ISO 16049-2:2013
(Main)Air cargo equipment — Restraint straps — Part 2: Utilization guidelines and lashing calculations
Air cargo equipment — Restraint straps — Part 2: Utilization guidelines and lashing calculations
ISO 16049-2:2013 provides 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/PAS 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. ISO 16049-2:2013 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. ISO 16049-2:2013 provides 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), 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 that take precedence at all times.
Équipement de fret aérien — Sangles d'arrimage — Partie 2: Directives pour l'utilisation et calculs d'arrimage
General Information
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 16049-2
Second edition
2013-05-15
Air cargo equipment — Restraint
straps —
Part 2:
Utilization guidelines and lashing
calculations
Équipement de fret aérien — Sangles d’arrimage —
Partie 2: Directives pour l’utilisation et calculs d’arrimage
Reference number
ISO 16049-2:2013(E)
©
ISO 2013
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ISO 16049-2:2013(E)
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ISO 16049-2:2013(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 General requirements . 4
5 Tie-down method . 7
5.1 Basic method . 7
5.2 Directions of restraint . 7
6 Calculation methods . 8
6.1 Load factors . 8
6.2 Calculation principles . 9
6.3 Practical calculation.10
7 Specific requirements .11
7.1 General .11
7.2 Risk of cargo slippage .11
7.3 Risk of cargo tilting .11
7.4 Long and narrow items .12
8 Operator’s responsibilities .12
Bibliography .14
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ISO 16049-2:2013(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2. www.iso.org/directives
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received. www.iso.org/patents
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
The committee responsible for this document is ISO/TC 20, Aircraft and space vehicles, Subcommittee
SC 9, Air cargo and ground equipment.
This second edition cancels and replaces the first edition (ISO 16049-2:2005), which has been
technically revised. It was technically revised to fully meet the requirements of Technical Standard
Order (TSO/ETSO) C-172.
ISO 16049 consists of the following parts, under the general title Air cargo equipment — Restraint straps:
— Part 1: Design criteria and testing methods
— Part 2: Utilization guidelines and lashing calculations
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ISO 16049-2:2013(E)
Introduction
This part of ISO 16049 specifies utilization guidelines and the principles to be used in tie-down/lashing
strength calculations for the use of air cargo restraint straps on board civil transport aircraft.
Throughout this part of ISO 16049, the minimum essential criteria are identified by use of the key word
“shall”. Recommended criteria are identified by use of the key word “should” and, while not mandatory,
are considered to be of primary importance in providing safe lashing arrangements. Deviation from
recommended criteria should only occur after careful consideration and thorough service evaluation
have shown alternate methods to be satisfactory.
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INTERNATIONAL STANDARD ISO 16049-2:2013(E)
Air cargo equipment — Restraint straps —
Part 2:
Utilization guidelines and lashing calculations
1 Scope
1.1 This part of ISO 16049 aims to provide 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/PAS 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.
1.2 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 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 it is not recommended due to the possibility of generating excessive
stresses in the aircraft structure, except where explicitly approved in the manufacturer’s Authority approved
Weight and Balance Manual.
1.3 This part of ISO 16049 aims to provide 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), 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 that take precedence at all times.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
ISO 7166, Aircraft — Rail and stud configuration for passenger equipment and cargo restraint
ISO 8097:2001, Aircraft — Minimum airworthiness requirements and test conditions for certified air cargo
1)
unit load devices
1) Endorsement of NAS 3610 revision 10, TSO/ETSO/CTSO/JTSO C-90c.
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ISO 16049-2:2013(E)
ISO 9788, Air cargo equipment — Cast components of double stud fitting assembly with a load capacity of
22 250 N (5 000 lbf), for aircraft cargo restraint
ISO 10254, Air cargo and ground equipment — Vocabulary
ISO 16049-1, Air cargo equipment — Restraint straps — Part 1: Design criteria and testing methods
ISO/PAS 21100, Air cargo unit load devices — Performance requirements and test parameters(TSO/ETSO/
CTSO/JTSO C-90d)
CAAC CCAR-25, Airworthiness Standards — Transport Category Airplanes
European Aviation Safety Agency (EASA) Certification Specification CS-25, Airworthiness Standards:
2)
transport category aeroplanes
3)
EASA European Technical Standard Order ETSO C172 — Cargo Restraint Strap Assemblies
4)
European Aviation Safety Agency (EASA) EU-OPS 1.035, Quality system
5)
Japanese Airworthiness Standard Part 3 (Civil Aeronautics Law Article 10 § 4)
USA Code of Federal Regulations (CFR) Title 14 Part 25, Airworthiness Standards: transport category
6)
airplanes. (“14 CFR Part 25”)
7)
USA Federal Aviation Administration Technical Standard Order TSO C172 — Cargo Restraint Strap Assemblies
Federal Aviation Administration (FAA) Advisory Circular AC 120-59, Air carriers internal evaluation
8)
programs
NOTE Also see other informative references in Bibliography.
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 10254 and the following apply.
3.1
tie-down
lashing
fact of restraining cargo movements in relation to an aircraft’s structure, throughout the range of
relative accelerations resulting from the allowable flight envelope, by means of an appropriate use of a
number of elementary tie-down devices against each direction of restraint
2) EASA CS-25 constitutes the European governments transport aircraft airworthiness Regulations, and can, as
well as EU-OPS, be obtained from European Aviation Safety Agency (EASA), Otto Platz 1, Postfach 101253, D-50452
Cologne, Germany, or its web site at http://www.easa.europa.eu/.
3) See footnote 2.
4) See footnote 2.
5) The Japanese Airworthiness Standard Part 3 (ISBN 4-89279-661-1) constitutes the Japanese government
transport aircraft airworthiness approval Regulations, and can be obtained from the Civil Aviation Bureau (CAB)
,
of the Ministry of Land Infrastructure, Tourism and Transport, Tokyo, Japan, or its web site at http://www.mlit.
go.jp/en.
6) The Code of Federal Regulations (CFR) Title 14 Part 25, abbreviated throughout this standard as “14 CFR Part
25”, constitutes the USA government transport aircraft airworthiness Regulations, and can be obtained from the
US Government Printing Office, Mail Stop SSOP, Washington DC 20402-9328, USA, or its website at http://www.
gpoaccess.gov/. Advisory Circulars can be obtained from the FAA at its website http://www.faa.gov/.
7) See footnote 6.
8) See footnote 6.
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ISO 16049-2:2013(E)
3.2
tie-down arrangement
geometric layout of an assembly of elementary tie-down devices affixed and tensioned around a piece of
cargo in order to ensure its tie-down against each direction of restraint
3.3
flight envelope
set, during flight of a given aircraft type of sub-type, of allowable values for accelerations which may be
encountered during flight in the various directions relative to the aircraft’s structure, as determined
during the aircraft certification flight testing and certified by the Airworthiness Authority within the
aircraft’s type certificate
3.4
limit load
LL
maximum load to be expected in service as a result of the certified flight envelope of the aircraft
Note 1 to entry: It is two thirds of the ultimate load (see 3.5).
3.5
ultimate load
UL
limit load multiplied by a safety factor of 1,5 prescribed by 14 CFR Part 25 and CS-25, paragraph 25.303
Note 1 to entry: It is used for calculation of cargo tie-down arrangements, based on the ultimate load factors
defined in the Airworthiness Authority approved Weight and Balance Manual, in each direction of restraint,
throughout the certified flight envelope of the aircraft type.
3.6
fore and aft
directions of restraint, relative to the aircraft structure, determined parallel to the aircraft centreline
towards the direction of flight, or opposed to it
3.7
sides
directions of restraint, relative to the aircraft structure, determined perpendicular to the aircraft
centreline and parallel to its floor, lefthand or righthand
3.8
upward
upward direction relative to the aircraft structure
3.9
load factors
−2
accelerations, expressed as multiples of the standard acceleration of gravity (“g” = 9,806 65 m.s ), in
each direction of restraint (fore, aft, sides, upward), that will result in limit or ultimate, as is the case,
forces on the tie-down arrangement proportional to the mass of the piece of cargo being restrained
Note 1 to entry: They are provided by Airworthiness Authority approved Weight and Balance Manual for aircraft
type or sub-type.
Note 2 to entry: The load factors may be limit or ultimate.
3.10
restraint strap assembly
strap
basic tie-down unit consisting of flat woven textile webbing (one fixed end and one adjustable end), one
tensioning device and two end fittings, used for restraint of cargo on board civil transport aircraft
Note 1 to entry: See ISO 16049-1 for description, design criteria and testing requirements.
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ISO 16049-2:2013(E)
3.11
(tie-down) fitting
basic piece of hardware, either single stud (see ISO 7166) or double stud (see ISO 9788), with an omni-
directional capability, allowing to attach (a) strap(s) or other elementary tie-down unit(s) to the floor
tracks or tie-down receptacles of an aircraft’s structure or the edge tracks of an air cargo pallet
Note 1 to entry: Tie-down fittings most commonly include an attachment ring, but may also be directly sewn onto
a strap as a permanent end fitting thereof (see ISO 16049-1).
3.12
floating
air cargo pallet, or equivalent flat support device, located on an aircraft’s cargo compartment
rollerized conveyor but not restrained by the cargo system, the pallet and its load constituting “non
unitized” cargo and being restrained by a set of straps attached to aircraft structural points
3.13
competent person
designated person, suitably trained according to 6.2.2 of ISO 9001:2008 or equivalent pertinent industry
training and proficiency standards, qualified by knowledge and practical experience and with the
necessary operating instructions established according to 4.1
4 General requirements
4.1 Operating instructions shall be established by the aircraft operator, under control of his/her
reporting Civil Aviation Authority. The operating instructions shall ensure compliance with the general
airworthiness requirements and the applicable aircraft Weight and Balance Manual, and should incorporate
the requirements of this part of ISO 16049, or equivalent industry standard (see Bibliography).
4.2 In addition, when restraint straps are attached to the edge rails of a certified air cargo pallet
meeting the requirements of ISO 8097 (NAS 3610) or ISO/PAS 21100, operating instructions shall
take into account the general requirements of the appropriate ISO 8097 (NAS 3610) or ISO/PAS 21100
configuration drawing(s) as to tie-down points locations and spacing.
4.3 Actual tie-down/lashing on aircraft in accordance with these instructions shall be performed and
checked exclusively by competent, suitably trained, personnel as defined in 6.2.2 of ISO 9001:2008 or
equivalent pertinent industry training and proficiency standards (see Clause 8).
4.4 Regardless of the tie-down method used (see Clause 5), all the following rules shall be complied with.
4.5 Tie-down shall be performed using straps designed and tested in accordance with ISO 16049-
1 and Authority approved under TSO/ETSO/CTSO JTSO C172, onto tracks or receptacles meeting the
requirements of ISO 7166, and using fittings meeting the requirements of either ISO 7166 (single stud) or
ISO 9788 (double stud).
The rated ultimate strength resulting from testing of the strap model used shall be used for calculation
of the tie-down arrangement’s strength (see Clause 6), using the safety factor of 1,5 prescribed by 14
CFR Part 25 and CS-25, paragraph 25.303. In the event of other straps or alternative tie-down equipment
(e.g. ropes, cables) being used under the operator’s responsibility, the following general rules shall
nevertheless apply, and the minimum guaranteed ultimate strength of the specific equipment used shall
be used for strength calculation.
4.6 If several elements (e.g. straps, fittings, structural attachment points) of different ultimate strengths
are used together, the strength of the resulting total tie-down element shall be limited to the strength of
the weakest item.
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ISO 16049-2:2013(E)
4.7 A total tie-down arrangement should be performed using exclusively straps of the same model, in
order to ensure differences in elasticity will not result in unequal tension of the straps and premature
failure of certain ones in the event of a major acceleration being encountered during flight. If different
models must be used, at least the straps material (e.g. polyamide, polyester, etc.) and rated ultimate
strength shall be identical for any single direction of restraint.
4.8 Tie-down arrangements shall be symmetrical, i.e. performed using an equal number of tie-down
attachment points (fittings or equivalent) on any two opposite sides of the piece of cargo, and the same
number of straps, acting in the same direction(s) of restraint, onto any two symmetrically located
attachment points. See Figure 1.
4.9 A single tie-down fitting may, subject to ring geometrical compatibility and any Weight and Balance
Manual restrictions or limits as to load factors simultaneity, be attached to up to three straps acting in
as many different directions, but shall be attached to no more than one acting in any single direction of
restraint (fore, aft, side
...
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