Question on ULD's
Join Date: May 2004
Location: Heathrow
Posts: 43
Likes: 0
Received 0 Likes
on
0 Posts
cert and non-cert ulds
Hopefully this will help you out
http://www.dgtraining.com/Courses/lo...uldsection.pdf
http://www.dgtraining.com/Courses/lo...uldsection.pdf
Join Date: Aug 2003
Location: Manchester
Age: 53
Posts: 272
Likes: 0
Received 0 Likes
on
0 Posts
See if I can help a bit more.
ULD's (Cans AND pallets) are either certified or non certified. The way to tell the difference is in the IATA designator. For instance and LD8 that goes into a 767 will either be an AQF (as used by BA) or a DQF as used by AA.
All new containers have to undergo destructive testing to ensure they are safe and capable of retaining freight etc under a given set of circumstances. This certification is known as NAS 3610.
A few years ago some US carriers de-regulated the hold of their aircraft. This means that de-certified units can be loaded. The basis is this, the ULD manufacturer will design a unit. As you might imagine, destructive testing can cost a lot of money, and this along with other developement costs is built into the price of the unit. So if it doesn't have to be tested in this way, then it becomes cheaper.
So a certified unit is designed, built and tested to NAS 3610. A de-certified unit is designed to a NAS 3610 standard, but not necessarily tested to that spec. In practice the OEM's will provide the same part no to a customer that has undergone 3610 testing anyway. Although a de-certified unit does not require a release to service certificate, just a certificate of conformity.
The cost saving to the airline in these cases is negligable between A and D units. However, the on-going maintenance costs become cheaper, as the CMM minimum can then be applied to the repair process, and as it is a de-certified unit, this is a lower standard than a certified unit anyway. For instance, a certified unit is not allowed X in X panel fasteners missing (differs from unit to unit, eg 1 in 5) The de-certified unit will have a greater tolerance so as opposed to say 1 in 5 missing, the de certified unit may allow 1 in 10. Take note that these are imaginary figures and are not for operational use!!
In general though, there is little difference between the two types. They generally have the same part number and are repaired to a similar standard in a lot of damage cases. EG Bent headers. It doesn't really matter if a unit is certified or not, if the header is bent more than 1" up from its original profile then it will start to either jam in the aircraft or take out the hold roof lights. In this case both types are out of limits anyway.
Hope this helps, PM me if you want any further info.
ULD's (Cans AND pallets) are either certified or non certified. The way to tell the difference is in the IATA designator. For instance and LD8 that goes into a 767 will either be an AQF (as used by BA) or a DQF as used by AA.
All new containers have to undergo destructive testing to ensure they are safe and capable of retaining freight etc under a given set of circumstances. This certification is known as NAS 3610.
A few years ago some US carriers de-regulated the hold of their aircraft. This means that de-certified units can be loaded. The basis is this, the ULD manufacturer will design a unit. As you might imagine, destructive testing can cost a lot of money, and this along with other developement costs is built into the price of the unit. So if it doesn't have to be tested in this way, then it becomes cheaper.
So a certified unit is designed, built and tested to NAS 3610. A de-certified unit is designed to a NAS 3610 standard, but not necessarily tested to that spec. In practice the OEM's will provide the same part no to a customer that has undergone 3610 testing anyway. Although a de-certified unit does not require a release to service certificate, just a certificate of conformity.
The cost saving to the airline in these cases is negligable between A and D units. However, the on-going maintenance costs become cheaper, as the CMM minimum can then be applied to the repair process, and as it is a de-certified unit, this is a lower standard than a certified unit anyway. For instance, a certified unit is not allowed X in X panel fasteners missing (differs from unit to unit, eg 1 in 5) The de-certified unit will have a greater tolerance so as opposed to say 1 in 5 missing, the de certified unit may allow 1 in 10. Take note that these are imaginary figures and are not for operational use!!
In general though, there is little difference between the two types. They generally have the same part number and are repaired to a similar standard in a lot of damage cases. EG Bent headers. It doesn't really matter if a unit is certified or not, if the header is bent more than 1" up from its original profile then it will start to either jam in the aircraft or take out the hold roof lights. In this case both types are out of limits anyway.
Hope this helps, PM me if you want any further info.
