Flyg- och rymdteknik

Kommittébeteckning: SIS/TK 259 (Markutrustningar för flygplatser)
Källa: ISO
Svarsdatum: den 20 apr 2018
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This document establishes the minimum requirements for de-icing / anti-icing methods on the ground of main line and regional airplanes, in accordance with the ICAO Manual of aircraft ground de-icing/anti-icing operations (Doc. 9640-AN/940) and the relevant civil aviation requirements, to facilitate the safe operation of main line and regional civil transport airplanes during icing conditions. This document does not specify requirements for specific aircraft model types.

Airlines' published manuals, procedures or methods supplement the information contained in this document.

Frost, ice or snow deposits, which can seriously affect the aerodynamic performance and/or controllability of an aircraft, are effectively removed by the application of the procedures specified in this document.

It is the airplane operator’s responsibility to consult airplane manufacturer’s Aircraft Operations Manual, Aircraft Maintenance Manual and Service Letters to determine any limitations/restrictions relating to the use of de-icing/anti-icing methods meeting this document for the type and model of airplane to be treated.

Ämnesområden: Lastanordningar
Kommittébeteckning: SIS/TK 591 (Lastsäkring - Godstransporter)
Källa: ISO
Svarsdatum: den 20 apr 2018
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This part of ISO 16049 aims at providing general utilization guidelines and calculation methods adequate to guarantee the effectiveness and ultimate load strength of tie-down / lashing arrangements performed to restrain cargo on board civil transport aircraft during flight :

a) cargo loaded and tied down onto airworthiness approved air cargo pallets, themselves restrained into aircraft lower deck or main deck or upper deck cargo systems meeting the restraint requirements of air cargo pallets approved in accordance with ISO 8097 (NAS3610) or ISO 21100, or

b) additional tie-down on aircraft structure when necessitated by pallet maximum gross mass or centre of gravity limits, or

c) non unitized individual pieces of cargo, or pieces of cargo placed onto an unrestrained ("floating") pallet into either lower deck, main deck or upper deck containerized cargo compartments of an aircraft, or

d) individual pieces of load loaded in non containerized (bulk loaded) baggage or cargo compartments.

This part of ISO 16049 applies to cargo tie-down / lashing arrangements using exclusively air cargo restraint straps conforming to ISO 16049-1. Its general recommendations may also be used for tie-down arrangements using other means (e.g. steel cables, rope, other types of straps), but under the user’s responsibility as to their adequacy and the strength calculations required.

NOTE 1 Where tie-down is performed onto aircraft structure as per 1.1 (b) or (c), additional restrictions can be stated in the aircraft's Authority approved Weight and Balance Manual.

NOTE 2 The use of chains, rods, or other rigid devices for tie-down onto civil transport aircraft floor tracks is not part of the scope of this part of ISO 16049, since not recommended due to the possibility of generating excessive stresses in the aircraft structure, except where and how explicitly approved in the manufacturer's Authority approved Weight and Balance Manual.

This part of ISO 16049 aims at providing industry recognized means of complying with Airworthiness Authorities general regulations applicable to load securing on board civil transport aircraft (see CCAR-25, JAS Part 3, 14 CFR Part 25 and EASA CS-25), and aircraft manufacturers Authority approved Weight and Balance Manuals for each aircraft type as specified therein. It is not the intent of this part of ISO 16049 to specify when restraint straps should be used, but how they should be used. It does not, under any circumstance, supersede the requirements of any of the above documents, which take precedence at all times.

Meeting the methods requirements of this part of ISO 16049 is not alone sufficient to ensure flight safety: this part of ISO 16049 is based on the assumption that cargo tie-down will be designed, performed, and checked prior to aircraft departure in accordance with appropriate operating instructions conforming to the Weight and Balance Manual of the aircraft concerned, by competent, suitably trained, personnel as defined for example in ISO 9001:2008, 6.2.2 (see 8 and Reference [2] in Bibliography).

Kommittébeteckning: SIS/TK 259 (Markutrustningar för flygplatser)
Källa: ISO
Svarsdatum: den 4 jun 2018
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1.1 This International Standard specifies the design, performance and testing requirements for "Cargo Stopper" air cargo restraint accessories with a 22 250 N (5 000 lbf) rated load capacity, to be used in conjunction with air cargo restraint straps meeting ISO 16049-1 (TSO/ETSO ̶ C172), or air cargo restraint slings meeting ISO 20291-1, with the same rated load.

1.2 Cargo Stopper devices designed to this International Standard are intended to be used in either of the following typical instances:

(a) to ensure restraint / tie-down of a piece of cargo that does not lend itself to either direct hooking of tie-down straps or passing a strap around without risk of slippage. A common example is long shaped cargo items with a narrow cross-section, whether or not overhanging from the pallet, individual or in bundles, e.g. pipes or beams. See 7.4 in ISO 16049-2, Cargo Restraint Straps – Utilization Guidelines.

(b) to restrain cargo smaller than the pallet net’s mesh, or identified as "piercing", presenting a hazard to the aircraft in the event of it being released during flight.

(c) when a crate containing cargo, even though its cross-section is large enough to be directly tied-down with the pallet net or restraint straps, contains or may contain a heavy item, e.g. piece of machinery, shaft, or similar with a cross-section lower than the pallet net’s mesh size.

NOTE Such "hidden" items have been known to break free from insufficiently strong crates when subjected to in-flight accelerations, then pass due to their small size through the net mesh restraining the crate and be released into the cargo compartment.

(d) to assist in tying-down odd shaped cargo pieces where it is difficult or not allowed to directly attach tie-down straps or pass them around the load in an effective manner.

1.3 Cargo Stopper devices are used as part of cargo restraint arrangements that must meet the regulatory airworthiness requirements. Accordingly, their design and performance must be substantiated as specified in this International Standard in order to meet regulatory requirements and obtain TSO-C202 approval.