CAT.POL.MAB.105 Mass and balance data and documentation

CONTENTS The mass and balance documentation should include advice to the commander whenever a non-standard method has been used for determining the mass of the load.

INTEGRITY The operator should verify the integrity of mass and balance data and documentation generated by a computerised mass and balance system, at intervals not exceeding 6 months. The operator should establish a system to check that amendments of its input data are incorporated properly in the system and that the system is operating correctly on a continuous basis.

SIGNATURE OR EQUIVALENT Where a signature by hand is impracticable or it is desirable to arrange the equivalent verification by electronic means, the following conditions should be applied in order to make an electronic signature the equivalent of a conventional hand-written signature:

(a)electronic ‘signing’ by entering a personal identification number (PIN) code with appropriate security, etc.;

(b)entering the PIN code generates a print-out of the individual’s name and professional capacity on the relevant document(s) in such a way that it is evident, to anyone having a need for that information, who has signed the document;

(c)the computer system logs information to indicate when and where each PIN code has been entered;

(d)the use of the PIN code is, from a legal and responsibility point of view, considered to be fully equivalent to signature by hand;

(e)the requirements for record keeping remain unchanged; and.

(f)all personnel concerned are made aware of the conditions associated with electronic signature and this is documented.

MASS AND BALANCE DOCUMENTATION SENT VIA DATA LINK Whenever the mass and balance documentation is sent to the aircraft via data link, a copy of the final mass and balance documentation, as accepted by the commander, should be available on the ground.

LAST-MINUTE CHANGES

(a)Mass and balance and load control documentation is expected to reflect the actual loaded state of the aircraft before departure. The final mass and balance and load control documentation needs to reflect any change that has been made to aircraft loading since the initial issue of the documents. These late adjustments are called last-minute changes (LMCs).

(b)LMCs are used to make late updates to the mass and balance and load control documentation without requiring the preparation of a new issue of the document.

(c)If in any doubt about the limitations of the aircraft, the operator should ensure that the mass and balance and load control documents are reissued. LMCs contain the following information at a minimum:

(1)the load to be changed (baggage, passengers, cargo, etc.),

(2)the mass of the load to be changed,

(3)the location of the load to be changed (cabin/bay area, cargo compartment, etc.),

(4)the nature of the change (enter ‘+’ for an increase or ‘–’ for a decrease, as appropriate).

(5)the intended location of the load (if remaining on board),

(6)the total mass and index change.

(d)Aircraft flight envelopes may be more restrictive at lower weights. Changes in loading applied to a lighter-loaded aircraft will affect its centre of gravity more, so LMCs should be checked carefully.

(e)With an increasing number of pieces of hand baggage, some of those pieces may need to be relocated into a cargo compartment. In such cases, the calculations should be completed as part of the LMCs.

(f)LMCs should be communicated to the commander in writing; for example, on an LMC slip or loadsheet, or verbally, which should be recorded in the flight file. [applicable from 27 March 2028 — ED Decision 2025/008/R]