lcc loadsheets
HERE IS THE SCIENCE BIT..
The EU-OPS (ANO of the past) makes is a legal requirement for the person presenting the loadsheet and balance chart to the crew, to have provided an accurate mass and balance database which can be proven, (as indeed you will have to do of there is an "incident" !!).
If a loadsheet is produced by a linked up DCS system (check-in with loadsheet entries combined actions) then the loadsheet will reflect the TRUE balance as passengers had seat numbers allocated and sat in those seats, linking up the data of where they are sat against the "seat row trim" on the loadsheet by the passenger zone distribution.
There is no need to redistribute passengers as you have recorded a true balance state on your loadsheet and could actually COMPROMISE safety by moving passengers about for visual comfort and speadability for the crew.
If a loadsheet/trim chart is produced MANUALLY or COMPUTERISED at either the Ops office or on board by the FLT DECK crew's own hands and laptop, (not linked directly to pasenger seat row numbers) but based on estimated zone split in the cabins to achieve by bay row or free seating distribution, then the LEGAL OBLIGATION on the loadsheet presenter to the crew, is to ensure that the CABINCREW and FLT DECK crew are made aware of the bay split distribution to be achieved and that the CABINCREW actually carry out and report to the FLT DECK crew that the passenger "spread" is as per the distribution dictated by the LOADSHEET OFFICER or the FLT DECK CREW.
Most LCC may have "FREE SEATING" status and the onus put on CABINCREW to evenly distribute the passengers in various BAYS when they board and visually run to their chosen seats.
Sometimes, even spread is not achievable due u/s seats or u/s doors.
The captain still has to be told that the distribution is as required by the company policy in the GOM or by the instructions of the LOADSHEET PRESENTER/FLT DECK CREW.
DCS and MANUAL loadsheets that use a BAY SPLIT (0A 0B 0C ETC)for trimming will have had a safeguard built into the balance chart's CENTRE OF GRAVITY (MAC%)by reducing the SAFE ENVELOPE RANGE to allow for some risks of variances of load shift by using FREE BAY SEATING BY AREAS.
Ultimately, when the captain signs off the loadsheet, the presenter of the loadsheet, regardles of whther they PREPARED it or just PRESENTED it, must have done and confirmed to the crew, their basic pre-presentation checks to ensure that the passengers (as well as the deadload) are considered in balance purposes for what the loadsheet reflects and what the TRIM STABILISER will ultimately be set for take off for.
The PRESENTER of the loadsheet/balance chart is perhaps the last GROSS ERROR CHECKER before the quick turn-round activities in the flight deck have been acheived and therefore the agent is a crucial link to air safety and accident prevention, (even if it is sometimes appears to be the government minimum wage for the job of TCO/runner etc !!)
In the event of an "incident" take-off/in-flt or landing phases, then the mass and balance documents presented to the aircraft will form a vital part of the enquiry, so if you have PRODUCED by CLP method or PRESENTED as a TCO/runner etc, be prepared for the potential summons if you didn't undertake your work at aircraft side with due diligence and complete accuracy of reporting.