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Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council
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85 kg, including hand baggage, for flight crew/technical crew members; and
75 kg for cabin crew members.
actual weighing;
determining the mass of the traffic load in accordance with standard passenger and baggage masses; or
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:
less than 10 for aeroplanes; or
less than six for helicopters.
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 |
for baggage:
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 |
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.
by weighing; or
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.
the aircraft is performed under the supervision of qualified personnel; and
traffic load is consistent with the data used for the calculation of the aircraft mass and balance.
aircraft registration and type;
flight identification, number and date, as applicable;
name of the pilot-in-command;
name of the person who prepared the document;
dry operating mass and the corresponding CG of the aircraft;
mass of the fuel at take-off and the mass of trip fuel;
mass of consumables other than fuel, if applicable;
load components including passengers, baggage, freight and ballast;
take-off mass, landing mass and zero fuel mass;
applicable aircraft CG positions; and
the limiting mass and CG values.
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;
the maximum last minute change allowed in passenger numbers or hold load is specified; and
new mass and balance documentation is prepared if this maximum number is exceeded.
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.
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.
The operator shall ensure that:
the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:
at take-off as required in NCC.POL.125;
en-route with one engine inoperative (OEI) as required in NCC.POL.130; and
at landing as required in NCC.POL.135;
allowing for expected reductions in mass as the flight proceeds and for fuel jettisoning;
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
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.
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;
the calculated take-off run shall not exceed the take-off run available;
a single value of V 1 shall be used for the rejected and continued take-off, where a V 1 is specified in the AFM; and
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.
to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or
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.]
Textual Amendments
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.
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. ]
Textual Amendments
F1Inserted by Commission Regulation (EU) No 800/2013 of 14 August 2013 amending Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (Text with EEA relevance).
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