ISO 16049-2:2020 航空貨物機器—拘束ストラップ—パート2：使用要件と推奨事項およびラッシング計算 | ページ 6

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 (3.3), by means of an appropriate use of a number of elementary tie-down devices against each direction of restraint

3.2

tie-down arrangement

geometric layout of an assembly of elementary tie-down (3.1) 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

<for a given aircraft type or sub-type> set 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 (3.3) of the aircraft

Note 1 to entry: It is two thirds of the ultimate load (3.5) .

3.5

ultimate load

UL

limit load (3.4) multiplied by a safety factor of 1,5

Note 1 to entry: See CCAR-25, JAS 3, 14 CFR 25 and CS-25, paragraph 25.303.

Note 2 to entry: It is used for calculation of cargo tie-down arrangements (3.2) , based on the ultimate load factors (3.10) defined in the Airworthiness Authority approved Weight and Balance Manual (3.14) , in each direction of restraint, throughout the certified flight envelope (3.3) of the aircraft type.

3.6

fore

direction of restraint, relative to the aircraft structure, determined parallel to the aircraft centreline towards the direction of flight

3.7

aft

directions of restraint, relative to the aircraft structure, determined parallel to the aircraft centreline opposite to the direction of flight

3.8

side

direction of restraint, relative to the aircraft structure, determined perpendicular to the aircraft centreline and parallel to its floor, left-hand or right-hand

3.9

upward

upward direction relative to the aircraft structure

3.10

load factor

acceleration, expressed as a multiple of the standard acceleration of gravity (“g” = 9,806 65 m.s⁻²), in each direction of restraint ( fore (3.6) , aft (3.7) , sides (3.8) , upward (3.9) ), that will result in limit or ultimate, as is the case, forces on the tie-down arrangement (3.2) proportional to the mass of the piece of cargo being restrained

Note 1 to entry: The load factors are provided by Airworthiness Authority approved Weight and Balance Manual (3.14) for aircraft type or sub-type.

Note 2 to entry: The load factors may be limit or ultimate.

3.11

restraint strap assembly

strap

basic tie-down (3.1) 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.

3.12

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) (3.11) or other elementary tie-down (3.1) 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).

3.13

floating

<air cargo pallet or equivalent flat support device> located onto 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 (3.11) attached to aircraft structural points

3.14

Weight and Balance Manual

WBM

manual, or sub-part of the Airplane Flight Manual, approved by the appropriate airworthiness Authorities as part of aircraft type certification

Note 1 to entry: It may be part of the Type Certificate (TC) of the aircraft type or sub-type concerned, or of a Supplemental Type Certificate (STC) for an aircraft type's conversion or its cargo loading system. A WBM Supplement, where provided, forms part of the approved WBM.

3.15

competent person

designated person, with suitable training, qualified by knowledge and practical experience and with the necessary operating instructions established

Note 1 to entry: A competent person can be suitably trained in accordance with, for example ISO 9001:2015, 6.2.2 or another equivalent quality management standard.

Note 2 to entry: See 4.1 for the operating instructions.