BS M 79-1995 Specification for aircraft engine transport devices《航空用发动机传输装置规范》.pdf

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1、BRITISH STANDARD AEROSPACE SERIES BS M 79:1995 ISO 11241: 1994 Specification for Aircraft engine transportdevicesBSM 79:1995 This British Standard, having been prepared under the directionof the Engineering SectorBoard (E/-), was published under the authority of the Standards Board and comes into ef

2、fect on 15 February 1995 BSI 01-2000 The following BSI references relate to the work on this standard: Committee reference ACE/57 Draft for comment 91/79149 DC ISBN 0 580 23696 X Committees responsible for this BritishStandard The preparation of this British Standard was entrusted by the Engineering

3、 Sector Board to Technical Committee ACE/57, upon which the following bodies were represented: Association of Webbing Load Restraint Equipment Manufacturers British Airways British Narrow Fabrics Association Civil Aviation Authority (Airworthiness Division) Health and Safety Executive Ministry of De

4、fence Society of British Aerospace Companies Ltd. Society of Motor Manufacturers and Traders Ltd. Amendments issued since publication Amd. No. Date CommentsBSM 79:1995 BSI 01-2000 i Contents Page Committees responsible Inside front cover National foreword ii Introduction 1 1 Scope 1 2 Normative refe

5、rences 1 3 Types of engine transport devices 1 4 Design objectives 2 5 Requirements 2 6 Restraint provisions 3 7 Aircraft and ground transport loads 4 8 Assembly and disassembly 4 9 Environmental criteria 5 10 Marking requirements 5 11 Testing 5 Figure 1 Minimum number of restraints for pallet base,

6、 2438mm 4064mm (96in 160 in) 7 Figure 2 Minimum number of restraints for pallet base, 2438mm 4978mm (96in 196 in) Lateral engine carriage 8 Figure 3 Minimum number of restraints for pallet base, 2438mm 4978mm (96in 196 in) Longitudinal engine carriage 9 Table 1 Load capacities 4 Table 2 Ultimate loa

7、d criteria 4 List of references Inside back coverBSM 79:1995 ii BSI 01-2000 National foreword This British Standard has been prepared under the direction of the Engineering Sector Board. It is identical with ISO 11241:1994 Aircraft Aircraft engine transport devices, published by the International Or

8、ganization for Standardization (ISO). The Technical Committee has reviewed the provisions of the remainder of the standards to which normative reference is made in the text, and has decided that they are acceptable for use in conjuction with this standard. A British Standard does not purport to incl

9、ude all the necessary provisions of a contract. Users of British Standards are responsible for their correct application. Compliance with a British Standard does not of itself confer immunity from legal obligations. Cross-references International Standard Corresponding British Standard ISO 4117:1993

10、 BS M 69:1993 Air cargo equipment Air and air/and cargo pallets Specification and testing (Identical) ISO 4171:1993 BS M 71:1994 Air cargo equipment Interline pallets (Identical) ISO 8097:1993 BS M 72:1994 Air cargo equipment Minimum airworthiness requirements and test conditions for certified air c

11、argo unit load devices (Identical) ISO 9031:1987 BS M 67:1988 Specification for symbols for the pictorial representation of aircraft cargo handling systems for unit load devices (ULDs) (Identical) Summary of pages This document comprises a front cover, an inside front cover, pages i and ii, pages1 t

12、o 10, an inside back cover and a back cover. This standard has been updated (see copyright date) and may have had amendments incorporated. This will be indicated in the amendment table on the inside front cover.BSM 79:1995 BSI 01-2000 1 Introduction Aircraft engines can be transported as outsize bul

13、kloads restrained to the requirements of the applicable Weight and Balance Manual. This International Standard, however, covers their transport as aircraft engine transport devices, as a unit being secured in the aircraft by a Class II ISO8097 restraint system. 1 Scope This International Standard sp

14、ecifies functional, dimensional, structural and environmental requirements for the design of aircraft engine transport devices, used to transport aircraft engines in wide-body aircraft. These devices are intended to be used in conjunction with pallets compatible with ISO8097 Class II restraint requi

15、rements. The restraint system parameters and requirements are also to be met for those devices where the pallet structural capability is an integral part of the design. Design parameters specified for air transport of engine transport devices should enable interline capability where feasible with re

16、spect to dimensions and loads. This International Standard specifies minimum air and ground handling features and is intended to ensure interchangeability and compatibility with present and future air transport and ground handling system. The devices specified herein should be designed primarily for

17、 air transport and alternatively for surface transport, stowage and maintenance purposes. 2 Normative references The following standards contain provisions which, through reference in this text, constitute provisions of this International Standard. At the time of publication, the editions indicated

18、were valid. All standards are subject to revision, and parties to agreements based on this International Standard are encouraged to investigate the possibility of applying the most recent editions of the standards indicated below. Members of IEC and ISO maintain registers of currently valid Internat

19、ional Standards. ISO 4116:1986, Air cargo equipment Ground equipment requirements for compatibility with aircraft unit load devices. ISO 4117:1993, Air and air/land cargo pallets Specification and testing. ISO 4171:1993, Air cargo equipment Interline pallets. ISO 8097:1993, Aircraft Minimum airworth

20、iness requirements and test conditions for certified air cargo unit load devices. ISO 9031:1987, Air cargo equipment Handling systems for unit load devices (ULDs) Symbols for pictorial representation. IATA, Unit Load Devices (ULD) Technical Manual8 thEdition 1) . Motor Carriers Safety Regulations. P

21、art 393.100, Subpart 1, Protection Against Falling or Shifting Cargo. United States Department of Transportation 2) . 3 Types of engine transport devices This International Standard defines two types of engine transport devices as follows: Type A: For split engine pack transport (mainly lower deck);

22、 Type B: For full engine transport (mainly upper deck). 3.1 Type A is used for shipping of split engine packs, e.g. core-engine packs and fan-engine packs or additional equipment required on air cargo pallets of the below sizes, as applicable. 1534mm 3175mm(60,4in 125 in) 2235mm 3175mm(88in 125 in)

23、2438mm 3175mm(96in 125 in) The transport device shall be compatible with ISO8097 Class II restraint systems. 3.2 Type B is used for shipping full engine packs, generally referred to as “quick engine change” (QEC) kits, compatible with the allowable aircraft volume on integrated air cargo pallets/sta

24、nds or air cargo pallets of the following sizes. 2235mm 3175mm (88in 125 in) 2438mm 3175mm(96in 125 in) 2 438 mm 4 064 mm 3)(96 in 160 in) 2438mm 4798mm 3) (96in 196 in) 2438mm 6058mm(96in 238,5 in) The transport device shall be compatible ISO 8097 Class II restraint systems. 1) Can be obtained from

25、 the International Air Transport Association, 2000 Peel St., Montreal, Quebec, Canada H3A 2R4, or Route de lAroport 33, case postale 672, 1215 Geneva 15, Switzerland. 2) Can be obtained from the US Government Printing Office, Washington, DC 20402, USA (Stock No. 5004-00010). 3) These sizes are not c

26、urrently included in ISO 8097.BSM 79:1995 2 BSI 01-2000 3.3 The restraint of the engine transport device onto the pallet shall use mechanical links providing load paths, which are compatible with ISO 8097, Class II restraint requirements (e.g. turn buckles at net restraint points). For both types of

27、 engine transport devices, the use of pallet nets is not recommended. 4 Design objectives This International Standard is intended to establish design objectives for an aircraft engine transport devices for quick engine change (QEC) packs and split engine packs with consideration of the following int

28、erfaces. 4.1 The manufacturer shall take into account and specify in a formal document the following criteria: cargo envelope, pallet configuration; maximum gross weights 4) , centre of gravity (CG) limits, maximum local loads; equipment strength (aircraft g-load envelope); loading procedure/require

29、ments, pallet sequence. NOTE 1Total aircraft engine transport devices should be submitted to the appropriate airframe manufacturers who will evaluate the total engine transport device, and pallet interface as pertains to technical and operational requirements. 4.2 The aircraft engine manufacturers s

30、hall consider the following information in a relevant document: engine data; engine transport device requirements (hoist/crane lift); tests; ground handling capabilities (forklift tineways); total QEC system requirements; road/ground transport capability; stowage and maintenance capabilities. NOTE 2

31、Transport device designs should be submitted to the appropriate engine manufacturers who will evaluate the total engine/transport device package as pertains to technical and operational requirements. 5 Requirements 5.1 Dimensions Type A shall adapt to a pallet length of3175mm(125 in) and a width of1

32、534mm (60,4in), 2 235 mm (88 in) or2438mm(96 in). Type B shall adapt to a pallet length of 3175 mm (125 in) and a width of 2 235 mm (88 in) or adapt to pallet lengths of 3175 mm (125in), 4064mm (160in), 4978 mm (196 in) and 6058 mm (238,5 in) and a width of 2438 mm (96 in). 5.2 Envelope The engine m

33、odules and transport device shall be positioned on the pallet so that the height and overhang will not interfere with the aircraft cargo door, the cargo compartment lining or cargo loads in the adjacent position. The minimum clearance inside the compartment shall be 50 mm (2 in). A minimum clearance

34、 of 50 mm (2 in) in the cargo doorways is also recommended. 5.3 Gross weight weight distribution The design of the transport device shall take into consideration the gross weight of the engine plus the gross weight of the transport device. The gross weight of the engine, transport device and the pal

35、let shall be considered when compared to the maximum gross weight capability of the aircraft. The weight distribution of the engine transport device onto the pallet shall be designed with respect to pallet stiffness and its weight distribution capability. Maximum cargo compartment distributed floor

36、loads shall not be exceeded. For maximum local floor loads, the centre of gravity location is to be considered. 5.4 Centre of gravity (CG) 5.4.1 It should be a design goal to design the engine transport device such that the aircraft engine plus the device shall have the minimum lateral and longitudi

37、nal CG eccentricity, and the lowest CG height possible. 5.4.2 The centre of gravity for each engine/engine part plus the transport device shall not exceed the limits of ISO 8097 for the pallet to which it is attached or the applicable limits of the supplementary type certification for the pallet bas

38、e. 5.4.3 If the requirements of 5.4.2 cannot be met, additional tiedown requirements to the aircraft structure shall be specified, compatible with other requirements specified. 5.4.4 Those pallet sizes adopted which are not covered in ISO 8097 shall meet the maximum CG limits shown in Figure 1 to Fi

39、gure 3. In addition, the centre of gravity shall be at a maximum height of1219,2 mm (48 in). 5.5 Equipment strength Each engine transport device shall be able to carry its total weight under the aircraft ultimate load factor conditions. See 6.1 and 7. 5.5.1 Equipment to be used exclusively for air t

40、ransport shall be designed to the ultimate load defined by the airframe manufacturer for a specific aircraft. 4) The term “weight” is used throughout this International Standard, instead of the correct technical term “mass”, in order to conform to current commercial usage.BSM 79:1995 BSI 01-2000 3 5

41、.5.2 Equipment for air and truck transport shall be designed with a safety factor that is 2,5 times the operating load defined in 5.7.3. 5.5.3 Any temporary elastic deformation shall be limited to the extent that resulting moments or loads imparted to the engine are not in excess of the limits defin

42、ed on the ground handling installation drawing provided by the engine manufacturer. 5.6 Tare weight The tare weight shall be kept at a minimum consistent with the requirements and within limits of good design practices. Aircraft engine pylon hoist limitations shall be considered, if applicable. 5.7

43、Construction The engine transport device construction shall be representative of good industrial practice. 5.7.1 The equipment shall be suitably protected to withstand the environment and to meet the criteria specified in clause 9. 5.7.2 Components shall not permit liquids, sand or debris to accumul

44、ate within. 5.7.3 For air and truck transport devices, the unit construction shall provide sufficient structural strength to withstand, without permanent deformation, the static loads, the dynamic loads, and the impact shock and the racking stresses resulting from the road carriage at highway speeds

45、, forklift handling, and, if applicable, top lifting while loaded to maximum capacity. The device shall be designed to withstand truck transport operating loads of 5g nvertical, 3g nfore and aft, and 2g nlateral g n= 9,81 m/s 2(standard acceleration of freefall). For lightweight air transport device

46、s, the unit construction shall provide sufficient structural strength to withstand, without permanent deformation, the static load, the dynamic loads, and the shock and racking stresses resulting from air transport. See 7.2 for ultimate load. With the engine transport device configured for truck tra

47、nsport, a shock mount system having a natural frequency in the 7 Hz to 10 Hz range is recommended, and shall meet the requirements of the appropriate engine manufacturer. It shall be demonstrated that such a system in combination with a truck air suspension system will reduce the requirements to a f

48、light load level as for air and truck transport devices given above 7.2.1 and7.2.2. NOTE 3It is understood that when certain g nlevels defined for the appropriate engine/engine parts are likely to be exceeded, these actual g nlevels have to be recorded and can require an inspection of the engine/eng

49、ine parts. This can apply to both, air and ground transport. 5.7.4 The unit base shall be flat and continuous. The bottom surface of the base shall not cause point loads or have sharp edges in contact with the pallet. 5.7.5 No structure, fittings or other objects shall protrude below the bottom surface of the base. 5.7.6 The unit base shall structurally adapt to the specified pallet sizes equipped with continuous net attachment tracks along the edge rail. 5.7.7 Unit base design shall take int