552. Industry Revalidation of Average Baggage Weight

Paper

Abstract

I am sure all interested partries are well aware of the change in passenger baggage handling in. September of 1965, the change from a weight limitation. To a piece limitation. Some 30 air carriers participated in the ATA sponsored surveys attendant t that change. It is the purpose of this paper to advise some of the background, the findings, and analysis of the data collected, and the current disposition of the matter as fax as it concerns the weight aspect of baggage. In summary and in general, we found that there had been a slight increase in the average weight of checked baggage, with no real change in the standard deviation of the average weight. The average weight of cabin or carry-on baggage had decreased slightly again with no real change in the standard deviation of the weight. Indications were that the average number of checked bags per passenger was essentially the same or up slightly. The average number of cabin bags per passenger was less and with a, lesser standard deviation of the count. Exceptions are noted in the body of this paper. Putting this all together, which is what the airplane sees, and comparing with 1958 data, demonstrates that the total bag weights and deviation under the piece concept is less than under the average weight policy established in 1958. This makes sense and ties in with the data, on the following basis. With no restrictions on weight, the passenger is checking more and carrying less. This dilutes the effect of the heavier checked bags, holding the checked weight increase t o a very nominal value. There is also indication that some of the carryon baggage that we suspected passengers of attempting to conceal because of the bag weight limitation is now coming out into the open and being checked or carried openly. This should have the effect of giving us better control of the weight. In the formal presentation to the FAA the airlines, through the ATA, requested continuation of the present weight numbers on the following basis. The changes noted were really not significant from a practical standpoint. Further, it is anticipated that either the airlines themselves, or the FAA, may want the situation resurveyed due to the fact that, with time, the average weights may shift more before the situation stabilities. At least this is a valid question, and the airlines would like to avoid changing now and then changing again at a later date. The FAA verbally indicated satisfaction, even agreement, with the recommendation. They also indicated that their action would probably take the form of a reissue of AC 121-5, to get a current date on this document.