NCC.POL.100 Operating limitations – all aircraft
Regulation (EU) No 800/2013
(a) During any phase of operation, the loading, the mass and the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the AFM, or the operations manual, if more restrictive.
(b) Placards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the aircraft.
NCC.POL.105 Mass and balance, loading
Regulation (EU) No 800/2013
(a) The operator shall establish the mass and the CG of any aircraft by actual weighing prior to initial entry into service. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.
(b) The weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation.
(c) The operator shall determine the mass of all operating items and crew members included in the aircraft dry operating mass by actual weighing, including any crew baggage, or by using standard masses. The influence of their position on the aircraft’s CG shall be determined. When using standard masses the following mass values for crew members shall be used to determine the dry operating mass:
(1) 85 kg, including hand baggage, for flight crew/technical crew members; and
(2) 75 kg for cabin crew members.
(d) The operator shall establish procedures to enable the pilot-in-command to determine the mass of the traffic load, including any ballast, by:
(1) actual weighing;
(2) determining the mass of the traffic load in accordance with standard passenger and baggage masses; or
(3) calculating passenger mass on the basis of a statement by, or on behalf of, each passenger and adding to it a predetermined mass to account for hand baggage and clothing, when the number of passenger seats available on the aircraft is:
(i) less than 10 for aeroplanes; or
(ii) less than six for helicopters.
(e) When using standard masses the following mass values shall be used:
(1) for passengers, those in Tables 1 and 2, where hand baggage and the mass of any infant carried by an adult on one passenger seat are included:
Table 1
Standard masses for passengers — aircraft with a total number of passenger seats of 20 or more
|
Passenger seats |
20 and more |
30 and more |
|
|
Male |
Female |
All adult |
|
|
Adults |
88 kg |
70 kg |
84 kg |
|
Children |
35 kg |
35 kg |
35 kg |
Table 2
Standard masses for passengers — aircraft with a total number of passenger seats of 19 or less
|
Passenger seats |
1 – 5 |
6 – 9 |
10 – 19 |
|
Male |
104 kg |
96 kg |
92 kg |
|
Female |
86 kg |
78 kg |
74 kg |
|
Children |
35 kg |
35 kg |
35 kg |
(2) for baggage:
(i) for aeroplanes, when the total number of passenger seats available on the aeroplane is 20 or more, standard mass values for checked baggage in Table 3;
Table 3
Standard masses for baggage — aeroplanes with a total number of passenger seats of 20 or more
|
Type of flight |
Baggage standard mass |
|
Domestic |
11 kg |
|
Within the European region |
13 kg |
|
Intercontinental |
15 kg |
|
All other |
13 kg |
(ii) for helicopters, when the total number of passenger seats available on the helicopters is 20 or more, the standard mass value for checked baggage of 13 kg.
(f) For aircraft with 19 passenger seats or less, the actual mass of checked baggage shall be determined:
(1) by weighing; or
(2) by calculation on the basis of a statement by, or on behalf of, each passenger. Where this is impractical, a minimum standard mass of 13 kg shall be used.
(g) The operator shall establish procedures to enable the pilot-in-command to determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual.
(h) The pilot-in-command shall ensure that the loading of:
(1) the aircraft is performed under the supervision of qualified personnel; and
(2) traffic load is consistent with the data used for the calculation of the aircraft mass and balance.
(i) The operator shall establish procedures to enable the pilot-in-command to comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment and the maximum seating limit.
(j) The operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements contained in (a) to (i). This system shall cover all types of intended operations.
CENTRE OF GRAVITY LIMITS — OPERATIONAL CG ENVELOPE AND IN-FLIGHT CG
In the Certificate Limitations section of the AFM, forward and aft CG limits are specified. These limits ensure that the certification stability and control criteria are met throughout the whole flight and allow the proper trim setting for take-off. The operator should ensure that these limits are respected by:
(a) Defining and applying operational margins to the certified CG envelope in order to compensate for the following deviations and errors:
(1) Deviations of actual CG at empty or operating mass from published values due, for example, to weighing errors, unaccounted modifications and/or equipment variations.
(2) Deviations in fuel distribution in tanks from the applicable schedule.
(3) Deviations in the distribution of baggage and cargo in the various compartments as compared with the assumed load distribution as well as inaccuracies in the actual mass of baggage and cargo.
(4) Deviations in actual passenger seating from the seating distribution assumed when preparing the mass and balance documentation. Large CG errors may occur when ‘free seating’, i.e. freedom of passengers to select any seat when entering the aircraft, is permitted. Although in most cases reasonably even longitudinal passenger seating can be expected, there is a risk of an extreme forward or aft seat selection causing very large and unacceptable CG errors, assuming that the balance calculation is done on the basis of an assumed even distribution. The largest errors may occur at a load factor of approximately 50 % if all passengers are seated in either the forward or aft half of the cabin. Statistical analysis indicates that the risk of such extreme seating adversely affecting the CG is greatest on small aircraft.
(5) Deviations of the actual CG of cargo and passenger load within individual cargo compartments or cabin sections from the normally assumed mid position.
(6) Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage procedure, unless already covered by the certified limits.
(7) Deviations caused by in-flight movement of cabin crew, galley equipment and passengers.
(b) Defining and applying operational procedures in order to:
(1) ensure an even distribution of passengers in the cabin;
(2) take into account any significant CG travel during flight caused by passenger/crew movement; and
(3) take into account any significant CG travel during flight caused by fuel consumption/transfer.
WEIGHING OF AN AIRCRAFT
(a) New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator, unless the mass and balance cannot be accurately established by calculation.
(b) The mass and centre of gravity (CG) position of an aircraft should be revised whenever the cumulative changes to the dry operating mass exceed ±0.5 % of the maximum landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This should be done either by weighing the aircraft or by calculation.
(c) When weighing an aircraft, normal precautions should be taken, which are consistent with good practices such as:
(1) checking for completeness of the aircraft and equipment;
(2) determining that fluids are properly accounted for;
(3) ensuring that the aircraft is clean; and
(4) ensuring that weighing is accomplished in an enclosed building.
(d) Any equipment used for weighing should be properly calibrated, zeroed and used in accordance with the manufacturer's instructions. Each scale should be calibrated either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment should enable the mass of the aircraft to be established accurately. One single accuracy criterion for weighing equipment cannot be given. However, the weighing accuracy is considered satisfactory if the accuracy criteria in Table 1 are met by the individual scales/cells of the weighing equipment used:
Table 1: Accuracy criteria for weighing equipment
|
For a scale/cell load |
An accuracy of |
|
below 2 000 kg |
± 1 % |
|
from 2 000 kg to 20 000 kg |
± 20 kg |
|
above 20 000 kg |
± 0.1 % |
DRY OPERATING MASS
(a) The dry operating mass should include:
(1) crew and crew baggage;
(2) catering and removable passenger service equipment; and
(3) tank water and lavatory chemicals.
(b) The operator should correct the dry operating mass to account for any additional crew baggage. The position of this additional baggage should be accounted for when establishing the centre of gravity of the aircraft.
(c) The operator should establish a procedure in the operations manual to determine when to select actual or standard masses for crew members.
(d) When determining the actual mass by weighing, crew members’ personal belongings and hand baggage should be included. Such weighing should be conducted immediately prior to boarding the aircraft.
MASS VALUES FOR PASSENGERS AND BAGGAGE
(a) The predetermined mass for hand baggage and clothing should be established by the operator on the basis of studies relevant to its particular operation. In any case, it should not be less than:
(1) 4 kg for clothing; and
(2) 6 kg for hand baggage.
The passengers’ stated mass and the mass of passengers’ clothing and hand baggage should be checked prior to boarding and adjusted, if necessary. The operator should establish a procedure in the operations manual when to select actual or standard masses and the procedure to be followed when using verbal statements.
(b) When determining the actual mass by weighing, passengers’ personal belongings and hand baggage should be included. Such weighing should be conducted immediately prior to boarding the aircraft.
(c) When determining the mass of passengers by using standard mass values, provided in Tables 1 and 2 of NCC.POL.105(e), infants occupying separate passenger seats should be considered as children for the purpose of this AMC. When the total number of passenger seats available on an aircraft is 20 or more, the standard masses for males and females in Table 1 of NCC.POL.105(e) should be used. As an alternative, in cases where the total number of passenger seats available is 30 or more, the ‘All Adult’ mass values in Table 1 of NCC.POL.105(e) may be used.
On aeroplane flights with 19 passenger seats or less and all helicopter flights where no hand baggage is carried in the cabin or where hand baggage is accounted for separately, 6 kg may be deducted from male and female masses in Table 2 of NCC.POL.105(e). Articles such as an overcoat, an umbrella, a small handbag or purse, reading material or a small camera are not considered as hand baggage.
For helicopter operations in which a survival suit is provided to passengers, 3 kg should be added to the passenger mass value.
(d) Mass values for baggage.
The mass of checked baggage should be checked prior to loading and increased, if necessary.
(e) On any flight identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to significantly deviate from the standard passenger mass, the operator should determine the actual mass of such passengers by weighing or by adding an adequate mass increment.
(f) If standard mass values for checked baggage are used and a significant number of passengers’ checked baggage is expected to significantly deviate from the standard baggage mass, the operator should determine the actual mass of such baggage by weighing or by adding an adequate mass increment.
ADJUSTMENT OF STANDARD MASSES
When standard mass values are used, item (e) of AMC1 NCC.POL.105(d) states that the operator should identify and adjust the passenger and checked baggage masses in cases where significant numbers of passengers or quantities of baggage are suspected of significantly deviating from the standard values. Therefore, the operations manual should contain instructions to ensure that:
(a) check-in, operations and loading personnel as well as cabin and flight crew report or take appropriate action when a flight is identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to significantly deviate from the standard passenger mass, and/or groups of passengers carrying exceptionally heavy baggage; and
(b) on small aircraft, where the risks of overload and/or CG errors are the greatest, pilots pay special attention to the load and its distribution and make proper adjustments.
TYPE OF FLIGHTS
(a) For the purpose of Table 3 of NCC.POL.105(e):
(1) domestic flight means a flight with origin and destination within the borders of one State.
(2) flights within the European region means flights, other than domestic flights, whose origin and destination are within the area specified in item (b).
(3) Intercontinental flight means flights beyond the European region with origin and destination in different continents.
(b) Flights within the European region are flights conducted within the following area:
— N7200 E04500
— N4000 E04500
— N3500 E03700
— N3000 E03700
— N3000 W00600
— N2700 W00900
— N2700 W03000
— N6700 W03000
— N7200 W01000
— N7200 E04500
as depicted in Figure 1: European region.
Figure 1:
The European region
FUEL DENSITY
(a) If the actual fuel density is not known, the operator may use standard fuel density values for determining the mass of the fuel load. Such standard values should be based on current fuel density measurements for the airports or areas concerned.
(b) Typical fuel density values are:
(1) Gasoline (reciprocating engine fuel) – 0.71
(2) JET A1 (Jet fuel JP 1) – 0.79
(3) JET B (Jet fuel JP 4) – 0.76
(4) Oil – 0.88
NCC.POL.110 Mass and balance data and documentation
Regulation (EU) 2021/1296
(a) The operator shall establish mass and balance data and produce mass and balance documentation prior to each flight specifying the load and its distribution in such a way that the mass and balance limits of the aircraft are not exceeded. The mass and balance documentation shall contain the following information:
(1) aircraft registration and type;
(2) flight identification, number and date, as applicable;
(3) name of the pilot-in-command;
(4) name of the person who prepared the document;
(5) dry operating mass and the corresponding CG of the aircraft;
(6) mass of the fuel/energy at take-off and mass of trip fuel/energy;
(7) mass of consumables other than fuel/energy, if applicable;
(8) load components including passengers, baggage, freight, and ballast;
(9) take-off mass, landing mass, and zero fuel/energy mass;
(10) applicable aircraft CG positions; and
(11) the limiting mass and CG values.
(b) Where mass and balance data and documentation are generated by a computerised mass and balance system, the operator shall verify the integrity of the output data.
(c) When the loading of the aircraft is not supervised by the pilot-in-command, the person supervising the loading of the aircraft shall confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation established by the pilot-in-command. The pilot-in-command shall indicate his/her acceptance by hand signature or equivalent.
(d) The operator shall specify procedures for last minute changes to the load to ensure that:
(1) any last minute change after the completion of the mass and balance documentation is entered in the flight planning documents containing the mass and balance documentation;
(2) the maximum last minute change allowed in passenger numbers or hold load is specified; and
(3) new mass and balance documentation is prepared if this maximum number is exceeded.
CONTENTS
The mass and balance documentation should include advice to the pilot-in-command 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 pilot-in-command should be available on the ground.
ON-BOARD INTEGRATED MASS AND BALANCE COMPUTER SYSTEM
An on-board integrated mass and balance computer system may be an aircraft installed system capable of receiving input data either from other aircraft systems or from a mass and balance system on the ground, in order to generate mass and balance data as an output.
STAND-ALONE COMPUTERISED MASS AND BALANCE SYSTEM
A stand-alone computerised mass and balance system may be a computer, either as part of an electronic flight bag (EFB) system or solely dedicated to mass and balance purposes, requiring input from the user, in order to generate mass and balance data as an output.
NCC.POL.111 Mass and balance data and documentation – alleviations
Regulation (EU) No 800/2013
Notwithstanding NCC.POL.110(a)(5), the CG position may not need to be on the mass and balance documentation, if the load distribution is in accordance with a pre-calculated balance table or if it can be shown that for the planned operations a correct balance can be ensured, whatever the real load is.
NCC.POL.115 Performance – general
Regulation (EU) No 800/2013
The pilot-in-command shall only operate the aircraft if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.
NCC.POL.120 Take-off mass limitations – aeroplanes
Regulation (EU) No 800/2013
The operator shall ensure that:
(a) the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:
(1) at take-off as required in NCC.POL.125;
(2) en-route with one engine inoperative (OEI) as required in NCC.POL.130; and
(3) at landing as required in NCC.POL.135;
allowing for expected reductions in mass as the flight proceeds and for fuel jettisoning;
(b) the mass at the start of take-off shall never exceed the maximum take-off mass specified in the AFM for the pressure altitude appropriate to the elevation of the aerodrome or operating site, and if used as a parameter to determine the maximum take-off mass, any other local atmospheric condition; and
(c) the estimated mass for the expected time of landing at the aerodrome or operating site of intended landing and at any destination alternate aerodrome shall never exceed the maximum landing mass specified in the AFM for the pressure altitude appropriate to the elevation of those aerodromes or operating sites, and if used as a parameter to determine the maximum landing mass, any other local atmospheric condition.
NCC.POL.125 Take-off – aeroplanes
Regulation (EU) No 379/2014
(a) When determining the maximum take-off mass, the pilot-in-command shall take the following into account:
(1) the calculated take-off distance shall not exceed the take-off distance available with a clearway distance not exceeding half of the take-off run available;
(2) the calculated take-off run shall not exceed the take-off run available;
(3) a single value of V1 shall be used for the rejected and continued take-off, where a V1 is specified in the AFM; and
(4) on a wet or contaminated runway, the take-off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions.
(b) Except for an aeroplane equipped with turboprop engines and a maximum take-off mass at or below 5 700 kg, in the event of an engine failure during take-off, the pilot-in-command shall ensure that the aeroplane is able:
(1) to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or
(2) to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with NCC.POL.130.
AMC1 NCC.POL.125 Take-off — aeroplanes
The following should be considered for determining the maximum take-off mass:
(a) the pressure altitude at the aerodrome;
(b) the ambient temperature at the aerodrome;
(c) the runway surface condition and the type of runway surface;
(d) the runway slope in the direction of take-off;
(e) not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; and
(f) the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.
AMC2 NCC.POL.125 Take-off – aeroplanes
CONTAMINATED RUNWAY PERFORMANCE DATA
Wet and contaminated runway performance data, if made available by the manufacturer, should be taken into account. If such data is not made available, the operator should account for wet and contaminated runway conditions by using the best information available.
AMC3 NCC.POL.125 Take-off – aeroplanes
ADEQUATE MARGIN
The adequate margin should be defined in the operations manual.
GM1 NCC.POL.125 Take-off – aeroplanes
RUNWAY SURFACE CONDITION
Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the aeroplane during take-off or landing, since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a contaminated runway, the first option for the pilot-in-command is to wait until the runway is cleared. If this is impracticable, he or she may consider a take-off or landing, provided that he or she has applied the applicable performance adjustments, and any further safety measures he or she considers justified under the prevailing conditions. The excess runway length available including the criticality of the overrun area should also be considered.
The determination of take-off performance data for wet and contaminated runways should be based on the reported runway surface condition in terms of contaminant and depth.
GM2 NCC.POL.125 Take-off – aeroplanes
ADEQUATE MARGIN
‘An adequate margin’ is illustrated by the appropriate examples included in Attachment C to ICAO Annex 6, Part I.
NCC.POL.130 En-route – one engine inoperative – aeroplanes
Regulation (EU) No 800/2013
The pilot-in-command shall ensure that in the event of an engine becoming inoperative at any point along the route, a multi-engined aeroplane shall be able to continue the flight to an adequate aerodrome or operating site without flying below the minimum obstacle clearance altitude at any point.
NCC.POL.135 Landing – aeroplanes
Regulation (EU) No 800/2013
The pilot-in-command shall ensure that at any aerodrome or operating site, after clearing all obstacles in the approach path by a safe margin, the aeroplane shall be able to land and stop, or a seaplane to come to a satisfactorily low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.
GENERAL
The following should be considered to ensure that an aeroplane is able to land and stop, or a seaplane to come to a satisfactorily low speed, within the landing distance available:
(a) the pressure altitude at the aerodrome;
(b) the runway surface condition and the type of runway surface;
(C) the runway slope in the direction of landing;
(d) not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; and
(e) use of the most favourable runway, in still air;
(f) use of the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.
AMC2 NCC.POL.135 Landing – aeroplanes
ALLOWANCES
The allowances should be stated in the operations manual.
GM1 NCC.POL.135 Landing — aeroplanes
ED Decision 2021/005/R
WET AND CONTAMINATED RUNWAY DATA
The determination of landing performance data should be based on information provided in the operations manual (OM) on the reported RWYCC. The RWYCC is determined by the aerodrome operator using the RCAM and associated procedures defined in ICAO Doc 9981 ‘PANS Aerodromes’. The RWYCC is reported through an RCR in the SNOWTAM format in accordance with ICAO Annex 15.