weight and balance/loading errors .UK/CAA progress
Whilst external publicity campaign may be slow to start off with, the UK/CAA have formed a GHOST sub-committee (Ground Handling Operational Safety Team) whose membership comes from a range of airlines and ground handlers in order to look more deeply into the causes of loading errors and weight and balance errors for operators ex UK territory and how to eradicate the trend!!
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This is ongoing and progressing with the help of volunteer membership from the fields of airlines and ground handlers.
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The aim is to minimise,reduce the risk, by knowledge and training and hopefully eliminate loadsheet and misloading errors by the request for co-operation by airline "providers" for full training, qualification and refreshers by all those companies and individual employees involved in traffic and ramp duties.
No current ground UK licencing legislation exists other than the Air Navigation Orders reminder that one shouldn't "knowingly or willingly make a incorrect entry onto a loadsheet whatsover".
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It is currently a matter for the AIRLINE to select and AUDIT the GROUND HANDLER and to provide the Ground Ops/Loading/Traffic manual material with the standards and procedures for "traffic duties" of the airlines own head offices.
The issues as discussed in these forums on PPRUNE include:
1/The use of "RUNNERS" at a/c side for co-ordination of paperwork/turns who may be basically trained but not weight and balance qualified en masse.
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2/The use of Global CLC/CLP methods including LMCs for report back before airborne to the flight deck either by ACARS or loadsheet LMC box.
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3/Induction training standards by ground handlers/airlines to ALL groundcrews whether they be check-in agents, loading team,traffic agencies and aircrew.
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4/Refresher training standards and local "licencing/validation certification"
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5/The LIRF estimated load v final load for weight and trim, accurately annointed and loadsheet/balance chart compared and adjusted to 100% final.
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6/Passenger bay seating v row seating for trim and cabincrew control over it
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7/Standard baggage weights v actual baggage weights v heavy baggage.
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8/Overcoming the "fear" factor of agency employees wishing to report rogue airlines or ground handling supervisors for alleged loadsheet "adjustments" when overweight situation occurs (usually baggage weights too high at close-out)
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9/The reluctance of Ground Handlers to report customer airlines for loading or weight and balance irregularities by use of a GSR (Ground Safety Report)
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10/The actual knowledge to every employee of airlines/ground handler that they may report either genuine errors or deliberate "fudging of weights" scenarios to the authorities in confidence.
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Hopefully, over the next few months, more public awareness information will be made available, so that ANY employee for ANY walk of life at the airport will be made more aware of the importance of weight and balance and correct aircraft loading, regardless of which ground services department or aircrew division you all work for.
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Finally, the loadsheet has a better chance of being 100% accurate if the checklist is put in place before presentation to the captain that the physical confirmation by tick/yellow pen/circle/initial or any other visible means can demonstrate to the captain and give confidence to him/her that the following have been double-checked BEFORE PRESENTATION to the commaander;
REGISTRATION
DATE
DESTINATION(s)
FLIGHT NUMBER
CREW COMPLEMENT
PANTRY CODE
DOW/DOI or APS WT/INDEX
TAKE OFF FUEL/TAXI/BURN
PAX ON BOARD
DEADLOAD IN HOLDS
LOADING INSTRUCTION V LOADSHEET DISTRIBUTION
BAGGAGE WEIGHTS ACTUALS/ NOTIONAL SCHEDULE/CHARTER
PAX WEIGHTS CHARTER OR SCHEDULE OR SEASONAL ROUTING APPROVED
DEADLOAD IN HOLDS IS GOING TO SAME PLACE AS LOADSHEET SUGGESTS!!
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I hope this gives confidence to all PPRUNE readers and contributors that there really are panels/committees that exist for the good of accurate load control and safe flying every sector as an result of these awareness campaigns.
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