Structural analysis of the controlled impact demonstration of a jet transport airplane

Fasanella, Edwin L.; Widmayer, Edward; Robinson, M. P.

doi:10.2514/6.1986-939

Cited by 5 publications

(5 citation statements)

References 2 publications

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“…The ocean current pushes the aircraft to the right, causing it possibly to finish belly-up on the ocean floor. This corresponds to Case 4.failure modes occur at low impact velocities, as has been demonstrated with a real model of a retired aircraft in DYCAST (Dynamic Crash Analysis of Structures) by NASA[FWR87]. These findings were published nearly three decades ago but remain valid today.…”

supporting

confidence: 52%

Malaysia Airlines Flight MH370: Water Entry of an Airliner

Chen

Gu²,

Morris

et al. 2015

Notices Amer. Math. Soc.

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Flight MH370 disappeared less than an hour after takeoff on a flight from Kuala Lumpur to Beijing. The Boeing 777-200ER carried twelve crew members and 227 passengers. On March 24 the Malaysian Prime Minister announced that "It is therefore with deep sadness and regret that I must inform you that …Flight MH370 ended in the Southern Indian Ocean." Though the exact fate of Flight MH370 remains undetermined, the available evidence indicates a crash into the ocean. However, disturbing as this is, not all emergency water landings, referred to as "ditching" when they are controlled, end in tragedy. In the "Miracle on the Hudson," on January 15, 2009, Capt. Chelsey B. "Sully" Sullenberger and his crew successfully ditched US Airways Flight 1549, an Airbus A320-200, in the Hudson River after a loss of power due to a bird strike on takeoff from La Guardia Airport. There was no loss of life. Figure 1 and the video animation referenced on the second page of this article show our "representation" of a commercial airliner, a Boeing 777

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supporting

confidence: 52%

Malaysia Airlines Flight MH370: Water Entry of an Airliner

Chen

Gu²,

Morris

et al. 2015

Notices Amer. Math. Soc.

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“…Different techniques are used to improve the crashworthiness of an aircraft, such as modifying its response to failure or increasing the energy that can be absorbed by the structure. The data obtained has been used since then as validation for finite-element crashworthiness simulations, thus reducing the number of experimental tests required to assess the performance under different impact conditions [3][4][5]. The crash simulations gradually evolved from simple models based on beams and lumped masses to the more complex models used nowadays.…”

Section: Introductionmentioning

confidence: 99%

Crashworthiness study on hybrid energy absorbers as vertical struts in civil aircraft fuselage designs

Paz

García

Rodríguez

et al. 2019

International Journal of Crashworthiness

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This research concerns the crashworthiness study and enhancement of commercial aircraft fuselage structures by incorporating crushable hybrid energy absorbers to work as vertical struts. To assess their contribution on a representative aircraft structure, a numerical simulation of a Boeing 737-200 drop test is developed and validated with experimental data available in the literature. The fuselage section is then simulated both with and without the fuel tank, showing more harmful effects for the latter scenario. The numerical model accurately captures the experiment's collapse process with low artificial energy ratios. Later, four vertical hybrid energy absorbers designed for programmed and progressive collapse, are added in the cargo compartment, connecting the underfloor beams and the frames. Different designs and positions are studied, combining aluminum tubes with square and circular cross-sections, filled with a core made from a GFRP skeleton and foam extrusions. Acceleration graphs show a reduction in passenger injury levels from severe to moderate according to an Eiband diagram when energy absorbers are fitted. Energy trends from the hybrid absorbers are also monitored, with dissipation of up to 10 kJ of the fuselage's kinetic energy through plastic deformation and collapse. Results also show a significant improvement on the global crashworthiness of the fuselage, leading to an increase in plastic dissipation by the frames from 76 kJ to 122 kJ and a reduction on the accelerations up to 50% when the energy absorbing structures are added.

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“…In the early 1980's, NASA partnered with the FAA to conduct the Controlled Impact Demonstration (CID) research program. [25][26][27] The primary objective of the CID was to evaluate the performance of a fuel additive, anti-misting kerosene or AMK, to reduce the potential of a massive fire upon impact of transport jets. As a final demonstration of the AMK technology, a full-scale crash test of a remotely piloted B720 transport jet was conducted in December 1984 at Edwards Air Force Base.…”

Section: Transport Aircraft Crash Test Programmentioning

confidence: 99%

“…Excellent correlation was obtained for these simulations, thus validating the modeling approach and demonstrating a useful prediction tool for crash assessment. 26 In preparation for the CID crash test, vertical drop tests of three B707 transport fuselage sections were performed using the 70-ft. drop tower at the IDRF. [28][29][30] The objectives of the tests were to evaluate the integrity of the data acquisition systems that would be used on the CID and to generate data for model validation.…”

Section: Transport Aircraft Crash Test Programmentioning

confidence: 99%