Aircraft Shipping - Bruzzone Shipping's aircraft division, Helicopter International Shipping Services, transports about 75 to 100 helicopters per year, either by sea or air.
Helicopters and airplanes can fly almost anywhere in the world, but sometimes the most reasonable way to move them across oceans is by ship. This is part of what Bruzzone Shipping does and why the company is here at Heli-Expo'13, but this is not all it does.
Aircraft Shipping
In business for 44 years, the company began as a US customs broker and international freight forwarder, and continues to do so, along with warehousing and international shipping by surface ship and cargo plane.
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"We ship all kinds of helicopters," company president Victor Bruzzone (pronounced "bru-ZO-nee,") told AIN. "Civil and military, SAR, VIP, transport. Some are new, others are used. The smaller ones we put in standard transport containers. The bigger ones we put on the forward roll / roll away from the ship's deck."
Bruzzone Shipping's aircraft division, Helicopter International Shipping Services (HISS, Booth No. C4728), ships approximately 75 to 100 helicopters per year, either by sea or air. Although most of the company's business is not flying, "it's the most fun," Bruzzone said. "As we speak, my brother in Connecticut is loading two helicopters." The HISS company started in the late 1980s.
HISS has its own workers who are trained and qualified to remove and grind rotor blades, but the company often works with manufacturing staff as well. Much of the company's business is with Sikorsky Aircraft, but it works for most other OEMs, although not new helicopters for Robinson Helicopters, which loads its own containers.
Last year, HISS coordinated the "ocean movements," as Bruzzone put it, for Sikorsky's S-92 "Legacy of Heroes" mission to the United States, Southeast Asia and India. These movements include Baltimore to Singapore, Singapore to India and then back from India to Baltimore, all on roll-on/roll-off vessels.
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In general, the container shipping business is down, he explained, but shipping in smaller, helicopters used in containers appears steady. "There are probably a lot of owners selling smaller helicopters," he said. "We probably shipped 30 to 40 small helicopters in containers last year."
HISS just opened a new office in Houston on March 1st. "There are a lot of helicopter operators in the region, especially for oil and gas, and a lot of aircraft transfers," Bruzzone said, "We wanted to be closer to the customers. ."
Bruzzone Shipping is headquartered in New York City, while its other "gate offices" are in Baltimore, Fort Lauderdale, Fla., and Los Angeles. A unit load device (ULD) is a container used to load baggage, freight and mail onto widebody aircraft and certain narrowbody aircraft. It allows pre-loading of cargo, confidence that the container load will fit in the plane and effective planning of the plane's weight and balance with less work and time when loading plane cargo compared to 'bulk-loading individual items of cargo or baggage by hand. Each ULD has its own packing list or manifest so that its continuity can be tracked. A loaded aircraft cargo pallet that is secured with a cargo net also forms a ULD, but its load must be measured in size as well as weighed to ensure that the aircraft door and maintain clearances.
IATA published ULD regulations and pointed out that there are 900,000 services worth more than 1 billion US dollars, at an average of $1100 each.
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ULDs come in two forms: pallets and containers. ULD pallets are rough sheets of aluminum with edges that are designed to close on the cargo pan completely. ULD containers, also known as boxes and pods, are closed containers made of aluminum or a combination of aluminum (frame) and Lexan (walls), which, depending on the nature of the goods to be transported, may have integrated refrigeration units. . . Some examples of common ULDs and their details are listed below.
LD3s, LD6s, and LD11s will fit 787s, 777s, 747s, MD-11s, Il-86s, Il-96s, L-1011s and all Airbus Widebodies. The 767 uses the smaller LD2 and LD8 due to its narrower fuselage. The less common LD1 is designed specifically for the 747, but the LD3 is more commonly used in its place due to its ubiquity (they have the same floor dimensions so a single LD3 takes the place of a single LD1). LD3 with reduced height (1.14 meters (45 inches) instead of 1.63 meters (64 inches)) can also be loaded on the Airbus A320 family. The LD7 pallets will fit 787s, 777s, 747s, late model 767s (with larger doors), and Airbus widebodies.
Interchangeability of some ULDs between LD3/6/11 aircraft and LD2/8 aircraft may require rapid transfer of cargo to a connecting aircraft. LD2s and LD8s can be loaded into LD3/6/11 aircraft, but at the cost of using inefficient internal volume (33 ft).
Wasted per LD2). Only LD3 of the LD3/6/11 ULD family can be loaded into a 767; it will handle a row of tires where two LD2 or one LD8 would fit (90 ft
Military Transport Aircraft
The 787, intended to replace the 767, was designed to use the ULD LD3/6/11 family to solve the waste volume problem.
Qatar Airways Airbus A380 at Heathrow Terminal 4 with various ground handling equipment including containers, pallet loaders, ULDs, aircraft air starters, belt loaders, pushback tugs, catering machines and dollies.
Air shipments may consist of containers, pallets, or a mixture of ULD types, depending on requirements. In some aircraft, the two types must be mixed as some departments only take specific ULD.
The capacity of an aircraft carrier is measured in position. Each half-width vessel (LD1/LD2/LD3) is in the plane designed for a position. Typically, each row in a cargo compartment has two positions. Therefore, a full-width capacitor (LD6 / LD8 / LD11) will take two positions. LD6 or LD11 can occupy the space of LD3. LD8 takes up space from LD2.
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Aircraft pallet capacity is measured by how many 96 by 125 in (240 by 320 cm) PMC-type LD7s can be stored. These palettes occupy approximately three LD3 positions (two positions in one row and half of the two positions in that row) or four LD2 positions. PMCs can only be loaded into cargo compartments with large doors designed to receive them (small door compartments are containers only).
Followed by a 4- or 5-digit serial number (4 if before October 1, 1993; either 4 or 5 if after October 1, 1993) to uniquely identify it from others of the same type, and ding with a two-character ( alpha-numeric). ) suffix identifying the owner of the ULD (if an airline, often the same as the IATA designation code). For example, AKN 12345 DL means that the ULD is an LD3 truck with unique number 12345 and its owner is Delta Air Lines.
On the main deck of ULD cargo planes are 79 to 96 inches (2,007 to 2,438 mm) with footprints similar to those of 88 inches (2,235 mm) or 96 inches (2,438 mm) wide with pallets and 62 inches (1,575 mm) or 125 inches (3,175 mm) long. A 62-inch (1,575 mm) wide × 88-inch (2,235 mm) high ULD is half the volume of a 125-inch (3, 175 mm) × 88-inch pallet. The 20-foot pallet is 238 inches (6,045 mm) long and 96 inches (2,438 mm) wide. It is very difficult to know the actual dimensions of ULDs deck top contour, because most manufacturers only have profile data of width, length and height.
There are several common types of main deck contour ULDs, which are contoured (bent to fit into the fuselage) to provide as much cargo volume as possible. Originally, the ULD contour was a triangle drawn in one or two corners of the ULD profile, such as the common LD3 and LD6. Main deck ULDs use curves to shape the contour to maximize cargo volume. The upper deck ULD is just like the lower ULD which is either the entire width of the plane with the two edges of the profile removed (lower bridge LD6 lower), or this container is cut in half of it, down the centerline of the plane, ( lower stack LD3 and upper stack AAX).
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Main decks and pallet ULDs are not only taller than lower ULDs, they are often two or four times longer. They are usually arranged as LD6, using the width of the plane and missing two profile corners, or two very long LD3, stored side by side using the width of the plane and each missing a profile corner, but often twice or four times again from the nose to the tail of the plane.
Many cargo companies when using ULD main stacks have both features called double profile, so that on smaller aircraft such as the Boeing 727 they are stored flat and have two contour edges, and on the larger Boeing 767, they can turn 90 degrees and bring side to side as LD3s, so that only one contour edge is used as a LD3. This greatly simplifies the process of shipping cargo containers at a fraction of the cost of cargo volume. This article requires additional citations for verification. Please help improve this article by adding citations from reliable sources. Unsourced material may be challenged and removed. Search source aircraftCargo
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