This page contains a Flash digital edition of a book.
VOLGA-DNEPR PEOPLE


‘If during the


preparation of a flight you start to feel slightly annoyed by the number of questions and details that our technical team is asking of you, trust me, you will soon forget this when the job is done in a quick and smooth manner and


your cargo arrives safely and on-time. We would rather go this way than be shy and hesitant of asking too many questions and then risk the safety of your cargo and potentially your business, not to mention the safety of the crew.’


F = 120T = 2.3G x 276T is applied to the direction of the flight! And such a burden is not on the floor of the cargo compartment, where friction also helps to hold it. The cargo is located on the rollers and the friction is practically zero! As for the IL-76 aircraft, this parameter is equal to 6g. I think no one will argue now that the load must have a sufficient number of mooring sites, allowing us to carry out a symmetrical mooring. Each node needs to withstand a force of not less than the strength of the mooring chain. Each mooring chain used on the An-124-100 and IL-76TD-90VD can hold up to 12.5T. In the case where the loadmaster has connected two chains in the same direction to a single mooring node, the mooring node shall withstand not less than 25T. But this is not all. The cargo in the packaging must be fixed as well in accordance with the maximum acceleration inflight and to eliminate any free movement.


A valuable lesson


I remember well when during a cargo inspection, I had some suspicions regarding the long box, which was not of a big height. So the customer was sent an additional warning that the goods inside the package should be fixed in accordance with the maximum acceleration of the flight of 2.3 g. Unfortunately, the customer either ignored the message or waived away the importance of the warning, so the goods inside the box could freely move in the longitudinal direction. Inside the box there were several long metal tubes/pipes. During the takeoff, the pipes slid back and rested


on the back wall. The box was longer than the pipes by almost a meter. During landing, the automatic braking switched on, which resulted in a significant acceleration. One of the shortest pipe began to move inside the box, picked up speed, broke through the front wall of the box and flew like an arrow through the cargo cabin, broke through the front of the aircraft ramp and got stuck in it. As far as I can remember, the weight of the pipe was not too big, about 1,000 kg. And now for a moment imagine what would have happened if the entire cargo of 120T had become unsecured and re-evaluate the importance of mooring cargo.


The risk of changing pressure


During the flight, the cabin of a passenger aircraft usually maintains an acceptable air pressure and a comfortable temperature. Typically, the air pressure in the passenger cabin corresponds to an altitude of 2,000m. Many people feel it when the air pressure changes during the takeoff and landing, mainly because their ears pop. A lot of cargo types are also sensitive to air pressure and temperature. If the pressure conditions within the IL-76 cabin are the same as in the cabin of a passenger aircraft, then the pressure within the cargo cabin of the An- 124 is half of that. This should also be taken into account during the planning process. As a rule, it is not the drop of pressure that is dangerous for the cargo, but the change of pressure. For instance, if you load onto the aircraft an empty metal barrel of 200l


26


Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28