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1、 AEROSPACE STANDARD Cargo Restraint Straps - Design Criteria and Testing Methods SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suit
2、ability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copy
3、right 2004 SAE International All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT O
4、RDER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-0790 Email: custsvcsae.org SAE WEB ADDRESS: http:/www.sae.org Issued 2000-09 Revised 2004-11 Superseding AS5385A x AS5385 REV. B FOREWORD This Standard specifies the design criteria and testing methods appli
5、cable to air cargo restraint straps to be used for tie-down of unitized or non-unitized cargo on board civil transport aircraft. Throughout this 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”
6、 and, while not mandatory, are considered to be of primary importance in providing safe restraint straps. Deviation from recommended criteria should only occur after careful consideration, extensive testing and thorough service evaluations have shown alternate methods to be satisfactory. Copyright S
7、AE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revision B - 2 - TABLE OF CONTENTS 1. SCOPE 3 2. REFERENCES.4 2.1 SAE Publications4 2.2 NAS Publications .4 2.3 ISO Publications.4 2.4 Federal Aviation Re
8、gulations and U.S. Federal Test Methods Standards.5 3. DEFINITIONS 5 4. DESIGN CRITERIA9 4.1 Compatibility.9 4.2 Ultimate Load.10 4.3 Elongation10 4.4 Flammability.11 4.5 Environmental Degradation11 4.6 Dimensions 12 4.7 Tensioning Device13 4.8 End Fittings14 4.9 Webbing and Sewing.15 4.10 General 1
9、5 5. TESTING METHODS.16 6. QUALITY CONTROL.21 7. MARKINGS21 8. OPTIONS.23 9. OPERATING CONSIDERATIONS.24 10. NOTES.25 Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revision B - 3 - 1. SCOPE
10、: 1.1 This Standard aims at identifying the design criteria and testing methods adequate to guarantee the ultimate load and operational dependability of cargo restraint strap assemblies with a typical 22 250 N (5,000 lbf) rated ultimate tension load capability, as used by the airline industry in ord
11、er to restrain on board civil transport aircraft during flight: a. cargo loaded and tied down onto airworthiness certified air cargo pallets, themselves restrained into aircraft lower deck or main deck cargo systems meeting the requirements of NAS 3610, or b. non-unitized individual pieces of cargo,
12、 or pieces of cargo placed onto an unrestrained (“floating”) pallet into either lower deck or main deck containerized cargo compartments of an aircraft. 1.2 The same restraint strap assemblies can also be used in other applications such as: c. restraint of non-containerized (bulk loaded) baggage and
13、 cargo in aircraft compartments, d. to ensure cargo restraint inside an airworthiness certified air cargo container. NOTE 1: The ultimate loads allowable on the attachment points available in most aircraft bulk compartments and inside most air cargo containers are significantly lower than 22 250 N (
14、5,000 lbf). This results in the restraint arrangements ultimate load capability being dictated by the weakest element, i.e., the attachment points; typical 22 250 N (5,000 lbf) ultimate load restraint straps will therefore be in excess of the allowable for such applications. 1.3 This Standard descri
15、bes the design criteria for individual restraint strap assemblies, but does not intend specifying in any manner the way they are to be used aboard aircraft to ensure proper restraint throughout the certified flight envelope. Tie-down arrangements shall meet all the applicable requirements of the Air
16、worthiness Authorities approved Weight and Balance Manual for the aircraft type or sub-type concerned, particularly as regards, but not necessarily limited to, ultimate load factors to be taken into account to determine the number of straps to be used in each direction of restraint, maximum angles t
17、o be observed with the direction of restraint, minimum spacing of attachment points, etc. 1.4 When restraint strap assemblies are attached to the edge rails of a certified air cargo pallet meeting the requirements of NAS 3610, operating instructions should duly take into account the restraint net at
18、tachment point locations on the pallet edge rail and other requirements defined by the appropriate NAS 3610 configuration drawing(s). 1.5 The use of reliable and guaranteed restraint strap assemblies does not alone ensure flight safety: it also requires straps to be used and tie-down to be performed
19、 in accordance with operating instructions established by the aircraft manufacturer, by competent, suitably trained, personnel. Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revision B - 4
20、- 1.6 Subject to proper operating instructions as per 1.3 and 1.4 being defined and complied with, using unit restraint strap assemblies manufactured to an adequate design and a tested ultimate load capability is nevertheless deemed necessary in order to ensure flight safety. General utilization gui
21、delines 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 may be found in ARP5595 (or ISO 16049-2 equivalent). 2. REFERENCES: The following publications contain pro
22、visions that, through reference in this text, constitute provisions of this Standard. As of the date of release, the edition indicated was valid. All documents are subject to revision, and parties to agreements based on this Standard are encouraged to apply the most recent edition of the publication
23、s indicated below. 2.1 SAE Publications: Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001, USA. AS1130F Air and Air/Surface (Platform) Cargo Pallets AS1491B Interline Air Cargo Pallet AIR1490B Environmental Degradation of Textiles ARP5595 Cargo Restraint Straps - Utilization Gui
24、delines AS33601Track and Stud Fitting for Cargo Transport Aircraft, Standard Dimensions for 2.2 NAS Publications: Available from Aerospace Industries Association, 1250 Eye Street NW, Washington, DC 20005- 3924. NAS 3610 Minimum Airworthiness Requirements and Test Conditions for Certified Air Cargo U
25、nit Load Devices 2.3 ISO Publications: Available from ANSI, 11 West 42nd Street, New York, New York, 10036-8002. ISO 2076: 1989 Textiles - Man-made fibres - Generic names ISO 7166: 1985 Aircraft - Rail and stud configuration for passenger equipment and cargo restraint (updated AS33601 track and stud
26、, see above) Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revision B - 5 - 2.3 (Continued): ISO 9788: 1990 Air cargo equipment - Cast components of double stud assembly with a load capacit
27、y of 22 250 N (5,000 lbf) for aircraft cargo restraint ISO 16049-1:RVSN Air cargo equipment - Restraint straps - Part 1: Design criteria and test requirements (under revision, publication in 2005 or 2006) ISO 16049-2:2000 Air cargo equipment - Restraint straps - Part 2: Utilization guidelines and la
28、shing calculations ISO 12118: 1995 Air cargo equipment Identification of double-stud fittings having an omnidirectional rated load capacity of 22 250 N (5,000 lbf) or above. 2.4 Federal Aviation Regulations and U.S. Federal Test Methods Standards: Available from U.S. Government Printing Office, Mail
29、 Stop SSOP, Washington, DC 20402- 9325. Federal Aviation Regulations Title 14 Code of Federal Regulations (14 CFR) Part 25, Airworthiness Standards: transport category airplanes U.S. Federal Test Method Standards No. 191A, Method 4108, Strength and elongation, breaking; textile webbing, tape and bra
30、ided items U.S. Federal Test Method Standards No. 191A, Method 5309-1, Abrasion resistance of textile webbing 3. DEFINITIONS: For the purpose of this Standard, the following definitions apply: 3.1 RESTRAINT STRAP ASSEMBLY: Elementary tie-down unit consisting of flat woven textile webbing, (one fixed
31、 length end and one adjustable end), one tensioning device and two end fittings, used for restraint of cargo on board civil transport aircraft. 3.2 TIE-DOWN: Fact of restraining cargo movements in relation to an aircrafts structure, throughout the range of relative accelerations resulting from the a
32、llowable flight envelope, by means of an appropriate use of a number of elementary tie-down devices against each direction of restraint. Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revisi
33、on B - 6 - 3.3 FLAT WOVEN TEXTILE WEBBING: Conventional or shuttleless woven narrow fabric made of textile fibers, generally with multiple plies, and the prime function of which is load bearing. A characteristic of webbing is its narrow fabric selvedge. 3.4 TENSIONING DEVICE: Mechanical device induc
34、ing a tensile force in the load restraint assembly (e.g., ratchets, winches, overcenter buckles. See examples in Figure 1, C1, C2, and C6). 3.5 TENSION RETAINING DEVICE: Metallic part connecting the webbing by clamping action and retaining the force induced in the tensioning device by hand (e.g., ca
35、mbuckles, sliding bar buckles). 3.6 END FITTING: Metallic device connecting the webbing or the tensioning device to the attachment point on the aircraft structure, the pallet edge rail or the load (see examples in Figure 1, D1 to D6). NOTE 2: The end fittings most commonly used on air cargo restrain
36、t straps include: a. retainer equipped flat hook (see example in Figure 1, D1), b. air cargo tie-down double stud (male) fitting that conforms to either ISO 9788, for restraint of 22 500 N (5,000 lbf) ultimate load, or AS33601, for lower ultimate loads, connected directly (sewn to the webbing, see e
37、xample in Figure 1, D3) or by an intermediate ring, or c. piece of aircraft restraint (female) rail conforming to AS33601. 3.7 TENSION FORCE INDICATOR: A device (see 8.7) that indicates the tensile force applied to the restraint strap assembly by means of the tensioning device and the movement of th
38、e load acting on the load restraint device. Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revision B - 7 - FIGURE 1 - Examples of Restraint Strap Equipment, Including Tensioning Device C, E
39、nd Fitting D and Tension Force Indicator E Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385 Revision B - 8 - 3.8 LENGTH OF RESTRAINT STRAP ASSEMBLY: 3.8.1 Length (IGF): Length of a fixed end,
40、measured from the force bearing point of the end fitting to the outer turning radius of the connection of the webbing to the tensioning device (see Figure 2). 3.8.2 Length (IGL): Length of an adjustable end, measured from the free end of the webbing with the minimum possible length engaged into the
41、closed tensioning device to the force bearing point of the end fitting (see Figure 2). FIGURE 2 - Two-Piece Restraint Strap Assembly 3.8.3 Total Length (I): (IGF) + (IGL) + length of the tensioning device. 3.9 BREAKING FORCE (BF): The maximum force that the restraint strap assembly withstands when t
42、ested in a complete form, i.e., with tensioning device and end fittings. 3.10 HAND FORCE (HF): Force applied to the handle of the tensioning device, which creates the tensile force in the restraint strap assembly. 3.11 LIMIT LOAD (LL): The maximum load to be expected in service. See 14 CFR 25.301 (a
43、). It is two-thirds of the ultimate load (see hereafter); i.e., 14 827 N (3,333 lbf) for a typical rated ultimate load of 22 250 N (5,000 Ibf). Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networking permitted without license from IHS SAE AS5385
44、 Revision B - 9 - 3.12 ULTIMATE LOAD (UL): The limit load multiplied by a safety factor of 1.5; see 14 CFR 25.303. The restraint strap assemblys rated ultimate load shall be guaranteed not to exceed the measured breaking force (BF). It shall be used for computation of cargo tie-down arrangements, ba
45、sed on the ultimate load factors defined in the Airworthiness Authorities approved Weight and Balance Manual, in each direction of restraint, throughout the certified flight envelope of the aircraft type. 3.13 RESIDUAL TENSION: The tension force which can be measured in the webbing of a strap assemb
46、ly attached between two fixed points, after its length was adjusted and its tension device was operated and latched with the reference hand force (HF), prior to application of any external load. 3.14 COMPETENT PERSON: Designated person, suitably trained, qualified by knowledge and practical experien
47、ce, and with the necessary instructions to enable the required tests and examinations to be carried out. 3.15 TRACEABILITY CODE: Series of letters and/or numbers marked on a component or an assembly which enables its manufacturing and in service history to be retraced, including webbing production b
48、atch identification. 3.16 BATCH (Production Batch): Period or sequence, to be identified by manufacturer, wherein it is ensured all the materials, components, fabrication and quality control processes, and any other pertinent elements of a single design and manufacture, remain unchanged. 4. DESIGN C
49、RITERIA: 4.1 Compatibility: The restraint strap assembly shall be designed to be used on and compatible with: a. the edge rails of air cargo pallets meeting the requirements of AS1130F or AS1491B (airworthiness approved according to NAS 3610), Copyright SAE International Provided by IHS under license with SAE Not for ResaleNo reproduction or networkin