DEVELOPMENT AND TEST OF LOW-.IMPACT ...Report No.FA~-79-1 DEVELOPMENT AND TEST OF LOW-.IMPACT...
76
Report DEVELOPMENT AND TEST OF LOW- . IMPACT RESISTANT TOWERS Eugene T. Rogers Jonathan A. Ross Kenneth M. Snyder ., . ' . • AUIUSt 1979 Final Report Document is available to the public through the National Technical Information Service, Springfield, Virginia 22151 Prepared for 3 79 U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Airway Facilities Service Washington, D.C. 20591
Transcript of DEVELOPMENT AND TEST OF LOW-.IMPACT ...Report No.FA~-79-1 DEVELOPMENT AND TEST OF LOW-.IMPACT...
Report No.FA~-79-1
DEVELOPMENT AND TEST OF LOW-.IMPACT RESISTANT TOWERS
Eugene T. Rogers Jonathan A. Ross
Kenneth M. Snyder
., . '
-~· .
•
AUIUSt 1979
Final Report
Document is available to the public through the
National Technical Information Service,
Springfield , Virginia 22151
Prepared for
3 79
U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION
Airway Facilities Service Washington, D.C. 20591
NOTICE
The contents of this repmrt presents concepts and test data generated by Permali, Inc. on which recommendations have been made. These contents do not necessarily reflect the official views or policy of the Department of Transportation nor do they constitute a standard, specification, or regulation.
DISTRIBUTION: A-W(AF/AP/RF'/PP/FO/WA/RD/VP/PA)-2; A-X(AF/AS/FS~2; A-Z(AN/EN/SA/SS)-2; A-Y(AE)-2; ZMS-411; ZRD-344
1. Report No. 2. Government Accession No.
FAA-AF-79-1 4. Title and Subtitle
Development and Test of Fiberglass Low-Impact Resistant Towers
7. Author/ s)
E. T. Roqers J. A. Ross, K. M. Snyder 9, Performing Organization Name and Address
Permali, Inc. P. 0. Box 718 Mt. Pleasant, PA 15666
12. Sponsoring Agency Name and Address
U.S. Department of Transportation Federal Aviation Administration Airways Facilities Service Washington, DC 20591
15. Supplementary Notes
16. Abstract
Technical ~eport Documentation Page
3. Recipient's Catalog No.
5. Report Date
August 30, 1979 6. Performing Organization Code
8. Performing Organization Report No.
W79005 10. Work Unit No. (TRAIS)
11. Contract or Grant No.
DOT-FA78WA-4152 13. Type of Report and Period Covered
Final Report
14. Sponsoring Agency Code
AAF-560
A break-away fiberglass mast for use in low impact resistant (LIR) structures to support airport approach lighting systems has been developed. This design will withstand 100 mph winds (including gusts) without ice and 75 mph winds (including gusts) with a 1/2 inch radial ice load. Yet, when struck by a light airplane wing, it breaks into pieces without catastrophic damage to the wing. It was observed that impact energy needed to break the mast was in the order of 679 foot-pounds and that peak forces were in the order of 5,656 lbs.
17, KeyWords
Mast, Break-Away, Fiber Glass, Epoxy, Frangible, Impact
18. Oi stribution Statement
Document is available to the u.s. public through the National Technical Information Service, Springfield, VA 22161
19. Security Clossif, (of this report) 20. Security Clouif. (of this poge) 21· No. of Pogu 22. Price
Unclassified Unclassified 76 Form DOT F 1700.7 <8-72l Reproduction of completed page authorized
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Approximate Conversions to Metric Measures
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mches
teet yards
miles
square inches square feet
square yards
square mtles acres
ounces
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tablespoons
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m1lhmeters
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meters
kilometers
square centimeters
square meters
square k•lc.meters
hectares (10.000 m2)
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grams
k1lograms
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TEMPERATURE (exact)
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mches
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m•les
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acres
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Preface
The Visual Landing Aids Branch of the Federal Aviation Administration contracted with Pennali, Incorp:>rated to develop a break-away mast for use in low impact resistant (LIR) structures to support airport approach lighting systans. This report describes that effort which was conducted under Contract No. OOI'-FA78WA-4152.
The proposal to do this work at Pennali, Inc. was unsolicited by the FAA. It was based on Permali' s expertise in the design and manufacture of filament wound glass with e:pJxy resin. This ccmbination of materials has the traits of exceptional strength, light weight, and durability. In ccmbination with additives that will protect the material fran ultraviolet degradation, it is expected to have a minimum life of twenty years.
Permali is indebted to Dr. Jamil Abassi and Hr. Stephen Cannistra of the Federal Aviation Administration for the cooperation and guidance which they have provided.
We wish, also, to acknowledge the valuable contribution of Dr. Roger G. Slutter and his staff at the Fritz Engineering Laboratory of Lehigh University where the impact tests and analyses were performed.
Section 1 1.1 1.2 1.3 1.4
Section 2 2.1 2.2 2.3
Section 3 3.1 3.2 3.3
Section 4 4.1 4.2
Section 5 5.1 5.2 5.3
Section 6 6.1 6.2 6.3 6.4
Section 7 7.1 7.2
Illustrations Fig. 1
2 3 4 5 6 7 8 9
10 II
11 12 13 14 15
TABLE OF CONTENTS
Introduction Background Contract Requirements Contract Objective Report Organization
Summary Existing Design Provisional Concepts Final Concepts
Contract Requirements Existing V-Notch Design Preliminary Concepts Final Concepts
Preliminary Concepts Construction Test Results
Optimized Concepts Construction Test Results Impact Test on Full Scale Prototype
Test Methods Flexural Test (.Homent & Hodulus) Compression Test Shear Test Impact Test
Page
1 1 1 1 1
2 2 2 3
4 4 4 4
5 5 5
7 7 7 7
9 9 9 9
10
Conclusions 11 Performance 11 Recommendations 11
Shear Load Capacity Chart 12 Compressive Load Capacity Chart 12 Impact Test - Energy Chart 13 Impact Test - Peak Force Chart 13 Flexural Moment Capacity Chart 14 Stress Raiser Groove 14 Type I - Male/Female Design 15 Type II - Helix Sleeve Design 16 Type III - Hoop Sleeve Design 17 Type IVa - Integral Ring-Hoop Design 18 Type IVb - Integral Ring-Helix Design 18 Flexural Test Fixture 19 Compression Test Fixture 20 Shear Test Fixture 21 Impact Test Fixture 22 Wind Load Diagrams 23
Table of Contents (cont'd)
Photographs 1 2 3 4 5 6 7 8 9
10 11
Drawings F-F-8161
F-A-8162
Lehigh Impact Tests Lehigh Impact Tests Lehigh Impact Tests Frangible Joint Full Scale Impact Test Full Scale Impact Test Full Scale Impact Test Full Scale Impact Test Full Scale Impact Test Impact Tested Wing Impact Tested Wing
Fiberglass Low Impact Resistant Tube Helix Ring Joint Design
Helix Ring Detail
Manufacturing Specification MS-1259
Calculations 1 Flexural Hodulus
Summary of Exhibits
First Lehigh University Test (Sept. 28, 1978) Second Lehigh University Test (Nov. 3, 1978) Third Lehigh University Test (Dec. 11, 1978) Raw Data - Flexure Raw Data - Shear FAA Drawing D-6155-1 Fourth Lehigh University Test (Aug. 22, 1979)
Page
24 25 26 27 28 29 30 31 32 33 34
35
36
36
38
39
Exhibit A Exhibit B Exhibit c Exhibit D Exhibit E Exhibit F Exhibit G
SOCTION 1
Introduction
1.1 Background
The concern of the FAA for the safety of aircraft crews and passengers has been exhibited in many ways. The potential hazard of striking t.~e sup:I;XJrt towers of the Approach Lighting Systan has lead to a nurnbE=>..r of design and develo:pnent efforts during the past decade. In 197 5 a developnent contract was placed with Lev Zetlin Associates, Inc. for the developnent of a design for an advanced LIR structure of non-metallic materials. The objectives were to achieve minimum interference with the localized beam of the Instrument Landing Systan and provide a light weight, law mass systan. The resulting design utilized a fila~t wound glass/resin tube of high strength with stress raising notches to initiate failure on impact. This design was produced in limited quantity. Impact tests subsequently revealed energies and peak forces greater than those predicted by the engineering design analysis. Pennali, Incorporated, the manufacturer of these units, pror:osed to the FAA a program for the developnent of a break-a\vay joint to replace the stress raising notches. This report details the contract resulting from this proposal.
1.2 Contract Requirements
Provisions of this contract provide for t.~ee basic phases: (a) The characterization of the existing design, utilizing stress raising grooves, in roth static and dynamic rrodes; (b) The design and testing of our different concepts for a break-a"Vm.y mechanism to replace the stress raising grooves; (c) The optimization of two concepts for a break-away r:JeChanism.
1.3 Contxact Objective
The object of this contract is to determine the most cost effective design for a LIR mast which vlill meet the desired break-away characteristics.
1.4 Report Oraanization
Section 2 summarizes the results of the testing which was done. Section 3 details the governing parameters within which the work was done. Section 4 describes the four joint concepts for a breakaway mechanism and gives the details of the test results. Section 5 describes the two concepts which were optimized and gives the details of the test results. Section 6 gives details of the test methods used and Section 7 presents conclusions and reccmrendations.
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SECTION 2
Smmary
2.1 Existing Design
The LIR masts are presently made in accordance with specifications FM-E-2640, FM-E-2659 and applicable drawings. This design utilizes a V shapErl notch {see Fig. 6, pg. 14) at spacerl intervals as the means of attaining the desired break-away joint. Tests on this existing design established strength properties as follows {see Figures 11, 12, 13 and 14 for test methods):
Flexural M:::m:nt Capacity Compressive Load Capacity -Shear Load Capci ty
126,450 in.lb. 56,400 lb. 39,000 lb. {double shear)
9,100 lb. Impact Peak Force In'pact Energy 2,500 ft.lb.
2.2 Provisional Concepts
Four concepts were devised with the view to provide for a clean impact break while retaining sufficient strength to withstand the required wind loading. These concepts were as follows:
Type I - A male-female joint with the male portion being canposed of hoop "WOu.rrl fibers {see Fig. 7).
Type II - A joint utilizing an internally J::x:n"rled sleeve ccmposed of helically 'WOu.rrl fibers {see Fig. 8).
Type III - A joint utilizing an internally oonded sleeve canposed of hoop 'WOund fibers {see Fig. 9) •
Type IVa - A joint aCCCITq;>lished by introducing an integral, hoop 'WOund, ring at the time of winding the tube and then machining off the helical \vindings over the ring after curing. Four 1/411 diameter holes were drilled through the centerline of the integral hoop "WOund ring, at goo spacing, in order to insure fiber disoontinuity. {See Fig. 10).
Type IVb - Same as Type IVa, but with the four 1/411 diameter holes el.iminated. (See Fig. 10) •
The results of static and dynamic tests of these concepts are shown on Figures 1 through 5. Canparison is made with the current design which is identified in the figures as 11Notch11
• All values shown in Figures 1 through 5 are ultimate strength values.
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Section 2 (cont'd)
2.3 Final Concepts
'I\AJO design ooncepts were developed which, by test, have adequate strength for the intended service and which will break clean when impacted by an aircraft wing. Of these two design concepts, one is intended for new manufacture and the other is intended for the m::xlification of ma.sts which are already in existence.
New Hanufacture - Design A: This design utilizes helically wol.llld, integral rings which, when the overwound main tube fibers have been machined off, provide fiber discontinuity so that the resulting impact break is clean (see I:M3'· No. F-F-8161, Details A & B on page 35).
~bdification Concept - Design B: This design oonsists of a breakaway joint produced by cementing in an internal, helically wound sleeve of such dimensions that the various criteria are met but, because there are no continuous fibers, a resultant impact break is clean.
Since the shear and canpression loading, resulting fran maximum wind force, is adequately covered by all designs tested, these factors can be eliminated fran decision making. The max.ilnum :m:ment resulting fran maximum wind force is 36,640 in.lb. {see Fig. 15) and this occurs at the base line. The first frangible joint is 38-1/2" above the base line; therefore, the max.llnum rroment to be seen by any joint would be 28, 438 in.lb. A canparison of t.~e existing design (Notch) and the final concepts is as follows:-
Notch Design A Design B
Flexural r~t Capacity
126,450 in.lb. 128,430 in.lb. 103,680 in.lb.
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Safety Factor
4.5 4.5 3.7
SECI'ION 3
Contract Requirements
3.1 EXisting V-Notch Design
It is required that the existing V-notch design (see Fig. 6, page 14) be characterized in both static and dynamic m::rles in order to provide a benchmark for oamparison purposes. It is recogniza:i that the existing V-notch design lacks the desira:i break-away characteristics in that it will not separate cleanly on impact.
3.2 Preliminary Concepts
It is required that a ninimum of four separate break-away joint concepts be developed as a means of arriving at a design which would resist the specifia:i wind loading of 100 mph (with gusts) and yet be sufficiently frangible to break cleanly when impacta:i by the wing of a light aircraft. These concepts are to be characterized by static and dynamic tests.
3.3 Final Concepts
'IWo final concepts are to be developed, making full use of the test experience with the preliminary concepts, and these two concepts are to be tested in both the static and dynamic node. It is required that these two concepts separate cleanly when irrpacta:l, that they have sufficient nanent resistance to withsta.rrl the required wind loading and that they be cost effective. It is further required that the final concepts be reliable in perfonnance and that they have the requira:l service life of 20 years in outdoor use (:t_ 550C and 5% to 100% humidity).
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SOCTION 4
Preliminary Concepts
4.1 Construction
Five preli.TUinary concepts of break-away joints were developed and tested, one of which was a variation of one of the others.
Type I
Type II
Type III
'I"jpe IVa
'.i'ype IVb
4.2 Test Results
A male-fanale joint with the male portion being cc:Illp)sed of hoop wound fibers and having four 1/4 11 dianeter holes, spaced 900 apart, at b'1e line of juncture of the two sections of helically wourrl tubing. The male portion of the joint is wound as an integral part of one section of tubing and is then cemented into the fanale end of another section of tubing. See Figure 7.
A joint utilizing an internally bonded sleeve ccm-posed of fibers wound with a helix angle of 45°. See Figure 8.
A joint utilizing an internally bonded sleeve carnr posed of hoop wound fibers and having four 1/4 11
diameter holes, spaced 90° apart, at the line of juncture of the two sections of helically \170und tubing being joined by the sleeve. See Figure 9.
A joint in which an integral, hoop wound ring having a double taper on ~~e outside diameter is placed on the mandrel at the time when the main tube is wourrl. This integral ring is ovenJOund by the helical fibers of the tube and becanes an integral part of it during curing. 'rhe overwound helical fibers are machined away fran the central portion of the ring, thus breaking the continuity of the helical fibers. Four 1/4" diameter holes are drilled, on 90° spacing, at the center point of the integral ring. See Figure 10.
This joint is constructed exactly as Type IVa 'l.vith the exception that the four 1/4 11 diameter holes are emitted. See Figure 10.
The test results on tl1e preliminary concepts are shown on the bar charts in Figures 1 through 5. The data supplied by the FAA indicates that, under the nost severe wind loading, mast ID-20 is exposed to the greatest shear force (225 lb.) and that mast ~G-40 is exposed to the greatest caupressive force (3, 250 lb.) • (See Exhibit F of FAA Dwg. D-6155-1 for masts r.t:;--20 and r~40.)
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SOCTIOH 4 ( cont' d)
4.2 Test Results (cont'd)
Since the lowest shear test values were 7,900 lbs. in single shear (1/2 the double shear shown on the chart), the minimum safety factor in shear is 35/1. The lowest canpressive test values were 42,300 lbs. which results in a minimum safety factor of 13/1. As the safety factors in shear and carrpres::;ion are nore than adequate for all construction types tested, we can eliminate these stress roodes fran further consideration.
The relevant factors for evaluating the preliminary concepts of break-away joints are as follows:-
Flexural Impact I.rrq;>act Strength Energy Peak Force Relative Relative
Design In.lb. Ft.lb. Lb. Weight Cost
Notch 126,450 2,500 9,100 1. 00 1.00 I 35,100 450 3,800 1.21 1.03
II 94,600 970 5,700 1.10 0.95 III 31,800 480 4,000 1.28 1.06
IVa 15,600 270 3,000 1.00 0.79 IVb 46,400 400 3,600 1.00 0.79
Relative weight is based on five frangible joints per 20 ft. section.
The existing or notch design is obviously the strongest of the group in flexure, but it requires excessive irrp3.ct energy for a break and, when it is irrp3.cted, the notch or stress raising groove does not achieve canplete separation. After inpact, a substantial nunber of the fibers ranain unbroken and, thus, the two parts of the mast do not separate.
Design I can not be considered as a solution. The flexural strength provides no safety factor.
Design II is a satisfactory construction in that the flexural strength provides a safety factor of 3.3 and it breaks campletely on impact although the required force is sanewhat greater than desired. The relative cost of Design II is about 5% lower than that of masts with stress raising grooves which makes it cost effective.
Design III is unsatisfactory in every sense. It has less than the required flexural strength and t.he relative cost is high.
Design IVa is cost effective but the flexural strength is too law to pennit serious consideration.
Design IVb has a safety factor of 1. 63/1 in flexure and is cost effective. However, on impact failure was in the material rather than in the integral ring/tube bond and all of the fibers did oot break. This design showed pranise, but also indicated that further work was needed.
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S:ocTICN 5
Optimized Concepts
5.1 Construction
Following a review of test data with FAA nersonnel, the decision was made to proceed with two design concepts which showed pranise, but to introduce certain modifications for improved performance.
Design A is an adaptation of Design IVb. The hoop wound integral ring is replaced by a helically wound ring which is inherently strong enough so that, on impact, it will force a bond failure and, thus, a clean break. Production cost will be substantially the Sc3IT'..e as for Design IVb so that Design A will be cost effective.
Design B is similar to Design II, but the length of the wound sleeve was reduced to three inches in order to reduce the .impact energy necessary for separation.
5.2 Test Results
Shear and caupression tests were ani tted because the experience in all prior testing showed that these properties were :rrore than adequate in all cases. Flexural tests were performed at !•bunt Pleasant, PA, and impact tests were perfonned at the Fritz Engineering Laboratory of Lehigh University. The first samples of Design A were made with 1-1/2" long helbc rings. Tests of t..~ese tube sections were distorted because not all of the continuously overwound fibers had been cut. They also lacked flexural strength because of inadequate bonding area at the break-away joint. After consultation with the FAA, it was decided to increase the length of the helbc ring to three inches in order to improve flexural performance and to assure complete separation of the overwound fibers by machining. Results of the tests are shown below.
Flex. M::ment - In.Lb. lrilpaCt Energy - Ft. Lb. Impact Peak Force - Lb.
Design A
31,320 612
4,525
128,430 679
5,656
Design B
103,680 927
5,570
These tests indicate safety factors in flexure of 1.10 for Design A with 1-1/2" helbc rings, 4.52 for Design A with 3" helbc rings, and 3. 65 for Design B. ~'lith the exception of Design A with 1-1/2" helbc rings, lx>th designs separated cleanly on impact wi t.'l1. the failures taking the form of g lueline shear. Design B achieves canparable rrorrent, impact energy, and peak forces witn reduced borrl length as Design Type II.
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S:ocTIOO 5 (cont'd)
5.3 rrnpact Test on Full Scale Prototype
The concept of Design A was chosen for a full scale inlEct test. A M3-20 mast, per Permali drawing F-F-8161 on page 35, was produced. It was made with helix rings, per F-A-8162 on page 36, to manufacturing specification MS-1259 on page 37.
The test was perfonnerl at the Naval Air Engineering Center at lakehurst, NJ, in January 1979.
The mast was erected in the same manner as would be the case for an approach lighting systan and the top cross bar, with lights, was fitted to the top of the mast. The left wing of a light aircraft was nounted on a steel frame attached to a "dead load car" (see photo P. 28) so that it would impact the mast at a point approximately 15 ft. above the ground. The "dead load car" was pushed to attain a desired velocity and then released prior to reaching the mast which it struck at a speed of 69 knots.
''Jhen the wing impacted the mast, the mast broke cleanly at two of the break-away joints, the first break being at about the point of impact and the second being at the break-away joint nearest the ground. The upper portion of the mast fell to the ground near the mast base while the lower portion flew forward about 150 ft. The ilrpact created a slot about 10 inches wide which extended fran the leading edge of the wing back to the center spar (see photos P.33 and P.34), but there was minimal damage to the wing.
Photographs on pages 29 through 32 show the progression fran the point of ilrpact through the time when the wing had passed both sections of the mast.
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SECTION 6
Test I-1ethods
6.1 Flexural Test
This test was perforn~ on a Tinius Olsen Universal Test Machine with load applied to the center point of the specimen. In order to prevent localized crushing of the tubes, the usual loading nose was replaced by a load applicator 2-1/2" long which was shaped to fit the outside diameter of the tubes and which had radiused edges. For all tests, the span was 72" and the crosshead speed was . 500 inches/minute. Flexural manent capacity was calculated using the standard simple beam formula. The flexural modulus was calculated from tl1e deflection formula for a simple beam using the load, vJ, and. the deflection, y, over the straight portion of the load vs. deflection curve.
Pl ~t:rnent, M = 4 . h1L3
Deflection, y == 48IE
See Figure 11 for the fixture used, and calculations on page 38.
6.2 Compression ~est
The campression test was performed on a Tinius Olsen Universal Test Machine with the load being applied to the end of the specimen by means of flat steel plates. Specimens were carefu51y rnachined so that the end cuts were flat and parallel and at 90 to the tube axis. In all cases, the break-away joint was centered in the test specimen. The specimens used were 6" long for the Notch design, and Design Types IVa and IVb. Specimens for Design Types II and III were 8" long while those for Design Type I were 12" long. Varying lengths \vere required because, in order to obtain valid results, it was necessary that only the tube surface contact the pressure applicators and the break-a~<va.y joints were not all of the same length. The crosshead speed was .050 inches/minute for all tests. Since total carpressi ve load was reported, no calculation was necessary.
See Figure 12 for the fixture used.
6.3 Shear Test
The shear test was perfo:rmerl on a Tinius Olsen Universal Test r-1ach.ine using special saddles to support the ends of the specimens and a shaped load applicator to distribute the load. In order to prevent crushing, and thus distortion of the results, three steel tubes were placed inside the specimens so t."lat they coincided with the saddles and load applicator but left the center points of the break-away joints free to shear. Double shear was measured in order to obtain distortion free results and the readings reported are all double shear unless otherwise indicated. See Figure l3 for the fixture used.
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SOCTICN 6 (cont'd)
6.4 Impact Test
This test was performed at the Fritz Engineering Laboratory of Lehigh University using equipment generally in accordance with the provisions of AS'IM E208-75. A weight, usually 200 lb., having a rounded tip was dropped fran a height of 7 ft. al::xJve the specimen which was held in a horizontal position. The specimen was held as a cantilever with the break-away joint being centered 6" away fran the support. The specimen was so placed that the tip struck the tube at a point 12" beyond the center of the break-away joint. The total energy of the falling weight was known and the residual energy, after tube failure, was calibrated by the distortion of aluminum plugs. By subtraction, the energy necessary to break the specimen was determined.
See Figure 14 for illustration of the test equipment.
Photographs were taken of the resulting impact failures. The clean separations in Type II and Type IV can be clearly seen (see pages 24 and 25).
Note: Coded references in the photos relate as follo.vs:
Design~
Notch Type I Type II Type III Type IV
Code
KN MF SI.HL SHP nm
High speed rrotion pictures were also taken of the Lehigh tests. These are quite dark and difficult to see. They will be sul:mitted to the Contract Officer with this report.
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SOCTia-J 7
Conclusions
7.1 Performance
The existing mast design which incorporates stress ra1s1ng grooves is mechanically strong but lacks the desired frangibility. It does not break clean and the i.rrq;>act force necessary is much higher than is desirable. Data supplied by the FAA indicates that mast Mr20, under maximum wind conditions, develops greater maximum rocrne...'1t and shear stress than other masts. Mast ~13-4 0 develops the greatest oampressive stress. Since all designs tested had canpressive and shear strength of such an order that the safety factor was quite high, these properties do not meet tl1e same consideration given to flexural m::ment. Figure 15 illustrates the stresses over the length of mast M:'..-20. From this data it will be readily seen that the mast with stress raising grooves, with a flexural m:ment capacity of 126,450 in. lb., has a safety factor in flexure of 4.45 and could thus be weakened in flexure in order to supply the required frangibility.
Design Type II was the only one of the preliminary concepts which fully met the requirements although Design Type IVb sho.ve:i promise.
Design A, of the final concepts, is a rrodification of Design Type IVb but differs in that the wound-in ring has helical rather than hoop fibers. This change increases flexural rcoment capacity to a safe level and guarantees t.~at impact failure \vill be by bond failure which insures that the break will be clean.
Design B, of the final concepts, is a modification of the preliminary Design Type II in that the internal helically wound sleeve is re:iuced in length to 3". This design, on impact, breaks clean in glue line shear although the required force is slightly greater b~ desired.
7. 2 Reccmnenda.tions
It is recommended that Design A, as shown on Permali Drawings F-F-8161, FA-8162 and MS-1259, be considered the preferred design and that it be used for new construction.
Design B is an effective means of roodifying existing masts of constant diameter for greater frangibility. The problems presented by tapered and preassembled masts as in specifications FAA-E-2640 and FAA-E-2659 and applicable dra\'lings are different enough to require rrore testing to prove their practicability.
-11-
F!GU~£ 1
40 SHE.RR LoRO CRPRCJTY (Dou&J!. SHeRR)
3~000 ~7,900
345l10
.30,000
20
15;800 15800
/0
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FiGURE 2. CoHPRr:.sstV£ Lon.D CRPFTct ry
bO 58 300 5~ too 5~400 1
50 48,350
40 42,300 42/300
30
2.0·
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o~---N~o-r_c_H--~Z~----lr~----Dr~----~D{c~a-----~~b
D&SI~N TYPE
-12-
F!GURii: .3 IMPRCT nsr-£N£R.&'Y
3
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27o I 4oo 0~--~~----~----~----~----~~--~~
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IMPJ:ICT T£sr - P~rFtK FoRce:.
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-13-
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IL h.OOUI.D. ~I ~ ".2.5 11 0.0.--------....
-14-
j/,800
III
Sc.RL-E.: 4 .. = /"
DOT-FR 7BWR-41S2.
TYPE:. I MRL £/FE:MRL& D£SIGN
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( 4 PUJc.~s) 5.25 r.D.
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W/NO/NG; 1=/NQL£: TUBE: -20° H£1.../X
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-15-
\ rt 'i:
-
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DOT-Ft=I?BWR-4152
rYPc. II HELIX SL££V£ D£!3/GN
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/ie,URc 8
-16-
TYPE. Ill Hoop SL£rV£ D£SIGN
I I I ---e--1 u I S.2.5
r.o. ~ rn-----~1 ____ _______._j
-......---'-.00" ____ _.
WINDING RNSLE-St TUB£.- 20° I-I£LIX. SLE:E:.V£...-HooP
FiGUR.£.. 9
-17-
DOT- PR78 WR-4152
TYPE TI£a. INT£GRRL RING. 0E:8/GN
-- /
OVERWOUND MAT'L. MRCHIN£0 o~r
II II
~~~ II I /.25" DII~.J.IOL£S
---1--r- ( 4 ~l.lfC£S) 6.Z5 o.D.
II 11 6.oo" II I.D.
II J ~~~c=~~~~~~~-=~~~~~d·
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If
INTEGRRL RtN~-HooP
Tv.o£ IY.b SJ:JM£ R .s 1Jl a.. w 1 rwot.~ r I-IOL&S
NGU~ 10 -18-
DOT- FR 78 W.R-41. 52
Ft..EXURRL. TEsr
T&srSPE.CJMEN: ~ FRRNGIB'-E JoiNT
I I I r... 78.00
1 J I
r~sr S£.r-UP:
2..5011
" II 5£CTION R-R
fiGURE II
-19-
DOT- f:R78WR-4152.
CoMPRESSION T£sr
T£ST 5PE.C/MEN:
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t
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0£&/GiN TYeE
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PR.R !Vt;;ISLE. Jo1Nr
FIGUR £:.. /2.
... 20-
SHE.FIR 7£sr (DoLl.a LE:. SI-IE:.RR)
OOT-~R?BWR-415"2.
FR. F1 NGI.BLE. Jo1 NT..S
TEsr S£.r-Lle:
FoRCE
AG UR-~ 13 -21-
DOT-~R18WR- 4152.
IMPRcr Tcsr
[EST 5P£CJMF:Ne
[~ S r F1 XTLJR..£.!
8411
FRI=IN GISL.E. ../OIN-r
PoiNT o,:- SupPORr
-22-
PoiNT OF
IMPRCT
POSITJON OJ:"
MRNQISLC ./OINT
Su PPOR.T Bt:~R
FIGURE 14
DESIGN ...,YPE - V-NOTCH later des . -n concepts .
This was tested to establish a bench mark for
DESIGN TYPE I results on page 13.
Male female design, see Fig. 7, page 15 and impact
DESIGN TYPE II Helix sleeve design, see Fig. 8, page 16 and impact results on page 13 .
-24-
DESIGN TYPE III Hoop sleeve design . See Fig . 9 , page 25 and impact results on page 13 .
DESIGN TYPE IVa Integral ring design with four (4) holes drilled 90°. See Fig. 10 and impact results on page 13 .
•
DESIGN TYPE IVb Integral ring design without holes. See Fig . 10 and impact resul ts on page 13.
-25-
DESIGN 'l'i.'PE A Helix Ring Design 'I'his shows the early design using a 1-1/2 in . ring and incomplete separation.
D~SIGN TYPE B Helix Sleeve Design (3imilar to design Type II e xcept with a 3 in. s leeve . The separation :Ls compl ete.)
-26-
I N -....1 I
I •
View of Break-Away Joint (Helix Ring Joint, Design A) Showing Separated Windings of Overwound Tube After Sanding (See Detail B, Drawing F-F-8161, Page 35)
(Photo Courtesy of The Federal Aviation Administration)
I 1\,)
CD I
I 1
Full Scale Impact Test Arrangement of A Prototype MG-20 Low Impact Resistant (LIR) Structure And the ~ling of A Light Aircraft
(Photo Courtesy of The Federal Aviation Administration)
•
I
"' 1.0 I
Sequential Photo 1 of 4 Showing the Initial Impact of A Light Aircraft Wing Traveling At 69 Knots
(Photo Courtesy o~ The Federal Aviation ~dministration)
I w 0 I
Sequential Photo 2 of 4 Showing Fracture Of The Break- Away Joints
(Photo Courtesy of The Federal Aviat1on Administration)
.,
I w 1-' I
41
Sequential Ph o t o 3 o f 4 Sh owing Como lete Se paration of Two Br~ak -Away Joints
(Photo Courtesy of ThE' Federal Avia~i.on Administrati o n)
w 1\.)
I
•
,/
Sequential Photo 4 of 4 Showing Pass Through of The Light Aircraft Wing With Minor Damage After Breaking Through The L~ghting Support Structure
(Photo Courtesy of The Federal Aviation Administration)
.. •
I w ,..., I
• •
View of D~1age To The Wing After Impact With The Prototype Low Impac t Resistant Structure MG- 20
(Photo Courtesy of The Federal Aviation Administration)
I w ~ I
Closer View Of The Damaged ~inq
(Photo Courtesy Of The Federal Aviat1on Administration)
..
-
-----r-
---j
~ I/
~
-
35
-
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: J l i
. .. ~
I
'"' " I
PER~ ~ +.ooo·r- ~ 3'=-l , Incorporated
I
~ .ll3'-.oool I -.~ i
i . north amencan headquarters
I:#. 0 2.0" ·:COo 1:;.11.. wAs 1;, :11r t·oos" ISFE DR1tl-~7
I !
l '\\\,\::=x= ~ + _,I
"' ' ' .oo:, I = < ' .030" •
Q w
I
l i I '
I I i
I I I
i !
1
'
f.oos• -.000
if,.020" !.D.
I IF IN DOUBT-ASK
TOLERANCES (UNLESS SHOWN ON DRAWING)
t. FRACTIONAL DIMENSIONS~ 1/114" Z.. DECIMAL DIMENSIONS :j: .01 0'"
O!!OER .o.
IEf!CREHa 1~. t,.t.., \0\1\,''=.•<. (';~ ~ ~ f!o,\!_..;)
" C! < 2-.:J - tw ((:Z
l ~
1 Z: ~· 1-2 .
ul )il 0 2 :J 0
11 w' ~;:2<'1 ~ o.a.Oii J
1-.tt ... c J 2 <{ :J 'd: w Jl w . >< J ~ I .{I
3
~ ~ w ~ .{ w ,;! J ~ - [{ C( ~ :J' u: ~ :1 o o 2 wl I ~ OJ lL 1- .{ 1t
4. - 0 ' J-..~ti.~1oo" :'! . "' 0 7 .... cr~uw 71. l.lll-i>a: > 1- .,p -:::- -<[4~.~"' ,· ::EJ6 ~ • . (l. ~ UJ I . ..... ~ 0 • z i
PERMALI, INC. MT gi~4~4NT PENNSYLVANIA
DRAw"
CHECKED
APPROVED SCALE
l="ULL
F-A-51G'2.
A.
B.
Manufacturing Specification MS-1259
For 20 Foot Low Impact Mast Helix Ring Design
Page !.._of .!_
Material
1. Roving: Glass Filament per MIL-R-60346, Type I, Class I. PPG Type 1062, 8-end
2. Resin: Epoxy, low pressure laminating per MIL-R-9300, Type I, Grade 0, Form B. Dow Chemical Co. Type OER 330 or equal (see Source 2)
3. Curing Agent: Methyl Tetrahydrophthalic Anhydride (MTHPA)
4. Accelerator: Tridimethyl Aminomethyl Phenol (DMP 30 Rohm and Haas)
5. UV Protective Additive: Cyasorb* UV-9 (American Cyanimid) *Trademark
6. orange Pigment: FED-STD-595A, 12197 Orange (Plasticolor Inc. Product No. ED-6256)
7. Primer: Hughson Chemical Co. Primer 9922
8. Polyurethane Paint: Per MIL-C-81773C(AS) and Color per FED-STD-595A, 12197 or Chemglaze A871 (Hughson Chemical Co.)
Sources
1.
3.
4.
5.
PPG Industries, Inc., 2987 Babcock Blvd., Pittsburgh, PA 15237 Telephone: 412/931-0975
Allegheny Solvents, Box 15597 - Montour Branch, Pittsburgh, PA 15244. Telephone: 412-923-2570
Lindau Chemicals, Inc., 750 Granby Lane, Columbia, SC 29202 Telephone: 803/799-6863
Rohm & Haas co., Independence Mall West, Philadelphia, PA 19105 Telephone: 215/592-3000
American Cyanimid Co., Bound Brook, NJ 08805 Telephone: 201/356-2000
"'""' .II ~~ p. o. box 718, mount pleasant. pennsylvania 15666 D 412/547-4581 D telex 866-666 rs;•
I w -..1 I
c.
sources (cont'd)
MS-1259
Page !..._ of 3
6.
7.
8.
Plasticolor, Inc., P. 0. Box 816, Ashtabula, OH 44004 Telephone: 216/997-5137
Hughson Chemical Co., 2000 West Grandview Av., Erie, PA 16512 Telephone: 814/868-3611
Hughson Chemical Co., 2000 West Grandview Av., Erie, PA 16512 Telephone: 814/868-3611
Manufacturing
L Set-Up
a.
b.
c.
Resin System Expressed as Percent by Weight (PBW}
Helix Ring:
Epoxy 55.04 Hardener 44.03 Accelerator .55 u.v. Adder .38 Pigment --------Total 100.00
Band Density 154 Ends/Inch Helix:
Winding
L 2.
200 Helix 1" Pitch Hoop
3 Layers 1 Layer
L.I.R. Tube
54.44 43.55
• 54 .38
1. 09
100.00
96 Ends/Inch Hoop
d. Curing - 3 Hrs. @ 80°C and 3 Hrs. @ 135°C
e. Finishing
1. Helix Ring: Machine to Drawing IF-A-8162 2. L.I.R. Tube:
{a) ~~chine 0.0. to Drawing IF-A-8161 (b) All holes ani ~u~ edges shall be coated
with the original resin (c) Coat all exposed surfaces with one (1)
coat of epoxy primer (Material 17) then one (1) coat of Pol~·~·cethane (Material 18)
Note: Both coatings can be sprayed or brushed
(d) All surfaces to be bonded together shall be roughened and cleaned with solvent before bonding
o. Requirements
MS-1259
Page ,!_ of 3
1. Glass to Resin Ratio: 80/20 by Wgt.
2.
3.
•• 5.
6.
Barco! Hardness: 55 to 65
Flexural Moment Capacity: 50,000 to 130,000 Inch Pounds Test Method per PP 6.1, Page 9 and Fig. 11, Page 19
Compressive Load Capacity: 35,000 Lbs.Min. Test Method per PP 6.2, Page 9 and Fig. 12, Page 20
Shear Load Capacity: 14,000 Lbs. Min. Test Method per PP 6.3, Page 9 and Fig. 13, Page 21
Impact Resistance:
Peak Force - 4,000 to 6,000 Lbs. Energy - 540 to 690 Ft.Lbs.
Test Method per PP 6.4, Page 10 and Fig. 14, Page 22
-
D.ONGAnO~PHESSION .,,.,~, .,._,.,. , .. .,., .. ""'~"'"'co.
----,~e~tifocaHon j:/j/1-- ;Y f?M/).?(rr/ ,b..;/ ) Mag. ,6,-/0
o-.
Order No.----;--,-------
:::.:::d~--:~f0"'':'=c:z;?.:t:,;:;L'~.r'2:.,7:,.:::::_-~..<~~--
·:
" ' ~
:£ ~
I'OIHOIII ,,. U·•A•
-38-
S~~~ OF EXHIBITS
Exhibit A is a report of impact tests filed by Dr. Roger G. Slutter of Lehigh University. These are results of tests done on the original V-Notch design (see Fig. 6, page 14).
Exhibit B is a report of in1pact tests filed by Dr. Roger G. Slutter of Lehigh University. These are the results of tests done on the preliminary concepts of the break-away designs (see Figures 7, 8, 9 and 10 on pages 15, 16, 17 and 18).
Exhibit C is a report of impact tests filed by Dr. Roger G. Slutter of Lehigh University. These are results of the tw:J optimized concepts, Design A and Design B.
Exhibit D contains the recordings of shear tests on the preliminary concept designs.
Exhibit E contains the recordings of flexure tests on the prel:Lrninary concept designs.
Exhibit F is a copy of FAA drawing D-6155-1 which illustrates the total airport lighting system support structures for M:;-20, IG-30, and M:;-40.
Exhibit G is a report of in1pact tests filed by Dr. Roger G. Slutter of Lehigh University. These are results of tests on four samples of the final helix ring design (see drawing F-F-8161, Detail B, page 35).
-39-
Exhibit A
FRITZ ENGINEERING LABORATORY Lehigh University
Subject. Preliminary Impact Tests of Notched Fiberglas_s Tub_e_s
Specimen No ...
I . 1 Mr. R iEshb ugh
··- ---------- -----P. p~ 1\ox 1 8 B~i gepbt St. xt. Mount Pleas nt ,· P 156 6
200.78.487.1 File ...
ShHI. . 1 ... oL ~
Dote.. 9./28./.7B. .....
Party .... <:: ,_lj_,_
H.S.
.... R • .G.S .•............
Approved ~JJ/J( tr __ ,., __ . Director - Operations
~I --,.----r-,-1 ,....~--r--_-,--,--T Aved:-- ; .
s_p_ -~gr_ m_ e_n_ · l1umin m IDeforn at ion ~o .- I - P E g Len- til -~-1 or-r u&s . I ..
_ _____;.,..1_1- --t-r.--rlz 1. 222 : 0 .:J:;!(f" -
Energy Absorbed by Plugs
(ft.-lbs.)
2doo
l 1.1~3 I I I- t r-:~:1; ~::: 1 ~.,J. . ,, 1-----_j__! --+-T..,......,.l,..j~.,..--....,-1.+.14'-r7.---+1 --t--- --+ -- -
"- - -
! I i --- --+--- ----r r
1 r I
! i- --------- i -t· _ _______l ___ _J__ --
Energy Absorbe by Tube
{ft.-1bs
2592 .
2642
lb. weight was installed
I -- o --+--~1-----1----...l......-'---+-- --,---
I :4 I -- 0
l .... ___ '- ----- ----- ----- --· -1- ---- ·-·-
1
1 I ,1 I
- i !
I '-3 1 3 I I I " -o ··-
p" ,,
0
0
!-
I i .I -4~ I ___ __J __ j_ _ _j_ __ j__ _ _j_ ___ j__~~---··
2695
2980
·:-: ' .. I
I I I ., cl I
' Rer "rks
. --- -- I i
.I)
Al plug• were I
1. 00" l'f'g at ____ sta rt of test
1----
To al Em rgy ~ ~- :;-
2 • Jas 45\2 ft. 1
i ---
I
I I --
Tube crushed - agai st tr' ck on
both tests 3 and 4 anc weigr t did not 1 each alum juum p1 jugs
I . --
---~ f--..--- !----
i 1----··-I
I .
i
I ---·-- --- -------I
' I
I
bs.
' j_
I 3Z..
24
I t
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:. I ' .. I .
.i
- -- ---+--i
i . '
i"'
r---
l. '
o. z.. c. 3
P.e-r:oRI-M J?fl'!
..•. !
'
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.j I •. --·!
' --- -~--!
I
SP.C:.U-'18/1./
,k:N' .J.
;<A.J 2-
/VIF 1
NF2..
Itv' R 1 1NR2-
S LJ-1 L 1
SLI+L2..
.5)-1 p 1.
_sj.J p 2
4 1 II -o
Exhibit A .:zoo. 78- 413?.. I
_f' = /8 /n~heJ
£. = .s;, / CIO/ Clt?O ;P..S /
G = ~ J--oo_, OtPo /.S. /
I= II. 28 h. 4
A= 2.11 ,;...~
-S 2.. - (. 2 2 ,77?7 xiO ;:' 7 2.07/flXIO p p?yl3 PY -
- ~£I -T ZGA --S Z.
- 2.987Z.x.IO p
£.,.._,..,I ? {!bs.)
3oo0 /0,;030
197ft> 8/30 I
~·~(c. 4jSOO
2 8k> ~~ 0 90
3 'l~ 0 "40 2.Cdo 2; 9 E--'0
7t (, ~ 77o
94-~ 0 (,30
42(p 3_.~ 7~0
.S3(., 4; 2 4-0
-42-
0Ef>ARTMENT OF CiVIL ENGINEERING
FRITZ ENGINEERING LABORATORY #13
LEHIGH UNIVERSITY BETHLEHEM. PENNSYLVANIA 1801!5
TELEPHONE (21!5) 69\-7000
200.78.487.1 November 22, 1978
Mr. R. Eshbaugh Permali Inc. P. 0. Box 718 Bridgeport St. Ext. Mount Pleasant, Pa. 15666
Re: Impact Tests of Fiberglass Tubes
Dear Mr. Eshbaugh:
The preliminary impact tests made on 3 ft. long tubes in September
are reported on a separate data sheet because the testing procedure for these
tests was different from the tests made on the ten tubes tested on 11/3/78.
The first two preliminary tests of the notched tubes were made using a 1600
lb. weight dropped from two feet above the tube. For these tests four alum
inum plugs were required to arrest the weight after fracture of the tube.
Following these tests it was decided to test with a smaller weight having a
high velocity.
A 400 lb. weight with an 8 lb. tup was used for preliminary tests
3 and 4 and two aluminum plugs were used for arresting the weight after
fracture. In these two tests the tubes crushed and jammed against the track
of the drop weight machine. In order to correct the problems encountered in
these tests, the length of the test tubes was changed to 4ft., the lower
section of track was removed, and a larger tup with a larger striking radius
was made.
The energy absorbed by the four preliminary test tubes in fracturing
were 2592, 2642, 2695, and 2890 ft.-lbs. From observations made during these
and subsequent tests, it could be observed that the total energy absorbed by
the tubes consists of three parts. These are (1) energy to deflect the tube,
(2) energy to deform the cross section, and (3) energy to fracture the ligament.
There is no way of separating these components, but it could be observed in
the preliminary tests that all three components were of significant magnitude.
The test procedure used in the ten tests conducted on 11/3/78 tended
to reduce the cross section deformation component by reducing this deformation
to essentially elastic rather than plastic deformations except for possibly
-43-
Exhibit B
Page 2
Re: Impact Tests of Fiberglass Tubes
KN 1 and KN 2. For the other eight specimens the bending and fracture components
predominate.
The deformation of the aluminum plugs used to arrest the weight after
fracture provide the only means of measuring the total energy absorbed by the
tubes. The enclosed calibration curve for the aluminum plugs was used to
determine the energy absorbed in fracture of the tubes. Aluminum plugs used
for the preliminary tests were from a different lot having a slightly different
calibration curve. The energy absorbed by each tube is given in the next to
last column of the data sheet.
During the tests signals were recorded on a storage oscilloscope from
an accelerometer mounted on the weight. Examples of these recordings are
enclosed for some of the tests. These recordings were only partially success
ful because resistance force offered by the tubes were either very small in
the case of some tests or very large when the weight was arrested. The large
resistance of the aluminum plugs caused the signals to go out of range while
the small resistance offered by some tubes barely produced a signal. Since
in all tests the energy absorbed by bending of the tubes was relatively large,
the resistance produced at initial contact of the weight with the tube was
small and did not register. Basically the "blip" recorded as the tube was hit
indicates a change in acceleration of the weight. By the equation F = rna the
force encountered is proportional to the acceleration registered on the graphs.
However, these are probahly only a qualitative picture of the event and it is
difficult to obtain the force because the response is not linear over the
range of forces involved.
The two graphs for preliminary tests 2 and 4 indicate that the accelero
meter went out of range during the event because the gain was too high. The
graphs for MF 2, INR 2 and SLHL 2 show the event but the signal went out of
range when the aluminum plugs were encountered. The height of the event signal
for contact with the tube is recorded in range. The vertical scale for SLHL 2
is twice that for the other two. The amplitude must be reduced to half for
comparison with MF 2 and INR 2.
The best method for obtaining value for the maximum force encountered
for each test is to use equivalent deflection equated to total energy absorbed.
This method ignores deformation of the cross section as being negligible in
-44-
Exhibit B
Page 3
Re: Impact Tests of Fiberglass Tubes
comparison to the other two components. The energy absorbed in fracture is
considered in terms of equivalent deflection. This method may slightly over
estimate the force for KN 1 and KN 2 where deformation of the cross section
may be significant. Values for the other tests should be good estimates of
the peak force. The effect of the ligaments on the deflections is not signif
icant because the length of the ligament is small compared to the span length.
The total energy is equated to the energy absorbed in flexure plus
the energy absorbed in shear by the following equation.
Total Energy p~3 6 E I (flexure)
p2~ + ZGA (shear)
where P is the maximum force. The enclosed computation sheet gives the prop
erties used for computations and the resulting force for each of the ten tests
conducted on 11/3/78. These values should agree reasonably well with values
obtained from your static tests.
RGS/df
Enclosures
-45-
Sincerely yours,
~$$~ Roger G. Slutter Professor of Civil Engineering Director - Operations Division
FRITZ ENGINEERING LABORATORY Lehllh Unlverllty
Subject lmpaet Te~ts of Notched Fibl!rglou Tubl!8
Specimen No .. . r-- ~•-) , ~-- T - , --~ ~ '
/ M~. R,ishbauJh j I I P~rml!11 In~, I · · I 1 I
P ,f 0, B x 718~Brid8 port ~t. Ex·. !«dunt P Mun , 1'111. 15666 I
-~--- ~ ------- _______ ,..,... ______ ...__._ ________ -· J. j ....
----~---I , • ,
r---····-1 . . . ---
r -;p:~f: "" Alf!minum De ormat on
A~erasa l!!c•rsy A norb11d l ~ No:.
'~-KN l_
KN 2) I -
: MF 11
'-~.Mi' 2; .
I INR l
·~
---- ..
----
··--·-
.lluu J. · _ (in..J_
1.1/J.? .l~J
1,1_;21 1.0
o.9o61 ------0.8
0~865i n A
0.866 0.8 ..... ~-- ---~---
1-INR 12 -I I
~• -
0.8~8 0.8
J-~-~ -----~
SLHL 2
_Jlll!Jl_
SHP 2
_ ..............
I 0,957 -
0.92
--'l..aJt
0.90S --
0.9
- 0.9
. r\ ~
0.8 ·-- __ .._ ____
'L ---- ~- Qf 1'1 8 b~ Plua• _ in.) r (ft, -lba.
I
O.l.Hi '
~6--~-' l.i40
o. 2751 I
~3 1~10
~4 0.600[ 2940 I
' l1n '
~"I 0.6521 .3260
69 I 0.633 3150 '
32 0. 6.55' 3280 ~ I
I
65 '
0.539 2.550 .. I ..
2~00 I
89 I 0.545 I on I :::l _Jl20
71 I 3010 ~ ' -
'
t-~j/- .. I -'--·---- ' ----------
" ~~ ,~· p I I 1~6 ~
-----~--
1
I I
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1976
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Exhibit B
1'111 ~qo . .t~. m.,.t. lhllt ... L.oLl.. ..,
11111... .lWD.L .... C.H,
K.S.
R.G,S.
App~a;;zt~t Director - Oporotion•
.
AlLJlluaa "'""a 1 , 500 1
lora ot ~tort pf til
' : ~~f-~- ~- ---
Total en~r&Y fpr MAC
tolt WOI 3546 ~t.-lb
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DEPARTMENT OF CIVIL ENGINEERING
FR<TZ ENGINEERING L,t.&ORATORY #13
LEHIGH UNIVERSITY ÐL.EHEM. PENNSYLVANIA 18015
TEL E~HONE ( 21 !I) 691 · 7000
Exhibit C
200.78.487.1 December 14, 1978
llr. Bob Eshbaugh PERMALI, INC. P. 0. Box 718, Bridgeport Street Ext. Mount Pleasant, Pa. 15666
Re: Impact Tests of Fiberglass Tubes
Dear Mr. Eshbaugh:
On December 7 the last group of tubes was tested using a smaller weight
dropped from the same height as in the previous tests. Following the tests we
made a new calibration run on aluminum plugs and we determined the exact weight
of the impact weight. The corrections resulting from this check have been
incorporated into the analysis. The energy absorbed by each tube is somewhat
higher than the amount determined on the day of the test. We have found that
whenever we changed the weight, it is necessary to run a new set of aluminum
plug calibrations.
The high speed motion picture of all six tests have been sent to you under
separate cover along with a few black and white photographs. The films are
slightly under-exposed for dark areas due to the fact that the speed of the camera
is approximately 1100 frames per second instead of 1000 frames per second.
The peak force values have been obtained from the energy equation as in
Lile previous test. This data appears to correlate well with the data from the
previous tests using the larger weight. However, you may be aware of differences
in the test specimens that I am not considering.
RGS/df
Enclosures
-47-
Sincerely yours,
C2;,w.4JLtti. Roger G. Slutter Professor of Civil Engineering Director - Operations Division
FRITZ ENGINEERING LABORATORY Lehigh University
Subject Final Irnpac t Tests .. o _f Nq t<Oh<:>c! .. F:!-l?ex&.l<t~.e T\l.l?ee. . .
Specimen No ... ----.---~---~---.-
idg"t'brt Sti· Ext. Pa. 15666 : Attn: Bob Eshbaugh
' ' I j_ -- ;_ --
I Auelage Energy 'Defonpation Absorbed · of Piugs by Plugs _ __,_{=.;i'l'l'-'"-'-) _ (ft. -lbs.)
' 0.~75
:---+--+--+---------. HL~G-2 1.1~8 & 1 137
1 O.J63
i SL,L-1 ·t -1.-40-&-i -20S t 0. tl 03
I SLII!L-2 I 1.1 8 • 1 235 I 0. 89 r---- ,------:· --L INR-1 1 1.0f5 • lt113 0.406
i INll-2 ! l~ll & 1[099 O.U5 I ,
.. ---- --~---~--- L-
I J. ! .. : I r----- -- - ,--~----'
I - --· j- ' I
I I
;l-o'' P
1180
1120
860
810
1320
1360
Energy Absorbed by Tube
(ft.-lbs.)
582
642
902
952
442
402
Exhibit C 200.78.487.1
File . ......................... . 1 1
Sheet .......... oL
Dote. 12 /l~/7.~.--
Perty ...... G.Jl .... R.K.
(i;;,_ .. ro,? r11 Approved ~-d .N~~
Director - Operations
Remark ·-
All pl t. $tart
!
---··. I
gs wete ' --' .l --~' • '1'0 ac
f test.
tot !tl-.,..,~;y-; -fer all te ts = 1
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Exhibit C
FRITZ ENGINEERING LABORATORY Fl ... ?oqJe,.+..t>l' Sheet ... /. ... tiL . ./ .. .
.,~ ... 1?:.-::t/~Z~ .... . Party . . c. 1(, .... .
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200. -xG. 48 7. I
Exhibit C
For?ce FoR THPAc.T
12-7-78
£ "" 3.1 /00.1 000 ,Pf>l.
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Subject
FRITZ ENGINEERING LABORATORY
Lehigh University Impact Tests of Notched Fiberglass Tubes
Specimen No ... -----T- r--- l -·-
' I dgepoJt
'
I ~"t; I St. Mount 156~6 I
---~- ' I ______ L ____ j --
--........---·- -- .
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~pecim n lug L~ngth I Plu Deformation I _(in. I in.)
f--- .L I 1 -- - ..
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1rniti 1 len th of plugs = 1.5 0 in, 1... . ' t. ' :
I
i -+ ---- --- ----- --
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L _ _j_ ' . ' '
-ots-
Energy Absorbed by Plugs
(ft-lbs.)
850
850
860
910
EXHIBIT G
file. 200: 79: 487_:.1.
Sheet ... 1 of 3
Date .. ... 8/22/7.9. ...... .
Party. C.H.
..l\ •. P. ... , .RJM ..
Energy Absorb-ed By Tubes
(ft -lbs.
694
694
684
------ - --
634
I I
---+---- --
----------
------ --t
I --+---r---1
--------- I .
. - ! ------1----t-
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i
I i J_ ______ ..J_ ___ --
FRITZ ENGINEERING LABORATORY Fila 200.J9.,4B.?..-.. 1-
Lehilh University &heat.. 2 at 3
Subject ....... Cal~bration of Alu10inum Plu~s >7ith 217,7 lb. \ol<!~gh~ Dlota . ..... 8.1.22./79. ....... .
CH . . . . . . . . . . . . . . . . . . . . . . Specimen No ....
I .
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~n :~' "~'Roe 8 : · TMc
. ; ... .
P. i (>;< x (18, ~--- . -- .
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: ,.., ~rkll' de ia:t~~" of; Alu JQinum Plug· ( in.O ' '-· -fi'l- -·- --- ·--
FRITZ ENGINEERING LABORATORY Lehigh University
Subject Calculation of Peak Force for l!DP.'!"t
. Specimen No ...
·-¢;, ·z.,6<i0,000 ps I
- Ir. = = 11.28 in.
1,'100,000 ps -----i-----
1
~--~f--~=::::i=-=t:=:::=;==~--·_(_ ____ + = 2. 41 in.
i
EXHIBIT G
Flle.2.0o . .I9 .•. 4.87. •. L
Sheet .... J ...... of ... } .... .
8/22/79 Dote .......... .. -------------
Perty . CH ................. ..
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~--+--_j,------+----- J
. j' I 2 1 2 x_l1:_P2 _____ ! ~ ! __ rtotal = • I ~---- i 1 pecim n E I
total P 1
t-lb ---(~l~b-+~~. )~- j ·---~ !
+--t--+--:--'-::-'i----1--~ ~~l 3 I 684 . 568Q
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