ISO 10327:2014

Air cargo — Main deck containers — Design and testing

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.

Fret aérien — Conteneurs de pont principal — Conception et essais

General Information

• Status: Published
• Publication Date: 28-Apr-2014
• ICS: 55.180.30 - Air mode containers, pallets and nets
• Technical Committee: ISO/TC 20/SC 9 - Air cargo and ground equipment
• Drafting Committee: ISO/TC 20/SC 9 - Air cargo and ground equipment
• Current Stage: 9093 - International Standard confirmed
• Completion Date: 25-Jun-2021

Relations

• Revises: ISO 10327:1995 - Aircraft — Certified aircraft container for air cargo — Specification and testing
• Effective Date: 10-May-2012

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 10327
Second edition
2014-05-01
Air cargo — Main deck containers —
Design and testing
Fret aérien — Conteneurs de pont principal — Conception et essais
Reference number
ISO 10327:2014(E)
©
ISO 2014

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ISO 10327:2014(E)

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© ISO 2014
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ISO 10327:2014(E)

Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Container sizes and identification . 3
4 Requirements . 4
4.1 General . 4
4.2 Airworthiness approval . 4
4.3 Materials . 4
4.4 Construction . 5
4.5 Performance . 7
4.6 Design loads . 8
4.7 Environment . 9
4.8 Hanging loads (optional) .10
5 Testing .11
5.1 Ultimate load tests .11
5.2 Operational tests .11
6 Markings .17
6.1 Markings required .17
6.2 Size of markings .17
6.3 Markings location .17
7 Customs/security sealing .17
8 Manufacturer’s instructions .18
9 Quality control .18
9.1 Design and production .18
9.2 Operations .19
Bibliography .24
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ISO 10327:2014(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 (see 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 (see 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.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT) see the following URL: Foreword - Supplementary information
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 10327:1995), which has been technically
revised.
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ISO 10327:2014(E)

Introduction
The basic functions of main deck air cargo containers are
a) the unitization of cargo during ground handling and transportation, and
b) the restraint of their contents against accelerations encountered in flight.
Throughout this International Standard, 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, economical, and usable air
transport containers. Deviation from recommended criteria should only occur after careful consideration
and thorough service evaluation have shown alternate methods to provide an equivalent level of safety.
The requirements of this International Standard are expressed in the applicable SI units, with
approximate inch-pound units conversion between brackets for convenience in those countries using
that system. Where it is deemed necessary to use exact values, the SI unit ones are to be used. Per
exception, the exact figures are those in inches for container base overall outside dimensions.
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INTERNATIONAL STANDARD ISO 10327:2014(E)
Air cargo — Main deck containers — Design and testing
1 Scope
1.1 This International Standard 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).
NOTE 1 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.
NOTE 2 Though nothing technically prevents their being used for baggage, main deck containers are generally
used only for carriage of freight.
1.2 This International Standard 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 this
International Standard are additional to the performance and certification testing requirements of these
International Standards.
1.3 This International Standard 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.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 4116:1986, Air cargo equipment — Ground equipment requirements for compatibility with aircraft unit
load devices
ISO 4128:1985, Aircraft — Air mode modular containers
ISO 4171:1993, Air cargo equipment — Interline pallets
ISO 6517:1992, Air cargo equipment — Base-restrained certified containers exclusively for the lower deck
of high-capacity aircraft
ISO 7137:1995, Aircraft — Environmental conditions and test procedures for airborne equipment
ISO 7166:1985, 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
unit load devices
ISO 8323:1985, Freight containers — Air/surface (intermodal) general purpose containers — Specification
and tests
ISO/TR 8647:1990, Environmental degradation of textiles used in air cargo restraint equipment
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ISO 10327:2014(E)

ISO 10046:1996, Aircraft — Methodology of calculating cargo compartment volumes
ISO 11242:1996, Aircraft — Pressure equalization requirements for cargo containers
ISO/PAS 21100:2011, Air cargo unit load devices — Performance requirements and test parameters
1)
CAAC CCAR-21, Certification Procedures for Products and Parts
1)
CAAC CCAR-25, Airworthiness Standards —Transport Category Airplanes
1)
CAAC CCAR-121, Air Carriers Certification and Operations system
1)
CAAC Chinese Technical Standard Order CTSO C90d — Cargo pallets, nets and containers
EASA Part 21, Certification of aircraft and related products, parts and appliances, and of design and
2)
production organisations (Commission Regulation (EU) No. 748/2012)
2)
EASA CS-25, Certification Specifications for Large Aeroplanes
2)
EASA, (European Aviation Safety Agency) EU-OPS 1035 — Quality system
EASA, European Technical Standard Order ETSO C90d — Cargo pallets, nets and containers (Unit Load
2)
Devices)
3)
Japanese Airworthiness Standard Part 3 (Civil Aeronautics Law Article 10 § 4)
4)
U.S. Code of Federal Regulations Title 14 CFR Part 21, Certification Procedures for Products and Parts
4)
U.S. Code of Federal Regulations Title 14 Part 25, Airworthiness Standards: Transport Category Airplanes
4)
U.S. Code of Federal Regulations Title 14 CFR Part 121, Air carriers certification and operation
U.S. Federal Aviation Administration Advisory Circular AC 120-59, Air carriers internal evaluation
4)
programs
4)
U.S. FAA Technical Standard Order TSO C90d, Cargo Pallets, Nets and Containers
5)
EUROCAE ED-14G, Environmental conditions and test procedures for airborne equipment
1) Civil Aviation Administration of China (CAAC) listed documents constitute the Chinese government transport
aircraft airworthiness approval Regulations.

2) The listed EASA documents constitute the European transport aircraft airworthiness approval Regulations,
and can be obtained from the European Aviation Safety Agency (EASA), Otto Platz 1, Postfach 101253, D-50452
Cologne, Germany, or its web site at www.easa.europa.eu.int.

3) 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 and Transport, Tokyo, Japan, or its website at www.mlit.go.jp/en.
4) The listed FAA documents constitute the U.S.A. government transport aircraft airworthiness approval
Regulations, and can be obtained from the U.S. Government Printing Office, Mail Stop SSOP, Washington DC 20402-
9328, or its website at www.gpoaccess.gov/ecfr.

5) EUROCAE ED-14G can be obtained from the European Organisation for Civil Aviation Equipment, 102 rue
Etienne Dolet, 92240 Malakoff, France, or its website at www.eurocae.eu.
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ISO 10327:2014(E)

3 Container sizes and identification
3.1 This International Standard specifies the basic requirements for design and operational testing of
containers that have the nominal base sizes shown in Table 1.
Table 1 — Sizes
Size code of base Container base size
in accordance
mm in
with ISO/PAS 21100
A 2 235 × 3 175 88 × 125
B 2 235 × 2 743 88 × 108
M 2 438 × 3 175 96 × 125
3.2 Maximum container contours shall be determined in accordance with ISO 10046 for the aircraft
type(s) where they are intended to be carried. The resulting overall maximum dimensions are shown
in Figures 4 to 6 for some of the mostly used container contours able to fit several aircraft types. Many
other contours are allowed and present a large variety to adapt to specific aircraft types or aircraft
configurations. The maximum contours given for examples only in Figures 4 to 6 are:
— contour A: overall height 2 438 mm (96 in), width 2 337 mm (92 in) (see Figure 4);
— contour D: overall height 2 997 mm (118 in), width 2 438 mm (96 in) (see Figure 5);
— contour Y: overall height 2 083 mm (82 in), width 3 175 mm (125 in) (see Figure 6).
Base size A and M containers with an overall height of 1 625 mm (64 in) or less of contours F, K, P, or
U can be loaded on the lower deck and, regardless of their certification status, shall comply with the
relevant requirements of ISO 6517 in addition to those of the present International Standard.
3.3 Container types complying with this International Standard are identified according to their
6)
ISO/PAS 21100 configuration by a type code composed of three letters :
a) the first letter A denoting a certified aircraft container complying with the performance requirements
of ISO/PAS 21100 type 2 or, for units approved prior to 2012, ISO 8097 type II;
b) the second letter denoting the base size, in accordance with ISO/PAS 21100;
c) the third letter denoting the contour determined, in accordance with ISO 10046 (see NOTE).
The identification code shall be prominently marked on two opposite sides of the container (see Clause 6).
EXAMPLE A certified aircraft container (A) of base size 3 175 mm × 2 438 mm (125 in × 96 in) (size M) and of
overall height 2 438 mm (96 in) (contour A) shall be designated as AMA.
NOTE The containers type code’s third (contour) digit is subject to change to accommodate evolving airline
needs. Check the latest yearly edition of IATA Unit Load Devices Regulations Standard Specifications 40/1 and
50/0 Appendix E (see Reference [6] and Reference [7]) for any code changes.

6) The type code is, by industry consensus, under custody of and assigned by International Air Transport
Association (IATA), ULD Registrar, 800 Place Victoria, P.O. Box 113, Montréal, Québec H4Z 1M1, Canada, web site
www.iata.org. See IATA Standard Specification 40/1 (Reference [6] in Bibliography).
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ISO 10327:2014(E)

4 Requirements
4.1 General
4.1.1 The container shall consist of a complete structural enclosure meeting ISO/PAS 21100 type 2 or
ISO 8097 type II performance requirements, and all the requirements of the present clause.
4.1.2 The container manufacturer shall provide the user instructions for the maintenance and repair of
the container necessary to maintain its continuing airworthiness qualification (see 8.2).
4.1.3 The container manufacturer shall provide the user instructions for installation, operation, and
servicing of the container (see 8.2), which shall comply with load distribution and centre of gravity
conditions of ISO/PAS 21100 and refer to methods to achieve the centre of gravity location control
requirements.
4.1.4 The design, materials, and construction of the container shall be of aircraft quality. Maintainability
and reparability shall be a factor in the design to ensure the minimum need for maintenance, and shall
ensure that such maintenance and repair can be accomplished with ease and at minimum cost.
4.1.5 The structure shall be designed to make the maximum internal cross-section available for loading
cargo, within the limits of structural design and the space required for latching.
4.1.6 The materials and design shall be selected to provide for an empty (tare) weight as low as possible,
consistent with maintainability objectives (see 4.1.4).
NOTE A direct environmental impact of containers use is that their weight results in additional fuel burn by
aircraft. Therefore, apart from economic advantages, reducing containers weight as much as possible to still meet
performance objectives is a highly effective environmental contribution and shall be pursued.
4.2 Airworthiness approval
4.2.1 The mostly used method for this purpose is applying for a TSO/CTSO/ETSO/JTSO C90d Technical
Standard Order authorization in reference to ISO/PAS 21100 (containers certified prior to 2012 were
approved under TSO C90c in reference to ISO 8097). In special instances, other approval methods can
be used. Airworthiness approval procedures and requirements shall, in any event, be in accordance with
CCAR/EASA/14 CFR Part 21 Regulations.
4.3 Materials
4.3.1 The materials and processes selected shall provide for maximum service life by giving consideration
to the extremely hard usage to which the container will be subjected. All metal parts shall be suitably
protected against corrosion. All non-metallic liquid absorbent materials shall be sealed or treated to
prevent liquid absorption. Materials shall be fire resistant per 4.3.2 and shall withstand environmental
degradation (see 4.7.4).
4.3.2 All container and components materials shall meet the requirements of CS-25, CCAR-25, JAS Part
3 or 14 CFR Part 25 Appendix F, Part I, paragraphs (a)(1)(v) and (a)(2)(iv), i.e. shall not have a burn rate
greater than 100 mm (4 in) per minute when flame is tested horizontally in accordance with Appendix F,
Part I paragraphs (b)(5), (b)(2), (b)(3), and (b)(8). The test specified therein shall be performed on each
material and results recorded. In accordance with TSO requirements, the measured burn rate shall be
marked on the container (see 6.1).
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ISO 10327:2014(E)

4.4 Construction
4.4.1 Base
4.4.1.1 The base shall be enclosed on all four sides by an aluminium extrusion. The corner’s integrity
with its edges shall be a prime concern. The corner radius shall be 51 mm (2 in). The base shall not
contain rough or sharp edges potentially dangerous to personnel, cargo, airplane, or terminal handling
equipment. The construction of the base shall be designed for strength and durability, to withstand harsh
treatment in service. The base shall be structurally attached to, and an integral part of, the container
assembly. The base shall be removable with hand tools and shall be interchangeable.
The base shall comply with the performance criteria specified in ISO 4171.
4.4.1.2 The base shall comply with the indentation performance requirements of 4.5.1 and 4.5.2, and
2
shall have a minimum area load capacity of 10 kPa (209 lb/ft ). This load shall be applicable to any area
representing at least 10 percent (10 %) of the total base area, and the base shall not exhibit any significant
deformation of this area while the container is supported by the aircraft restraint system.
4.4.1.3 The base edges shall conform with the dimensional requirements shown in Figure 7. The recess
over the base edge shall be maintained continuous all around the base periphery.
2 2
4.4.1.4 The minimum core stiffness of the base shall be 429 N∙m /m (3 800 lbf.in /in) width/length of
2
core. Its stiffness shall aim at not exceeding a maximum area load of 10 kPa (209 lb/ft ) on the underlying
conveying system.
4.4.2 Body
4.4.2.1 The container’s body shall not contain rough or sharp edges potentially dangerous to personnel,
cargo, airplane, or terminal handling equipment. Any attachments between the base and the panels shall
be designed to have a minimum intrusion into the door area, and none in the continuous recess all around
the base periphery (see Figure 7). Gussets are allowed at the junctions of panels and base or top to allow
the transfer of bending moments. The size of all gussets, particularly where in the door opening, shall be
the minimum consistent with structural requirements.
4.4.2.2 The top of the container shall be self-draining. The top surface shall be designed to be easily
cleared of snow.
4.4.2.3 To facilitate repair and assembly, component parts shall be readily removable with hand tools
and shall be replaceable by interchange with new or repaired ones.
4.4.2.4 In addition to those on the door (see 4.4.3.3), two non-protruding handles or straps shall be
located on each side panel for manual handling of the container by one person. Each handle shall provide
150 mm (6 in) wide by 75 mm (3 in) deep space for gripping with a gloved hand, and shall have a minimum
capacity of 445 daN (1 000 lbf) pull in any direction.
4.4.2.5 The contour shall conform with the maximum allowable ULD contour. All dimensions shown
are external maximum dimensions and provide minimum acceptable airplane clearance (see 3.2 and
Figures 4 to 6). Any deviation or tolerance shall be to the low side to prevent reduction of clearance.
NOTE The maximum allowable ULD contours are shown in the IATA ULD Regulations Standard Specification
50/0, Appendix E (see Reference [7]).
4.4.2.6 One or more placard holders shall be fitted to the body to accommodate a destination and
contents placard of standard size A5 [210 mm × 148 mm (8,1/4 in × 5,7/8 in)].
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ISO 10327:2014(E)

4.4.2.1 Cargo restraint
Securing points shall be provided around the interior walls, spaced approximately 500 mm (approximately
20 in) apart, at the following points:
— near the base (not required if equivalent provisions are available at the base);
— at approximately half height.
Each of these points shall be capable of reacting an omni-directional load of 2 225 daN (5 000 Ibf) near
or at the base, and 890 daN (2 000 Ibf) at half height. These points shall comply with ISO 7166.
4.4.3 Door
4.4.3.1 The door should be designed to make a maximum possible internal cross-section available
for loading and shall ensure no interference of the door, latches, and/or hardware occurs with ground
equipment in accordance with ISO 4116 (stops and guides 102 mm (4 in) high).
4.4.3.2 It shall be possible for one person to open or close the door and any associated net or hardware
in no more than one minute.
The door shall be capable of being opened with a 102 mm (4 in) high obstacle adjacent to the base.
Where hinges are used, the design shall not allow fingers to be trapped.
4.4.3.3 Handles, straps, or hand-holds shall be provided on each door for handling the door and for
manual movement of the container. These devices shall be able to withstand a 450 daN (1 000 Ibf) pull
in any direction, and shall provide 150 mm (6 in) wide by 75 mm (3 in) deep space for gripping with a
gloved hand. These devices shall be designed not to exceed the maximum outer contour, and to cause no
damage to adjacent units.
4.4.3.4 Door latch and restraint hardware design shall preclude damage to container body or door
during door stowage and installation/removal with no special attention.
The door latching and installation mechanisms shall be designed to allow door installation and removal
while the container is sitting on uneven surfaces varying by as much as 13 mm (0,5 in) over the length
of the base.
No tools shall be required to open and close the doors or latches.
4.4.3.5 Unless the door is entirely removable, means of retention in the open position shall be provided,
which shall be able to maintain the door in the open and stowed position in wind and blast up to a
minimum of 110 km/h (60 kn).
4.4.3.6 It shall be possible to lock (discourage entry) and seal the door, so as to give visual indication of
unauthorized entry. See Clause 7 hereafter.
4.4.3.7 Particular design attention should be given to prevention of water intrusion through door-to-
container assembly interface areas.
4.4.4 Pressure equalization
The container design shall comply with the specifications of ISO 11242, as follows.
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ISO 10327:2014(E)

4.4.4.1 Normal flight conditions
2 3 2
For normal flight conditions, a minimum venting area of 5 cm per m (0,02 in per cu ft) of container
internal volume shall be provided in accordance with ISO 11242, if the door seal venting area does not
allow for sufficient air circulation between the interior and the exterior of the container. This venting
area shall be adequately protected from cargo load shift to ensure that the minimum area is maintained
during all normal flight conditions.
4.4.4.2 Emergency flight conditions
For rapid decompression in the event of an aircraft emergency, the container shall, in accordance with
2 3 2
ISO 11242, provide a minimum venting area of 100 cm per m (0,45 in /cu ft) of container internal
volume, to become open in a duration of less than 0,2 s when submitted to a maximum pressure
2
differential from inside of 14 kPa (2,0 Ib/in ), if the door seal venting area does not allow for sufficient
air circulation between the interior and the exterior of the container to fulfil this venting requirement.
This opening area shall be adequately protected from cargo load shift to ensure its proper functioning
in the event of an emergency. If the specific design requires a “blowout” device to achieve the required
vent area, the “blowout” devi
...