Aircraft Crash Survival Design Guide. Volume 4. Aircraft Seats, Restraints. Litters, and Padding

Desjardins, Stanley P.; Laananen, David H.

doi:10.21236/ada088441

Cited by 8 publications

(8 citation statements)

References 4 publications

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“…An overview of some tension absorber concepts, e.g. tube expansion, tube inversion and elongation of a metal tube, is given in [15]. In [34,36,37] an absorption concept is described where a pin is pulled through a composite laminate to initiate bearing failure.…”

Section: Introductionmentioning

confidence: 99%

Investigation of a crash concept for CFRP transport aircraft based on tension absorption

Schatrow

Waimer

2014

International Journal of Crashworthiness

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Transport aircraft made of carbon fibre reinforced plastics (CFRP) have to provide an equivalent crashworthiness compared to today's aluminium aircraft designs. However, CFRP structures typically show brittle failure behaviour under complex loading conditions and little energy absorption, whereas aluminium structures provide comparably high energy absorption due to their ductile failure characteristics. Improved crashworthiness for CFRP fuselages can be obtained by the installation of special crash devices, which are designed for energy absorption by progressive failure in compression, tension or bending. The realisation of crashworthy CFRP fuselage designs with the focus on compression or bending absorbers is often associated with significant mass penalty compared to the purely static sizing of the corresponding fuselage structure. In this context, an alternative crash kinematics was developed and numerically investigated in which most of the kinetic energy is dissipated by tension absorption in the sub-cargo area of a fuselage structure. The numerical study was performed on the basis of a purely vertical impact with a two-bay fuselage section using the explicit finite element (FE) solver Abaqus/Explicit. The simulation results show for the developed crash kinematics several advantages, e.g. reduced mass penalty, with the tension absorption concept compared to crash concepts that use energy absorption by progressive crushing in the sub-cargo area.

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Section: Introductionmentioning

confidence: 99%

Investigation of a crash concept for CFRP transport aircraft based on tension absorption

Schatrow

Waimer

2014

International Journal of Crashworthiness

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“…are specified and are measured in the seat tests. For military helicopters, the crashworthy requirements are in MIL-STD-1290A [2] and ADS-36 [16], which are both based on the ACSDG [1]. Impact conditions in MIL-STD-1290A require occupant survivability for a vertical impact velocity of 12.8 m/s (42 ft/s) on a rigid surface, although the aircraft structure may be damaged.…”

Section: Design Philosophy and Requirements For Airframe Crash Resistmentioning

confidence: 99%

“…For aircraft structures, the first structural design requirements for better crash protection were established for light fixed-wing aircraft and military helicopters in the Aircraft Crash Survival Design Guide (ACSDG) [1] and the MIL-STD-1290A [2]. The principles established there for crashworthy aircraft structures are now embedded in the Federal Aviation Administration (FAA) 14 CFR Airworthiness Standards [3] and EASA Certification Specifications [4] as civil airworthiness requirements for small transport aircraft CFR 23/CS 23, large transport aircraft CFR 25/CS 25, small rotorcraft CFR 27/CS 27 and large rotorcraft CFR 29/CS 29, as discussed further in Section 10.2.…”

Section: Introductionmentioning

confidence: 99%

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Design and testing of crashworthy aerospace composite components

Johnson¹,

Thomson²,

David

et al. 2015

Polymer Composites in the Aerospace Industry

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“…The dynamic acceleration responses obtained from these instruments were used to perform an injury risk assessment. Several methods are typically used to evaluate human injury potential, including the Dynamic Response Index (DRI) [5][6][7], the Brinkley Index [8,9], Lumbar Load limits [7], Head Injury Criteria [10,11], and Eiband whole body acceleration tolerance limits [12,13]. In this study, occupant injury was evaluated based on the DRI and the Brinkley Index.…”

Section: Injury Assessmentmentioning

confidence: 99%