Summary of the Federal Aviation Administration FAA’s Commuter Airplane … · 2007-11-20 ·...
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Presented to: Fifth Triennial Int’l Fire and Cabin Safety Research Conference Authors: Allan Abramowitz FAA RPD 502 Crashworthiness Project Manager Steve Soltis Retired - FAA Chief Scientist Technical Advisor for Crash Dynamics October 31, 2007 Atlantic City, NJ, USA Federal Aviation Administration Summary of the FAA’s Commuter Airplane Crashworthiness Program
Transcript of Summary of the Federal Aviation Administration FAA’s Commuter Airplane … · 2007-11-20 ·...
Presented to: Fifth Triennial Int’l Fire and Cabin Safety Research Conference
Authors:
Allan Abramowitz FAA RPD 502 Crashworthiness Project Manager
Steve Soltis Retired - FAA Chief ScientistTechnical Advisor for Crash Dynamics
October 31, 2007 Atlantic City, NJ, USA
Federal AviationAdministrationSummary of the
FAA’s Commuter Airplane Crashworthiness Program
Federal AviationAdministration 2Summary of the FAA’s Commuter Airplane Crashworthiness Program
October 31, 2007
PROGRAM OBJECTIVE
Evaluate adequacy of current certification standards for seat and restraint systems for small commuter category airplanes (14 CFR Part 23 and small Part 25).
Methodology
Conduct full-scale vertical drop tests of commuter airplanes to obtain data to supplement existing data bases.
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October 31, 2007
BACKGROUND
The FAA William J. Hughes Technical Center has conducted tests on four regional commuter airplanes to characterize their impact response.
• ATR 42-300
• Short Brothers 3-30
• Beechcraft 1900C
• Raytheon/Fairchild Metro III
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ATR 42-300•High wing
•Curved belly
•42 to 50 passengers
•Test Weight 33,200 lbs
•Drop height 14’
•Impact velocity 30 ft/s
•TC Part 25
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SHORT BROTHERS 3-30•High wing
•Flat belly
•30 passengers
•Test Weight 21,200 lbs
•Drop height 14’
•Impact velocity 30 ft/s
•TC Part 25
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BEECHCRAFT 1900C•Low wing
•Flat belly
•19 passengers
•Test Weight 8,500 lbs
•Drop height 11’ 2”
•Impact velocity 27 ft/s
•TC Part 23 SFAR 41
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RAYTHEON METRO III•Low wing
•Curved belly
•19 passengers
•Test Weight 7,500 lbs
•Drop height 11’ 2”
•Impact velocity 27 ft/s
•TC Part 23 SFAR 41
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DROP TEST OF ATR 42 - VIDEO
Video Deleted
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POST-TEST DATA
Test Article B 1900C SHORTS3-30
METRO III ATR 42
Primary Pulse Acceleration (g) 154 94 56 20
Primary PulseDuration (msec)
9 17 31 84
*Primary Pulse∆V (ft/sec)
23/27 25/30 27/27 26/30
*Primary ∆V corresponds with primary pulse duration, the second value is the impact velocity.
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TYPICAL SIDEWALL ACCELERATIONS
-40
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0 10 20 30 40 50 60 70 80 90 100
Time (msec)
Acc
eler
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n (g
)B 1900CShorts 3-30Metro IIIATR 42
Shorts 3-30
Metro III ATR 42
B 1900C
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TYPICAL FLOOR TRACK ACCELERATIONS
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Time (msec)
Acc
eler
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)B 1900CShorts 3-30Metro IIIATR 42
Shorts 3-30
Metro III
ATR 42
B 1900C
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OVERALL FUSELAGE ACCELERATIONS
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Time (msec)
Acc
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)B 1900CShorts 3-30Metro IIIATR 42
Shorts 3-30
Metro IIIATR 42
B 1900C
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IDEALIZED TRIANGULAR FUSELAGE ACCELERATIONS
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Time (msec)
Acc
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B 1900CShorts 3-30Metro IIIATR 42
B 1900C
Shorts 3-30
Metro III
ATR
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ACCELERATION VS PULSE DURATION
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0 20 40 60 80 100
Pulse Duration (msec)
Acc
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Metro III ATR 42
Shorts 3-30
B 1900C
30 ft/sec curve26.8 ft/sec curve
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STATIC AND DYNAMIC CRUSH
Test Article B 1900C SHORTS3-30
METRO III ATR 42
App. Static Crush (in) 1 1 1 12App. Dynamic Crush (in) 2.0 4.3 3.9 16.4
Available Crush Depth 9.9 8.2 11.1 18
% Available Crush Height 20 52 35 92
Dynamic crush was calculated by integrating the overall acceleration response for each airplane.
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ACCELERATION VS DISPLACEMENT
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0 2 4 6 8 10 12 14 16 18
Crush Distance (in)
Acc
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26.8 ft/sec curve30 ft/sec curveStatic Crush 26.8 ft/ec.Dynamic Crush 26.8 ft/secStatic Crush 30 ft/secDynamic Crush 30 ft/sec
Metro III
ATR 42
Shorts 3-30
B 1900C
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FUSELAGE PENETRATION
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CONCLUSIONS
• The two Part 23 and the small Part 25 Shorts 3-30 commuter airplane with comparable crushable underfloor height yielded comparable vertical inertial loading.
• The two Part 23 and the small Part 25 Shorts 3-30 commuter airplane had pulse durations at the extreme range of the data used to develop current Part 23 airplane seat dynamic certification standards.
• The small Part 25 ATR 42 airplane duration was within the range and near the average used to develop current Part 23 airplane seat dynamic certification standards.
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CONCLUSIONS
• Acceleration and dynamic crush results were consistent with those of an idealized impact response
• Results yielded two groups of fuselage responses– high acceleration, long pulse duration, small crush
distance– low acceleration, shorter pulse duration, large crush
distance
• The ATR 42 was the most effective in using its underfloor crush space to reduce the vertical inertial load.
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CONCLUSIONS
• As expected the flat belly aircraft resulted in higher vertical inertial loading than the round belly aircraft.
• As expected the stiffer lighter aircraft resulted in higher vertical inertial loading.
• The overhead items of mass did not affect the overall fuselage response of the aircraft.
• High-wing airplanes have the potential of intrusion of heavy items of mass into the passenger cabin.
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