY ONLY

A. An operator may conduct a survey to count certain items without determining the weight of
those items.
B. For example, an operator may determine that the standard average weights for male and
female passengers are appropriate for its operations, but on some routes the passengers are
predominantly male or female.
 In this case, an operator may conduct a survey to determine the percentage of male and female
passengers.
 The operator could use the results of the survey to justify a weight other than the standard
weights, which assume a 50-percent male and 50-percent female mix of passengers.
C. Similarly, an operator may conduct a survey to determine the number of personal items and
carry-on bags passengers carry aboard aircraft to determine if the allowance of 16 pounds
per passenger is appropriate to its operations.
D. For example, an operator conducts a survey
The calculation below determines the appropriate
on a particular route (or multiple routes if allowance for personal items and carry-on bags.
amending the program average weight) to
count the percentage of passengers carrying
personal items and carry-on bags. The operator finds that—
1) Fifty percent of passengers carry one carry-on bag and one personal item.
2) Thirty percent of passengers carry one carry-on bag or one personal item.
3) Twenty percent of passengers carry neither a carry-on bag nor a personal item.
4) The survey results show that the In such a case, it would be irrespon-
average passenger carries sible for the operator to fail to
approximately 21 pounds of personal increase the standard average
items and carry-on bags rather than the weights for that route(s) by 5
standard allowance of 16 pounds. pounds per passenger.
8.2.6 REVALIDATING AN EARLIER SURVEY

In order to use survey-derived average weights, an operator must revalidate such survey data every
36 calendar-months or revert to the standard average weights, provided the new survey average
weight results are within 2 percent of the standard average weights listed in this AC.

SECTION 9 SEGMENTED PASSENGER WEIGHTS
9.1 USING SEGMENTED WEIGHTS

A. The concept of segmented weights involves adding a portion of the standard deviation to an
average weight to increase the confidence that the actual weight will not exceed the average
weight.
B. Like the standard average weights in Section 7 of this AC, the segmented weights in the
following table were derived from average weights and standard deviations, assuming a 95-
percent confidence interval and 1-percent tolerable error.
SEGUMENTED WEIGHTS FOR ADULT PASSENGERS

(IN POUNDS – SUMMER WEIGHTS)
Maximum
Certificated
Ratio of Male to Female Passengers
Passenger
Seating 0/ 10/ 20/ 30/ 40/ 50/ 60/ 70/ 80/ 90/ 100
Capacity 100 90 80 70 60 50 40 30 20 10 /0
1 to 4 Use actual weights or asked (volunteered) weights plus 10 lb
5 231 233 235 237 239 241 243 245 247 249 251
6 to 8 219 221 223 225 227 229 231 233 235 237 239
9 to 11 209 211 213 215 217 219 221 223 225 227 229
12 to 16 203 205 207 209 211 213 215 217 219 221 223
17 to 25 198 200 202 204 206 208 210 212 214 216 218
26 to 30 194 196 198 200 202 204 206 208 210 212 214
31 to 53 191 193 195 197 199 201 203 205 207 209 211
54 to 70+ 188 190 192 194 196 198 200 202 204 206 208
C. An operator may make the following adjustments to the table above—

1) An operator may subtract 6 pounds from the passenger weight outlined above if it has a
no-carry-on bag program or does not allow any carry-on baggage into the cabin of the
aircraft.
2) An operator should add 5 pounds to the weights above during the winter season.
D. An operator may interpolate between columns on the chart if the operator’s assumed ratio of
male passengers to female passengers does not exactly match the values given.
E. To account for a child’s weight, for children ages 2 years to less than 13 years of age, the
standard average child weight located in Table 2-1 may be used. Weights of children under
the age of 2 have been factored into the segmented adult passenger weight.
9.2 LOADING ENVELOPE CURTAILMENT & BAG WEIGHT WITH SEGMENTED WEIGHTS
9.2.1 LOADING ENVELOPE CURTAILMENT
An operator using segmented passenger weights may use the standard average passenger
weights when curtailing its operational loading envelope using the methods described in
Appendices B and C.

9.2.2 BAG WEIGHTS

An operator using segmented weights may use
actual weights for bags or the standard average An operator using segmented pas-
senger weights may not use survey-
bag weights provided in Section 7. derived average bag weights.
9.2.3 EXAMPLE OF USE OF CAAV-PROVIDED SEGMENTED WEIGHTS

An operator of a 30 passenger-seat aircraft conducts a survey to count the percentage of male
and female passengers on its flights and determines that 50 percent of the passengers are
male and 50 percent are female.
 If the operator has an approved carry-on bag program, the operator should use 204 pounds in
the summer and 209 pounds in the winter.
 If the operator has a no carry-on bag program, the operator should use 198 pounds in the summer
and 203 pounds in the winter and account for all plane-side loaded bags as 20 pounds each.
SECTION 10 ACTUAL WEIGHT PROGRAMS
10.1 DETERMINING ACTUAL PASSENGER WEIGHTS

An operator may determine the actual weight of passengers by—
1) Weighing each passenger on a scale before boarding the aircraft (types of weight scales
and scale tolerances will be defined in the operator’s approved mass & balance control
program); or
2) Asking each passenger his or her
If an operator believes that the weight volun-
weight. teered by a passenger is understated, the opera-
tor should make a reasonable estimate of the
(a) An operator should add to this
passenger’s actual weight and add 10 pounds.
asked (volunteered) weight at least
10 pounds to account for clothing.
(b) An operator may increase this allowance for clothing on certain routes or during
certain seasons, if appropriate.
10.2 DETERMINING ACTUAL WEIGHTS OF PERSONAL ITEMS & BAGS

To determine the actual weight of a personal item, carry-on bag, checked bag, plane-side loaded
bag, or a heavy bag, an operator should weigh the item on a scale.
10.3 RECORDING ACTUAL WEIGHTS

An operator using actual weights should record all weights used in the load buildup.
SECTION 11 OPERATOR REPORTING SYSTEMS & CAAV OVERSIGHT
11.1 PILOT & AGENT REPORTING SYSTEMS

A. Each operator should develop a reporting system and encourage employees to report any
discrepancies in aircraft loading or manifest preparation.
B. These discrepancies may include errors in documentation or calculation, or issues with aircraft
performance and handling qualities that indicate the aircraft weight or balance is not accurate.

C. Operators should attempt to determine the cause of each discrepancy and take appropriate
corrective action.
 This would include a load audit on affected flights or conducting a passenger or bag weight survey in
accordance with this AC if trends indicate it is warranted.
11.2 CAAV OVERSIGHT

A. The CAAV has divided the responsibility of overseeing an operator’s mass & balance control
program between the operator’s principal operations inspector (POI) and principal maintenance
inspector (PMI).
B. An operator that wishes to change aspects of its mass & balance control program, including
average weights, should submit all applicable supporting data to the POI and PMI, as
applicable, for approval.
C. If the CAAV approves the changes, the CAAV will issue revised operations specifications
containing the appropriate approvals.
D. As a minimum annual requirement, each operator’s mass and balance program will be
inspected in detail each 12 consecutive month period and each time there is an occurrence
that may be related to this program.
The Remainder Of This Page Intentionally Left Blank

APPENDIX A
Sample Operational Loading Envelope
1. Introduction
A. The following is an example of how to develop an operational loading envelope.
B. For this example, a hypothetical 19-seat commuter category aircraft is used.
C. Although this example uses inches to measure fuselage station, an operator may choose to
use an index system for convenience.
2. Assumptions for This Example

A. Passenger weight
1) Because the aircraft is originally type-certificated for 5 or more passenger seats, it would
be appropriate to use the average weights listed in Section 7.
2) For this example, it is assumed that the operator has a no-carry-on baggage program.
Therefore, the operator should use a standard average passenger weight of 189
pounds in winter and 184 pounds in summer.
3) For this example, a standard average passenger weight of 189 pounds is used.
4) The operator also assumes that passengers are distributed throughout the cabin in
accordance with the window-aisle-remaining method.
 Note that because this aircraft has only two window seats per row, the operator may
reasonably assume that passengers begin seating themselves in the front of the cabin and
select the most forward seat available.
B. Bag weights. For this example, the operator assumes that a checked bag weighs 30
pounds and a plane-side loaded bag weighs 20 pounds.
C. Interior seating. For this example, consider a commuter category 19-seat aircraft with
the interior seating diagram shown below. For this example, the fuselage station (F.S.) of each
seat row is the seated passenger centroid. (For other diagrams this may not be true.)

3. Curtailments for Passenger Seating Variation

A. Establishing zones. The operator elects to separate the passenger cabin into three zones.
Zone 1 will contain rows 1 to 3, zone 2 will contain rows 4 to 6, and zone 3 will contain rows
7 to 9.
B. Determining the centroid of each zone.
For this sample aircraft, see Figure A-1 through
When using cabin zones, an operator A-3 below.
assumes that all passengers are sitting at
the centroid of their zone. To find the
centroid of each zone—
1) Multiply the number of seats in each row of the zone by the location of the row,
2) Add each number calculated in step 1, and
3) Divide the number in step 2 by the total number of seats in the zone.
FIGURE A-1: Calculation of Zone 1 Centroid

C. Comparing loading assumptions. To determine the appropriate amount of curtailment, the

operator should compare aircraft loading based on the window-aisle-remaining assumption
with aircraft loaded based on the assumption that passengers are sitting at the centroid of their
respective zones. An operator may determine the appropriate curtailment by comparing
the moments resulting from these assumptions and identifying the loading scenarios that
result in the most forward or aft center of gravity (CG) location. See Figure A-4 through A-15
below.
4. Curtailment Calculation For Zone 1

FIGURE A-4: Moments resulting from the Zone Centroid Assumption for Zone 1
FIGURE A-5: Moments resulting from the Window-Aisle-Remaining Assumption for Zone 1
FIGURE A-6: Comparison of Moments for Zone 1

FIGURE A-7: Sample Passenger Seating Moment (Zone 1)
FIGURE A-8: Moments Resulting from the Zone Centroid Assumption for Zone 2
FIGURE A-9: Moments Resulting from the Window-Aisle-Remaining Assumption for

Zone 2

FIGURE A-12: Moments Resulting from the Zone Centroid Assumption for Zone 3

FIGURE A-13: Moments Resulting from the Window-Aisle-Remaining Assumption for

Zone 3.
1) Determining the most adverse loading. It is important that an operator examine the
above results (from Figures A-4 through A-15) for each zone and determine which
loading scenario results in the greatest difference in moments.

(a) For zones 1 and 2, having two, three, or four passengers in the zone results in the
largest difference between the moments.
(b) For zone 3, having four passengers in the zone results in the largest difference.
(c) In this case, the operator should curtail the manufacturer’s loading envelope
forward and aft by the sum of these moments, 36,666 inch-pounds, to account for
the potential variation in passenger seating.
(d) In this example, the 36,666 inch-pounds is the sum of 11,340 from Figure A-6; 10,962
from Figure A-10; and 14,364 from Figure A-14.
2) Using actual seating location. Alternatively, an operator may reasonably avoid the
above curtailment calculations by determining the actual seating location of each
passenger in the cabin.
(a) By eliminating potential variation in passenger seating, an operator would not need to
make assumptions about passenger seating and would not need to curtail the loading
envelope accordingly.
(b) An operator choosing to use actual seating location should have procedures in
place to ensure that passengers sit in their assigned location.
7. Other Curtailments to the Manufacturer’s Loading Envelope

A. Variation in passenger weight. Because the operator in this example elects to use
standard average weights on a small-cabin aircraft, an additional curtailment for potential
variation in passenger weight is required. The operator should curtail the manufacturer’s
loading envelope as described in Appendix B.
B. Variation in fuel density. Because the loading of fuel does not significantly change the CG of
the aircraft, the operator would not need to provide a curtailment for variation in fuel density.
C. Fuel movement in flight. For this sample aircraft, the manufacturer has considered the
movement of fuel in flight. Therefore, the operator does not need to include additional
curtailments in the operational loading envelope.
D. Fluids. The sample aircraft does not have a lavatory or catering.
E. Bags and freight. The sample aircraft has an aft bag compartment split into two sections. If
the operator has procedures in place to restrict the movement of bags between the two
sections, no additional curtailment to the envelope is required.
F. In-flight movement of passengers and crew members. Because there are no cabin crew
members and the aircraft is not equipped with a lavatory, it is reasonable to assume that
passengers or crew members will not move about the cabin in flight.
G. Movement of flaps and landing gear. The manufacturer of the sample aircraft has
considered the movement of flaps and landing gear in the development of its loading
envelope. The operator does not need to include any additional curtailments in its operational
loading envelope for the movement of those items.
H. Fuel consumption. The fuel vector for the sample aircraft provides a small aft movement that
requires a -8,900 inch-pounds curtailment to the aft zero fuel weight limits to ensure the
aircraft does not exceed the aft limit as fuel is burned. This equates to a -0.8 inch
curtailment at an estimated operational empty weight of 11,000 pounds with a linear transition
to a -0.6 inch curtailment at maximum zero fuel weight (MZFW) of 16,155 pounds. In this
example, the 8,900 inch-pounds is the fuel burn deviation that would bring the aircraft outside
the aft CG limit during the course of flight.

8. Operational Loading Envelope Diagrams

A. Figure A-16 below shows the operator’s curtailments to the manufacturer’s loading
envelope, based on the assumptions made about variations in passenger seating and weight,
as well as fuel consumption
FIGURE A-16: Operational Loading Envelope of Curtailment for Variations in Passenger
Seating.
To expand the operational loading envelope, an operator could choose to use the actual
seating location of passengers in the cabin and reduce the curtailment for variations in
passenger seating. Figure A-17 below shows the expansion of the operational loading envelope
FIGURE A-17: Operational Loading Envelope using actual Seating Location of Passengers.

APPENDIX B
Additional Curtailment to CG Envelopes in Small Cabin Aircraft
A. The use of average weights for small cabin aircraft requires consideration of an additional
curtailment to the center of gravity (CG) envelope for passenger weight variations and
male/female passenger ratio. This curtailment is in addition to the standard
curtailments discussed in Section 4 of this AC, with examples in Appendix A.
1) Passenger weight variation is determined by multiplying the standard deviation (from
the source of the average passenger weight used) by the row factor from Figure B-1.
The following Figure is a statistical measure that ensures a 95% confidence level of
passenger weight variation, using the window-aisle-remaining seating method
FIGURE B-1: Row Factor.
2) Protect against the possibility of an all-male flight by subtracting the difference between the
male and average passenger weight.
3) The sum of these two provides an additional weight to be used for CG curtailment, similar
to the way in which passenger seating variation is calculated.
B. Calculation of the curtailment passenger weight variation is decided by multiplying the
standard deviation by the correction factor and adding the difference between the average all-
male and average passenger weight.
 For example, assuming a 47-pound standard deviation, the difference between the average all-male
and average passenger weight is 10 pounds (from 1999–2000 National Health and Nutrition

Examination Survey (survey) data), and a sample aircraft with 9 rows in a 2-abreast configuration.
The additional weight to be curtailed is determined as—
C. For the example, the additional curtailment should be accomplished by assuming

passenger loading at 90 pounds using the program method for passenger seating variation
(e.g., window-aisle-remaining).
 Using the window-aisle-remaining method, the additional curtailment in the example is determined
to be 59,031 inch-pounds forward and aft. Figure B-2 displays the calculations used in this
example.
FIGURE B-2: Sample Curtailment due to Variations in Passenger Weight and Male/Female
Ratio using the Window-Aisle Method
 The following definitions describe the parameters used in the samples in Figures B-2 and B-3—
 Seat Centroid: Location of passenger weight at seat
 Seat Moment: Additional passenger weight × seat centroid
 Total Weight: Sum of additional passenger weights (running total)
 Total Moment: Sum of additional passenger moments
 Moment Deviation: Difference between total moment and moment generated by assuming
additional passenger weight is located at the cabin centroid (323.8 in)
D. If the operator chooses to use the passenger cabin zone concept (as described in
Appendix A) and apply this concept to account for variation in passenger weight, then the row
factor in Figure B-1 corresponding to the number of rows in each zone should be used.
1) Considering three cabin zones with each zone containing three rows in a 2-abreast
configuration, the required row factor (see Figure B-1) is 2.41.

 The row factor is multiplied by the standard deviation and the difference between average all-
male and average passenger weights is added to provide the additional weight consideration.
 In the example, the standard deviation is calculated from the survey data as 47 pounds, and
the difference between average all-male and average passenger weights is 10 pounds.
 The resulting additional weight for curtailment is 47 × 2.41 + 10 = 123 pounds.
 This additional weight is applied per the window-aisle-remaining concept for each cabin zone
independently and the results are summed to determine the amount of curtailment.
 In this case, the curtailment is found to be 23,791 inch-pounds forward and aft.
2) If an operator chooses to use row count, the operator must use the row factor for two
rows.
 In this example the required row factor is 2.96 (see Figure B-1).
 The row factor is multiplied by the standard deviation and the difference between average all-
male and average passenger weight is added to provide the additional weight consideration.
 In the example, the standard deviation is calculated from the survey data as 47 pounds, and
the difference between average all-male and average passenger weights is 10 pounds.
 The resulting additional weight for curtailment is 47 × 2.96 + 10 = 149 pounds.
 This additional weight is applied as if a two-row passenger zone concept is used for passenger
seating.
 The resulting curtailment is determined to be 17,880 inch-pounds forward and aft (see Figure
B-3)
FIGURE B-3: Sample Curtailment Due To Variations In Passenger Weight And Male/female
Ratio Using Row Count Method.
End of Appendix B

APPENDIX C
Options to Improve Accuracy
A number of options are available that enable operators to deviate from standard assumed
weights and may also provide relief from constraints required when assumed averages are used.
These options include—
1. Surveys
A. Surveys may be accomplished for passenger weights (to include carry-on bags), checked
baggage weights, male/female ratios, and fuel densities.
B. These surveys may be conducted for entire operator route systems, or by specific market or
region.
C. Surveys practices and data reduction must conform to the requirements defined in this
advisory circular (AC).
D. Use of surveys may allow an operator to use passenger and baggage weights less than the
standard specified in this AC.
E. Also, a survey may find that the assumed male/female ratio is incorrect and appropriate
adjustments must be made.
1) For example, let’s assume the following results from an approved passenger and
baggage survey.—
 Male passenger weight (M) = 183.3 pounds Female passenger weight (F) = 135.8 pounds
 Difference between male and average passenger weights = 24.0 pounds
 Standard deviation of total sample (Sigma) = 47.6 pounds
 Male/female ratio (Pax Ratio) = 50.6 percent Checked baggage weight = 29.2 pounds Baggage
checked plane-side = 21.3 pounds
 Carry-on and personal items weight (CO Wt) = 10.4 pounds
 Carry-on and personal items per passenger ratio (CO Ratio) = 0.82 pounds
 Survey conducted in summer months
2) The resulting assumed passenger weight for loading is expressed as—
 Passenger Weight = (M x Pax Ratio) + (F x (1 - Pax Ratio)) + (CO Wt x CO Ratio) And is
determined as—
 Summer Passenger Weight = (183.3 x 0.506) + (135.8 x (1 - 0.506)) + (10.4 x 0.82) = 169 lb
 Winter Passenger Weight = 169 + 5 = 174 lb
3) Survey results would also be used to determine the additional curtailment for variations to
passenger weight. Assuming a 19-seat aircraft in 2-abreast configuration in this example,
the additional weight to be curtailed would be—
 Additional Weight for Curtailment = (47 x 1.70) + 24 = 104 lb
4) Also in the example, the assumed checked baggage weight is 30 pounds.
 Plane-side loaded bags would be assumed to weigh 20 pounds. (These weights are the
standard average weights provided for a no-carry-on baggage program as described in
Chapter 2, Section 2).

2. Actual Weights
A. It is permissible to use actual weights in lieu of standard average, segmented, or survey-
derived average weights (if applicable).
B. Parameters that may use actual weights include—
1) passenger weights,
2) checked baggage weights,
3) carry-on bag weights,
4) crew weights, and
5) fuel density/weight.
3. Passenger Cabin Zones and Row Count

A. Passenger cabins may be split up into zones provided an acceptable procedure for
determination of passenger seating is included (e.g., use of seat assignments or the crew
counts each seated passengers by zone).
B. If zones are used, it may be reasonable for the operator to reduce the center of gravity (CG)
passenger seating curtailment by accommodating variations within each individual zone
separately and totaling the results.
C. Passenger row count allows the operator to reduce the seating variation by accounting for
the row in which the passenger is actually seated. An example of use of passenger zones
follows.
1) Assume an aircraft interior as displayed in Figure C-1.
FIGURE C-1: Sample Aircraft Interior Seating Diagram
2) Assume that for mass & balance purposes, it is desirable to break up the cabin into
passenger zones.

3) Appendix B provides a sample calculation of curtailing for passenger seating variations

using a hypothetical commuter category 19-seat aircraft with 3 passenger zones.
4) A more accurate mass & balance calculation requiring less curtailment may be provided
by increasing the number of passenger zones.
5) For example, an increase to 5 passenger zones would result in the following—
 Zone 1 (rows 1−2)
 Zone 5 (row 9)
6) Use of the window-aisle-remaining method will be used in each zone to provide a total
curtailment to the CG envelope. (For this sample aircraft, window-aisle-remaining method
simply becomes forward and aft end loading).
7) For each zone, a zone centroid must be calculated by counting the total number of seats
and averaging their location.
 Zone 1 centroid = (2 x 198.0 + 2 x 228.0) / (2 + 2) = 213.0 in
 Zone 5 centroid = (3 x 436.0) / (3) = 436.0 in
8) Assuming the standard winter passenger weight of 189 pounds is used in the curtailment,
the calculation of the total moment is required for comparison to the zone moment,
assuming each passenger is seated at the centroid of each passenger zone.
9) The total moment is found by summing the individual moments calculated at each
occupied seat in the window-aisle-remaining progression
FIGURE C-2: Forward Curtailment Calculations – Zone 1

D. The curtailment for passenger seating variation is determined by adding the largest delta
moments from each of the passenger zones.
E. In the example, the curtailment to the forward CG limit for passenger seating variation is -
22,680 inch-pounds (-5,670 + -5,859 + -5,481 + -5,670 + 0).
F. Similarly, the curtailment to the aft limit of the CG envelope using the window-aisle remaining
method loading from the most aft seat row moving forward (in each zone) would result in an
adjustment of +22,680 inch-pounds.
G. These curtailments compare favorably to the curtailments of + 36,666 inch-pounds determined
in the sample provided for three passenger zones in Appendix B.
4. Actual Male/Female Counts

A. Loading systems may use separate male and female assumed passenger weights for each
operation.
1) If the operator’s mass & balance program is approved for use of male/female weights,
then the operator must count the number of male passengers and female passengers
separately.
2) The male and female weights used may be from the development of standard
passenger weight or they may be determined through an operator-developed survey.
3) Use of male/female weights may be for entire operations or for a particular route and/or
region of flying.
B. An example of how male/female ratios can be applied to mass & balance systems follows—
1) Assuming the operator is using the survey results as described in subparagraph (1)
above, the assumed male and female passenger weights, including average carry-on
baggage, are computed as—
(a) Male passenger weight (summer) = 183.3 + 10.4 × 0.82 = 192 lb
(b) Male passenger weight (winter) = 192 + 5 = 197 lb
(c) Female passenger weight (summer) = 135.8 + 10.4 × 0.82 = 144 lb
(d) Female passenger weight (winter) = 144 + 5 = 149 lb
2) The mass & balance manifest would provide for identification of male/female
identification and the passenger weights would be summed accordingly.
 For instance, 7 male and 11 female passengers would result in a total passenger weight of (7 ×
192) + (11 × 144) = 2,928 pounds.

5. Adolescent (Child) Weights

A. In most circumstances, an operator may consider any passenger who is less than 13 years
of age and is occupying a seat to weigh less than an adult passenger.
B. The standard average adolescent child weights can be found in Section 6.
6. Standard Weights with Approved No-Carry-on Baggage Program

 Summer Passenger Weight = 184 lb
 Winter Passenger Weight = 189 lb
 Checked Baggage Weight = 30 lb each
 Baggage Checked Plane-side = 20 lb each
Inclusion in the no-carry-on baggage program does not preclude use of actual or surveyed weights
for passengers, carry-on/personal items, checked baggage, or baggage checked plane-side.
7. Automation
A. Automation may also be used to provide a more accurate mass & balance program.
B. Examples of automation include—
1) Use of seat assignments for the determination of passenger moment and
2) Historical seating to determine passenger moment.
End of Advisory Circular

This Page Intentionally Left Blank

AC-17001-MassBalance-A2010

Uploaded by

Copyright:

Available Formats

AC-17001-MassBalance-A2010

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

AC-17001-MassBalance-A2010

Uploaded by

Copyright:

Available Formats

CIVIL AVIATION AUTHORITY ADVISORY CIRCULAR

1.2 STATUS OF THIS ADVISORY CIRCULAR

Issue Date: 31 March 2010

1.5 RELATED REGULATIONS

1.6 RELATED READING MATERIAL

1.7 DEFINITIONS & ACRONYMS

Issue Date: 31 March 2010

Issue Date: 31 March 2010

(a) Crew members, supernumeraries, and bags;

Issue Date: 31 March 2010

(a) Unusable fuel and other unusable fluids;

SECTION 2 INTRODUCTION & GENERAL CONCEPTS

2.1 HOW IS THIS AC ORGANIZED

2.2 WHO SHOULD USE THIS AC

Issue Date: 31 March 2010

2.3 OPERATOR-DRIVEN APPROVALS

2.4 CAAV APPROVAL OF MASS & BALANCE CONTROL PROGRAM

2.5 THREE CATEGORIES OF AIRCRAFT BY CABIN SIZE

Aircraft with fewer than five passenger seats

Issue Date: 31 March 2010

For this AC, an aircraft originally

71+ Passenger seats Large-cabin aircraft

30 to 70 passenger seats Medium-cabin aircraft

5 to 29 passenger seats Small-cabin aircraft

B. These categories are discussed in greater detail in Section 6.

2.6 STANDARD AVERAGE VS SEGMENTED WEIGHTS

2.6.2 SEGMENTED WEIGHTS

2.6.3 RESTRICTION ON USE OF AVERAGE OR SEGMENTED WEIGHTS

2.7 CAAV STANDARD AVERAGE WEIGHTS

Issue Date: 31 March 2010

SECTION 3 ESTABLISHING AIRCRAFT EMPTY WEIGHT

3.1 ESTABLISHING THE INITIAL WEIGHT OF AN AIRCRAFT

3.1.2 AIRCRAFT TRANSFERRED BETWEEN OPERATORS

3.2 DOCUMENTING CHANGES TO AN AIRCRAFT’S MASS & BALANCE

Issue Date: 31 March 2010

INCREMENTAL WEIGHT CHANGES THAT SHOULD BE RECORDED IN A

Large-cabin aircraft Plus or Minus 10 lb. or greater

Medium-cabin aircraft Plus or Minus 5 lb. or greater

Small-cabin aircraft Plus or Minus 1 lb. or greater

3.3 MAINTAIN THE OPERATIONAL EMPTY WEIGHT

3.4 REESTABLISHMENT OF OEW

3.5 FLEET OPERATING EMPTY WEIGHTS (FOEW)

3.6 PRESCRIBED RE-WEIGHING PERIODS

Issue Date: 31 March 2010

3.6.2 FLEET WEIGHING

3.6.3 DEFINING A FLEET

INCREMENTAL WEIGHT CHANGES THAT SHOULD BE RECORDED IN A

For fleets of— An operator must weigh (at minimum)—

1 to 3 aircraft All aircraft

4 to 9 aircraft 3 aircraft, plus at least 50% of the number greater than 3

Issue Date: 31 March 2010

3.7 WEIGHING AIRCRAFT MODIFICATIONS

1) The operator should weigh two or more

3.7.1 PRESCRIBED WEIGHING PROCEDURES

 These precautions include checking to

SECTION 4 LOADING SCHEDULES & ENVELOPES

4.1 AIRCRAFT LOADING SCHEDULES

Issue Date: 31 March 2010

 This is because the loading schedule is

4.1.2 BASIC DEVELOPMENT STRATEGIES