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the brakes and advanced the thrust levers to the take-off position. As the aircraft started its take-off
roll the nose pitched up rapidly. The commander reduced the thrust to idle immediately and applied
forward side-stick and gentle braking to encourage the aircraft to pitch back down, which it did
promptly. The aircraft had very little forward speed and was quickly brought to a halt on the runway.
Having liaised with the cabin crew, and made an announcement to reassure the passengers, the
commander taxied the aircraft slowly back on to the stand whence it had just departed. There were no
injuries; however, one of the cabin crew seated at the rear of the cabin had heard a scraping noise after
the aircraft had pitched up. On investigation the flight crew discovered that all the passengers were
Airbus A320-214, G-OOAR
2
seated aft of row 13, which was significantly different from the distribution shown on the Load Form
and Trim Sheet. These forms indicated that the passengers had been spread evenly through the cabin.
An examination of the underneath of the tail of the aircraft revealed that the rear galley drain mast had
been damaged. While conducting this external check, the first officer (FO) also saw that the nose oleo
was very noticeably extended, which suggested a possible problem with the position of the CG.
Passenger Boarding
The aircraft had landed at Kefallinia at 1055 hrs and was scheduled to depart at 1200 hrs. On its
arrival the handling agent informed the commander that the passengers were ready for boarding
immediately. It was apparent to all the crew that the handling agent would be happy for this last flight
of the holiday season to depart as soon as possible. The commander agreed that they would aim to
depart 20 minutes early at 1140 hrs. The handling agent had arranged for the passengers to occupy
the first five rows and the last six and a half rows in the cabin, leaving the remaining seats for the
passengers due to join the aircraft in Zakinthos. Neither the commander nor the Flight Supervisor
(FS), in charge of the cabin, recalled being made aware of this seating plan, which had been drawn up
on a chart with the operator's name on. The commander did, however, recollect that during the
positioning flight from Gatwick he had advised the FS that he wanted the passengers joining in
Kefallinia to be spread evenly through the cabin, although he did not mind if they were predominantly
in the middle and rear sections. By contrast the FS recalled the commander expressing the desire that
the majority of the passengers should be at the rear of the cabin.
The passengers were brought to the aircraft about 20 minutes after its arrival at Kefallinia. While they
were embarking, the commander asked the FS where they were being seated. The FS remembered
informing him that the passengers were seated in Rows 1 to 6. It is quite possible that at the time of
this conversation the passengers that had boarded were those allocated seats in the first five rows, in
accordance with the handling agent's seating plan, and that the passengers bound for the last six and a
half rows in the cabin had yet to embark. However, the commander's understanding was that the
passengers were nearly all on board, that they were sat in the front half of the cabin and that the first
six rows were already full. The commander instructed the FS to move the passengers seated at the
front of the cabin to seats further back, believing that she would still be aware that he wanted an even
spread of passengers throughout the cabin. The FS asked the passengers to move to seats aft of Row
13, behind the overwing exits, informing them that they could return to their allocated seats after
takeoff. She then advised the commander that the passengers had been moved. The handling agent
asked the FS why the passengers had been moved and was advised that it was on the commander's
instruction.
Effect of loading on the CG position
On arrival at Kefallinia the handling agent had presented the commander with the Load Form for the
flight. This form indicated that 65 passengers were to be boarded using 'Standard Loading', which
meant that, for a partial cabin load, the passengers would be evenly distributed between the
three 'bays'. (For loading purposes the Operator assigns the 30 rows of seats in the cabin equally into
three sections of 10 rows each. From front to rear they are designated 0A bay, 0B bay and 0C bay.)
This was at variance with the handling agent's seating plan, which the commander did not see. The
Load Form also indicated that all 62 bags to be loaded would go into the forward hold, Hold 1. The
commander instructed the handling agent to load the baggage in Holds 3 and 4. The commander
subsequently commented that his reasoning was based on his concern to avoid a forward CG. (This
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