曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
d. Add the weight in all compartments.
e. Divide the sums of the cargo moments by the total
weight of the cargo. The result is the arm or the C.G.
location of the load.
6-6-44. Station Loading.
Loading by stations provides a more precise method of
computing the C.G. of a load and should be used whenever
possible (fig. 6-6-13). To use this method, it is necessary
to know the C.G. of each item of cargo. If the C.G.
of an item is not marked, it can be determined by the
procedure given in TM 10-450-2. Station loading requires
that the C.G. of each item placed on the helicopter
coincides with a fuselage station number. The C.G. of the
load is calculated as follows:
a. Record the weight and station number of each
item of cargo.
b. Calculate the moment of each item by multiplying
the weight of the item by the station number of its C.G.
c. Add the moment of each item to obtain the total
load weight.
d. Add the weights of each item to obtain the total
load weight
e. Divide the total load moment by the total load
weight to obtain the arm or the C.G. location of the load.
6-6-45. Vehicle Loading.
The same procedures observed in cargo loading apply
to vehicle loading.
6-6-46. Shoring.
Shoring is used to protect the cargo floor and to distribute
load pressure over a greater area of the floor. Shoring
can often make the difference between being able to
carry a given load and not being able to; however, it is
important not to exaggerate the effectiveness of shoring.
Some vehicles have a tread width too narrow to allow the
wheels to rest on the treadways. In this case, shoring
must be used to reduce the contact pressure on the
walkway to an allowable figure. In general, shoring is
required for all wheeled platforms and dollies and for any
item of cargo whose contact pressure exceeds the floor
limitations.
TM 1-1520-240-10
6-6-21
6-6-47. Securing Cargo.
The helicopter is subjected to forces which result from air
turbulence, acceleration, rough or crash landings, and
aerial maneuvers. These same forces act upon the cargo
in the helicopter and tend to shift the cargo unless it is
firmly secure. Forward motion of the helicopter is the
most rapid movement that will be encountered and is the
strongest force that is likely to act on the cargo if the
helicopter is suddenly slowed or stopped in a crash landing.
Other forces tending to shift the cargo aft, laterally,
or vertically will be less severe. The amount of restraint
required to keep the cargo from moving in any direction
is called the restraint criterion and is expressed in units
of the force of gravity, or g’s. In each case, the maximum
force exerted by the item of cargo to be restrained would
be its normal weight times the number of g’s of the restraint
criteria. In order to safely carry cargo, the amount
of restraint applied should equal or exceed the maximum
amount of restraint required. Restraint is referred to by
the direction in which it keeps the cargo from moving.
Forward restraint keeps the cargo from moving forward,
aft restraint keeps the cargo from moving aft, and so on.
TM 1-1520-240-10
6-6-22
Figure 6-6-12. Compartment Loading
TM 1-1520-240-10
6-6-23
Figure 6-6-13. Station Loading
6-6-48. Restraint Criteria.
The following restraint factors are ultimate values and the
minimum acceptable factors for crew and passenger
safety.
Direction Restraint Criteria
Forward 4.0 g’s
Aft 2.0 g’s
Down 4.0 g’s
Up 2.0 g’s
Lateral 1.5 g’s
6-6-49. Restraint Devises.
Refer to TM 55-450-2.
6-6-50. Calculation of Tiedown Devises Required.
Refer to TM 55-450–2.
6-6-51. Tiedown Methods.
Methods of applying restraint will vary depending on the
type of cargo making up the load. Vehicles, crated objects,
and associated items of general cargo will require
different methods of application. (Refer to TM 55-450-2
for restraint methods.)
TM 1-1520-240-10
6-6-24
CAUTION
Excessive tightening of the tiedown
straps attached to the outboard row of tiedown
fittings will limit the effectiveness of
the isolated floor.
6-6-52. Vehicle Tiedown.
Because of the numerous points of attachment available,
vehicles are the items of cargo easiest to tie down. An
MB-1 chain devise should be used to restrain vehicle
loads. These devises should be fastened to the
10,000-pound tiedown fittings whenever possible.
6-6-53. Bulk Cargo Tiedown.
Typical methods of restraining large crates are shown in
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
支奴干运输直升机操作手册2(2)
