Arab Republic of Egypt ECAR Part 91

Ministry of Civil Aviation Appendix H

APPENDIX H
Mass and Balance

91.ah.1 General
(a) An operator shall ensure that during any phase of operation, the loading, mass and
centre of gravity of the aircraft complies with the limitations specified in the
approved aircraft flight manual, weight and balance manual, the mass and balance
program or the accepted operator operations manual if more restrictive.
(b) An operator must establish the mass and the centre of gravity of any aircraft by
actual weighing prior to initial entry into service and thereafter at intervals of 3
years if individual aircraft masses are used and 9 years if fleet masses are used. The
accumulated effects of modifications and repairs on the mass and balance must be
accounted for and properly documented. Furthermore, aircraft must be reweighed if
the effect of modifications on the mass and balance is not accurately known.
(c) An operator must determine the mass of all operating items and crewmembers
included in the aircraft dry operating mass by weighing or by using standard
masses. The influence of their position on the aircraft centre of gravity must be
determined.
(d) An operator must establish the mass of the traffic load, including any ballast, by
actual weighing or determine the mass of the traffic load in accordance with
standard passenger and baggage masses.
(e) An operator must 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
mass and balance program.

91.ah.2 Terminology
(a) Dry operating mass. The total mass of the aircraft ready for a specific type of
operation excluding all usable fuel and traffic load. This mass includes items such
as:
(1) Crew and crew baggage;
(2) Catering and removable passenger service equipment ; and
(3) Potable water and lavatory chemicals .
(b) Maximum zero fuel mass. The maximum permissible mass of an aircraft with no
usable fuel. The mass of the fuel contained in particular tanks must be included in
the zero fuel mass when it is explicitly mentioned in the aircraft flight manual
limitations.
(c) Maximum structural landing mass. The maximum permissible total aircraft mass
upon landing under normal circumstances.
(d) Maximum structural take off mass. The maximum permissible total aircraft mass at
the start of the take-off run.
(e) Passenger classification:
(1) Adults, male and female, are defined as persons of an age of 12 years and
above;
(2) Children are defined as persons of an age of two years and above but who are
less than 12 years of age;
(3) Infants are defined as persons who are less than 2 years of age; and
(4) Traffic load. The total mass of passengers, baggage and cargo, including any
non-revenue load.

91.ah.3 Loading, mass and balance

An operator shall specify, in the general operations manual, the principles and
methods involved in the loading and in the mass and balance system that meet the
requirements of this section. This system must cover all types of intended operations.

91.ah.4 Mass values for crew

(a) An operator shall use the following mass values to determine the dry operating
mass:
(1) Actual masses including any crew baggage ;
(2) Standard masses, including hand baggage, of 85 kg for cockpit crew members
and 75 kg for cabin crew members; or
(3) Other standard masses acceptables to the ECAA.

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 ECAR Part 91 Arab Republic of Egypt
Appendix H Ministry of Civil Aviation
(b) An operator must correct the dry operating mass to account for any additional
baggage. The position of this additional baggage must be accounted for when
establishing the centre of gravity of the aircraft.

91.ah.5 Mass values for passengers and baggage

(a) An operator shall compute the mass of passengers and checked baggage using
either the actual weighed mass of each person and the actual weighed mass of
baggage or the standard mass values specified in Tables 1 through 3 below except
where the number of passenger seats available is less than 10. In such cases
passenger mass may be established by use of a verbal statement by or on behalf of
each passenger and adding to it a pre-determined constant to account for hand
baggage and clothing. The procedure specifying when to select actual or standard
masses and the procedure to be followed when using verbal statements must be
included in the general operations manual.
(b) If determining the actual mass by weighing, an operator must ensure that
passengers’ personal belongings and hand baggage are included. Such weighing
must be conducted immediately prior to boarding and at an adjacent location.
(c) If determining the mass of passengers using standard mass values, the standard
mass values in Tables 1 and 2 below must be used. The standard masses include
hand baggage and the mass of any infant below 2 years of age carried by an adult
on one passenger seat. Infants occupying separate passenger seats must be
considered as children for the purpose of this sub-paragraph.
(d) Mass values for passengers – 20 passenger seats or more:
(1) Where the total number of passenger seats available on an aircraft is 20 or
more, the standard masses of male and female passengers in Table 1 are
applicable. 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 are
applicable; and
(2) For the purpose of Table 1, holiday charter means a charter flight solely
intended as an element of a holiday travel package. The holiday charter mass
values apply provided that not more than 5% of passenger seats installed in the
aircraft are used for the non-revenue carriage of certain categories of
passengers.

Table 1

20 30 and more
Passenger seats
Male Female All adult
All flights
except 88 kg 70 kg 84 kg
holiday charters
Holiday charters 83 kg 69 kg 76 kg
Children 35 kg 35 kg 35 kg

(e) Mass values for passengers – 19 passenger seats or less:

(1) Where the total number of passenger seats available on an aircraft is 19 or less,
the standard masses in Table 2 are applicable; and
(2) On flights where no hand baggage is carried in the cabin or where hand
baggage is accounted for separately, 6 kg may be deducted from the above
male and female masses. 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 the purpose of this sub-paragraph.
Table 2
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

(f) Mass values for baggage

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 Arab Republic of Egypt ECAR Part 91
Ministry of Civil Aviation Appendix H
(1) Where the total number of passenger seats available on the aircraft is 20 or
more the standard mass values given in Table 3 are applicable for each piece of
checked baggage. For aircraft with 19 passenger seats or less, the actual mass
of checked baggage, determined by weighing, must be used; and
(2) For the purpose of Table 3:
(i) Domestic flight means a flight with origin and destination within the
borders of one State; and
(ii) Intercontinental flight, means a flight with origin and destination in
different continents.

Table 3 – 20 or more passenger seats

Type of flight Baggage

standard mass
Domestic 11 kg
Intercontinental 15 kg
All other 13 kg

(g) If an operator wishes to use standard mass values other than those contained in
Tables 1 to 3 above, he must advise the ECAA of his reasons and gain its approval
in advance. He must also submit for approval a detailed weighing survey plan and
apply the statistical analysis method given in EAC 91-1. After verification and
approval by the ECAA of the results of the weighing survey, the revised standard
mass values are only applicable to that operator.The revised standard mass values
can only be used in circumstances consistent with those under which the survey
was conducted. Where revised standard masses exceed those in Tables 1–3, then
such higher values must be used.
(h) On any flight identified as carrying a significant number of passengers whose
masses, including hand baggage, are expected to exceed the standard passenger
mass, an operator must determine the actual mass of such passengers by weighing
or by adding an adequate mass increment.
(i) If standard mass values for checked baggage are used and a significant number of
passengers check in baggage that is expected to exceed the standard baggage mass,
an operator must determine the actual mass of such baggage by weighing or by
adding an adequate mass increment.
(j) An operator shall ensure that the pilot in command is advised when a non-standard
method has been used for determining the mass of the load and that this method is
stated in the mass and balance documentation.

91.ah.6 Mass and balance documentation

(a) An operator shall establish an ECAA approved method for use as mass and balance
documentation prior to each flight specifying the load and its distribution. The mass
and balance documentation must enable the pilot in command to determine that the
load and its distribution is such that the mass and balance limits of the aircraft are
not exceeded. The person preparing the mass and balance documentation must be
named on the document. The person supervising the loading of the aircraft must
confirm by signature that the load and its distribution are in accordance with the
mass and balance documentation. This document must be acceptable to the pilot in
command, his acceptance being indicated by countersignature or equivalent.
(b) An operator must specify procedures for last minute changes to the load.
(c) Subject to the approval of the ECAA, an operator may use an alternative to the
procedures required by paragraphs (a) and (b) above.

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 ECAR Part 91 Arab Republic of Egypt
Appendix H Ministry of Civil Aviation
ATTACHMENT 1
Mass and balance

91.ah.at.1.1– General
(a) Determination of the dry operating mass of an aircraft
(1) Weighing of an aircraft:
(i) New aircraft are normally weighed at the factory and are eligible to 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 operator with an approved mass control programme
to another operator with an approved programme need not be weighed
prior to use by the receiving operator until 4 years have elapsed since the
last weighing ; and
(ii) The individual mass and Centre of Gravity (CG) position of each aircraft
shall be re-established periodically. The maximum interval between two
weighings must be defined by the operator and must meet this section
requirements. In addition, the mass and the CG of each aircraft shall be re-
established, whenever the cumulative changes to the dry operating mass
exceed ± 0.5% of the maximum landing mass or the cumulative change in
CG position exceeds 0.5% of the mean aerodynamic chord, either by:
(A) Weighing; or
(B) Calculation, if the operator is able to provide the necessary
justification to prove the validity of the method of calculation chosen ,
(2) Fleet mass and CG position:
(i) For a fleet or group of aircraft of the same model and configuration, an
average dry operating mass and CG position may be used as the fleet mass
and CG position, provided that the dry operating masses and CG positions
of the individual aircraft meet the tolerances specified in sub-paragraph (ii)
below. Furthermore, the criteria specified in sub-paragraphs (iii), (iv) and
(a)(3) below are applicable;
(ii) Tolerances:
(A) If the dry operating mass of any aircraft weighed, or the calculated dry
operating mass of any aircraft of a fleet, varies by more than ±0.5% of
the maximum structural landing mass from the established dry
operating fleet mass or the CG position varies by more than ±0.5 % of
the mean aero-dynamic chord from the fleet CG, that aircraft shall be
omitted from that fleet. Separate fleets may be established, each with
differing fleet mean masses;
(B) In cases where the aircraft mass is within the dry operating fleet mass
tolerance but its CG position falls outside the permitted fleet
tolerance, the aircraft may still be operated under the applicable dry
operating fleet mass but with an individual CG position;
(C) If an individual aircraft has, when compared with other aircraft of the
fleet, a physical, accurately accountable difference (e.g. galley or seat
configuration), that causes exceedance of the fleet tolerances, this
aircraft may be maintained in the fleet provided that appropriate
corrections are applied to the mass and/or CG position for that
aircraft; and
(D) Aircraft for which no mean aerodynamic chord has been published
must be operated with their individual mass and CG position values or
must be subjected to a special study and approval.
(iii) Use of fleet values:
(A) After the weighing of an aircraft, or if any change occurs in the
aircraft equipment or configuration, the operator must verify that this
aircraft falls within the tolerances specified in sub-paragraph (2)(ii)
above;
(B) Aircraft which have not been weighed since the last fleet mass
evaluation can still be kept in a fleet operated with fleet values,
provided that the individual values are revised by computation and
stay within the tolerances defined in sub-paragraph (2)(ii) above. If
these individual values no longer fall within the permitted tolerances,

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 Arab Republic of Egypt ECAR Part 91
Ministry of Civil Aviation Appendix H
the operator must either determine new fleet values fulfilling the
conditions of sub-paragraphs (2)(i) and (2)(ii) above, or operate the
aircraft not falling within the limits with their individual values ; and
(C) To add an aircraft to a fleet operated with fleet values, the operator
must verify by weighing or computation that its actual values fall
within the tolerances specified in sub-paragraph (2)(ii) above.
(iv) To comply with sub-paragraph (2)(i) above, the fleet values must be
updated at least at the end of each fleet mass evaluation.
(3) Number of aircraft to be weighed to obtain fleet values:
(i) If ‘n’ is the number of aircraft in the fleet using fleet values, the operator
must at least weigh, in the period between two fleet mass evaluations, a
certain number of aircraft defined in the Table below, rounded to the next
highest number:

Number of aircraft Minimum number of

in the fleet weighings
2 or 3 n
4 to 9 (n+3)/2
10 or more (n+51)/10

(ii) In choosing the aircraft to be weighed, aircraft in the fleet which have not
been weighed for the longest time shall be selected; and
(iii) The interval between 2 fleet mass evaluations must not exceed 48 months.
(4) Weighing procedure:
(i) The weighing must be accomplished either by the manufacturer or by an
approved maintenance organization .
(ii) Normal precautions must be taken consistent with good practices such as:
(A) Checking for completeness of the aircraft and equipment;
(B) Determining that fluids are properly accounted for;
(C) Ensuring that the aircraft is clean; and
(D) Ensuring that weighing is accomplished in an enclosed building.
(iii) Any equipment used for weighing must be properly calibrated, zeroed, and
used in accordance with the manufacturer’s instructions. Each scale must
be calibrated either by the manufacturer, by a civil department of weights
and measures or by an appropriately authorized organization within 2
years or within a time period defined by the manufacturer of the weighing
equipment, whichever is less. The equipment must enable the mass of the
aircraft to be established accurately.
(b) Special standard masses for the traffic load. In addition to standard masses for
passengers and checked baggage, an operator can submit for approval to the ECAA
standard masses for other load items.
(c) Aircraft loading:
(1) An operator must ensure that the loading of its aircraft is performed under the
supervision of qualified personnel.
(2) An operator must ensure that the loading of the freight is consistent with the
data used for the calculation of the aircraft mass and balance.
(3) An operator must comply with additional structural limits such as the floor
strength limitations, the maximum load per running metre, the maximum mass
per cargo compartment, and/or the maximum seating limits.
(d) Centre of gravity limits:
(1) Operational CG envelope. Unless seat allocation is applied and the effects of the
number of passengers per seat row, of cargo in individual cargo comPartments
and of fuel in individual tanks is accounted for accurately in the balance
calculation, operational margins must be applied to the certificated centre of
gravity envelope. In determining the CG margins, possible deviations from the
assumed load distribution must be considered. If free seating is applied, the
operator must introduce procedures, to ensure corrective action by cockpit
crewmember, if extreme longitudinal seat selection occurs. The CG margins
and associated operational procedures, including assumptions with regard to
passenger seating, must be acceptable to the ECAA.

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 ECAR Part 91 Arab Republic of Egypt
Appendix H Ministry of Civil Aviation
(2) In-flight centre of gravity: Further to sub-paragraph (d)(1) above, the operator
must show that the procedures fully account for the extreme variation in CG
travel during flight caused by passenger/crew movement and fuel
consumption/transfer .

ATTACHMENT 2
Mass and Balance Documentation

91.ah.at.2.1 General
(a) Mass and balance documentation:
(1) Contents:
(i) The mass and balance documentation must contain at least the following
information:
(A) The aircraft registration and type;
(B) The flight identification number and date;
(C) The identity of the pilot in command;
(D) The identity of the person who prepared the document;
(E) The dry operating mass and the corresponding CG of the aircraft;
(F) The mass of the fuel at take-off and the mass of trip fuel;
(G) The mass of consumables other than fuel;
(H) The components of the load including passengers, baggage, freight and
ballast ;
(I) The take-off mass, landing mass and zero fuel mass ;
(J) The load distribution;
(K) The applicable aircraft CG positions ; and
(L) The limiting mass and CG values.
(ii) Subject to the approval of the ECAA, an operator may omit some of this
data from the mass and balance documentation.
(2) Last minute change. If any last minute change occurs after the completion of
the mass and balance documentation, this must be brought to the attention of
the pilot in command and the last minute change must be entered on the mass
and balance documentation. The maximum allowed change in the number of
passengers or hold load acceptable as a last minute change must be specified in
the operations manual. If this number is exceeded, new mass and balance
documentation must be prepared.
(b) Computerized systems. Where mass and balance documentation is generated by a
computerized mass and balance system, the operator must verify the integrity of the
output data. He must establish a system to check that amendments of his input data
are incorporated properly in the system and that the system is operating correctly on
a continuous basis by verifying the output data at intervals not exceeding 6 months.
(c) Onboard mass and balance systems. An operator must obtain the approval of the
ECAA if he wishes to use an onboard mass and balance computer system as a
primary source for dispatch.
(d) Datalink. When mass and balance documentation is sent to aircraft via datalink, a
copy of the final mass and balance documentation as accepted by the pilot in
command must be available on the ground.

91.ah.at.2.2 Fuel density

If the actual fuel density is not known, the operator may use the standard fuel density
values specified in the operations manual 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.

91.ah.at.2.3 Accuracy of weighing equipment

The mass of the aircraft as used in establishing the dry operating mass and the centre of
gravity must be established accurately. Since a certain model of weighing equipment is
used for initial and periodic weighing of aircraft of widely different mass classes, one single
accuracy criterion for weighing equipment cannot be given. However, the weighing
accuracy is considered satisfactory if the following accuracy criteria are met by the
individual scales/cells of the weighing equipment used:

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 Arab Republic of Egypt ECAR Part 91
Ministry of Civil Aviation Appendix H
(a) For a scale/cell load below 2,000 kg: An accuracy of ± 1%;
(b) For a scale/cell load from 2,000 kg to 20,000 kg: An accuracy of ± 20 kg; and
(c) For a scale/cell load above 20,000 kg: An accuracy of ± 0.1 %.

91.ah.at.2.4 Centre of gravity limits

In the certificate limitations section of the aircraft flight manual, forward and aft CG
limits are specified. These limits ensure that the certification stability and control criteria
are met throughout the entire flight and allow the proper trim setting for take-off. An
operator should ensure that these limits are observed by defining operational procedures or
a CG envelope, which compensates for deviations and errors as listed below:
(a) Deviations of actual CG at empty or operating mass from published values due, for
example, to weighing errors, unaccounted modifications and/or equipment
variations;
(b) Deviations in fuel distribution in tanks from the applicable schedule;
(c) 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;
(d) Deviations in actual passenger seating from the seating distribution assumed when
preparing the mass and balance documentation; (See Note)
(e) Deviations of the actual CG of cargo and passenger load within individual cargo
comPartments or cabin sections from the normally assumed mid position;
(f) 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); and
(g) Deviations caused by in-flight movement of cabin crew, pantry equipment and
passengers.
Note: Large CG errors may occur when “free seating” (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.

91.ah.at.2.5 Passenger mass established by use of a verbal statement

(a) When asking each passenger on aircraft with less than 10 passenger seats for his/her
mass (weight), specific constants should be added to account for hand baggage and
clothing. These constants should be determined by the operator on the basis of
studies relevant to his Particular routes, etc. and should not be less than:
(1) For clothing: 4 kg; and
(2) For hand baggage: 6 kg.
(b) Personnel boarding passengers on this basis should assess the passenger’s stated
mass and the mass of passengers’ clothing and hand baggage to check that they are
reasonable. Such personnel should have received instruction on assessing these
mass values. Where necessary, the stated mass and the specific constants should be
increased so as to avoid gross inaccuracies.

91.ah.at.2.6 Holiday charter

A “charter flight solely intended as an element of a holiday travel package” is a flight
where the entire passenger capacity is hired by one or more charterer(s) for the carriage of
passengers who are travelling, all or in part by air, on a round trip basis for holiday
purposes. Categories of passengers such as company personnel, tour operators’ staff,
representatives of the press, ECAA officials etc. can be included within the 5% alleviation
without negating the use of holiday charter mass values.

91.ah.at.2.7 Adjustment of standard masses

When standard mass values are used, the operator is required to identify and adjust the
passenger and checked baggage masses in cases where significant numbers of passengers or
quantities of baggage are suspected of exceeding the standard values. This requirement
implies that the operations manual should contain appropriate directives to ensure that:

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 ECAR Part 91 Arab Republic of Egypt
Appendix H Ministry of Civil Aviation
(a) Check-in, operations and cabin staff and loading personnel 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 exceed the standard
passenger mass, and/or groups of passengers carrying exceptionally heavy baggage
(eg. military personnel or sports teams); and
(b) On small aircraft, where the risks of overload and/or CG errors are the greatest,
pilots in command must pay special attention to the load and its distribution and
make proper adjustments.

91.ah.at.2.8 Guidance on passenger weighing surveys

Operators seeking approval to use standard passenger masses differing from those
prescribed in Tables 1 and 2, on similar routes or networks may pool their weighing
surveys provided that:
(a) The ECAA has given prior approval for a joint survey;
(b) The survey procedures and the subsequent statistical analysis meet the criteria of
this appendix; and
(c) In addition to the joint weighing survey results, results from individual operators
Participating in the joint survey should be separately indicated in order to validate
the joint survey results.
Note: Detailed guidance on this subject is given in EAC 91-1.

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