ACARS, LOADSHEETS AND LOADING RECONCILIATION
The company-message system can deliver a preliminary loadsheet, a final version and later revisions. These messages describe the loading information for a particular flight, so begin with the flight identity and the version received. A loadsheet is useful when its figures have been checked against the aircraft and accepted into the preparation. Receiving one does not by itself establish that its numbers are already in the MCDU or that all loading is complete. Follow the information from the message to the aircraft and the entries. A later revision may replace values that were correct when the earlier sheet arrived. [54, PDF pp. 1-3] [54, PDF p. 4]
Compare actual loading, final ZFW/ZFWCG, fuel and MCDU data. ZFW is zero-fuel weight, the loaded aircraft mass excluding usable fuel; ZFWCG is its centre-of-gravity information. These affect the flight-management preparation, while changed loading can also require a fresh takeoff-performance calculation. Work through the affected data when a revised loadsheet arrives instead of changing one number in isolation. If printing, use the supported printer setup and retain the relevant record for the sector. The paperwork earns its place when it helps establish which values were accepted and makes a later discrepancy easier to trace. [54, PDF p. 4] [64, PDF p. 4]
Company information and ATC clearances serve different purposes. A route proposal, load revision or company estimate can be useful for planning and preparation; movement and flight-path changes still require the applicable clearance. Keep that distinction clear when the messages arrive together during a busy part of the flight. On the practice sector, check the company data while workload permits, reconcile the changes and then bring the aircraft and plan into agreement. Recording the accepted final version also makes the debrief easier: we can compare the flown sector with the information actually used, rather than with an older sheet left open on the tablet.