55.180.30 - Air mode containers, pallets and nets
ICS 55.180.30 Details
Air mode containers, pallets and nets
Luftfrachtcontainer, -paletten und -netze
Conteneurs, palettes et filets pour le transport aérien
Letalski kontejnerji, palete in mreže
General Information
1.1 This document provides general utilization requirements and recommendations and calculation methods adequate to guarantee the effectiveness and ultimate strength of tie-down/lashing arrangements performed to restrain cargo on board civil transport aircraft during flight, including the following: 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 ISO8097 (NAS 3610) 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 pallet (floating pallet) into either lower deck, main deck or upper deck containerized cargo compartments of an aircraft, when using for this purpose restraint slings (wire rope cables) specified in ISO 20291-1. 1.2 Restraint slings as specified in this document can also be used for permanent or semi-permanent attachment of a special purpose device, such as aircraft engine transport stand (see ISO 11241), horse stall (see ISO 9469), automobile transport device (see ISO 8268) or other, whether or not airworthiness approved, onto an aircraft pallet. 1.3 This document applies to cargo tie-down/lashing arrangements using exclusively air cargo restraint slings conforming to ISO 20291-1. NOTE 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. 1.4 This document specifies industry recognized means of complying with airworthiness authorities general regulations applicable to load securing on board civil transport aircraft (see 14 CFR Part 25 and EASA CS-25, CCAR-25 or Japanese Airworthiness Standard Part 3), and aircraft manufacturers authority approved Weight and Balance Manuals for each aircraft type as specified therein. 1.5 The wire rope slings in this document are intended exclusively for restraint purposes on board aircraft and are not intended to be used as lifting slings for handling or any other purpose.
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This document specifies the design criteria and testing methods adequate to guarantee the ultimate strength and operational dependability of cargo restraint sling assemblies made of steel wire rope, with a 22,25 kN (5 000 lbf) rated ultimate load capability, as can be used by the airline industry in order to restrain on board civil transport aircraft during flight, including the following: — cargo loaded and tied down onto airworthiness approved air cargo pallets, themselves restrained into aircraft lower deck, main deck or upper deck cargo systems and meeting the requirements of ISO 8097 (NAS 3610) or ISO 21100, or — 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, to be restrained onto aircraft structure attachment (tie-down) points. Two types of wire rope restraint slings are defined: a) type A: adjustable length restraint sling assemblies, including a tension retaining device and termination fittings attached to the wire rope end eyes; b) type B: fixed length restraint sling extensions, to be used in conjunction with a type A cable; extensions are usually terminated at both ends by eyes, without additional fittings, and can be attached through hooks or shackles. The cables specified in this document are intended exclusively for restraint purposes on board aircraft, and not for use as lifting slings.
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This document 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. Cargo stopper devices designed to this document 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 ISO 16049-2:2020, 7.4; b) to restrain cargo smaller than the pallet net's mesh, or identified as "piercing" cargo, 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 can contain a heavy item, e.g. a 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.
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ISO 13355:2016 specifies a method to carry out a vertical random vibration test on a complete, filled transport package(s) and unit loads using random excitation[1]. This document also provides methods for assessing the performance of a package in terms of its strength or the protection that it offers to its contents when it is subjected to vertical vibration. The test discussed in this document can be performed either as a single test to investigate the effects of vertical vibration, or as a part of a sequence of tests designed to measure the ability of a test specimen to withstand a distribution system that includes a vibration hazard.
NOTE In this International Standard, a package or unit load is referred to as test specimen.
[1] Random vibration theory is discussed in IEC 60068-2-64.
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ISO 4118:2016 covers the design, performance and testing requirements for lower deck containers for use in main line aircraft which do not require airworthiness approval/certification when loaded under the conditions of compartment restraint and/or where applicable according to the aircraft type's approved Weight and Balance Manual, ISO 8097 or ISO 21100 equivalent base plate restraint for these containers. Aircraft Weight and Balance Manuals require non-certified containers be constructed then loaded in such a manner that neither the container nor its contents can become a hazard or damage the aircraft structure under flight conditions. Compliance with ISO 4118:2016 is one means of demonstrating compliance with these requirements. Most sizes of containers covered by ISO 4118:2016 (base sizes K, L, P and Q) cannot physically be loaded and latched on aircraft main deck cargo systems. Base size A and M containers can, but are not allowed on aircraft main decks, which in general do not accept non-certified units. Accordingly, all containers covered by ISO 4118:2016 are intended to be used/installed exclusively in aircraft lower deck compartments NOTE The metric equivalents for dimensions have been rounded up or down to the nearest millimetre, except in critical dimensions. Masses have been rounded up to the nearest kilogram and forces have been rounded up to the nearest 10 N. See introduction where it is deemed necessary to use exact values.
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ISO 19281:2016 the minimum design and performance criteria and testing methods of passive fire resistant containers (FRCs) for carriage on aircraft main deck, to be used on either of the following: a) in those cargo compartments of civil transport aircraft where they constitute one means of complying with applicable airworthiness regulations; b) on a voluntary basis, when deemed appropriate by operators to improve fire protection in aircraft cargo compartments where airworthiness regulations do not currently mandate their use. The fire resistant containers (FRCs) specified by this International Standard are intended to be used to contain and restrain unitized cargo for loading into either of the following aircraft main deck cargo compartments: a) Class B aircraft cargo compartments according to CS-25, CCAR-25, JAS Part 3 or 14CFR Part 25 25.857 (b), in accordance a) or b) above; b) Class E aircraft cargo compartments according to CS-25, CCAR-25, JAS Part 3 or 14CFR Part 25 25.857 (e), in accordance with b) above; c) Class F aircraft cargo compartments according to CS-25 § 25.857(f) and AMC to CS-25.855 and 25.857, or 14CFR Part 25 § 25.857(f) and FAA Advisory Circular AC25.857-X, in accordance with a) above. NOTE 1 Though nothing formally prevents a fire resistant container (FRC) from being carried in a lower deck Class C aircraft cargo compartment, it is not intended for this use since its fire containment capability would be redundant with that of the aircraft's fire detection and suppression system, which it could hamper. Consult current regulatory guidance materials and aircraft type's Weight and Balance Manual whenever available. Containers are specified in this International Standard only insofar as their flammability requirements and fire resistance performance are concerned. They are not otherwise specified in this International Standard, but still require meeting the applicable general standards. NOTE 2 See Clause 2 and 4.1 and 4.2 for applicable containers airworthiness approval and general design standards. This International Standard does not cover requirements for fire detection or suppression devices. The specified fire resistant containers (FRCs) are passive devices capable of containing a fire for the specified duration by themselves. NOTE 3 Nothing, however, prevents additional use of self-contained fire detection or suppression devices within fire resistant containers (FRCs), but such devices are not specified herein (see 4.5.5). ISO 19281:2016 does not cover requirements for other types of fire resistant containers not specified therein. The use of fire resistant containers meeting the requirements of this International Standard is not alone sufficient to ensure flight safety: this International Standard is based on the assumption that the approved fire resistant containers will be built up, installed, and checked prior to aircraft loading in accordance with appropriate operating instructions, by competent, suitably trained, personnel as defined for example in ISO 9001:2008, 6.2.2 (see 9.3).
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ISO 10327:2014 covers the minimum design and operational testing requirements for general purpose, base-restrained containers exclusively intended for the main or upper deck cargo compartments of main line civil transport aircraft, capable of being used by either airlines or shippers and requiring an airworthiness authority approval (certification). ISO 10327:2014 does not cover the performance requirements and ultimate load testing parameters for airworthiness authorities approval (certification), which are covered in ISO 21100 or, for units approved prior to 2012, ISO 8097:2001. The design and operational testing requirements of ISO 10327:2014 are additional to the performance and certification testing requirements of these International Standards. ISO 10327:2014 does not cover containers with an overall height of 1 625 mm (64 in) or less, that can be loaded on the lower deck compartments of main line civil transport aircraft, which are specified in ISO 6517, nor air-surface main deck containers, which are specified in ISO 4128 and ISO 8323.
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ISO 6517:2013 covers the minimum design and operational testing requirements for general purpose base-restrained containers exclusively intended for the lower deck compartments of main line civil transport aircraft, capable of being used by either airlines or shippers and requiring airworthiness authority approval (certification). ISO 6517:2013 does not cover the performance requirements and ultimate load testing parameters for approval by airworthiness authorities (certification), which are covered in ISO 21100 or, for units approved prior to 2012, ISO 8097:2001. The design and operational testing requirements of ISO 6517:2013 are additional to those of these standards.
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ISO 16412:2005 specifies utilization guidelines to be applied when preparing air cargo pallets for carriage on board civil transport aircraft. It identifies the various concerns to be taken into consideration to ensure flight safety, and provides recognized industry standard methods to achieve it. 16412:2005 is applicable to any certified air cargo pallet built up from either a single or a number of pieces of commercial cargo, intended to be loaded on lower, main or upper deck of a civil transport aircraft, whether a freighter or a passenger-carrying aircraft. Its field of application includes all pallets prepared within ground premises, whether at a shipper's facilities or an airport cargo warehouse, including those intended to be loaded into the aircraft in a floating position. The provisions of ISO 16412:2005 may not entirely apply in the event of pre-embarked pallets. In such a case, it is up to the operator to identify and implement the applicable criteria. 16412:2005 is not intended to apply to air cargo pallets prepared for military transport aircraft, and does not take into account any specific criteria for military aircraft. Nothing, however, precludes it being used for guidelines in this case, it being the military operator's responsibility to identify and implement any additional applicable criteria.
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This International Standard specifies the minimum requirements and test conditions for certified cargo unit load devices to be installed in certified aircraft. It covers pallets, nets and containers intended for use with the following classes of aircraft loading and restraint systems: _ Class I: Unit load device restraint in conformity with all flight and ground load conditions, including 9g forward emergency loading conditions. _ Class II: All other unit load device restraints.
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This International Standard specifies the minimum operational requirements for thermal efficiency to ensure that perishable cargoes in insulated standard airborne containers are kept in prime condition during the ground handling and air transportation cycle for a maximum period of 36 h. It is applicable to all insulated air cargo containers irrespective of their size and designation. It does not provide details concerning refrigerated or heated containers and/or the methods and equipment used to obtain the required thermal effect, such as cryogenic, gaseous or liquid fluids, or mechanical compressors/heaters. NOTES 1 The term "perishable cargo" refers, for example, to dairy produce, fruit, vegetables, flowers, frozen foods, meat, fish, etc., requiring maintenance of specific temperature ranges during door-to-door transportation involving air transport. 2 It should be noted that throughout this document environmental (atmospheric) temperatures are expressed in commercial values of degrees Celsius/Fahrenheit (°C/°F) and technical (scientific) temperatures are expressed in the International Standard measure, kelvin (K). A temperature conversion table is given for convenience in annex A.
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Describes the minimum safety requirements to be met by containers used to transport cargo by civil transport aircraft under normal pressure equalization during climb and descent and under emergency pressure equalization in the event of a sudden depressurization.
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Specifies dimensional, structural and environmental requirements for nets used to secure cargo on aircraft pallets meeting the requirements of ISO 4117 or ISO 4171. Establishes six basic sizes of pallet nets.
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The document establishes dimensional, structural and environmental requirements for pallets used to transport cargo in aircraft using nets meeting the requirements of ISO 4170. Includes design loads, operational criteria, resistance to local indentation, to bridging and resting and to impact loads, ball load capacity, performance on ball units, abrasion resistance for plastic-coated or magnesium-base materials, execution of tests and markings.
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Gives dimensional, structural and environmental requirements for 2,44 m wide pallets to be used in freighter versions of high-capacity fixed wing aircraft and is intended to be compatible with the 2,44 × 2,44 m cross-section containers described in International Standards for air-land cargo containers. Pallet nets used in conjunction with these pallets are described in ISO 4115.
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Specifies the design and performance for two types of unit load devices; type 1: airworthiness certified structural unit (complying with ISO 8097), type 2: non-certified unit.
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Lays down the dimensions and specifies the basic requirements for the specification and testing of containers to be used exclusively in conjunction with the air mode in freighter versions of high-capacity fixed-wing aircraft. Furthermore gives environmental criteria and marking requirements.
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vibration test on a complete filled transport package and unit loads using a random exitation.
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ISO 4118:2005 specifies the requirements for lower-deck containers in large-capacity aircraft which do not require airworthiness certification when loaded under the conditions of compartment restraint and/or, where applicable according to aircraft type, ISO 8097 (NAS 3610) equivalent base-plate restraint.
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Specifies the general design, performance and testing requirements for compartment-restrained lower-deck containers for air transport which do not require airworthiness certification.
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Lays down the minimum requirements and test conditions for certified cargo unit load devices in certified aircraft. Covers pallets, nets and containers for the class I and class II of aircraft loading and restraint systems.
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Covers the design, fabrication, performance and testing requirements for the containers. Basic functions of containers are the unitization of baggage, cargo or mail during ground handling and transportation, and the restraint of its contents in flight.
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