ToddC. Emerson./^8175 

444 South River Road 

Si. George, Ulah, 84790 

Telephone: (435)634-3530 

l-acsimile: (435)634-3505 

llmail: iemcrson@sky\vesi.eom 

- and -

Michael 1.. Dworkin //64047 

465 California Street, Suite 210 

San Francisco, California 94104 

Telephone: (415)421-02500 

Facsimile: (4I5)42K2560 

Email: law@avialeN.com 

Attorneys for SkvWest Airlines. Inc. 

RECEIVED 

OCT 12 2011 

HEAR/WG DOCKET 

C D 

C-3 

T T 

UNITED STATES OF A.MERICA 

DEPARTMENT OF TRANSPORTATION 

OFFICE OF HEARINGS 

WASHINGTON, D.C. 

in the Matter oj": 

SkyWesi Airlines, inc. 

FAA Case Nos. 201 INM06001 1 AND 

201INM0600I0 

SKYWEST AIRLINES INC/S 

PRODUCTION OF DOCUMENTS 

.fudge: Richard C. Goodwin 

The following is SKYWEST AIRLINES, INC. (hereinafter refeiTcd to as "SKYWEST"). 

objections and responses to Complainant's Requests for Production of Documents. 
All objections set ibrth in SKYWEST's Response to Complainant's Discovery' Requests are 

hereby incorporated in and made a part hereto. Objection is made to: 

1. Correspondence between SKYWEST and its undersigned counsel is protected under (he 

attorney-client privilege and will not be produced, including SKYWEST's counseEs 

notes and memoranda, protected under the attorney-client privilege and attorney work 

product doctrine; 

2. To the extent that any of the documents sought to be identified and/or produced are in 

Complainant's care, custody or control, or have been originated by Complainant, 

objection is made as such documents are already within Complainant's knowledge. 

Including, but not limited to; 

a. All documents or other materials and writings contained in the rcieasable portions 

of Complainant's EIRs including, but not limited to the Items of Proof which are 

made a pan of said EIR's; 

b. Sky West Weight and Balance Operations Manual Standard Practice 4100: 

c. Advisory Circular 120-27E; 

d. Operation Specification A098; 

c. Sky West Weight and Balance Progmni: 

f. CER's for the llights in question: 

g. Load Manifests for the flights in question; 

h. Dispatch Releases for the flights in question; 

i. i-AA AS/ statements and reports; 

SkyWesi's Production oi"Documents 

Page 2 
j . Sky West's responses to letters of investigation; and 

k. EAAOrder2150.3B. 

Attached hereto are the following responsive documents: 

EXHIBIT DESCRJPflON 

A) Sky West Customer Service Training Bulletin 2010-14, Designated 

Loading Agent Responsibilities; 

B) SkyWest Customer Service Training Bulletin 2011 -04, [UPDATEDi 

Aircraft Loading Procedures; 

C) Updated aircraft loading procedures to be incorporated into Station 

Operations Manual SP 5500 in Revision 18; 

D) Various SkyWest Airlines Internal Evaluations - Load Audits: and 

L) SkyWest Airlines Weight and Balance Analysis prepared by Carl 

Salamone. 

n Curriculum vitae of Carl Salamone 

SkyWest's Production of Documents 

Page 3 
The following document(s) are not in SkyWest's care, custody or control but will be 

provided once SKYWEST has had the opportunity to obtain thein. 

i. Bombardier CRJ Weight and Balance Manuals, 01-00-60, for the subject 

aircraft. 

Investigation and discovery are ongoing and continuing, and SKYWES'f reserves the 

right to amend and/or supplement these responses up through the date of hearing. Finally. 

SKYWES'f reserves the right to utilize at hearing any docuinent not listed above for purposes ol 

impeachment. 

DATED this i l"' dav of October. 2011. 

Co-Counsel for SkyWesi Airlines 

SkyWest's Production of Documents 

Page 4 
EXHIBIT A 

SkyWest Customer Service Training Bulletin 2010-14, Designated Loading Agent 

Responsibilities 

SkyWest's Production of Documents 
C^mJJUk^^t Jfepesignated Loading Agent ^ K 

^•VrrS^f . ^ ResDonsibilities ^ 

justomer Service Training 

lulletin 2010-14 

Issued 11/09/10 

Applicability All CS Ground Operations Agents responsible for loading baggage and cargo 

on SkyWest aircraft. 

Effective Date Immediately 

Policy Due to recent inaccuracies involving total baggage piece counts (heavy, 

standard, planeside valet/service items) and cargo weight information reported 

to flight deck crews, SkyWest is reiterating its mandatory policy for one (1) 

designated loading agent to maintain full responsibility and oversighit of the 

aircraft loading and communication process for all baggage and cargo loaded 

on SkyWest aircraft. 

Recent follow-up observations of aircraft loading procedures found multiple risks 

in the current aircraft loading process: 

• Multiple station personnel involved in reporting aircraft cargo load information 

to the flight deck crew 

• Station personnel not directly involved in aircraft loading process reporting 

information to the flight deck crew 

• Station personnel communicating weight and balance information to the 

flight deck crew through a third party 

• Last minute baggage/cargo changes not being reported to the flight deck 

crew prior to departure 

• Total baggage scanner counts recorded on the Cargo Load Report (CLR), 

rather than an accurate physical count of each baggage type (heavy, 

standard, planeside valet/service items) 

' Designated loading agents becoming distracted or preoccupied with other 

station responsibilities during the aircraft loading process 

This list of findings Is not all-inclusive, but can and has resulted in inaccurate 

aircraft weight and balance information provided to the flight deck crew prior to 

takeoff. 

Station management must take the necessary precautions in each station to 

ensure all aircraft loading procedures are followed by the designated loading 

agent as outlined below. 

Procedure Aircraft Loading Procedures: 

1. The Station Manager or designee is responsible for auditing the CLR, 

load manifest, and Flight Following Information (FLIFO) for accuracy and 

completion each day. 

a) Prior to loading any SkyWest aircraft, the designated loading agent 

verifies with Station Operations, the Pilot-in-Command (PIC), and/or 

by personally checking the dispatch release for any weight restrictions 

applicable to the aircraft and specified flight In the absence of a 

revised weight, the designated loading agent ensures the aircraft 

is loaded in accordance with the maximum cargo loading weight 

placarded in the cargo bin/pit. 
kesignated Loading Agent 

Responsibilities 

^^^stomer Service Training 

^Klleti n 2010-14 

Issued 11/09/10 

b) The designated loading agent is responsible for completing and signing 

the CLR and ensures the following' 

(1) The PIC is notified via the CLR of all live animals, authorized 

DG/HM COMAT, motorized mobility aid batteries. UN3373, dry 

ice, or other pertinent items loaded in the cargo bin/pit. 

(2) The assigned baggage piece counts and cargo weights recorded 

on the CLR accurately reflect what is loaded on the aircraft. 

c) The designated loading agent is responsible for notifying the PIC 

and designated station management personnel (supervisor or Station 

Manager) of any discrepancies or concerns regarding aircraft loading. 

The loading agent delays the flight, when necessary, to rectify any 

discrepancy or irregularity prior to signing the CLR. 

d) As much as practical and based on load type (planeside 

loaded/carry-on baggage, through baggage, local and connection 

baggage), the loading agent ensures baggage is evenly distributed 

throughout the cargo bin/pit and the sturdiest baggage is stowed on 

the bottom. 

CAUTION - Due to temperature, fuel load, weather, etc., the 

maximum allowable cargo weight may need to be reduced. The PIC 

is the final authority on maximum aircraft loading capacity. 

2. Last minute changes to the CLR are completed as follows: 

a) After the CLR has been turned in to the flight deck crew but prior to 

closure of the MOD: 

(1) The designated loading agent reports to the flight deck crew any 

additions or deletions to the aircraft load such as passengers 

and/or cargo (e.g., late arriving checked baggage or air cargo 

shipments). 

(2) Designated loading agent ensures the CS copy of the CLR is 

corrected. 

b) No last minute changes are permitted when engine one is operating. 

c) After the CLR has been turned in to the flight deck crew and the MCD 

has closed, last minute changes are permitted only when the following 

conditions have been met: 

(1) When engine one is not operating, the designated loading 

agent must obtain the PIC's approval for change via 

interphone or Operations radio prior to loading additional 

baggage/cargo/passengers onto the aircraft. 

(2) Communication includes the associated weight of 

baggage/cargo/passengers being added. Both parties must 

verify the total baggage piece count/weight changes made to 

the load manifest. 
iesignated Loading Agent 

Responsibilities 

jstomer Service Training 

jlletin 2010-14 

Issued 11/09/10 

d) 

(3) When communications and changes are being conducted, the 

designated loading agent conducts the change and immediately 

delivers the signed copy of the CLR and manual load manifest 

(when used) to the Operations agent. 

Any change to the aircraft load configuration, once the load manifest 

has been completed, is at the discretion and approval of the PIC. The 

PIC is responsible for revising the load manifest and notifying Station 

Operations of any changes prior to leaving the ramp area. 

A WARNING - INACCURATE LOADING, REPORTING, OR FAILURE 

TO REPORT INFORMATION COULD CAUSE ISSUES WITH AIRCRAFT 

PERFORMANCE AND HANDLING, RESULTING IN THE ENDANGERMENT 

OF HUMAN LIFE. 

Compliance Weight & Balance Operations Manual SP 4100 Chapter 04 Paragraph 11 

Questions SLC CS Ground Operations Training 801.258.4041 

CS Compliance & Standards 801.258.4050 
EXHIBITS 

SkyWest Customer Service Training Bulletin 2011-04, lUPDATEDI Aircraft Loading 

Procedures 

SkyWest's Production of Documents 
REISSUE 

lircraft Loading Procedures # ^ ' 

(Ground Operations 

ulletin 2011-04 

Issued 07 APR 11 

Applicability All employees responsible for ground handling SkyWest aircraft 

Effective Date Immediately 

Policy Recent FAA weight and balance surveillance on SKyWest aircraft has resulted in 

discrepancies found between actual baggage/cargo loads and load information 

provided to flight deck crews on the cargo load report (CLR). Most of the 

reported discrepancies are attributed to the designated loading agent failing to 

accurately document HEAVY tagged baggage counts on the CLR. To mitigate 

identified safety risks and regulatory violations associated with inaccurate 

cargo load reporting, SkyWest is mandating full compliance with the attached 

aircraft loading procedures. 

Procedure All below wing personnel responsible for loading SkyWest aircraft must review 

and comply with the attached aircraft loading procedures. These procedures 

outline specific aircraft loading duties and responsibilities and provide further 

controls in the aircraft loading process to minimize the potential for aircraft 

loading and reporting errors. 

Highlights include: 

Designated loading agent duties and responsibilities including (but not 

limited to): 

• Maintains control of all weight and balance communication and reporting for 

assigned flights 

• Only performs weight and balance related duties prior to aircraft departure 

• Ensures accurate heavy checked, standard checked, and planeside loaded 

carry-on baggage physical counts prior to departure of the aircraft 

• Uses baggage count tally sheet on the back side of the station copy of the 

CLR to maintain an accurate physical baggage count for each baggage type 

loaded onto an aircraft and cargo bin/pit location where the baggage was 

loaded (recommended best practice) 

• Ensures the PiC is notified via the CLR of all counter-to-counter (CTC), 

COMAT, ballast, live animals, authorized DG/HM COMAT, motorized mobility 

aid batteries, UN3373, dry ice, and other items loaded in the aircraft cargo 

compartment{s) 

• Ensures baggage scanner information is NOT used to report baggage counts 

on the CLR 

• Ensures all last minute baggage piece counts and cargo weight information 

is reconciled on both copies of the CLR prior to departure 

• Monitors the aircraft cargo bin/pit during the aircraft loading process to ensure 

no baggage or cargo is loaded without their knowledge 

• Remains at the assigned aircraft until the flight has departed 
REISSUE 

Aircraft Loading Procedures # B ^ 

(Ground Operations 

ulletin 2011-04 

Issued 07 APR 11 

Compliance 

Questions 

Loader assistant duties and responsibilities including (but not limited to): 

• Assists designated loading agent with aircraft loading process 

• Alerts designated loading agent to heavy tagged baggage 

• Performs other non-weight and balance aircraft departure duties (e.g., 

potable water, lavatory servicing, GPU, tow bar/LEKTRO. etc ) 

In addition, the new aircraft loading procedures detail pre-fiight loading 

preparation, baggage cart loading. CLR requirements, last minute changes lo 

the aircraft load and CLR, and post-flight departure procedures. 

Station Operations Manual SP 5500 

SLC OS Ground Operations Training 801.258.4041 

Jeremy Barclay, Manager CS Compliance and Standards 801.258.4050 
EXHIBIT C 

Updated aircraft loading procedures to be incorporated into Station Operations Manual 

SP 5500 in Revision 18 

SkyWest's Production of Documents 
Chapter' 

Statio n Operation s Manua l ^ F Page i of 6 

"^ r ,^ Aircraf t Loadin g Procedure s Revision 

STANDAR D PRACTIC E 550 0 Date^ 

Aircraft Loading Procedures 

O Paragraph Page 

f— 0 0 1- Objective 1 

.—- X " 2. Definitions 1 

___ 3. Job Duties and Responsibilities 1 

y C I 4. Procedures Z 

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^ ^ A. Standardize aircrall loading process to eliminate weight and balance reporting errors 

^ (V 

O 2. Definitions 

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C '" " ^) Station manager {or designee) 

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Q \ ^—N I a) Individual responsible for auditing the Cargo Load Report (CLR), load manifest, and 

^ I i ^ I aircraft loading procedures for accuracy and completion each day 

• ^ 2) Supervisor 

^ T T a) Individual responsible for assigning designated loading agent and loader assistant to 

/ ^ U j specific flights prior to initiating the aircraft loading process. 

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L_ vU 3) Designated loading agent 

13 13 

- ^ ^ a) fndividua/ responsib/e for ensuring a}} baggage and cargo is loaded in aircraft cargo 

<^v ^ bin/pit and accurately reported to the Pilot-in-Command (PIC) prior to departure. 

O 3 

f-\ ^ ^ 4) Loader assistant 

I— m 

f^ Jl l a) Individual responsible for assisting with aircraft loading and performing all other 

• ^ ^ non-weight and balance job functions to ensure designated loading agent is able 

r y \ O to focus solely on accurate aircraft loading and reporting to the flight deck crew 

b ^ 1 ^ prior to departure. 

E 03 

" O brr 5) Baggage room agent 

03 ^ 

Q LJ. a) Individual responsible for loading baggage carts and delivering baggage/cargo 

I / ^ planeside to the designated loading agent. 

^ ^ 3. Job Duties and Responsibilities 

f \ ^—' A. Designated loading agent 

7~ ,^ ^ 1) Maintains control of all weight and balance communication and reporting for assigned 

2) Only performs weight and balance related duties prior to aircraft departure. 

3) Verifies aircraft cargo compartments are empty prior to initiating aircraft loading process 

4) Ensures accurate heavy checked, standard checked, and planeside loaded carry-on 

baggage physical counts prior to departure of the aircraft. 

OWNER. DIRECTOR CS TRAINING 

AUTHOR- MANAGER CS GROUND OPERATIONS TRAINING 
station Operations Manual 

Aircraft Loading Procedures 

STANDARD PRACTICE 5500 

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Uses baggage count tally sheet on the back side of the station copy of the CLR to maintain 

an accurate physical baggage count for each baggage type loaded onto an aircraft and 

cargo bin/pit location where the baggage was loaded (recommended best practice) 

Ensures the PIC is notified via the CLR of all counter-to-counter (CTC). COMAT, ballast, 

live animals, authorized DG/HM COMAT, motorized mobility aid battenes, UN3373, dry 

ice, and other items loaded in the aircraft cargo compartment(s). 

Ensures baggage and cargo is loaded as detailed below. 

Uses "Notes" section on the back side of the CLR to record and reconcile total cargo 

weight loaded on the aircraft (recommended best practice) 

Ensures baggage scanner information is NOT used to report baggage counts on the CLR 

Prior to aircraft departure: 

Ensures all baggage piece counts and cargo weights are accurately recorded on the 

CLR in the correct aircraft cargo compartment(s) section 

Verifies all planeside loaded carry-on baggage has been removed from collection 

areas (passenger loading bridges (PLB), baggage lifts, carry-on carts, etc ) and 

loaded on the aircraft 

Conducts final visual comparison of CLR information and cargo bin/pit contents to 

ensure all baggage and cargo are accurately accounted for in the corresponding 

sections of the CLR 

Ensures cargo bin/pit nets are reattached to cargo bin/pit floor and ceiling clips after 

all baggage and cargo has been loaded 

Ensures cargo bin/pit door(s) is closed 

Ensures all last minute baggage piece counts and cargo weight information is reconciled 

on both copies of the CLR prior to departure. 

NOTE - The designated loading agent delays the flight, when necessary, to rectify any 

discrepancy or trregulanty prior to signing the CLR. 

12) Monitors the aircraft cargo bin/pit dunng the aircraft loading process to ensure no baggage 

or cargo is loaded without their knowledge 

NOTE - When the designated loading agent is required to leave the aircraft unattended 

for any reason (irregular operations, etc.), the cargo bin/pit door must be closed to 

ensure baggage and/or cargo is not loaded on the aircraft without the designated 

loading agent present. 

13) Remains at the assigned aircraft until the flight has departed. 

NOTE - When aircraft departure is delayed and phor to clocking out, the designated 

loading agent mustEnsure all baggage and cargo for their assigned flight has been loaded in the 

aircraft cargo bin/pit and accurately documented on the CLR 

Verbally communicate all weight and balance information, and 

Provide an accurate CLR to the designated loading agent assigned to the aircraft 

during the next shift 

NOTE - When all baggage and cargo has not been loaded prior to clocking out, 

the designated loading agent assigned to the aircraft during the next shift assumes 

responsibility for the load and signs the CLR. When load accuracy is in question, a 

recount of all baggage and cargo is required. 

OWNER DIRECTOR OS TRAINING 

AUTHOR- MANAGER CS GROUND OPERATIONS TRAINING 
station Operations Manual 

Aircraft Loading Procedures 

STANDARD PRACTICE 5500 

Chapter 

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Loader assistant 

1) Assists designated loading agent with aircraft loading process. 

2) Does not load baggage or cargo in any aircraft cargo bin/pit without notifying the 

designated loading agent. 

3) Alerts designated loading agent to heavy tagged baggage 

4) Ensures planeside loaded carry-on baggage has the appropriate tag. 

5) Performs other non-weight and balance aircraft departure duties (e.g., potable water, 

lavatory servicing, GPU, tow bar/LEKTRO, etc.). 

Baggage room agent 

1) Identifies heavy tagged checked baggage in the baggage room. 

2) Ensures heavy tagged checked baggage loaded in baggage carts is separated from 

standard checked baggage and cargo (recommended best practice) 

3) Ensures standard checked baggage and cargo items are loaded in baggage carts 

NOTE - The CLR must not be completed by baggage room agent(s) in the baggage 

room. 

4) Delivers baggage and cargo planeside. 

5) Ensures baggage and cargo delivered planeside is not loaded on the aircraft without the 

designated loading agent present. 

4. Procedures 

A. The Supervisor assigns designated loading agent, loader assistant, and baggage room agent 

positions for each flight during the pre-shift briefing. 

B. The designated loading agent checks for any weight restrictions applicable to the aircraft and 

specified flight with station operations, the PIC. and/or by personally checking the dispatch 

release. 

NOTE - In the absence of a revised weight, the designated loading agent ensures the aircraft 

IS loaded in accordance with the maximum cargo loading weight in the cargo bin/pit. 

CAUTION - Due to temperature, fuel load, weather, etc., the maximum allowable 

cargo weight may need to be reduced. The PIC is the final authority on maximum 

aircraft loading capacity. 

The designated loading agent obtains a blank copy of the CLR 

The designated loading agent ensures all required information on the top section of the CLR 

is completed as outlined in Weight and Balance Operations Manual SP 4100 Chapter 04 

Customer Service Procedures. 

The designated loading agent ensures all baggage, cargo, and FOD is removed from all cargo 

compartments prior to loading baggage and cargo. 

The baggage room agent loads heavy tagged baggage in baggage cart(s), ensuring heavy 

tagged baggage is separated from standard checked baggage and cargo (recommended 

best practice). 

OWNER: DIRECTOR CS TRAINING 

AUTHOR. MANAGER CS GROUND OPERATIONS TRAINING 
1 I ^' f: .-

station Operations Manual 

Aircraft Loading Procedures 

STANDARD PRACTICE 5500 

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NOTE - When a calibrated baggage room scale is available, checked baggage deemed 

heavy by baggage room agent and not tagged with a HEAVY tag should be reweighed 

(recommended best practice). Baggage room agent must attach a HEAVY tag when the 

baggage weighs over 50 lb and less than 100 lb 

G. The baggage room agent loads standard checked baggage and cargo items in baggage cart. 

H. The baggage room agent delivers baggage and cargo planeside. 

NOTE - Baggage room agent must not load baggage or cargo in the cargo bin/pit without 

the designated loading agent present 

The designated loading agent counts heavy tagged checked baggage and marks the box 

under the appropriate FWD or AFT Standard Heavy Checked tally sheet located on the back 

side of the CLR (recommended best practice). 

The designated loading agent counts standard checked baggage and marks the box under the 

appropriate FWD or AFT Standard Checked tally sheet located on the back side of the CLR 

(recommended best practice). 

The designated loading agent writes the cargo item piece weights in the CLR "Notes" section 

on the back side of the CLR (recommended best practice). 

The designated loading agent or loader assistant scans baggage and cargo (when applicable) 

following applicable scanner instructions outlined in Baggage Scanner Guides 

A WARNING - BAGGAGE SCANNER COUNTS MAY NOT BE ACCURATE AND MUST 

NEVER BE USED TO REPLACE PHYSICAL BAGGAGE COUNTS REPORTED ON THE 

CLR. FAILURE TO PROVIDE AN ACCURATE PHYSICAL BAGGAGE COUNT COULD 

CAUSE ISSUES WITH AIRCRAFT PERFORMANCE AND HANDLING, RESULTING IN 

THE ENDANGERMENT OF HUMAN LIFE. 

M. The designated loading agent and loader assistant should load baggage and cargo into the 

aircraft cargo bin/pit as follows: 

1) Based on load type (through baggage, local, and connection baggage), baggage should 

be evenly distributed throughout the cargo bin/pit with the sturdiest baggage on bottom 

Wheeled baggage shouldnot be placed upright on the cargo bin/pit floor 

First baggage layer should be loaded upright (on its side) with handles facing up or 

outward toward the door. 

Following baggage layers should be placed flat on the top of the first layer. 

Live animals and planeside loaded carry-on baggage are placed closest to the door to 

facilitate easy removal. 

2) 

3) 

4) 

5) 

A WARNING - LIVE ANIMALS MUST NOT BE LOADED IN THE FORWARD 

CARGO BIN/PIT OF ANY CRJ 700 OR CRJ 900 AIRCRAFT. 

The designated loading agent and loader assistant repeat steps above until all checked 

baggage and cargo is loaded on the aircraft 

The loader assistant tags (when not tagged) and retrieves planeside loaded carry-on baggage 

from passengers. 

The designated loading agent physically counts and marks the box under the appropriate FWD 

or AFT Planeside/Valet Bags tally sheet located on the back side of the CLR (recommended 

best practice). 

OWNER: DIRECTOR CS TRAINING 

AUTHOR MANAGER CS GROUND OPERATIONS TRAINING 
station Operations Manual 

Aircraft Loading Procedures 

STANDARD PRACTICE 5500 

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Page: 

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NOTE - Flight crew baggage must be counted and recorded as planeside loaded carry-on 

baggage on the CLR when placed in a cargo bin/pit. 

NOTE - All planeside loaded carry-on baggage transported on SkyWest CRJ 700/900 

aircraft should be placed in the fonward cargo bin/pit for all flights. Follow flight deck crew 

guidance. 

NOTE - Should a CRJ 700/900 aircraft arrive with one or more cargo nets missing, 

immediately notify the flight deck crew and a supervisor Do not place anything in the 

forward cargo btn/pit of a CRJ 700 if either cargo net is missing. 

CAUTION - A limit of 850 lb of secured cargo can be carried in the CRJ 900 

forward cargo bin/pit when the center net is missing or inoperative. 

The designated loading agent totals all baggage piece counts and cargo item weights and 

accurately writes them in the correct aircraft cargo bin/pit section on the CLR as outlined in 

Weight and Balance Operations Manual SP 4100 Chapter 04 Customer Service Procedures. 

The designated loading agent verifies all planeside loaded carry-on baggage has been removed 

from collection areas (PLB, baggage lifts, carry-on carts, etc) and loaded on the aircraft. 

The designated loading agent conducts Tinal visual comparison of CLR information and 

cargo bin/pit contents to ensure all baggage and cargo are accurately accounted for in the 

corresponding sections of the CLR. 

The designated loading agent ensures all cargo bin/pit floor and ceiling clips are attached 

after all baggage and cargo has been loaded. 

The designated loading agent ensures cargo bin/pit door(s) is closed 

The designated loading agent obtains accurate passenger counts from the gate or operations 

agent, writes passenger counts on the CLR, writes employee ID and signature on the CLR, and 

submits the CLR to the PIC approximately seven (7) minutes prior to departure 

NOTE - The designated loading agent is responsible for notifying the PIC and station 

management (station manager or supervisor) of any discrepancies regarding aircraft 

loading. 

NOTE - The designated loading agent delays the flight, when necessary, to rectify any 

discrepancy or irregularity prior to signing the CLR. 

W. The loader assistant completes other flight departure duties prior to departure (e.g., potable 

water, lavatory servicing, GPU, tow bar/LEKTRO, etc.) after loading planeside loaded carry-on 

baggage. 

X. The designated loading agent completes last minute changes as follows 

1) After the CLR has been submitted to the PIC but prior to closure of the mam cabin door 

. (MCD) 

a) The designated loading agent reports to the flight deck crew any additions or 

deletions to the aircraft load such as passengers and/or cargo (e.g., late arriving 

checked baggage or cargo). 

b) The designated loading agent ensures the station copy of the CLR Is corrected 

CAUTION - Nolast minute changes are permitted when either EMB 120 

propeller is spinning. 

OWNER: DIRECTOR CS TRAJNING 

AUTHOR. MANAGER CS GROUND OPERATIONS TRAINING 
station Operations Manual 

Aircraft Loading Procedures 

STANDARD PRACTICE 5500 

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CAUTION - No last minute changes are permitted when engine one is 

operating on CRJ aircraft. 

2) After the CLR has been submitted to the flight deck crew, and the MCD is closed, last 

minute changes are permitted only when the following conditions have been met; 

a) 

b) 

c) 

When engine one is not operating, the designated loading agent must obtain the 

PIC's approval for change via interphone or operations radio prior to loading 

additional baggage/cargo/passengers on the aircraft. 

The designated loading agent must communicate the baggage piece count, cargo 

weight, and/or passengers count being changed 

Both the flight deck crew and designated loading agent must verify the total 

baggage piece count/cargo weight and/or passenger count changes made to 

the load manifest. 

After communication and changes have been made between the PIC and designated 

loading agent, the designated loading agent delivers a signed copy of the CLR and 

manual manifest (when used) to the Operations Agent. 

NOTE - Once the load manifest has been completed, any change to the aircraft 

load configuration is at the discretion and approval of the PIC. The PIC is 

responsible for revising the load manifest and notifying station operations of any 

changes prior to leaving the ramp area. 

A WARNING - INACCURATE LOADING, REPORTING, OR FAILURE 

TO REPORT INFORMATION COULD CAUSE ISSUES WITH AIRCRAFT 

PERFORMANCE AND HANDLING, RESULTING IN THE ENDANGERMENT 

OF HUMAN LIFE. 

Y. The station manager or designee audits the CLR, load manifest, and aircraft loading procedures 

for accuracy and completion each day. 

OWNER: DIRECTOR CS TRAINING 

AUTHOR f^ANAGER CS GROUND OPERATIONS TRAINING 
EXHIBIT D 

Various SkyWest Airlines Inlernal Evaluations - Load Audits 

SkyWest's Production of Documents 
A I R L I N t S ® 

September 16, 2011 

Internal Evaluation ~ Load Audit Report 

Executive Summary 

Location ID: 

Location: 

Contact Name: 

Contact Email: 

Contact Phone: 

Location 

CS_BIL_OLC 

BIL_DLC 

Shawn Johnson 

shawn.johnson@regionalelite.com 

406-696-0909 

CtiackJist Name: 

Type: 

Start Date: 

End Date: 

Auditor: 

Reference Number: 

Information 

IEP_Load Audit Report - V11.1 

CRJ900 

6/1/2011 

6/1/2011 

Brett Whitelaw 

62464 

Expectations For Completing an Action Plan 

This station missed 1 items on this audit 1 of which are critical. All critical items must have an action plan 

documented in the Critical Items Action Plan Report within 14 days of reciept of this audit. 

Overall Score 

93% 

Non-Compliant Items Summary: 

Question Question 

10 

CLR2 BAGGAGE INFORMATION completed correctly by the DLA: 

Comments: 

• Corrections rnissing initials. 

Answer 

No 

Setup 

Question ID 

LAR3 

LAR4 

SETUP2 

SETUP1 

SETUP4 

SETUPS 

LAR6 

Question 

Flight Number: 

Tail Number (example N234SW): 

A/C Type: 

Inbound or Outbound: 

Departure City; (three digit code all CAPS) 

Arrival City: (three digit city code all CAPS) 

Was the CLR obtained from the flight deck or the upline station: 

Answer Percent 

4664 

N800SK 

CRJ900 

Inbound 

BIL 

MSP 

Flight Deck 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

Suiion. B1L_DLC 

Audi! Dale- 6/1/201 

SKYWEST CONFIDE.NTIAL 

AND PROPRIETARY 

liNFORMATIO,\ 

Repon Generated: 9/16/201 I 
SETUP3 Employee Number ^^signate d Loading Agent (DLA): 

GroundHandler Who is the Ground Handler? 

318442 

REAS 

N/A 

N/A 

Aft Bin 

Question ID 

U\R7 

IAR 8 

LAR9 

LAR28 

LAR29 

LAR30 

LAR10 

LAR11 

LAR12 

LAR13 

LAR14 

LAR15 

LAR16 

LAR17 

LAR18 

LAR31 

LAR32 

LAR33 

LAR19 

LAR20 

LAR21 

LAR22 

LAR23 

LAR24 

LAR25 

LAR26 

LAR27 

AFT1 

Question 

DLA reported number of standard bags. 

Number of standard bags - recounted. 

Does the DLA number of reported standard bags match: 

DLA reported number of valet / planeside items: 

Number of planeside valet / service items - Recounted: 

Does the DLA number of reported planeside valel / service items match: 

DLA reported number of heavy bags: 

Number of heavy bags - Recounted: 

Does the DLA number of reported heavy TAGGED bags matchDLA reported weight of freight: 

Weight of freight - recounted: 

Does the weight of the freight match: 

DLA reported DASH/SPD weight: 

Weight of DASH/SPD - recounted: 

Does the weight of the DASH/SPD match: 

DLA reported mail weight: 

Mail weight - recounted: 

Does the weight of the mail matchDIJ^ reported COMAT weight; 

COMAT weight - recounted: 

Does the weight of the COMAT match: 

DLA reported ballast weight: 

Ballast weight - recounted: 

Does the weight of the ballast match: 

DLA reported other weight: 

other weight - recounted: 

Does the weight of the "Other" weight match: 

How many crew bags were in the AFT bin: 

Answer Percent 

54 

54 

Yes 

0 

0 

Yes 

5 

5 

Yes 

0 

0 

Yes 

0 

0 

Yes 

0 

0 

Yes 

0 

0 

Yes 

0 

0 

Yes 

0 

0 

Yes 

0 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

N/A 

CLR 

Question ID 

CLRO 

CLR1 

CLR12 

CLR2 

Question 

Was one DLA Agent assigned lo the aircrattFLIGHT INFORMATION completed correctly; 

Was Signature and ID section completed by the DLA; 

BAGGAGE INFORMATION completed correctly by the DLA; 

Comments 

^mE^^::i 

:ssi {•^O ^ 

Corrections missing initials. 

Answe r Percent 

Yes 

Yes 

Yes 

No 

100% 

100% 

100% 

0% 

Station. BIL_DL C 

Audit Dale; 6/1/201 

SKYWES T CONFIDENTIA L 

A N D PROPRIETAR Y 

INFORMATIO N 

Repon Generated. 9/16/201 
CLR3 

CLR4 

CARGO INFORMATIOT \TKJC completed correcHy by the DLA; 

PASSENGER COUNTS completed con-ecdy by the DLA: 

Yes 

Yes 

100% 

100% 

Auditor Name/Signature: Brett Whitelaw 

Station: BIL_DLC 

Audi: Date: 6/I/20I 

SKYWEST CONFIDENTIAL 

AND PROPRIETARY 

INFORMATION 

Repon Generated. 9/16/201 
AIRLINE S 

September 16. 2011 

Internal Evaluation - Load Audit Report 

Executive Summary 

Location ID: 

Location: 

Contact Name; 

Contact Email: 

Contact Phone: 

Location 

CS_BIL_DLC 

BIL_DLC 

Shawn Johnson 

shawn.johnson@regionalelite,com 

406-696-0909 

Checklist Name: 

Typo: 

Start Dale: 

End Date: 

Auditor: 

Reference Number: 

Information 

IEP_Load Audit Report - V11.1 

CRJ900 

8/5/2011 

8/5/2011 

Christopher Gross 

64388 

Expectations For Completing an Action Plan 

This Station missed 0 items on this audit 0 of which are critical. All critical items must have an action plan 

documented In the Critical Items Action Plan Report within 14 days of reciept of this audit. 

Overail Score 

100% 

Non-Compliant Items Summary: 

Question Question Answer 

There were no cntical non-compliant items found during this audit. 

Set Up 

Question 10 

LAR3 

LAR4 

SETUP2 

SETUP1 

SETUP4 

SETUPS 

LAR6 

SETUPS 

Question 

Flight Number; 

Tail Number (example N234SW): 

A/C Type; 

Inbound or Outbound: 

Departure City: (three digit code all CAPS) 

Arrival City: (three digit city code all CAPS) 

Was the CLR obtained (rom the flight deck or the upline station: 

Employee Number ol Designated Loading Agent (DLA): 

Siaiion. BIL Dl.C 

Audit Date- S/5/2011 

SKYWEST CONFIDENTIAL 

AND PROPRIETARY 

INFORiMATION 

Answer 

4608 

N816SK 

CRJ900 

Inbound 

BIL 

MSP 

Upline 

Station 

Percent 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

309745 N/A 

Report Generated: 9/16/201 
GroundHandler Who is the Ground Han 1 ^ ^ REAS N/A 

Aft Bin 

Quostlon ID 

LAR7 

LAR8 

LAR9 

LAR28 

LAR29 

LAR30 

LARIO 

LAR11 

LAR12 

LAR13 

LAR14 

Quostion 

DLA reported number of standard bags. 

Number of standard bags - recounted. 

Does the DLA number of reported standard bags match; 

Comments 

• Agent discretion was used to record more heavy bags on the CLR than are lagged wilh a 

HEAVY tag. 

DLA reported number of valet / planeside items: 

Number of planeside valet/ service items - Recounted' 

Does the DLA number ot reported planeside valet / service items match: 

DLA reported numberot heavy bags: 

Number of heavy bags - Recounted: 

Does the DLA number of reported heavy TAGGED bags match: 

Comments 

• Agent discretion was used to record more heavy bags on the CLR than are tagged with a 

HEAVY tag. 

DLA reported weight of freight: 

Weight of freight - recounted: 

Answer Percent 

56 

57 

Yes 

I^A 

r^A 

100% 

2 

2 

Yes 

1 

0 

Yes 

N/A 

N/A 

100% 

N/A 

N/A 

100% 

22 

22 

N/A 

N/A 

CLR 

Comments: 

Quostion to 

CLR1 

Question Answer Percent 

FLIGHT INFORMATION completed correctly: Yes 100% 

Auditor Namg/Signaturo: Christopher Gross 

Station: BIL_DLC 

Audit Date. 8/5/201 

SKYWEST CONFIDENTIAL 

AND PROPRIETARY 

INFORMATION 

Report Generated: 9/16/20! 
A I R L I /V t S ® 

September 16,2011 

Internal Evaluation - Load Audit Report 

Executive Summary 

Location ID: 

Location: 

Contact Name: 

Contact Email: 

Contact Phono; 

Location 

CS_BIL„DLC 

BIL^DLC 

Shawn Johnson 

shawn.johnson@regionalelite.com 

406-696-0909 

Checklist Name: 

Type: 

Start Data: 

End Date: 

Auditor: 

Reference Number 

Information 

IEP_Load Audit Report - V11.1 

CRJ900 

8/12/2011 

8/12/2011 

Brett Whitelaw 

64485 

Expectations For Completing an Action Plan 

This station missed 0 items on this audit 0 of which are critical. All critical items must have an action plan 

documented in the Critical Items Action Plan Report within 14 days of reciept of this audit. 

Overall Score 

100% 

Non-Compliant Items Summary: 

Question 

ID 

Question Answer 

There were no critical non-compliant items found during this audit. 

Setup 

Question 10 

LAR4 

SeTUP2 

SETUP1 

SeTUP4 

SETUPS 

LAR6 

SETUPS 

Question 

Flight Number: 

Tail Number (example N234SW): 

A/C Type: 

lnt)ound or Outbound: 

Departure City: (three digit code all CAPS) 

An-ival City: (three digit city code all CAPS) 

Was the CLR obtained from the flight deck or the upline station: 

Employee Number of Designated Loading Agent (DLA): 

Station: BIL_DLC 

Audii Date: 8/12/201 

SKYWEST CONFIDENTIAL 

AND PROPRIETARY 

INFORMATION 

Answer 

4608 

N824SK 

CRJ900 

Inbound 

BIL 

MSP 

Flight 

Deck 

309743 

Percenta l 

N/A 

N/A 

W/A 

U/A 

N/A 

r^A 

N/A 

WA 

Report Generated: 9/I6/20I 
Comments 

•^^m^-

GroundHandler Who is the Ground Handler? REAS N/A 

Aft Bin 

Question ID 

LAR7 

LARS 

LAR9 

LAR28 

LAR29 

LAR30 

LARIO 

LAR11 

LAR12 

LJ\R15 

LAR18 

LAR33 

LAR21 

LAR24 

LAR27 

AFT1 

Question 

DLA reported number of standard bags. 

Number of standard bags - recounted. 

Does the DLA number of reported standard bags match: 

DLA reported number of valet / planeside items: 

Number of planeside valet / service items - Recounted: 

Does the DLA number of reported planeside valet / service items match: 

DLA reported number of heavy bags: 

Number of heavy bags - Recounted: 

Does the DLA number of reported heavy TAGGED bags match: 

Does the weight ol the freight match: 

Does the weight of the DASH/SPD match: 

Does the weight of the mail match: 

Does the weight of the COMAT match: 

Does the weight of the ballast match: 

Does the weight of the "Other" weight match: 

How many crew bags were in the AFT bin: 

Answer Percent 

53 

53 

Yes 

N/A 

3 

3 

Yes 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

0 

N/A 

N/A 

100% 

N/A 

NiA 

N/A 

N/A 

N/A 

100% 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

Forward Bin 

Questton ID 

LAR9 

l_AR28. 

LAR29 

L^R30 

LAR12 

LAR15 

LAR18 

LAR33 

LAR21 

LAR24 

LAR27 

FWD1 

Question 

Does the DLA number of reported standard bags match: 

DLA reported number of valet / planeside items: 

hJumber of planeside valet / service items - recounted: 

Does the DLA number of reported planeside valet / service items match: 

Comments 

• Split Bin : "9-11 " I recounted 9 & 11. 

Does the DLA numt>er of reported heavy TAGGED bags match: 

Does the weight of the freight match: 

Does the weight of the DASH/SPD match: 

Does the weight of the mail match: 

Does the weight of the COMAT match: 

Does the weight of the ballast match: 

Does the weight of the "Other" weight match: 

How many crew bags were in the FWD bin: 

Answer Percent 

N/A 

20 

20 

Yes 

N/A 

N/A 

N/A 

100% 

N/A 

N/A 

N/A 

N/A 

HJA 

N/A 

N/A 

0 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

N/A 

CLR 

Station: BIL_DL C 

Audit Date- 8/12/201 

SKYWEST CONFIDENTIAL 

A N D PROPRIETAR Y 

IN FOR MAT] ON 

Report Generated: 9/16/201 
Question ID I Question 

CLRO Was one DLA Agent assigned to the aircraft: 

CLR1 FLIGHT INFORMATION completed correctly. 

CLR 12 Was Signature and ID section completed by the DLA: 

CLR2 BAGGAGE INFORMATION completed correctly by the DLA: 

CLR3 CARGO INFORMATION completed correcUy by the DLA: 

CLR4 PASSENGER COUNTS completed correctly by the DLA. 

Comments 

• There are corrections on the CLR that were improperly conected. Cannot determine if it 

was the Crew or the Station who made the corrections 

Answer 

Yes 

Yes 

Yes 

Yes 

N/A 

Percent 

100% 

100% 

100% 

100% 

N/A 

N/A 

u»l*]. t I h I 

CLR9 Did the DLA use the baggage count tally sheet on the back side of the CLR: 

Comments 

Yes N/A 

w::."^V iLriwnmi 

Auditor Name/Signature: Brett Whitelaw 

Siaiion- BIL_DLC 

Audit Date: S/12/201 I 

SKYWEST CONFIDENTIAL 

A ND PROPRIETARY 

INFORMATION 

Report Generated: 9/16/201 I 
EXHIBIT E 

SkyWest Airlines Weight and Balance Analysis prepared by Carl Salamone 

SkyWest's Production of Documents 
AIRLINES ® 

ilttiiiSiiiliiilW 
This document contains recalculalions of the aircraft load manifest and aircraft performance for the nine 

flights in involved in FAA case numbers 201 1NM060010, 2011NM060011, 2011NM060033, and 

201INM060038. The analysis will include both the loading and performance values as calculated by the 

flight crew, and the values as observed by the Federal Inspector. 

When analyzing weight and balance errors to measure operational safety, it is important to approach the 

observed loading configuration from three viewpoints: 

1. Aircraft Takeoff Weight 

2. Aircraft Takeoff Center of Gravitj' 

3. Aircraft Climb Performance and Maximum Operating Altitude 

Aircraft Takeoff Weight 

The most important factor when examining aircraft takeoff weight is that the observed takeoff weight did 

not exceed the maximum takeoff weight for the runway of use. In this case, all runway length and initial 

climb requirements would have been met in compliance with federal and operational requirements. 

Aircraft Takeoff Center of Gravity 

The aircraft center of gravity is defined as "the average location of the weight of the aircraft ." To ensure 

controllabilit>' at all titties, each aircraft manufacturer publishes a range in which the center of gravit>' 

must remain. This is often referred to as the aircraft operating envelope and is expressed in a percentage 

of mean aerodynamic chord (%MAC). It is important that the aircraft remain within this envelope during 

all phases of flight. The following analysis will show that small errors in load manifest calculations (for 

the purposes of this document, a weight error of less than 500 pounds) results in a near negligible change 

in aircraft center of gravit>'. 

Aircraft Climb Performance and Maximum Operating Altitude 

As aircraft weight increases, enroute climb performance and maximum operating altitude decrease. In 

normal operations, actual flight conditions often differ from planned flight conditions. One of the 

primary responsibilities of the flight crew is to adapt to actual flight conditions and operate the aircraft in 

a safe manner at all times. Any deviations from planned aircraft flight performance would be recognized 

and corrected by the flight crew. 

Due to decreased climb performance and lower operating altitudes, a higher than planned aircraft weight 

may result in a higher than planned fuel usage for the fight. SkyWest Airlines automatically includes a 

ininimum of 550 pounds additional contingency fuel for every CRJ 200 flight, and 850 pounds additional 

contingency fuel for every CRJ 700 and CRJ 900 fiight. Any increased fijel usage due to additional 

' hrtp://w\vw.grc.nasa.gov/\VWW/k-I2/airplane/acg.html 

Page I of2 
weight on board would be less than the standard contingency fuel already included on every SkyWest 

Airlines flight. 

Load manifest errors do not always result in a heavier than planned aircraft. In some cases, the aircraft 

may be operated at a lighter than planned weight. Provided that minimum fiight weight limitations are 

met, an aircraft that weighs less than planned will exhibit performance improvements in all cases. 

Page 2 of2/ 
Dale; 1 1/17/2010 

Flight Number: 6573 

Aircraft Number: N702SK 

Route of Flight: DEN-HDN 

The FAA reports three heavy bags found on board the aircraft. The station cargo load report (CLR) only 

lists only one heavy bag. Without actual CLR bag counts, ii is not possible to determine if the two 

additional bags were counted as standard weight or not counted at all. If the additional heavj' bags were 

counted as standard bags, this would have resulted in sixty pounds of additional cargo on board. If the 

additional heavy bags were not counted at all, the result would have been 120 pounds of additional cargo 

on board. Sk>'West procedure specifies that all checked baggage is loaded into the aft cargo bin on a CRJ 

700, thus the additional weight would have been held in the aft cargo bin. 

The flight crew calculated a gross takeoff weight of 65,278 pounds. Factoring environmental conditions 

at the time of takeoff, the maximum takeoff weight for the runway in use was 66,582 pounds. The flight 

crew calculated a takeoff weight in excess of 1300 pounds below the maximum takeoff weight limit for 

the runway of use. The additional weight observed by the Federal Inspector did not exceed the maximum 

takeoff weight limit for the runway of use. The flight crew also calculated a takeoff center of gravity 

(CG) located at 21.39 percent mean aerodynamic chord (%MAC). An additional sixt>' pounds located in 

the aft cargo bin would have shifted the takeoff CG to a point located at 21.57 %MAC. An additional 120 

pounds located in the aft cargo bin would have shifted the takeoff CG to a point located al 21.75 %MAC. 

In either case, safety of flight was maintained as all operations fell well within the manufacturer's 

operating envelope. Reference Figures 1, 2, and 3 for CRJ 700 operating envelopes depicting the crew 

calculated and both possible options for FAA observed aircraft loading. 

3S1W 

3-1 I N 

33i(n 

.1.' 1 no 

31100 

- IS 100 

0'*JT"' ! TStOO lb (MOiB >fll I.1^K1MIJM T«H£-OFF WEIpm 

Page 3 of21 
Figure I: Flight 6573 Crew Calculated Aircraft Takeoff Loading 

\ 

3&100 

3-1100 

33IM) 

3210O 

. 311O0 

30100 

20100 

g mo o 

o 

3(100 

2^100 

23100 

njo o 

21100 

2O1O0 

19100 

IE ICO 

- ' 2 0* ; MO' i 

=FR —,— : -. 1—I . 1 — fvvM j 

.i4J:jT:2sorbiwi33k5)PW"jNUJiiHAt.iPV(EiCrfT:~t^;:.^|.:j._;r|:.'; 

i iTW(IOIb(3JOI6k]ll.WgMUM7AHE-OFF VrtlGHT-|—'-•• • \ T—! TWOO 

i^j: !.^:iiiii?ir:-fr:i.rf^izj::j"^-^--_d'' 

Figure 2: Flight 6573 FAA Observed Takeoff Loading Option 1 - 60 Pound Error'' 

IS 100 

WiOO 

33100 

33100 -

31100 

J01W 

2S10O 

a 20100 -

I 2.'ICO 

o 

X 2«10O 

2E1CI) • 

2J1W 

23100 

Kio n • 

21100 

20100 

16100-

lain o 

.-,t..(_j.. . . 

12 O".' 1J 0-

L:.z ! '62MrD 13*133 ng' MAXIMUM HAMP viEiQfi :_\ : ;„;_[ . : i 

jTWDOUHJlOIDIoJUAMUUMIME^FFft'EIGHT 

Figure 3: Flight 6573 FAA Observed Takeoff Loading Option 2 - 120 Pound Error"^ 

^ Bombardier CRJ 700 Weight and Balance Manual 01-00-60, Page 14, Jul 09/2009 

^ Bombardier CRJ 700 Weight and Balance Manual 0 i -00-60, Page 14, Jul 09/2009 

•* Bombardier CRJ 700 Weight and Balance Manual 01-00-60, Page 14, Jul 09/2009 

Page 4 of 2! 
Date; 11/22/2010 

Flight Number: 4659 

Aircraft Number: N410SW 

Route of Flight: Bfl.-SLC 

The FAA reports thirtj'-eight standard bags and two heavy bags on board the aircraft. The station cargo 

load report (CLR) list.s forty standard bags. The result is sixty pounds of additional cargo located in the 

aft cargo bin. 

The flight crew calculated a gross takeoff weight of 46,358 pounds. Factoring environmental conditions 

at the time of takeoff, the maxitnum takeoff weight for the runway in use was 49,571 pounds. The flight 

crew calculated a takeoff weight in excess of 3200 pounds below the irtaximuin runway takeoff weight. 

The additional weight observed by the Federal Inspector did not exceed the maximum takeoff weight 

liinit for the runway of use. The flight crew also calculated a takeoff center of gravity' (CG) located at 

10.49 percent mean aerodynamic chord (%MAC). An additional sixt>' pounds located in the aft cargo bin 

would have shifted the takeoff CG to a point located at 10.73 %MAC . The safety of flight was 

maintained as all operations fell within the manufacturer's operating envelope. Reference Figures 4 and 5 

for CRJ 200 operating envelopes depicting the crew calculated and FAA observed aircraft loading. 

4(..3.iS 

" 

1I..S. 

g 44-

u 

S 

< 

< 

3 4 -

2 4 -

— 

1 

U 

1 1 

. . • 

-c-

•if 

t 

• i 

i 

r . ^ 

h 

f. 

i 

9. 

•s 

3 

3 

0. 

a. 

9 m 

S3 ? U b hlAX HAMP VVEIGHT 

•', 1 1 ! 1 

i 

1 

44 00 

30 00 

i 

D b M 

t)MI 

WZE 

•JFLIG 

10 FU 

KT W 

EL WE 

=1GHT 

T 

GHT 

, — — 

" 

z 

U < 

O 

a. 

CL < 

e 

K 

•f; 

1 

Ic 

fe 

>• 

^ " ^ 

— ~1 

1 

X 

B 

p 

1 

o 

"5 

t 

< 

17 m 

0 JO J 3 14 

io.4'n„ 

19 18 20 22 24 2& 23 3D 3 ! 34 3B 3e'fi 

POSmON C%MAC) < 

Figure 4: Flight 4659 Crew Calculated Aircraft Takeoff Loading" 

Bombardier CRJ 200 Weight and Balance Manual 01 -00-60, Page 6, APR28/99 

Page 5 of 21 
52 

£ 0 -

48 

'1(i.41Ji!bs. 

4 6 -

8 ^~ 

hX 

^ 4 0 

lu 

s 

< 

o 3 6 

34 

32 

30 

28-

26-

m 

rI'll 

7.0% << 

SI 250 b hMX RAMP WE1GKT 

53 000 ft MAX JAKEOFF WBGHT 

< • . ' t • I- -

•47 000 b M M LANDING WE1GKT— 

44 000 b MAX ZERO RJEL WElGKT 

30 000 lb MIN FUG 

8 10 12 14 t e 1B 20 2? 24 2S 28 30 32 34 36 

10.7.1'l'o POSITION PiMAC) 

Figure 5: Flight 4659 FAA Observed Takeoff Loading*^ 

Bombardier CRJ 200 Weight and Balance Manual 01 -00-60, Page 6, APR28/99 

Page 6 of 21 
Date: 12/14/2010 

Flight Number: 6692 

Aircraft Number: N984CA 

Route of Flight: LAX-SAN 

The FAA reports nineteen standard bags and one heavy bag on board the aircraft. The station cargo load 

report (CLR) lists twenty standard bags and five heav>' bags. The result is 270 pounds less cargo actually 

present than reported on the aircraft load tnanifest. 

The flight crew calculated a gross takeoff weight of 39,641 pounds. Planning for 270 pounds more than 

actually on board has no negative weight implications in terms of aircraft perfonnance. The flight crew 

also calculated a takeoff center of gravit>' (CG) located at 19.58 percent mean aerodynamic chord 

(%MAC). The decreased cargo weight would have shifted the actual takeoff CG to a point located at 

18.39 %MAC . The safety of flight was maintained as all operations fell well within the manufacturer's 

operating envelope. Reference Figures 6 and 7 for CRJ 200 operating envelopes depicting the crew 

calculated and FAA observed aircraft loading. 

-

5 0 -

4 6 -

g44 -

i42 -

1-

O40 -

5 

t38 -

< 

or 

— 

a 

•s 

o 

Cl 

7.C 

1 1 

'•-•-

V^ 

.':.-

o 

i 

••i 

^ 

1 

VV 

i 

% 

St 

T . 

't 

§ 

- j 1 

1 

c 

5 

-

• I (J 

i 

a. 

a. < 

9.0% 

.14 

s 

M l 

S3 2S01> MAX FUMP WEIGHT 

"I. , '. J 

lbs. 

44 DO 

30 OC 

i b r 

b i 

! 

« LANDING WEiG 

1 1 

AX I E 

N F U 

1 y.5 

O F U I W E 

1 

HTWl 

S'J-u 

EIGHT 

T — -

IGHT 

. 

y 

— — 

~ 

a 

5 

X 

a 

o 

cr 

< 

"7 

i 

•k 

'^ 

JStrt 

— n 

? 

*t 

1 

% 

P 

1-

o 

< 

-

37.0* 

6 8 10 12 14 16 IB 20 22 24 26 28 30 32 34 36 38S 

POSITION (%MAC) J 

Figure 6: Flight 6692 Crew Calculated Aircraft Takeoff Loading^ 

' Bombardier CRJ 200 Weight and Balance Manual 01 -00-60, Page 6, APR28/99 

Page 7 of2/ 
-

so46-

044 . 

i42 -

1-

X 

i?40 -

5 

< 

CL 

< 

— 

" 

o 

O 

o 

•j 

'•i -

o 

i 

'.n 

7.0si 

+*'• 

j1 

•2 

*• 

^ 

" 

• a 

I 

• a : 

a. 

< 

0 

9.0% 

1 

1 

s ^ 

53 2S0 » MAX fWMP WErGKT 

1, — 

44 001 

30 000 

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POSITION niMACl i 

Figure 7; Flight 6692 FAA Observed Takeoff Loading^ 

Bombardier CRJ 200 Weight and Balance Manual 01 -00-60, Page 6, APR28/99 

Page 8 of21 
Date: 12/15/2010 

Flight Number: 4800 

Aircraft Number: N41!SW 

Route of Flight: LAX-SAN 

The FAA reports forty-three standard bags, four heav>' bags, and twelve valet bags on board the aircraft. 

The station cargo load report (CLR) lists fifty-nine standard bags, zero heav'y bags, and zero valet bags. 

The result is 120 pounds of additional cargo located in the aft cargo bin. 

The flight crew calculated a gross takeoff weight of 44,621 pounds. Factoring environmental conditions 

al the time of takeoff, the maximum takeoff weight for the runway in use was 47,195 pounds. The flight 

crew calculated a takeoff weight in excess of 2500 pounds below the maximum runway takeoff weight. 

The additional weight observed by the Federal Inspector did not exceed the niaxiinum takeoff weight 

limit for the runway of use. The flight crew also calculated a takeoff center of gravity (CG) located at 

13.21 percent mean aerodynamic chord (%MAC). An additional 120 pounds located in the aft cargo bin 

would have shifted the takeoff CG to a point located at 13.69 %MAC, The safety of flight was 

maintained as all operations fell well within the manufacturer's operating envelope. Reference Figures 8 

and 9 for CRJ 200 operating envelopes depicting the crew calculated and FAA observed aircraft loading. 

-

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I?-21" o POSITION (*MAC) 

Figure 8: Flight 4800 Crew Calculated Aircraft Takeoff Loading^ 

Bombardier CRJ 200 Weight and Balance Manual 01 -00-60, Page 6, APR28/99 

Page 9 of 21 
-

5 0 -

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13. W " .1 POSITION IIMAC) 1 

Figure 9: Flight 4800 FAA Observed Takeoff Loading' 

Bombardier CRJ 200 Weight and Balance Manual 0! -00-60, Page 6, APR28/99 

Page 10 of21 
Date: 02/11/2011 

Flight Number: 4451 

Aircraft Number: N709BR 

Route of Flight; SLC-CPR 

The FAA reports one heavy bag on board the aircraft. The station cargo load report (CLR) lists zero 

heavy bags. Without the actual FAA bag counts, it is not possible to determine if the additional heavy 

bag was counted as a standard weight bag or not counted at all. If the additional hea\7 bag was counted as 

a standard bag, the result would have been an additional thirty pounds of cargo located in the aft cargo 

bin. If the additional heavy bag was not counted at all, the result would have been sixty pounds of 

additional cargo located in the aft cargo bin. 

The flight crew calculated a gross takeoff weight of 42,007 pounds. Factoring environmental conditions 

at the time of takeoff, the ma.ximum takeoff weight for the runway in use was 42,884 pounds. The flight 

crew calculated a takeoff weight in excess of 800 pounds below the maximum takeoff limit for the 

runway of use. The additional weight observed by the Federal Inspector did not exceed the maximum 

takeoff weight limit for the runway of use. The flight crew also calculated a takeoff center of gravity 

(CG) located at 16.15 percent mean aerodynamic chord (%MAC). An additional thirty pounds located in 

the aft cargo bin would have shifted the takeoff CG to a point located at 16.28 %MAC. An additional 

sixt>' pounds located in the aft cargo bin would have shifted the takeoff CG to a point located at 16.41 

%MAC. In either case, safety of flight was maintained as all operations fell well within the 

manufacturer's operating envelope. Reference Figures 10, 11, and 12 for CRJ 200 operating envelopes 

depicting the crew calculated and both possible options for FAA observed aircraft loading. 

-

42.(m7lh.-.-.*^' 

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16. I f}':'„ POSITION 1%MAC) 

Figure 10: Flight 445 1 Crew Calculated Aircraft Takeoff Loading' 

'' BombarUier CRJ 200 Weight and Balance Manual 01-00-60, Page 6, APR28/99 

Page llofl l 
-

5 0 -

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1 • 

l l f 1 1 1 1 

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^ 

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1 1 1 1 

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1 1 1 1 

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6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 3Si 

16.2K''/„ POSITION (%MAC) I 

Figure 11: Flight 4451 FAA Observed Takeoff Loading Option 1 - 30 Pound Error' 

-

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1 1 

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8 10 12 14 16 18 20 22 24 

!f..41'!M POSITION OhMAC) 

28 30 32 34 36 38? 

't 

Figure 12: Flight 4451 FAA Observed Takeoff Loading Option 2-6 0 Pound Error' 

" Bombardier Cn.3 200 Weight and Balance Manual 01-00-60, Page 6, APR2S/99 

^^ Bombardier CRj 200 Weight and Balance Manual 01-00-60, Page 6, APR28/99 

Page 12 of 21 
Date: 03/03/2011 

Flight Number: 4553 

Aircraft Number: N800SK 

Route of Flight; SAN-SLC 

The FAA reports forty-three standard bags, three heav}' bags, and one live animal on board the aircraft. 

The station cargo load report (CLR) lists forty-six standard bags, zero heavy bags, and zero live animals. 

The total bag count is the same, meaning that the three heavy bags were counted as standard bags. The 

result is an additional ninety pounds of weight due to the incorrect categorization of hea\7 bags. 

Depending on the weight of the live animal, the kennel may have n^et heavy bag criteria, resulting m an 

additional thirty or an additional sixty pounds of weight. The total weight adjustment is an additional 120 

to 150 pounds of cargo depending on the weight of the live animal. SkyWest procedure specifies that all 

checked baggage is loaded into the aft cargo bin on a CRJ 900, thus the additional weight would have 

been held in the aft cargo bin. 

The flight crew calculated a gross takeoff weight of 74,196 pounds. Factoring environmental conditions 

at the time of takeoff, the maximum takeoff weight for the runway in use was 74,523 pounds. The flight 

crew calculated a takeoff weight of 327 pounds below the maximum takeoff limit for the runway of use. 

The additional weight observed by the Federal Inspector did not exceed the maximum takeoff weight 

limit for the runway of use. The flight crew also calculated a takeoff center of gravity (CG) located at 

22.39 percent mean aerodynamic chord (%MAC). An additional 150 pounds located in the aft cargo bin 

would have shifted the takeoff CG to a point located at 22.88 %MAC. The safet>' of flight was 

maintained as all operations fell well within the manufacturer's operating envelope. Reference Figures 13 

and 14 for CRJ 900 operating envelopes depicting the crew calculated and FAA observed aircraft loading. 

Page 13 of21 
Figure 13: Flight 4553 Crew Calculated Aircraft Takeoff Loading' 

Bombardier CRJ 900 Weight and Balance Manual 01 -00-60, Page 16, Aug 25/2008 

Page Mof21 
40000 

36000 

3BD00 

37000 

-l-l-l-t-l-l-l-t-i-;-!---!^ " 

-PI jpn.i i n*n> VIrrtt mV.'. K.J fUJJKD •<! " 

I'Jvnu n liiA-ii i Wiiiti <HVt'>(i)(*>^''>>')^ - M -

Figure 14: Flight 4553 FAA Observed Takeoff Loading'^ 

Bombardier CRJ 900 Weight and Balance Manual 01 -00-60, Page 16, Aug 25/2008 

Page 15 o f 21 
Date: 03/03/2011 

Flight Number: 4445 

Aircraft Number: N614SK 

Route of Flight: PHX - SLC 

The FAA reports forty-three standard bags and three heav>' bags on board, while the station cargo load 

report (CLR) lists forty-six standard bags and zero heavy bags on board. The result is an additional 

ninety pounds of cargo on board. SkyWest procedure specifies that all checked baggage is loaded into the 

aft cargo bin on a CRJ 700, thus the additional weight would have been held in the aft cargo bin. 

The flight crew calculated a gross takeoff weight of 66,920 pounds. Factoring environmental conditions 

at the time of takeoff, the maximum takeoff weight for the runway in use was 71,373 pounds. The flight 

crew calculated a takeoff weight in excess of 4400 pounds below the maximum runway takeoff weight. 

The additional weight obser\'ed by the Federal Inspector did not exceed the maximum takeoff weight 

limit for the runway of use. The flight crew also calculated a takeoff center of gravity (CG) located at 

22.08 percent mean aerodynamic chord (%MAC). An additional ninety pounds located in the aft cargo 

bin would have shifted the takeoff CG to a point located al 22.35 %N4AC. The safety of flight was 

maintained as all operations fell well within the manufacturer's operating envelope. Reference Figures 15 

and 16 for CRJ 700 operating envelopes depicting the crew calculated and FAA observed aircraft loading. 

vr^—I—H-—h;;:H/i3MiBiwi«vgii.i»xiNUMriAi,jPv/E;GHr;rd7;:."i;"".r4::::rS 

I- 120*. Mc^P—^71000ttnnoi9 «oj luiauut,! T^-yJ3FF v;Fir.Hrs—1-|—p:-{ -. 

7S00C 

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Figure 15: Fiight 4445 Crew Calculated Aircraft Takeoff Loading' 

Bombardier CRJ 700 Weight and Balance Manual 01 -00-60, Page 14, Jul 09/2009 

Page 16 of21 
3i\<XI 

34IMI 

33100 

33int 

3n00 

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m o o 

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Figure 16: Flight 4445 FAA Observed Takeoff Loading' 

^' Bombardier CRJ 700 Weight and Balance Manual 01 -00-60, Page 14, Jul 09/2009 

Page I 7 of 21 
Date: 03/03/2011 

Flight Number: 4540 

Aircraft Number: N465SW 

-Route of Flight: MSO-SLC 

The FAA reports ^50 pounds ballast, 100 pounds COMAT, and one pouch of COMAIL on board, while 

the crew cargo load report (CLR) lists 350 pounds COIVL\T and zero COMAIL on board. The result is an 

additional one to three pounds of cargo located in the aft cargo bin. 

The flight crew calculated a gross takeofT weight of 49,863 pounds. Factoring environmental conditions 

at the time of takeoff, the maximum takeoff weight for the runway in use was 49,992 pounds. The flight 

crew calculated a takeoff weight that was 129 pounds below the maximum runway takeoff weight. The 

additional weight observed by the Federal Inspector did not e.xceed the maximum takeoff weight limit for 

the runway of use. The flight crew also calculated a takeoff center of gravit>' (CG) located at 10.10 

percent mean aerodynamic chord (%MAC). An additional three pounds located in the aft cargo bin 

would have shifted the takeoff CG to a point located at 10.11 %MAC. The safetj- of flight was 

maintained as all operations fell well within the manufacturer's operating envelope. Reference Figures 17 

and 18 for CRJ 200 operating envelopes depicting the crew calculated and FAA observed aircraft loading. 

&3 ?SD b litAX RAMP WEIGHT 

-)'),S(SJ lbs,. 

6 8 JO 12 M 16 IB 2D M 24 26 23 30 32 34 36 383 

10.HI';;. posmoN(%MAC) t 

Figure 17: Flight 4540 Crew Calculated Aircraft Takeoff Loading'^ 

^^ Bombardier CRJ 200 Weight and Balance Manual 01-00-60, Page 6, APR28/99 

Page 18 of 21 
•V)fi(yu lbs, 

• 

sobs, 

4 6 -

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1 1 i 1 . p — K— 

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1 1 1 

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IB IB 20 22 24 26 28 30 32 34 36 38 

POSmON (%MAO 

Figure 18: Flight 4540 FAA Observed Takeoff Loading' 

^' Bombardier CRJ 200 Weight and Balance Manual 01 -00-60, Page 6, APR28/99 

Page 19 of 21 
Date: 03/03/2011 

Flight Number; 4613 

Aircraft Number: N816SK 

Route of Flight: OMA-SLC 

The FAA reports two live animals loaded on the aircraft and not indicated on the cargo load report (CLR). 

The CLR indicates 30 pounds of freight which is the correct location to record non-DL Dash cargo. The 

only omission on this CLR was to have indicated that live animals were present in the cargo bin. The 

load manifest for this flight was 100% accurate. 

The flight crew calculated a gross takeoff weight of 79,231 pounds. Factoring environmental conditions 

at the time of takeoff, the maximum takeoff weight for the runway in use was 79,736 pounds. The flight 

crew also calculated a takeoff center of gravity (CG) located at 18.54 percent mean aerodynamic chord 

(%MAC). Reference Figure 19 for the CRJ 900 operating envelope depicting both the crew calculated 

and FAA observed aircraft loading. 

IS-.iJ'.t 

Figure 19: Flight 4613 Crew Calculated and FAA Observed Takeoff Loading 20 

'° Bombardier CRJ 900 Weight and Balance Manual 01 -00-60, Page 16, Aug 25/2008 

Page 20 of 21 
Date 

11/17/2010 

11/22/2010 

12/14/2010 

12/15/2010 

2/11/2011 

3/3/2011 

3/3/2011 

3/3/2011 

3/3/2011 

Date 

11/17/2010 

11/22/2010 

12/14/2010 

12/15/2010 

2/11/2011 

3/3/2011 

3/3/2011 

3/3/2011 

3/3/2011 

Date 

11/17/2010 

11/22/2010 

12/14/2010 

12/15/2010 

2/11/2011 

3/3/2011 

3/3/2011 

3/3/2011 

3/3/2011 

Route 

DEN - HDN 

BIL-SLC 

L/0( - SAN 

LAX - SAN 

SLC-CPR 

SAN - SLC 

PHX - SLC 

MSO-SLC 

DMA - SLC 

Route 

DEN - HDN 

BIL-SLC 

LAX - SAN 

LAX - SAN 

SLC-CPR 

SAN - SLC 

PHX - SLC 

MSO-SLC 

OMA-SLC 

Route 

DEN - HDN 

BIL - SLC 

LAX - SAN 

LAX - SAN 

SLC-CPR 

SAN - SLC 

PHX - SLC 

MSO-SLC 

OMA - SLC 

Appendix A: GTOW, 

Flight 

Flight 6573 - A/C N702SK 

Flight 4659-A/C N41 OSW 

Flight 6692 - A/C N984CA 

Flight 4800-/WCN41ISW 

Flight 4451 -/ii/CN709BR 

Flight 4553-A/C N800SK 

Flight 4445-/V/CN614SK 

Flight 4540-/VCN465SW 

Flight 4613-A/C N816SK 

Flight 

Flight 6573-A/C N702SK 

Flight 4659-A/C N410SW 

Flight 6692-A/C N984CA 

Flight 4800-/VCN411SW 

Flight 4451 -A/CN709BR 

Flight 4553-A/C N800SK 

Flight 4445-A/C N614SK: 

Flight 4540-A/C N465SW 

Flight 4613-A/CN816SK 

Flight 

Flight 6573-A/C N702SK 

Flight 4659-A/C N41 OS W 

Flight 6692 ~ A/C N984CA 

Flight 4800-A/C N411SW 

Flight 4451 -A/CN709BR 

Flight 4553 - A/C N800SK 

Flight 4445-A/C N614SK 

Flight 4540-A/C N465SW 

Flight 4613-A/C N816SK 

CG, and %MAC Calculations 

GTOW 

65278 

46358 

39641 

44621 

42007 

74196 

66920 

49863 

79231 

ADD. WEIGHT 

120 

60 

-270 

120 

60 

150 

90 

3 

0 

RECALC WEIGHT 

65398 

46418 

39371 

44741 

42067 

74346 

67010 

49866 

79231 

GTOWARM 

771.7247 

504.2255 

513.2651 

506.9247 

509.8524 

863.0721 

772.6551 

503.8347 

857.9123 

ADD. ARM 

1036.1 

687 

687 

687 

687 

1187.5 

1036.1 

687 

0 

RECALC MOMENT 

50500976.97 

23416105.73 

20160851.83 

22701927.04 

21458589.77 

64214622.53 

51799328.29 

25124770.65 

67973249.44 

GTOW MOMENT 

50376644.97 

23374885.73 

20346341.83 

22619487.04 

21417369.77 

64036497.53 

51706079.29 

25122709.65 

67973249.44 

ADD. MOMENT 

124332 

41220 

-185490 

82440 

41220 

178125 

93249 

2061 

0 

RECALC ARM 

772.2098071 

504.4617547 

512.0736539 

507.4076806 

510.1050649 

863.7266636 

773.0089284 

503.8457195 

857.9123 

lof 2 
Date 

11/17/2010 

11/22/2010 

12/14/2010 

12/15/2010 

2/11/2011 

3/3/2011 

3/3/2011 

3/3/2011 

3/3/2011 

Route 

DEN - HDN 

BIL-SLC 

LAX - SAN 

LAX - SAN 

SLC-CPR 

SAN - SLC 

PHX - SLC 

MSO-SLC 

OMA - SLC 

Appendix A: GTOW, CG, and %MAC Calculations 

Flight 

Flight 6573-A/C N702SK 

Flight 4659-A/C N410SW 

Flight 6692-A/C N984CA 

Flight 4800-A/C N411SW 

Flight 4451 -/VCN709BR 

Flight 4553-A/C N800SK 

Flight 4445-A/C N614SK 

Flight 4540-A/C N465SW 

Flight 4613-A/C N816SK 

GTOW %MAC 

21.39 

10.49 

19.58 

13.21 

16.15 

22.39 

22.08 

10.10 

18.54 

RECALC %MAC 

21.75 

10.73 

18.39 

13.69 

16.41 

22.88 

22.35 

10.11 

18.54 

2 of 2 
EXHIBIT F 

Curriculum Vitae of Carl Salamone 

SkyWest's Production of Documents 
360 5 SOUTI I OAKDALl - DRIV E • Ull W Bl-KI.IN , Wl 5515 1 

PI-iONlI: (262)-957-402 8 * E-MAIL : CAR L S A L A M O N L:@ G M A I L. C O M 

CARL SALAMONE 

EDUCATIO N 

University of Ilbnois at Urbana-Champaign Champaign, IL 

B.S. in Electrical Engineerin g (Honors) December 2005 

B.S. in Aviation Huma n Factors (Hig h Honors) December 2005 

GPA 3.53/4.00, Aviation Core GPA 3 93/4.00 

CERTIFICATION S 

Commercial Pilot: Airplane Single and Multi-Engine Land, Instrument Airplane, CL-65 SIC Rating 

Fbght Instructor: Airplane Single and Multi-Engine, Instrument Airplane 

Ground Instructor: Advanced Ground Instructor and Instrument Ground Instructor 

FLIGH T TIM E 

Total: 3806 Pilor in Command: 857 

Turboje t SIC: 2709 (CL-6S) Instructor: 743 

WOR K EXPERIENC E 

SkyWest Airlines (01/2007 - Present) St. George , U T 

• CRJ 200/700/900 Second-m-Command 

• Work under the Vice President of Plight Operations on the following audits and special projects: 

fi\A A'l'OS (Air Transportadon Oversight System) Safety Attribute Inspections (S.'\I) and Element 

Performance Inspections (EPI) 

lATA Operaoonal Safet) Audit (JOSA) Audit 

Department of Dcfenie Audit 

Fbght Operations Internal Evaluation Audit 

Departmental Safety Management System (SMS) program implementation 

• Work under the Director of Aircraft Operations on the following special projects: 

Fbghr Operations manual edits ensuring interdepartmental consistency and regulatory compUance 

Problem solving stucbes involving operational efficiencies 

Other problem solving studies as needed 

• Assist the SkyWest Safet)' Department as a Line Operation Safety Audit (LOSA) auditor 

Universit>'of Illinois Institut e of Aviation (01/2005-12/2006 ) Savoy, IL 

• Visiting Aviation Education Speciabst - Responsible for fbght training following a part 141 program of 

study. 

RELEVAN T SKILL S AN D TRAININ G 

Class ABCDM Commercial Dri\-er's License with Air Brake and Tanker Endorsements 

FCC Restricted Ractiotelephone Operator 

Licensed Emergency Medical Technician - Ilbnois Department of Pubbc Health (2004 - 2008) 

HONOR S 

Applegate/Mylin/Woolman Leadership Award — Award given by the Insdtiue of Aviation Faculty Recognizing 

Leadership as a Flight Instructor (2006) 

Grainger Outstanding Power Engineering Award - For Excellence in the Power Engineering Field of Study 

(2006) 

Eagle Scout, Order of the Arrow - Boy Scouts of America (1996) 
• 

CERTIFICATE OF SERVICE 

The undersigned hereby certifies thai on this 11'^ day of October, 2011. a true and correct 

copy of the foregoing SKYWEST AIRLINE INC/S PRODUCTION OF OOCUMENTS was 

served as follows: 

The Honorable Richard C. Goodwin 

Office of Hearings, M-20 

1200 New Jersey Avenue, S.E. 

East Building Ground Floor 

Room El2-320 

Washington, D.C. 20590 

[Federal Express. 

Federal .Aviation Administration 

800 Independence Avenue SW 

Washington, DC 20591 

Attn: Hearing Docket Clerk, AGC-430 

Wilbur Wright Building - Suite 2W1000 

(Federal Express} 

Jeffrey M. Harper 

Federal Aviation Administration 

Northwest Mountain Region, ANM-7 

1601 Lind Avenue S.W. 

Renton, Washington 98057 

FAX (425) 227-1007 

{hutvstnvhrand I-ederal Express} 

Sheri L. Becker 

\ 

FAA Case No. 2011NM060033 

SkyWest's Objections and Responses to Complainant's Discover.'