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DOT/FAA/AR-96/119

Office of Aviation Research Washington, D.C. 20591

Vertical Drop Test of a Beechcraft 1900C Airliner

Robert McGuire and Dr. Tong Vu

Federal Aviation Administration Airworthiness Assurance R&D Branch William J. Hughes Technical Center Atlantic City International Airport, NJ 0840f

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May 1998

Final Report

This document is available to the U.S. public through the National Technical Information Service (NTIS), Springfield, Virginia 22161.

Ö U.S. Department of Transportation Federal Aviation Administration

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NOTICE

This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report.

1. Report No.

DOT/FAA/AR-96/119

2. Government Accession No.

4. Title and Subtitle

VERTICAL DROP TEST OF A BEECHCRAFT 1900C AIRLINER

7. Author(s)

McGuire, Robert J. and Vu, Dr. Tong

Technical Report Documentation . Recipient's Catalog No.

5. Report Date

May 1998 6. Performing Organization Code

AAR-431

8. Performing Organization Report No.

DOT/FAA/AR-96-119 9. Performing Organization Name and Address

Airworthiness Assurance Research & Development Branch Federal Aviation Administration William J. Hughes Technical Center Atlantic City International Airport, NJ 08405

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

12. Sponsoring Agency Name and Address

U.S. Department of Transportation Federal Aviation Administration Office of Aviation Research Washington, DC 20591

13. Type of Report and Period Covered

Final Report - July 1995-Nov 1995

14. Sponsoring Agency Code

15. Supplementary Notes

Federal Aviation Administration William J. Hughes Technical Center COTR: Gary Frings

16. Abstract

A commuter category Beechcraft 1900C airliner was subjected to a vertical impact drop test at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. The purpose of this test was to measure the impact response of the fuselage, cabin floor, cabin furnishings (including standard and modified seats), and anthropomorphic test dummies. The test was conducted to simulate the vertical velocity component of a severe but survivable crash impact. A low-wing, 19-passenger fuselage was dropped from a height of 11' 2" resulting in a vertical impact velocity of 26.8 ft/sec. The airframe was configured to simulate a typical flight condition, including seats (normal and experimental), simulated occupants, and cargo. For the test the wings were removed; the vertical and horizontal stabilizers were removed; the landing gear was removed; and the pilot and copilot seats were not installed. The data collected in the test and future tests will supplement the existing basis for improved seat and restraint systems for commuter category 14 Code of Federal Regulation (CFR) Part 23 airplanes.

The test article was fully instrumented with accelerometers and load cells. Seventy-nine data channels were recorded. Results of the test are as follows:

the fuselage experienced an impact in the range of 1.40-160 g's, with an impact pulse duration of 9-10 milliseconds the simulated occupants experienced g levels in the range of 32-45 g's with a pulse duration of 44-61 milliseconds the test was considered to be a severe but definitely survivable impact the fuselage structure maintained a habitable environment during and after the impact the seat tracks remained attached to the fuselage along the entire length of the fuselage all standard seats remained in their tracks after the impact all exits remained operable all the test dummies experienced lumbar loads in excess of the current maximum requirement found in 14 CFR 23.562(c)(2)

17. Keywords

Beechcraft 1900C Vertical Impact

Drop Test Commuter Category Airplane

19. Security Classif. (of this report)

Unclassified

18. Distribution Statement

This document is available to the public through the National Technical Information Service (NTIS), Springfield, Virginia 22161.

20. Security Classif. (of this page)

Unclassified

21. No. of Pages

83

22. Price

Form DOT F1700.7 (8-72) Reproduction of completed page authorized

ACKNOWLEDGMENTS

The authors would like to acknowledge Mr. Andrea Vigliotti of the Italian Research Center C.I.R.A. for his significant contribution during the data analysis phase of this effort.

in

TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY ix

INTRODUCTION 1

BACKGROUND 1

DESCRIPTION OF TEST FACILITY AND TEST ARTICLE 1

Test Facility 1 Test Article 3

TEST INITIATION 6

INSTRUMENTATION 6

Fuselage 6 Seats 6 Test Dummies 6 Platform Load Cells 6 Cameras 6

DATA ACQUISITION 10

Data Acquisition System 10 Work Station 12

DATA ANALYSIS 13

Data Reduction 13 Time To Impact 13 Test Velocity 13 Fuselage Structure 14

Permanent Deformation 14 Airframe Acceleration 15

Platform 21 Anthropomorphic Dummies 22

RESULTS AND DISCUSSION 23

Fuselage Structure 23

External 23 Internal 23

Seats 23 High-Speed Film Documentation 24 Photographic Documentation 24

CONCLUDING REMARKS 37

REFERENCES 37

APPENDICES

A—Filtered Test Data B—Typical Raw Test Data

VI

LIST OF ILLUSTRATIONS

Figure Page

1 Drop Test Facility 2 2 Beechcraft 1900C Airliner 4 3 Camera Locations 9 4 Velocity System Setup 14 5 Typical Primary and Secondary Impact Pulse 15 6 Floor Seat Track Accelerations (Gmax) 17 7 Side Wall Seat Track Accelerations (Gmax) 19 8 Side Wall Accelerations (Gmax) 20 9 Platform Total Load 22 10 Drop Test Facility 25 11 Front-Quarter View of Test Article, Prior to Impact 25 12 Front-Quarter View of Test Article, After Impact 26 13 Forward Section of Test Article, After Impact 26 14 Underside of Fuselage, After Impact 27 15 Underside of Aft Section of Fuselage, After Impact 27 16 Front Interior of Test Article, After Impact 28 17 Center Section of Test Article, After Impact 28 18 Aft Section of Test Article, After Impact 29 19 Underfloor Buckling R/H Side, After Impact 29 20 Underfloor Buckling L/H Side, After Impact 30 21 Side Wall Buckling, After Impact 30 22 CAMI Seat, Prior to Impact 31 23 CAMI Seat Rear View, Prior to Impact 31 24 CAMI Seat, Seat Pan Deflection, After Impact 32 25 PTC Aerospace Seat, Prior to Impact 32 26 PTC Seat, After Impact 33 27 Rear View, WSU Seat, Prior to Impact 33 28 Front View WSU Seat, After Impact 34 29 Standard Beechcraft Seat (Blue), Prior to Impact 34 30 Standard Beechcraft Seat (Blue), After Impact 35 31 Standard Beechcraft Seat (Brown), Prior to Impact 35 32 Standard Beechcraft Seats (Brown), After Impact 36 33 Standard Beechcraft Seat (Brown), After Impact 36

vn

LIST OF TABLES

Table Page

1 Test Article Weight 5 2 Instrumentation 7 3 Data Acquisition System Configuration and Calibration 10 4 Drop Test Velocity 14 5 Floor Seat Track Accelerations 18 6 Side Wall Seat Track Accelerations 21 7 Side Wall Accelerations 21 8 Anthropomorphic Dummy Data 22

Vlll

EXECUTIVE SUMMARY

A commuter category Beechcraft 1900C airliner was subjected to a vertical impact drop test at the William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. The purpose of this test was to measure the impact response of the fuselage, cabin floor, cabin furnishings (including standard and modified seats), and anthropomorphic test dummies. The test was conducted to simulate the vertical velocity component of a severe but survivable crash impact. A low-wing, 19-passenger fuselage was dropped from a height of 11' 2" resulting in a vertical impact velocity of 26.8 ft/sec. The airframe was configured to simulate a typical flight condition, including seats (normal and experimental), simulated occupants, and cargo. For the test the wings and engines were removed; the vertical and horizontal stabilizers were removed; the landing gear was removed; and the pilot and copilot seats were not installed. The data collected in the test and future tests will supplement the existing basis for improved seat and restraint systems for commuter category 14 Code of Federal Regulation (CFR) Part 23 airplanes.

The test article was fully instrumented with accelerometers and load cells. Seventy-nine data channels were recorded. Results of the test are as follows:

the fuselage experienced an impact in the range of 140-160 g's, with an impact pulse duration of 9-10 milliseconds

the simulated occupants experienced g levels in the range of 32-45 g's with a pulse duration of 44-61 milliseconds

the test was considered to be a severe but definitely survivable impact

the fuselage structure maintained a habitable environment during and after the impact

the seat tracks remained attached to the fuselage along the entire length of the fuselage

all standard seats remained in their tracks after the impact

all exits remained operable

all the test dummies experienced lumbar loads in excess of the current maximum requirement found in 14 CFR 23.562(c)(2)

IX

INTRODUCTION

This report presents the results of a dynamic airplane vertical impact test conducted at the William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. The purpose of the test was to determine the impact response of the fuselage, cabin floor, cabin furnishings (including standard and modified seats), and anthropomorphic test dummies. The test was conducted to simulate the vertical velocity component of a severe but survivable crash impact. A low-wing Beechcraft 1900C 19-passenger commuter airliner fuselage was dropped from a height of 11' 2" resulting in a vertical impact velocity of 26.8 ft/sec. The airframe was configured to simulate a typical flight condition, including seats, simulated occupants, and cargo. The data collected in the test and future tests will supplement the existing basis for improved seat and restraint systems for commuter category 14 Code of Federal Regulation (CFR) Part 23 airplanes.

BACKGROUND

This vertical impact test is one of a series of fuselage section and full-scale airplane tests conducted in support of the Federal Aviation Administration's (FAA) ongoing Aircraft Safety Research Plan [1]. The FAA has proposed seat dynamic performance standards for 14 CFR Part 23 commuter category airplanes. Those standards were established empirically using the results of prior airplane crash impact test programs. In development of those standards, it was noted that the full-scale airplane impact test database did not include airplanes representative in size of the commuter category airplanes. To provide data for those size airplanes, the FAA initiated a full-scale vertical impact test program of 14 CFR Part 23 commuter category airplanes. A test of a Metro in aircraft was conducted in April 1992 [2]. The tests were structured to assess the impact response characteristics of airframe structures, seats, and the potential for occupant impact injury.

DESCRIPTION OF TEST FACILITY AND TEST ARTICLE

TEST FACILITY.

The Technical Center drop test facility, shown in figure 1, is comprised of two 50-foot vertical steel towers connected at the tops by a horizontal platform. An electrically powered winch, mounted on the horizontal platform, is used to raise or lower the test article and is controlled from the base of one of the tower legs. The current lifting capacity of the winch is 13,600 pounds. Attached to the winch is a reeved hoisting cable which is used to raise the test article. A sheave block assembly hanging from the free end of the reeved cable is engaged to a solenoid operated release hook. The release hook is connected to the airframe by a cable/turnbuckle assembly with hooks bolted to the fuselage section at four locations. Located below the winch cable assembly and between the tower legs is a 15- by 36-foot wooden platform which rests upon I-beams and is supported by 12 independent load cells.

Concrete Pad Load Cell (12 Total)

FIGURE 1. DROP TEST FACILITY

TEST ARTICLE.

The test article was a Beechcraft 1900C which is a low-wing, twin-turboprop, 19-passenger commuter airliner 57' 10" in length. The following modifications were made to the airplane prior to the test:

The wings and engines were removed from the fuselage wing box structure.

The vertical and horizontal stabilizers were removed from the empennage; however, ballast was added to the tail section of the airplane to compensate for the missing stabilizers.

The landing gear was removed.

The pilot and copilot seats were not installed; ballast was added to simulate the weight of the seats and occupants.

The internal seating arrangement was modified for the test to accommodate a variety of seats. Seats included in this test were PTC Aerospace seats, Wichita State University (WSU) experimental energy-absorbing seats, the FAA Civil Aeromedical Institute's (CAMI) experimental energy-absorbing seat, a center aisle Beechcraft seat, and standard Beechcraft seats both blue and brown in color. The blue and brown Beechcraft seats are structurally identical except the brown seats have a lower seat back. The following is a listing of the type of seats located at the fuselage stations (FS) along the length of the airplane. Seat configuration and locations are shown in figure 2:

FS 129 - Flight deck seats were not installed, ballast was used FS 200 - Wichita State University experimental energy-absorbing seat FS 230 - Standard Beechcraft seat (blue) FS 260 - WSU experimental seat and standard Beechcraft seat (blue) FS 290 - Standard Beechcraft seat (blue) and PTC Aerospace seat FS 320 - FAA Civil Aeromedical Institute's energy-absorbing seat FS 350 - Center aisle Beechcraft seat FS 380 - PTC Aerospace seat and standard Beechcraft seat (blue) FS 410 - Two standard Beechcraft seats (blue) FS 440 - Two standard Beechcraft seats (brown)

Each of the seats was occupied by a test dummy or ballast to represent the weight of a 170-pound occupant. Seven of the seats were occupied by instrumented Hybrid II anthropomorphic test dummies (ATD), six others were occupied by dummies without instrumentation capability, and one seat was loaded with a wooden body block. Figure 2 shows the locations of the ATDs. All the dummies and ballast were strapped firmly into the seats with lap belt restraint systems.

FS 129

FS 200

FS 230

FS 260

FS 290

FS 320

FS 350

FS 380

FS 410

FS 440

0 = Anthropomorphic Test Dummies

o

Ballast

WSU Energy Absorbing (EA)

Beechcraft Blue

WSU EA, Beechcraft Blue

Beechcraft Blue, PTC Aerospace

CAMI

Beechcraft Center Aisle

PTC Aerospace, Beechcraft Blue

Beechcraft Blue Seats

Beechcraft Brown Seats

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FIGURE 2. BEECHCRAFT 1900C AIRLINER

The total weight of the test article was 8475 pounds. This weight represents the maximum gross takeoff weight of the airplane, taking into consideration the weight of the portions of the airplane that were removed. A list of all individual item weights and moments about the aircraft datum are presented in table 1.

The test article also had seven onboard cameras which will be discussed in the instrumentation section of this report.

TABLE 1. TEST ARTICLE WEIGHT

Item Fuselage Station Weight Lb. Moment FUSELAGE Fuselage 303 2205 668115

Plates 135 400 54000 Seat/ATD 200 193 38600 Seat/Dummy 230 180 41400 Seats/ATD/Dummy 260 366 95160 Seats/ATD/Dummy 290 343 99470 Seat/ATD 320 245 78400 Seat/ATD 350 240 84000 Seats/ATDs 380 366 139080 Seats/Dummies 410 360 147600 Seats/Dummies 440 353 155320

BALLAST Shot 55 26 1430 Baggage 71 326 23146 Plates 120 135 16200 Plates 130 200 26000 Shot 164 52 8528 Plates 170 500 85000 Shot 190 104 19760 Shot 211 78 16458 Shot 220 52 11440 Shot 311 52 16172 Shot 341 104 35464 Shot 356 26 9256 Shot 371 52 19292 Shot 386 52 20072 Shot 431 52 22412 Baggage 482 464 223648 Baggage 485 300 145500 Plates 544 325 176800

CAMERA Miscellaneous 303 122 36966 Camera/Mount 138 54 7452 Camera/Mount 150 40 6000 Camera/Mount 203 13 2639 Camera/Mount 234 38 8892 Camera/Mount 370 13 4810 Camera/Mount 518 31 16058 Camera/Mount 567 13 7371

TOTAL 8475 2567911 C ENTER OF GRAVITY FS303

TEST INITIATION

Prior to the test, the airframe test section was leveled by adjusting the supporting turnbuckles. The test article was then raised to the desired height of 11' 2". Four guide ropes, manned by members of the drop test team, steadied the test article while it hung above the platform. Once the test article was steady and level, the timing sequence began, the high-speed film cameras began running, and the airplane was released and began accelerating toward the platform. At the point of impact with the platform the fuselage section had reached a velocity of 26.8 ft/sec. Wind speed during the test was less than 5 mph.

INSTRUMENTATION

FUSELAGE.

The fuselage instrumentation for this test included 39 accelerometers located at various stations along the length of the airplane. Thirty-four of the accelerometers were rated for 750 g's, four were rated for 100 g's, and one was rated for 200 g's. The accelerometers were located on the floor, the side wall seat track, and along the side wall to determine the fuselage response throughout its entire length. A complete listing of all the accelerometer locations is given in table 2.

SEATS.

The two WSU energy-absorbing seats were instrumented with accelerometers to determine their impact response directly. The WSU seats were located at FS 200 and FS 260, and each had one accelerometer attached to its seat pan.

TEST DUMMIES.

Seven of the test dummies were 50th percentile Hybrid II anthropomorphic dummies. All of the anthropomorphic test dummies were instrumented with load cells and accelerometers. The instrumented test dummies were located at fuselage stations 200, 260, 290, 320, 350, and 380 (see figure 2).

PLATFORM LOAD CELLS.

The impact platform rests on 12 load cells, each with a load capacity of 50,000 pounds. A hydraulic jack is located under each load cell, and each jack was activated simultaneously with a central pump. After the platform was raised off the ground, its tare weight was zeroed by the computer system. The platform load cells measured the reactive forces generated during the drop of the test article and were used to verify the impact loads and determine their distribution.

CAMERAS.

Five high-speed film cameras were used to record the exterior of the airplane during the test. One forward view, two quarter views, and one side view of the test article were filmed. The fifth camera, intended to provide a rear view of the test article, malfunctioned during the test.

TABLE 2. INSTRUMENTATION

Instrumentation ID Number Direction/

Load Location

X Y Z Description Accelerometer AA72 -Z 129 9 0 Floor Seat Track Accelerometer AA49 Z 129 -9 0 Floor Seat Track Accelerometer AA67 -Z 129 27 24 Side Wall Accelerometer A93G -Z 129 -27 24 Side Wall Accelerometer CV29 z 200 9 0 Floor Seat Track Accelerometer CV70 -z 200 27 11 Side Seat Track Accelerometer A71F Y 200 27 11 Side Seat Track Accelerometer A90D Z 200 20 20 Seat Pan Accelerometer DE93 Z 200 -9 0 Floor Track Accelerometer A78F Z 200 -27 11 Side Track Accelerometer AA57 Z 200 27 24 Side Wall Accelerometer AA24 Z 200 -27 24 Side Wall Accel (100 G) AG3A3 -Z 200 -27 24 Side Wall Accelerometer A77F Z 260 9 0 Floor Seat Track Accelerometer A67F Z 260 27 11 Side Seat Track Accelerometer A70F -z 260 20 20 Seat Pan Accelerometer AA86 z 260 -9 0 Floor Seat Track Accelerometer A90F z 260 -27 11 Side Seat Track Accelerometer GK19 Y 260 -27 11 Side Seat Track Accelerometer A53F Z 260 -20 20 Seat Pan Accelerometer DA11 Z 260 27 24 Side Wall Accelerometer A77J Z 260 -27 24 Side Wall Accel (100 G) AG3A1 -Z 260 27 24 Side Wall Accel (200 G) AJ13 -z 260 27 24 Side Wall Accelerometer DE12 z 290 9 0 Floor Seat Track Accelerometer AA96 z 290 27 11 Side Seat Track Accelerometer CR31 z 290 -9 0 Floor Seat Track Accelerometer AA74 z 290 -27 11 Side Seat Track Accelerometer DB59 z 320 9 0 Floor Seat Plate Accelerometer A52K z 320 -9 0 Side Seat Plate Accelerometer A53J z 320 27 24 Side Wall Accelerometer A79J z 320 -27 24 Side Wall Accel (100 G) ACKNO -z 320 -27 24 Side Wall Accelerometer A32F z 350 9 0 Floor Seat Plate Accelerometer AA98 z 350 -9 0 Floor Seat Plate Accelerometer DE92 z 410 9 0 Floor Seat Track Accelerometer CZ31 z 410 27 11 Side Seat Track Accelerometer DB62 z 410 -9 0 Floor Seat Track Accelerometer AOID z 410 -27 11 Side Seat Track Accelerometer CJ46 z 410 27 24 Side Wall Accelerometer AA89 z 410 -27 24 Side Wall Accel (100 G) ACKT1 -z 410 27 24 Side Wall Load Cell 91174LC LBS/mV 200 17 15 ATD, WSU EA Seat Accel (100 G) AEH88 -z 200 17 15 ATD, WSU EA Seat Accelerometer AA59 -z 200 17 15 ATD, WSU EA Seat

TABLE 2. INSTRUMENTATION (CONTINUED)

Instrumentation ID Number Direction/

Load X Location

Y Z Description Load Cell 91174LC LBS/mV 260 -17 15 ATD, WSU EA Seat Accelerometer AG3D0 -Z 260 -17 15 ATD, WSU EA Seat Accelerometer AA58 -Z 260 -17 15 ATD, WSU EA Seat Load Cell 91202LC LBS/mV 290 17 15 ATD, PTC Seat Accelerometer CX08 -Z 290 17 15 ATD, PTC Seat Accelerometer AGGP1 -Z 290 17 15 ATD, PTC Seat Load Cell 91175LC LBS/mV 320 0 15 ATD, CAMI Seat Accel (100 G) AF0Y1 -Z 320 0 15 ATD, CAMI Seat Accelerometer AA73 -Z 320 0 15 ATD, CAMI Seat Load Cell 91201LC LBS/mV 350 0 15 ATD, Beech Center Seat Accel (100 G) AF1C0 -Z 350 0 15 ATD, Beech Center Scat Accelerometer DA74 -Z 350 0 15 ATD, Beech Center Seat Load Cell 91211LC LBS/mV 380 17 15 ATD, Regular Seat Accel (100 G) AG3D2 -Z 380 17 15 ATD, Regular Seat Accelerometer A95G -Z 380 17 15 ATD, Regular Seat Accel (100 G) ACKR6 -z 380 -17 15 ATD, PTC Seat Accelerometer AA77 -z 380 -17 15 ATD, PTC Seat Load Cell 99059LC LBS/mV 380 -17 15 ATD, PTC Seat Load Cell 213542 LBS/mV Platform 1 st Row, Left Load Cell 372136 LBS/mV Platform 1 st Row, Center Load Cell 213540 LBS/mV Platform 1st Row, Right Load Cell 113934 LBS/mV Platform 2nd Row, Left Load Cell 213534 LBS/mV Platform 2nd Row, Center Load Cell 213541 LBS/mV Platform 2nd Row, Right Load Cell 213536 LBS/mV Platform 3rd Row, Left Load Cell 213538 LBS/mV Platform 3rd Row, Center Load Cell 213537 LBS/mV Platform 3rd Row, Right Load Cell 213543 LBS/mV Platform 4th Row, Left Load Cell 113936 LBS/mV Platform 4th Row, Center Load Cell 113939 LBS/mV Platform 4th Row, Right

Note: All acccleromcters were manufactured by Endevco Inc. All platform load cells were manufactured by Scnsotcc Inc. All anthropomorphic test dummy load cells were manufactured by Denton Inc. All instrumentation excitation voltage was 10 volts.

In addition to the high-speed film, two high-speed video cameras were placed outside the fuselage to record front- and rear-quarter views.

Seven high-speed film cameras were located in the test article. These cameras focused on various seats in addition to providing an overall view of the activity inside the fuselage during the test. However, due to a malfunction of the test sequencer, the flash bulbs ignited a few milliseconds too late. The lack of proper lighting inside the airplane rendered the film virtually useless due to under exposure.

Figure 3 shows the location of both the onboard and external cameras.

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DATA ACQUISITION

DATA ACQUISITION SYSTEM.

The NEFF 490 data acquisition system is a high-speed data acquisition system which has the capability to sample and record data at sampling rates up to 1 MHz. The system consists of 92 channels. Each channel includes a 12 bit analog-to-digital converter with an accuracy of 0.1% of programmable full scale, a 6-pole Bessel low-pass filter with four programmable cutoff frequencies which cover a range from 100 Hz to 200 kHz, and a differential input amplifier with 12 programmable gain steps. Input signals range from ±5 mV dc to ±10.24 V dc full scale.

For the test, the system was set to sample and record 79 channels of data simultaneously at 10,000 samples per second per channel. All data channels were prefiltered at a cutoff frequency of 1 kHz and temporarily stored in the NEFF 256K word DRAM memory during the test. Test data were then transferred to an IBM compatible computer by an IEEE-488 interface for further analysis. The full-scale value for a channel was chosen based on an estimate of the maximum output of the sensor on the channel. Full-scale values for each sensor as well as engineering unit conversion and measured sensitivity are shown in table 3.

TABLE 3. DATA ACQUISITION SYSTEM CONFIGURATION AND CALIBRATION

CHANNEL NUMBER

FULL-SCALE VALUE

(mV) ENGINEERING UNIT

CONVERSION

BALANCE OUTPUT

(mV) MEASURED

SENSITIVITY 101 20 G's =-0.26 + 5.63 x mV 0.000 0.1978 mV/G 102 40 G's = 0.011 +5.43xmV 0.000 0.2009 mV/G 103 40 G's = 0.011 +5.39xmV 0.000 0.2056 mV/G 104 5 Lbs = 3.21 + 597.47 x mV 0.002 0.0017 mV/lb 105 320 G's = 0.267773 x mV 0.000 3.8901 mV/G 106 20 G's = -0.202+ 4.804 xmV 0.000 0.2167 mV/G 107 40 G's = -0.349 +5.259 xmV 0.000 0.2037 mV/G 108 - Not Used - -

109 40 G's = -0.147 +5.392 xmV 0.000 0.2008 mV/G 110 640 G's = 0.042 + 0.223 x mV 0.000 4.6637 mV/G 111 40 G's = -0.260 + 5.323 xmV 0.000 0.2019 mV/G 112 40 G's =-0.268 + 4.432 x mV 0.000 0.2392 mV/G 113 40 G's = -0.212 +5.179 xmV 0.000 0.2137 mV/G 114 640 G's = -0.068 + 0.438 xmV 0.000 2.5020 mV/G 115 640 G's = 0.230172 xmV 0.000 4.8080 mV/G 201 40 G's = -0.108 + 5.03 xmV 0.000 0.2178 mV/G 202 40 G's = 0.163 +5.227 xmV 0.000 0.2110mV/G 203 40 G's = -0.077 +5.602 xmV 0.000 0.1976 mV/G 204 5 Lbs = -0.29 + 592.88 x mV 0.000 0.0017 mV/lb 205 320 G's = 0.022 +0.234 xmV 0.000 4.4090 mV/G 206 20 G's = -0.249 + 5.544 x mV 0.020 0.1860mV/G 207 40 G's = -0.599+ 4.871 x mV 0.000 0.2277 mV/G

10

TABLE 3. DATA ACQUISITION SYSTEM CONFIGURATION AND CALIBRATION (CONTINUED)

CHANNEL NUMBER

FULL-SCALE VALUE


CONVERSION BALANCE

OUTPUT (mV) MEASURED

SENSITIVITY 208 40 G's = -0.119 +5.549 xmV 0.000 0.1975 mV/G 209 40 G's =-0.268 +5.089 xmV 0.000 0.2157 mV/G 210 640 G's = 0.022 + 0.236 x mV 0.000 4.6143 mV/G 211 40 G's = -0.115 +4.887 xmV 0.000 0.2141 mV/G 212 40 G's =-0.099 + 5.64 x mV 0.000 0.1932 mV/G 213 40 G's = -0.335 +5.19 xmV 0.000 0.2010 mV/G 214 640 G's = 0.059 +0.2 lxmV 0.000 4.9933 mV/G 215 - Not Connected - -

216 20 Lbs = 6.43 + 1645.24 xmV 0.000 0.0006 mV/lb 217 20 Lbs =17.47 +1626.53 xmV 0.000 0.0006 mV/lb 218 20 Lbs = 5.18 +1767.33 xmV 0.000 0.0006 mV/lb 219 20 Lbs = -9.76+1666.31 xmV 0.000 0.0006 mV/lb 220 20 Lbs =15.34+ 1570.76 xmV 0.010 0.0006 mV/lb 221 20 Lbs =15.33 +1744.64 xmV 0.010 0.0006 mV/lb 222 - Not Used - - 223 - Not Used - - 224 - Not Used - .

225 20 Lbs =1.86+1907.78 xmV 0.010 0.0005 mV/lb 226 20 Lbs = 4.90+1671.11 xmV 0.000 0.0006 mV/lb 227 20 Lbs =12.6+ 1612.91 xmV 0.010 0.0006 mV/lb 228 20 Lbs = 6.60+ 1690.56 xmV 0.000 0.0006 mV/lb 229 20 Lbs = 3.46+1769.72 xmV 0.000 0.0006 mV/lb 230 20 Lbs =16.04+1824.84 xmV 0.020 0.0005 mV/lb 301 40 G's= 0.05 +5.138 xmV 0.098 0.2031 mV/G 302 40 G's = -0.376 + 5.25 xmV 0.000 0.2071 mV/G 303 40 G's = -0.194 +5.219 xmV 0.000 0.2076 mV/G 304 640 G's = -0.023+0.182 xmV 0.000 5.9541 mV/G 305 40 G's = -0.076 + 5.565 x mV 0.000 0.1987 mV/G 306 40 G's = -26.28 + 7.257 x mV 0.000 0.1890 mV/G 307 40 G's = -0.571+ 5.516 xmV 0.000 0.2021 mV/G 308 40 G's = -0.268 + 5.489 x mV 0.000 0.1977 mV/G 309 40 G's = -0.522 +5.57 xmV 0.000 0.2042 mV/G 310 5 Lbs = -4.38 + 598.17 xmV 0.002 0.0017 mV/lb 311 320 G's = -0.01 + 0.219 xmV 0.000 4.7514 mV/G 312 20 G's = -0.138 +4.70 xmV 0.000 0.2203 mV/G 313 160 MPH = 0.1594 xmV - - 314 - Not Used - - 315 - Not Used - - 401 40 G's = -0.492 + 5.359 x mV 0.000 0.2021 mV/G 402 40 G's = -0.155 +4.974 xmV 0.000 0.2217 mV/G 403 40 G's = -0.562 +5.23 lxmV 0.000 0.2072 mV/G 404 20 G's = -0.408 +6.325 xmV 0.000 0.1632 mV/G

11

TABLE 3. DATA ACQUISITION SYSTEM CONFIGURATION AND CALIBRATION (CONTINUED)

CHANNEL NUMBER

FULL-SCALE VALUE


CONVERSION BALANCE

OUTPUT (mV) MEASURED

SENSITIVITY 405 320 G's = 0.206247 x mV 0.000 5.0210 mV/G 406 5 Lbs = 8.509 + 590.74 x mV 0.002 0.0017 mV/lb 407 40 G's = -0.175 +5.26 xmV 0.000 0.2090 mV/G 408 40 G's = 0.086 +5.522 xmV 0.000 0.2009 mV/G 409 40 G's = -0.193 +5.482 xmV 0.000 0.1982 mV/G 410 40 G's = -0.27 +5.524 xmV 0.000 0.1999mV/G 411 40 G's = -0.941 + 5.477 x mV 0.000 -0.2032 mV/G 412 40 G's = -0.254+ 5.411 x mV 0.000 0.2029 mV/G 413 40 G's = -0.467 +5.56 xmV 0.000 0.1956 mV/G 414 40 G's = -0.278 +6.46 xmV 0.000 0.1692 mV/G 415 40 G's = -0.363+ 5.81 xmV 0.000 0.1894 mV/G 416 5 Lbs = 3.97 +602.35 xmV 0.000 0.0017 mV/lb 417 320 G's = 0.03+0.21 xmV 0.000 4.8762 mV/G 418 20 G's = -0.403+4.538 xmV 0.000 0.2260 mV/G 419 5 Lbs = 4.575 +567.88 xmV 0.007 0.0018 mV/lb 420 320 G's = 0.106+ 0.261 xmV 0.000 3.9992 mV/G 421 20 G's = -0.217 +5.417 xmV 0.000 0.1896mV/G 422 5 Lbs = 4.361 + 595.46 x mV 0.000 0.0017 mV/lb 423 320 G's = 0.007 +0.233 xmV 0.000 4.4746 mV/G 424 20 G's = -0.57 +5.402 xmV 0.000 0.1921 mV/G 425 40 G's = -0.072 +5.302 xmV 0.000 0.1915 mV/G 426 - Not Used - . 427 - Not Used - . 428 10240 Velocity Trap - -

Before the test, the bridge output voltage of each channel's sensor was balanced to zero to compensate for any variation in the zero state of the sensor. The channels were then calibrated. All phases of balancing the bridge output voltage, calibrating the channels, measuring sensitivity, and determining conversion coefficients for calculating engineering units were controlled by the data acquisition system software based upon operator inputs. The pretest data are shown in table 3.

The system was externally triggered by the sequencer unit which controlled all the test processes. Block recording mode was selected for the NEFF 490 system to prevent any time shifts that might have occurred due to the use of two control computers.

WORK STATION.

Two IBM compatible NCR 3230 systems with 486 microprocessor chips having a clock speed of 33 MHz were configured to run the NEFF 490 system software and to download data from the NEFF 490 DRAM memory. DADiSP software was then used to import the NEFF data for further analysis.

12

DATA ANALYSIS

DATA REDUCTION.

As stated, the sensor data was first filtered with a 1 kHz analog filter and then recorded at a sampling rate of 10,000 samples/second. The data were then filtered with a SAE J211 class 600 digital filter for the anthropomorphic dummy load cell data channels and class 60 digital filter for the acceleration and platform load cell data channels.

The data were recorded for 22 seconds starting 3 seconds prior to hook release. However, only 100 milliseconds of data, starting 10 milliseconds before the impact, are presented in this report.

TIME TO IMPACT.

The test data showed that the test article impacted at 845 milliseconds after hook release. This is close to the expected free-fall time (t = 0.834 sec) which is calculated by the equation

t=^2h/g (1)

where h is the drop test distance (11' 2"), and g is the acceleration due to gravity (32.2 ft/sec2). After impact, the test article rebounded off the platform surface. From the film analysis it was determined that the rebound occurred approximately 60 milliseconds after impact.

TEST VELOCITY.

The impact velocity was verified by comparing the analytical velocity to the measured velocity and the observed velocity. Using the energy conservation principal, the analytical impact velocity (vf ) can be determined by the equation

where h is the drop test distance (11' 2"), and g is the acceleration due to gravity (32.2 ft/sec2).

By observing the films of the front-view, quarter-view, and side-view cameras which were equipped with IRIG B timing devices, the free-fall time was determined to be approximately 829 milliseconds. The impact velocity was then calculated using the kinematic linear motion equation

Vf-v0 = gt (3)

where g is the acceleration due to gravity (32.2 ft/sec2) and v0 is the initial velocity (v0 = 0 ft/s).

According to the data recorded by the velocity trap, see figure 4, the time it took for the test article to travel through the two optical sensors was 38.2 milliseconds. Therefore, the measured

13

velocity can be determined by the following equation:

Ad Vf =

where Ad = 1 ft. At (4)

PPÜcal sensor (start beam)

se/ond optical sensor (stop beam)

impact platform

FIGURE 4. VELOCITY SYSTEM SETUP

Table 4 shows the drop test velocity obtained using the different methodologies.

TABLE 4. DROP TEST VELOCITY

Methodology Velocity (ft/sec)

Analytical 26.8 Film Observation 26.7

Measurement 26.2

FUSELAGE STRUCTURE-

PERMANENT DEFORMATION. Due to the structure of the fuselage and the uneven platform surface, the posttest fuselage deformations varied from station to station. At the bottom of the test article, there was little or no crush at the wing box section and the pilot/copilot section. However, deformation of the fuselage from FS 188 through FS 243 and from FS 333 through FS 423 was noted. The measurements of the bottom deformation at FS 200, FS 260, FS 320, and FS 410 were 1.2, 0.3, 0.5, and 1.6 inches respectively.

14

AIRFRAME ACCELERATION. Most of the airframe acceleration raw data exceeded the full- scale limit of the data acquisition system which was set at ±200 g's. However, if the data remained within the linear range of the accelerometer, which was the case for all 750 g accelerometers, the data were used in the analysis. If the data experienced minor clipping or no clipping, it was deemed reliable for determining the impact pulse and the results are reported. Any data that significantly exceeded the ±200 g range was not considered valid for analysis. To compensate for the platform response (which was superimposed on the airframe response), the data were corrected by subtracting the platform acceleration data from the airframe acceleration data. These filtered and corrected data are plotted in appendix A, while typical raw data channels are plotted in appendix B.

The airframe accelerations are presented in three separate groups: the floor track accelerations, the side wall seat track accelerations, and the fuselage side wall accelerations. The Gpeak values were read directly from the filtered data. Gmax normalized values were computed using equation 5 which assumes an idealized triangular pulse

Gn 2AF At (5)

where At is the difference between the start and stop times of the integration interval, and AV is the velocity change determined by integrating the acceleration data during At.

The data in appendix A indicate that the test article experienced a secondary pulse at some fuselage stations during impact. To determine the g level of the impact, only the primary pulse should be used. The secondary pulse is inconsequential and, in fact, would cause an erroneous calculation of Gmax. To compensate for the secondary pulse in the Gmax calculation, the total velocity change was computed by adding two different velocity changes. In figure 5, a simplified presentation is made of a primary and secondary pulse. To compensate for the secondary pulse in the Gmax calculation, the total velocity change was computed by adding from time ti to time t2 to cover areas A and B but not C.

time

FIGURE 5. TYPICAL PRIMARY AND SECONDARY IMPACT PULSE

15

All the floor seat track acceleration raw data and some of the side wall seat track and side wall acceleration raw data exceeded the full-scale setting of the data acquisition system which was set at ±200 g's. However, as noted above, as long as the data remained in the linear range of the accelerometer (which was the case for all the 750 g accelerometers) and if only minor clipping was experienced, the data were considered reliable and used for the analysis.

Posttest inspection of the fuselage showed that the sensor at FS 200 mounted on the left floor seat track was dislodged during the impact, and a small piece of the right floor scat track near the sensor was broken due to the collapse of the WSU/EA seat. Therefore the data recorded on this sensor were invalid.

The normalized acceleration data of the floor seat track, the side wall seat track, and the side wall as well as the impact pulse duration's are presented in figures 6, 7, and 8 respectively. Tables 5, 6, and 7 show Gpcak values, Gmax values, and time duration of Gniax pulse. The results of two lateral sensors at FS 200 right side and FS 260 left side are shown in appendix A, figures A-17 and A-18, respectively.

16

PQ 129 131 g- 8.9 ms

FS 200

FS 230

FS 260 140 g, 9.1ms

FS 290 135 g, 9.0 ms

FS 320 144^ 9.1 ms

FS 350 ifi5_^8.4ms

FS 380

FS 410 ^3-9^9-2 ms

FS 440

131 gr 7.8 ms

150 gr 9.4 ms

140 gr 9.1 ms

159 g, 9.8 ms

15B g, 8-8 ms

198 g, 8.9 ms

FIGURE 6. FLOOR SEAT TRACK ACCELERATIONS (Gmax)

17

TABLE 5. FLOOR SEAT TRACK ACCELERATIONS

Fuselage Station

^Jpcak

(g) *Jmax

(g) Pulse Duration

(msec) FS129P 135 131 8.9 FS 129 C 129 131 7.8 FS 200 P Invalid Invalid Invalid FS 200 C Invalid Invalid Invalid FS 260 P 148 140 9.1 FS 260 C 162 150 9.4 FS 290 P 143 135 9.0 FS 290 C 151 140 9.1 FS 320 P 153 144 9.1 FS 320 C 168 159 9.8 FS350P 168 165 8.4 FS350C 162 155 8.8 FS410P 170 173 9.2 FS410C 191 198 8.9

NOTE: P = Pilot/left side, C = Copilot/right side Invalid data at FS 200 due to affect of WSU seat collapse

FS 129

FS 200 151g, 10.9 ms

FS 230

PS 260 163 g, 9.9 ms

FS 290 3ß0_&-8-7ms

FS 320

FS 350

FS 380

pS 410 155 g, 8.2 ms

FS 440

145 g. 9.9 ms

147 gf 9.9 ms

148 gr 8.6 ms

149_SU-8.2ms

FIGURE 7. SIDE WALL SEAT TRACK ACCELERATIONS (Gmax)

19

pg 129 135 Q, 9.2 ms

1 c FS 200 13°ft 12-6 ms

FS 230

PS 260 351-0-10.5 ms

FS 290

PS 320 J4JLgJ0.2 ms

FS 350

FS 380

PS 4io 149 q 8.6 ms

FS 440

-B B- B-B B-B

B B

B-B B-B B-B

111 g, 9.4 ms

126 g, 10.1 ms

140 g, 10.3 ms

: 129 g. 10.1ms

132 gr 8.8 ms

FIGURE 8. SIDE WALL ACCELERATIONS (Gmax)

20

TABLE 6. SIDE WALL SEAT TRACK ACCELERATIONS

Fuselage Station

*-Jpeak

(g) '-'max

(g) Pulse Duration

(msec) FS 200 P 153 151 10.9 FS 200 C 145 145 9.9 FS 260 P 170 163 9.9 FS 260 C 161 147 9.9 FS 290 P 166 160 8.7 FS 290 C 154 148 8.6 FS410P 151 155 8.2 FS410C 146 149 8.2

NOTE: P = Pilot/left side, C = Copilot/right side

TABLE 7. SIDE WALL ACCELERATIONS

Fuselage Station

^peak

(g) (g) Pulse Duration

(msec) FS129P 144 135 9.2 FS129C 111 111 9.4 FS 200 P 139 130 12.6 FS 200 C 127 126 10.1 FS 260 P 172 161 10.5 FS 260 C 157 140 10.3 FS 320 P 154 146 10.2 FS 320 C 148 129 10.1 FS410P 151 149 8.6 FS410C 137 132 8.8


The floor seat track Gpeak and Gmax values in table 5 are based on the clipped data. The actual impact Gpeak and Gmax values should be slightly higher. Observing the Gmax mean values of the side wall seat track and the side wall indicates that the fuselage acceleration during the impact was in the range of 140-160 g's. From tables 5, 6, and 7, the impact pulse duration was in the range of 9-10 milliseconds. This is considered to be a severe but survivable impact [3].

PLATFORM.

The platform data are presented in appendix A, figures A-52 to A-65. The platform accelerations were recorded by two accelerometers mounted underneath the center of the platform. Figure A-64 shows that the impact and rebound accelerations of the platform were about 50 and 52 g's, respectively. The impact load was measured by the 12 load cells that supported the platform. Posttest observation clearly showed that two rows of platform load cells had bottomed out. This might cause the total measured impact load to be less than the actual impact load. The total measured impact load is presented in figure 9.

21

250000 i

200000 -

150000 ■

"in n ~ 100000- n o

50000 -

0 -

-50000 -

-T-i-i-rrTT-i-rrT-|-|-rrTn-i-rn-i-i-rn-i-i-rTT-i-|-rTT-i-i-rTn-|-rr7-|-i-rrT i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

-ij_i_i_uj.j_i_i_L-L-i_i_i_i-a /-'- i— J- -i -J-\- i-j—I_I_I_I_4-J_I_I_I_J i_i_i_i_j._i_i_i_«_a_i_i_i_i.j

I I I I i I i I i I i i I i i/l i I I I I I I \ I I I I I i I I I I I I i i I I I I I I i I I I I I

-T-t-i-rrT-t-i-rrT ~y\~ rr-t-i-i-rr-r-i-i-ri--i\i-|-rT-i-i-i-rT-t-i-r-t-T-i-|-rr-t-i-|-rT-i

_4-j_i_i_l_j--j -\-jC- Lj._i_i_L_i_.i-j_i_i_.L_i_i_i_i_.Lj-j _l__ £_^L J_I_I_LL_J_I_I_LJ.-J_I_ULJ-|_I_ULJ

1 1 l 1 1 1 l/ 1 1 1 1 1 l l 1 1 1 1 1 l 1 1 1 1 1 1 1 1 1 \I

I I I I I I I I I 1 1 I I I 1 i l l l 1 l l l l 1 l l l l 1 l 1 1 I >-j^l l l 1 l i i i 1 i i_J i 1

I I I I i 1 i I I 1 I 1 I > I I I I I I I I l 1 l l l l l l I l 1 1 1 i i l l 1 1 1 > I 1 I 1 1 1 1 1 1 I 1 l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ill

3 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE 9. PLATFORM TOTAL LOAD

ANTHROPOMORPHIC DUMMIES.

Seven anthropomorphic dummies were used to measure loads and accelerations in their respective lumbar areas for various types of passenger seats during this test. Usable data were not recorded from the dummies in the two WSU energy-absorbing seats due to catastrophic failure of the seats and the mounting systems during the test. The data from the anthropomorphic test dummies are presented in table 8.

TABLE 8. ANTHROPOMORPHIC DUMMY DATA

Fuselage Station and Seat

Lumbar Load (lb)

vJpcak

(g) vJmax

(g) Pulse Duration

(msec) WSU - FS 200 C No Data No Data No Data No Data WSU - FS 260 P No Data No Data No Data No Data PTC - FS 290 C 2302 57 43 44

CAMI - FS 320 CTR 2577 38 34 50 BEECH - FS 350 CTR 2345 66 45 44

PTC-FS380P 2304 69 37 50 BEECH-FS 380 C 1774 40 32 61


Data verification tests conducted at the FAA's Civil Aeromedical Institute showed (CAMI) that the high measured lumbar load of the ATD in the CAMI seat was due to a mechanical malfunction that did not allow the seat to fully stroke as designed.

22

RESULTS AND DISCUSSION

FUSELAGE STRUCTURE-

EXTERNAL. The Beechcraft 1900C airliner fuselage experienced minimal external deformation during this dynamic drop test. The maximum external deformation was only 1.6 inches at FS 410. This was despite the fact that the fuselage experienced decelerations in the range of 140 to 160 g's with pulse durations in the range of 9 to 10 milliseconds. Only the empennage portion of the fuselage experienced any significant deformation due to the fact that the empennage protruded over the end of the drop test platform at impact. Film analysis showed that the fuselage deformation was minimal during the impact as well as after the test (i.e., the fuselage did not crush and then rebound after the impact). All normal exits and emergency exits were functioning properly after the impact.

INTERNAL. The total weight of the test article was 8475 pounds with the combination of fuselage, seats, dummies, and ballast. Some of the ballast consisted of half-inch steel plates. A concentration of these steel plates (805 pounds) between FS 120 and FS 170 caused excessive deformation of the floor beams at this location as well as at FS 544 where 325 pounds of steel plates were concentrated.

SEATS.

Six distinctly different types of seats comprised the 14 seats which were onboard the test article. The majority of the seats (6) were standard, blue-colored Beechcraft seats which were distributed throughout the airplane (figure 2). Two structurally similar standard, brown-colored Beechcraft seats were onboard. Although the standard seats, both blue and brown, are offered by Beechcraft as standard equipment, most operators opt for PTC Aerospace seats; two PTC seats were onboard for the test. Two experimental Wichita State University energy-absorbing seats, a CAMI energy-absorbing seat, and a Beechcraft seat from a corporate airplane were also on the test article.

Airplane seats should provide enough protection so that the lumbar load on the occupant remains below 1500 pounds. As can be seen from the anthropomorphic test dummy data in table 8, none of the onboard seats provided sufficient protection to insure that the lumbar load remained below 1500 pounds. This was somewhat surprising since previous tests in other airplanes have shown that the CAMI seat was relatively effective in achieving the desired lumbar loads. It was found that the CAMI seat experienced a mechanical malfunction during the test which rendered its energy-absorbing feature inoperative. Likewise, the energy-absorbing feature of the experimental WSU seats was not properly tested as evidenced by the failure of the attachment system. Both PTC Aerospace seats experienced approximately 40 g's and imparted 2303 pounds of lumbar load to the occupants. The corporate Beechcraft seat experienced 45 g's with 2345 pounds of lumbar load on the occupant.

The standard blue Beechcraft seat experienced 32 g's with 1774 pounds of lumbar load on the occupant. Although this seat did not meet the requirement of a maximum of 1500 pounds of lumbar load, its load and g level were significantly lower than the other seats. This could be

23

attributed to the seat's construction which is of relatively flexible aluminum tubing and a webbed seat pan thereby providing a measure of energy absorption.

HIGH-SPEED FILM DOCUMENTATION.

Twelve high-speed film cameras were employed on this test to record the impact phenomenon. Five cameras were located outside the test article and seven were located inside the test article. Four of the five external cameras provided very good photographic coverage of the test. One external camera failed. Although all seven internal cameras functioned properly, no photographic coverage of the interior was obtained because the flash bulbs which were to illuminate the interior just prior to impact did not ignite until after impact. A failure of the sequencer mechanism was determined to be the cause.

PHOTOGRAPHIC DOCUMENTATION.

The still photographs in this report both prior to and following the drop test were taken with a 35-mm camera. Figures 10 through 15 show the test facility and exterior pictures of the fuselage, both prior to and following the test.

Figures 16 through 18 are interior pictures of the fuselage after the impact. Figures 19 through 21 are pictures of some of the damage to the fuselage floor tracks and side walls as a result of the impact.

Figures 22 through 33 show pre- and posttest views of the various seats used in the test. These include the CAMI seat, the PTC Aerospace seat, the standard Beechcraft seats, and the WSU energy-absorbing seat.

24

^^I& ttPsillä

K-t. :>^v-'"^^f V ■ jV> ::..-;..'";:*"• ■:■!

FIGURE 10. DROP TEST FACILITY

FIGURE 11. FRONT-QUARTER VIEW OF TEST ARTICLE, PRIOR TO IMPACT

25

FIGURE 12. FRONT-QUARTER VIEW OF TEST ARTICLE, AFTER IMPACT

FIGURE 13. FORWARD SECTION OF TEST ARTICLE, AFTER IMPACT

26

FIGURE 14. UNDERSIDE OF FUSELAGE, AFTER IMPACT

ä fM^^ ̂ ^Umi HP mm

FIGURE 15. UNDERSIDE OF AFT SECTION OF FUSELAGE, AFTER IMPACT

27

FIGURE 16. FRONT INTERIOR OF TEST ARTICLE, AFTER IMPACT

FIGURE 17. CENTER SECTION OF TEST ARTICLE, AFTER IMPACT

28

FIGURE 18. AFT SECTION OF TEST ARTICLE, AFTER IMPACT

FIGURE 19. UNDERFLOOR BUCKLING R/H SIDE, AFTER IMPACT

29

FIGURE 20. UNDERFLOOR BUCKLING L/H SIDE, AFTER IMPACT

FIGURE 21. SIDE WALL BUCKLING AFTER IMPACT

30

FIGURE 22. CAMI SEAT, PRIOR TO IMPACT

FIGURE 23. CAMI SEAT REAR VIEW, PRIOR TO IMPACT

31

FIGURE 24. CAMI SEAT, SEAT PAN DEFLECTION, AFTER IMPACT

FIGURE 25 PTC AEROSPACE SEAT, PRIOR TO IMPACT

32

FIGURE 26. PTC SEAT, AFTER IMPACT

FIGURE 27. REAR VIEW, WSU SEAT, PRIOR TO IMPACT

33

FIGURE 28. FRONT VIEW, WSU SEAT, AFTER IMPACT

FIGURE 29 STANDARD BEECHCRAFT SEAT (BLUE), PRIOR TO IMPACT

34

FIGURE 30. STANDARD BEECHCRAFT SEAT (BLUE), AFTER IMPACT

FIGURE 31. STANDARD BEECHCRAFT SEAT (BROWN), PRIOR TO IMPACT

35

FIGURE 32. STANDARD BEECHCRAFT SEATS (BROWN), AFTER IMPACT

FIGURE 33. STANDARD BEECHCRAFT SEAT (BROWN), AFTER IMPACT

36

CONCLUDING REMARKS

1. The Beechcraft 1900C test article was dropped from a height of 11' 2" with an impact velocity of 26.8 ft/sec.

2. The fuselage experienced an impact in the range of 140-160 g's, with an impact pulse duration of 9-10 ms.

3. The simulated occupants experienced g levels in the range of 32-45 g's with a pulse duration of 44-61 ms. This is considered to be a severe but definitely survivable impact.

4. The fuselage structure maintained a habitable environment during and after the impact.

5. The seat tracks remained attached to the floor along the entire length of the fuselage. This applied to both the side wall and floor track on both sides of the airplane.

6. All standard seats (i.e., Beechcraft seats and PTC Aerospace seats) remained in the seat tracks in their preimpact locations.

7. The exit doors remained operable after the impact, and both emergency exits were functional.

8. None of the anthropomorphic test dummies had a lumbar load below the recommended maximum of 1500 pounds.

REFERENCES

1. Aircraft Safety Research Plan, November 1991, Federal Aviation Administration Technical Center, Atlantic City International Airport, NJ 08405.

2. Vertical Drop Test of a Metro HI Aircraft, DOT/FAA/CT-93/1. June 1993, Federal Aviation Administration Technical Center, Atlantic City International Airport, NJ 08405.

3. Aircraft Crash Survival Design Guide, Volume II. December 1989, Simula Inc., Phoenix, AZ, 85044.

37/38

APPENDIX A—FILTERED TEST DATA

FLOOR SEAT TRACK DATA (FIGURE A-l TO FIGURE A-14)

WALL SEAT TRACK DATA (FIGURE A-15 TO FIGURE A-24)

WALL DATA (FIGURE A-25 TO FIGURE A-34)

ANTHROPOMORPHIC DUMMY AND SEAT PAN DATA (FIGURE A-35 TO FIGURE A-51)

VELOCITY AND PLATFORM DATA (FIGURE A-52 TO FIGURE A-67)

A-l

FLOOR SEAT TRACK DATA

200 T

150

100

O) 50

c o IS

0)

0

0) Ü Ü -5 0

-100 --

-150

-200 -1-

■ T n ~i~ r T n ~i~ r T ~i ~i~ r T n ~i~ r 7 i ~i~ r T n ~ i~ r T ~i "i~ r T I ~r r T I -\~ r T ~I ~ r r i ~i ~i~ r T n ~i~ r T n i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i i i i i i i i

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i " T n "I- r T ~\ ~i~ r T n ~r r T n ~i~ r T n ~i_ r T n ~r r T ~I "i" r T n -|- r T -I -|- r T ~i ~i~ r T n -i~ r T n ~r r T H

I I i I I I I I I I I I I I I I t I I I I I I I I I I I I I I I I I I I I t I I I I I I I I I I I I

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-T~i~i~rTn~i-r TYN ~I~ rT-i-i_rTn-i_r-FT-i-rT-i-i-rT-|-i-rT-i-i-r-r-i-|-r"r-|-i-rT-i-i~rTi

- T n ~\- r TVI ~\~jr T i ~r r T ~i _i_ r T n -i- r T i ~r r T n -|- r T n -|- r T ~I -I_ r T n -|- r T I ~I~ r T I ~I~ r T ~I

"nTnrirrn"rrn"rrn"rrnTrTi"rrn"rmTm"rm-rrn"rrn

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i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

10 20 30 40 50 60

tim e (msec)

70 80 90 100

FIGURE A-l. FS 129 FLOOR, LEFT SEAT TRACK VERTICAL ACCELERATION

200 -

150 "

100 -

I 50- c o

_ T n„rr _I_)_rT-1_|_r^_1_r rn_|_rT-1_rrn_(_rT _, -j- r -j -,-,- r-I-(-rTn-r rn _(_ r T -j _!_ r T_)_|

1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 t 1 1 t 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 t t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 t 1 1 1 1 1 t 1 1 1 1 1 1

--r-i-i--r-i-i-i-r-i-i-f--t™i-t-ri-|-rT*i~i-r-T-i-t-r-i-i-r-r-i-rr-t-|-r-r-i-i-f--i-i-rr-i-i-r-r-i-i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i l l i i i i i l l f l l t l i i i i i i i t i t i l i i i i i i i i i i i i i i i i i i i i i i i i

_ 4 H-l- t- -t -l-t- + H-1-4-4 -t-l- *- -(-1- h + H-l- +--+-I-I- + -|~1- h 4 -(-I- +- -) -l-h + -t-1- t- -4 -l-h- +- H~l~ l~ 4 H - t I 1 1 1 1 1 1 \ 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | 1 | | 1 1 | | 1 1 t 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 > 1 1 1 1 1 1 < 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 I I 1 1 1 1 I 1 I 1 1 I 1 1 1 1 1 < 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 !

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8 -50 -

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10 20 30 40 50 60 70 80 90 100

tim e (m sec)

FIGURE A-2. FS 129 FLOOR, RIGHT SEAT TRACK VERTICAL ACCELERATION

A-2

200 - T "1 ~l 1 1 1

- r T i ~ 1 1 1

- r T -i -i i i i i

- r T n -|- r T n -i -rTi_i~rT-i"i-rT-i-i i i i i i i i i i i i t

- r T -] -i- r T -i- i i i i i i i

- r T -i - - r T i - _ r T -i

150 - 1 1 I

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1 1

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i i i

i i i i - r T n -i iii/

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i i i - r T ~i~

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100 - 1 1

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i i i i i i i - r T -i_i- r T n-

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i i i i i i - r-T -i -i- r T -i -i- r T -i -

i i i i i i i i i i i

i i i i i i i i i i i i i i i i i i i i i

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I I I i i i I I I

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i i i i i i i i i i i - r T -i-|- r T -i-|- r T -i-

i i i i i i i i i i i -rn-rrTT

i i i i i i i

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1 1 1 1 i- r T -i - i i i i

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i i i i i i i i i i i i i- r T -i -i- r T -i -i- m- i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

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i i i i i i i i i i i i i i

i i i i i i i i

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i i i i |- (—r -i - i i i i i i i i i i i i

i i i i i- r T "1

i i i i i i i i

0 10 20 30 40 50 60

time (msec)

70 80 90 100

FIGURE A-3. FS 200 FLOOR, LEFT SEAT TRACK VERTICAL ACCELERATION

c o 1 01

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200 - ■ T -i _i_ r T -1 - 1 1 1 1 1 1

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1 1 1 1 1 1 1 1 1 1 1

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_ r T "i _

1 1 1 - r T -1 -

1 1 1 - r T -1

150 -

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- T -1 -i- r T n - 1 t 1 1 1 1

1 1 1 r\\ 1 1 - r T "i 7i_V T -1 -

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1 1 1 1 1 1 1 1 1 1 1 - r

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1 1 1 i 1 1 1 1 t 1

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11 1 1 1 1

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1 1 1 1 1 1 1 1 1 1 1

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1 1 1

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1 1 li 1 1 1 1 1 1 f 1 1 1 I 1 1 1/ 1 1 1 | 1

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1 \r\ 1 1 1 1 1 1 1 1 1 1/ i\ 1 1 1 1 1 1 1 1 1 / i\ 1 1 1 1 1 jr\ 1

1 1 1 1 1 1 1 1 1 1 1 - r T -1 -1- r T n _i_ r T -I -

1 c a ■ 1 1 1 » 1 » 1 1 1 11 / \ 1 1 1 1 1 1 1 /Vi I\I 1 1 1^—

1 1 1 - r T -1 ~

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1—r/r 1 \i 1 1 1 1/1 K 1 1 /1 1 1 1 Vi 1 1 1 1 1 1 1 1 1 1 1 1

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1 1 1 1 1 1 il 1 1- r r 1 ~i~ r TH - 1 1 li 1 1 1 1 11

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1— 1—1—1 —I- I- T "I — 1 1 1 1 1 1 1 ll 1 1 1 1 1 1 1 l\ 1 1 1 1 1 1 1 1 *■

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1 1 1- r 1 1 1 1

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1 1 1 1 1— 1—1—1 — 1 1 1 1 1 1 1 1 III!

Illl 1- r T 1 1111 1111

10 20 30 40 50 60

time (msec)

70 80 90 100


A-3

200 -

150 -

100 -

y> 50 -

C o

~Tn~i"~rTn~i-rTi-i-rri~i~rri~i~rr7~i~i~rT~i~i"r7-i-!~rr~i-|-rr-i~i"nr~i~i~rr7n~ri

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- + H_l_h. + H_l_^.f-_t_l-t-t--t_|-l-t--t-l-l-+--*H-|-f--fH-|-h-+H-|-H+--*-|-t-1--tH-|- t- -t ~! - 1- 1- t H ~ 1- t

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1 1 1 1 1 J \ 1 11 1 1 1 1. LIIILIIII1IIIIJII1JIIIJII1JIII

0 10 20 30 40 50 60 70 80 90 100

time (msec)


200 T

150 --

100

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2 ° a; eu o -50 is

-100

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l i i i i i i l f I i i i i i i/ i i l \i l i i i i i l i l i i i l i i i i i i i i i i l l l l l l -T-i-|-rTn-|-rTji-irrT-i-|-r7-i-i_rVT-|-rT-i-|-rT-i-|-rTT-|-rTT-|-rT-i-|-rT-i-|-rTT

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i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i - r i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i

10 20 30 40 50 60

tim e (msec)

70 80 90 100


A-4

VI D)

c

to

0) u Ü to

200 -

150 -

100 -

50 -

-T-i-i-rT-i-i-rr-i-i-rn-i-rn-i-rrT-i-rrT-i-rrT-i-i-rTT-i-rn-i-rn-i-rn-i-ri

- T -i-i-r T n -i-r n -i-r r T -i-r n -i-r FT -l-i- r T -|-r r T n~i-r T -i -i-r r i -|-r r T -i-r r 7 -1-1-1

-T-i-rrT-|-|-rn-|-rn-i-rn-i-rrT-i-rrT-i-i-rT-i-rrTi-|-rn-i-rn-i-rrT-i-ri

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o -

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10 20 30 40 50 60

time (m sec)

70 80 90 100


s c o

01 "3 u o IB

200 -

150 -

100 -

50 -

T-i-i-rT-i-rrT-i-rn-i-rn-i-rn-i-rn-i-rn-i-rTTi-rTT-i-rT-i-i-rT-i-i-rT-i-i

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^H-i-H-tH-i-F^-i-i-1-4-1-1-1-4-1-1-1-4-1-1-4-4-I-I--I-4-I-I- + 4-I-I- + -I-I-I- + H-I-I- + -I-I--I-4-I-I

_ 4 J_1- - 4 J_ 1- -4 -1 -1- 1-4-1- 1-4-4 -I -1-4-4-1 -1-4-4 -l-i-14-l-l-iJ -I- U4.J-I-1-4.J_I- 1-4.-1-1-1-4-1-1

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10 20 30 40 50 60

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70 80 90 100


A-5

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) 10 20 30 40 50 60 70 80 90 100

tim c (msec)


200 -

150 -

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-100 -

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^IIIIIIIIIIITIVIIIIIIII i i i n i i i i i i r i i

_lJ_l_Ll.J-l_l_LaJ_l_LlJ_l_l_J.J_l_l_LJJ_l_LIJ_l_LLJ_1_l-l.J_l_l_LlJ_l_LiJ_l_l_LJ_l

) 10 20 30 40 50 60 70 80 90 100

tim e (msec)


A-6

200

150

100 --■

in bO

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n.rrln.rn-rrTn-rm-rm-rn-rrTvrm-rriyrn-rrTyi y T -, , y i

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,11,11111 | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

1 -M- J- -1 -!-'r r n -!-r T -\ -!- r T -J-'r M A-'r r n A-'r r n-!- r \ A-r y -I -j-r y -j-'.-r 1 -j-|- y -r A-r r n

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iiiiiii:1, iiii i i i i i i i i i i i i i i i i i ill Uli i i|i;j_L< 1}11> 10 20 30 40 50 60

time (msec)

70 80 90 100

FIGURE A-l 1. FS 350 FLOOR, LEFT SEAT TRACK VERTICAL ACCELERATION

200 - T -i-i- r T -i "I- r T -i-r n i II IIIIIII

r n-i-rn-i-rTT-i-rTTi-rT-i-rrTH-rrT-i-i r in i r i i i IIIIIII , i i i i i i i i i i i i i i i i i i i i i i , , . , , ■ i i i i i i i i i i i i i i i i i i i i i i i i

150 -

i i i i i i i i i i i i i i ill i i i i i

-T-i-|-r-r-|-|-r-r-i-|-r-T-i I i I i i i i i i i I i i i

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i-r-r-i-r r-i-i-r-T-i-i-i-T-i-i-r-T-i-i-r T-i-i-n-i-i-r-n r r i i 1 I i I i i i i i i i i i i I i i i i i i i i i i i i I i i i

i i i i i i i i i i i i i i i I i I i 1 i i ' ' ' ' 'I' i i i I i I

100 - II >ii

- T -\ -r r T -i -i- r 11 ~r n ~i II ill

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50 -

i i i i i i i i i i i i i i ill ill

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0 - —i—i—r-r is. i i i i/ i V ' ' /' I ! ! ! \ ! ! /! i i i "i~~i" i i i i i i i i ' ~' '''!!! !

-50 -

iiiiiNii/iî/1

i i i i i \ i ' 1 ' ' V / ' - T -i -i- r T "i\-|- r jr n-rri ~i

i i i i i i \ i i /i i i i i i

i i , , I\I / i i i i i i i i i i i i i i i i i i i i i i i -rn-i-rV/i-i-r T-i-i-r T-i-i-r T-i-i-r T-i-i-TT-i-i-n-i i n i i i i i i i i i i i i i i i i i i i i i i i i i i

-100 - i i i i i i \i i Ii

- T -i -i- r T -i \- r/T -i-r n "i i i i i i i \ if i i i i i i

,,,,1,1111 i i i i i i i i i -rr T-i-r r-i-i-r TT-i-r T-i-i-r T-i-i-rT-i-rrT-i-i-n-i i n i i ,, i , , i i i , , i i i i i i i i i i i i i i i i i

-1 50 -

i i i i i i \ il i i i i i i i i i i i i i\ i/ i i i ' i '

i i i i i i i i i i i i i i II iii

, , , , , , , , , i , i i i i i i ,, i i i i i -i-n-i-rr-i-i-rT-i-i-rT-i-i-rT-i-i-r-T-i-r r TH i n i i n i i

! ', ! !'i 1 'i 1 i i i , i i i i i i i i i i i i i i i i ' i ! i i i , , i i i , , i i i i i i i i i i i i 'ii ' IIII

-200 1 0 20 30 40 50 60

tim e (m sec)

70 80 90 100


A-7

200 -

150 -

100 -

c

- T -i -i~ r T ~i -|- r T i ~i~ r T n -i~ r T -\ -|- r T n -i~ r T n _i_ r 7 ~i ~i~ r 7 n -|- r 7 n _i- r 7 -1 -|- r T ~i -|- c T 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

-7-i~i-r7-|-i-r7-|-|-r7-i~i~r7n-i~r7-i-|-r7-]-|-r7-i-|-r7-i-|-r7-|-rr7-i-r-r7-|-|-r7-i 1 1 1 1 1 1 1 1 1 1 i 1 1 1 1 1 1 t 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ] 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

"Tn~i~rT"7~i-r7n~rr7"i-|~r7~i~i~r7~i"~i~r7~!~i~r7n~!~r7n~i~r7n~rr7-i'i~r7~i~r"r7~i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 t 1 1 1 t 1 1 1

-7-i-|-r7-i-i-r 7 "i\~ r 7 "i ~A~ rT-i_i-rT-i-i~rT*i-i~rT-i-i-rT-i-i-rT-|-|-rT-i-|-r"r~i-i-rT~i

ra 0 -

Si "3 ü o -5 0 - ra

-100 -

-150 -

-200 -

(

- 7 n -|_ r T\~I -I~n7-|-|-r7-i-|-r7-i-|-r7-i-|-r7-i-|-r7-|-|-r7-i-rr7-]~i~r7-|-|-r7-|-|-r7-i

-7T-rr7T~rrTn_rr7i~i~r7n-|-r7n-rr7i~rr7i-i~r7-i"-rr7-i~rr7-i-|-r7-i-rr7n

1 1 1 1 1 n 1 li 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

-TTrrTnmrTrrrTiTm"rm"rm"rrTi"rmTmTrTi"rm"rrT7

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 11

) 10 20 30 40 50 60 70 80 90 100

tim e (msec)


200 T

150

100 --

50 --

c o

01 o o -5 0 ra

-100 --

-150 --

-200 -1-

- T ~t -i~ r T ~i ~i~ r T n _

1 - r T n -i- r T n ~

1 1 1 1 1 1 1 ~ r T ~i _ ~ r T i -

1 1 1 ~ r T ~i -i- r T n - ~ r T n ~i~ r T n ~ ~ r T ~i T r T n

1 1 1

1 1 1 1 1 1 1 1 1 - T n -|- r T -1 -|- r T

1 1 1 1 1 1 1 1 1

1 ~i -

1 1 1 1 1 1 1 - r T "i ~i~ r T ~i _ - r T ~i " " r T n - ~ r T n ~i~ r T ~i ~

t 1 1 1 1 i 1 _ r T n ~i~ r T i - - r T "i ~r r T n

1 1 1 1 1 1 1 1 1 - T n -i_ r T n -|- r T

1 1 1 1 1 1 1 1 1

\ 1

1 1 1 1 1 1 1 - r T n "i"" r T n ~

1 1 1 1 1 1 1 ~ r T n - ~ r T ~i _

! 1 1 ~ r T n ~i~ r T n ~

1 1 1 1 1 1 1 ~rT~i~i~rTn~

1 1 1 1 1 1 1 - r T ~] -i_

1 1 1 r T ~i 1 1 1

111111111/ - T 1 ~i~ r T ~i ~i~ r y

1 1 1 1 1 1 1 < / n ^

1 1 1 1 1 1 1 - r T 1 -|- r T -i -j 1 1 1 1 1 t 1 1/

AT -1 - 1 1 1

~ r T n - 1 1 1 1 1 1 1

~ r T n ~\- r T I ~ 1 1 1 1 1 1 1

1 1 1 1 1 1 1 ~ r T n -i~ r T ~i ~

1 1 1 1 1 1 1 ~ r T 1 ~i~

1 1 1 r T ~i 1 1 1

i 1 1 1 1 1 1 1 11 \ 1 1 1 1 1 / 1 1 1 1 1 1 1 1 1 1 1 f^T i^^^i

1 1 1 1 \ 1 1 1I1

- T -1 -|- r T\-I -|- rj T ~i ~

1 1 1 1 11 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

~ r T "i ~i~ r T ~i _

1 1 1 1 1 i 1 - r T n -

1 TV 1

1 1 XL

- r T -T**-

1/1 1 1 1 i 1

r r T 1 ~i~ r T -i -

1 1 t 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1

- r T 1 ~i~ r T -1 - 1 1 t 1 1 1 1

- r T ~i ~i~

1 1 1 1 1 1 1 1 1 r T ~i 1 1 1

1 1 1 1 1 11 1 f 1 " T "I "I" T T Tl "I-/" T

1 1 1 1 1 1 1 1 1 "i ~

1 i 1 1 1 1 1 - r T ~i -i- r T ~i ~

1 1 1 1 1 1 1 - r T n - ~ r T "i - _rT-|-i^rT-i-

t t 1 1 1 i 1 ~ r T -1 -|- r T 1 ~ ~ r T "i ~i~

1 1 1 r T n 1 1 1

- T i ~i- r T irnr T

1 1 1 1 1 1 \ 1/ 1 1 1 1 1 1 1 1 V 1 1

~i - - r T *i ~i~ r T ~i -

1 1 1 1 1 1 1 1 1 1 1 1 1 1

~ r T ~i - 1 1 1 _ r T n - ~ r T n "i~ r T ~\ ~

1 1 1 1 1 1 1 1 1 1 1 1 1 1

~rTn_rrTn~ ~ r T ~i ~|- r T "i 1 1 1 1 1 1

10 20 30 40 50 60

tim e (m sec)

70 80 90 100


A-8

WALL. SEAT TRACK DATA

200

150 --

100 --

r T i -i- r T -i

-100

-150

-200 40 50 60

tim e (m sec)

100

FIGURE A-15. FS 200 LEFT WALL, SEAT TRACK VERTICAL ACCELERATION

FIGURE A-l 6. FS 200 RIGHT WALL, SEAT TRACK VERTICAL ACCELERATION

A-9

200 -

150 -

100 -

y> so -

c o

" T ~i ~i~ r r i _i-|- r T 1 -i- r r i n _r r T i _i-r r i -i -|- r T I -i- r r i ~i -|- r T I -|- r r i -| -|- r T -I -p-|- i

1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 1 1 t 1 1 t 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 | | | | | | | | | |

" T i ~i" r T i ~\~\~ r T ~i -i~ r r i ~i ~r r i -i "i~ r r i -\ ~r r T I -v~ r r i ~i _i- r T "i -|- r r i -\ ~r~ r r i ~i~c i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I i i i i i i i i i i i i i i i i i t i i i i i i i i i i < i > i i i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

- T i ~i~ r r i ~\~r r T ~I ~I~ r r i ~i ~r r T I ~i~r r T n _r r T I "i" r r i ~i _r r T i -i~ r r n^rnrrr i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 ! 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I 1

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

lirxi '/!TK: ÜiHsj :: i ill:: I: jil:::: 2 " 0) u u u -50 - nj

-100 -

-150 -

-200 -

C

^ 1 ::!:!!!::!::::!:::::::::!::!::::;:::::::!:::::!!::

11111111111111111111111111111111111111111111111111

11111111111111111111111111111111111111111111111111

11111111111111111111111111111111111111111111111111

1111111111111111111111111111 > 111111111111111111111

1111111 > 111111111111111111111111111111111111111111

) 10 20 30 40 50 60 70 80 90 100

tim e (msec)

FIGURE A-17. FS 200 RIGHT WALL, SEAT TRACK LATERAL ACCELERATION

200 -.

150 -

100 -

£ 50 -

c .2

-TT~i-rrTn-i~rTTn-|-rTi-|-rrTi-|-rTin-i-rTi-i-rrTn-|-rr-T'-|-|-r"ri-|-rrT-i-i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

-Ti-|-rrTi~i~rTTi~rrTn-i-rrTn-i-rTin-i-rTi~i-rrT-i-|-rrT-|-rrT-i-|-rrTi-i i i i i i t i < i i i i i i i i t i i i i i i i i i i i i i i i i i t i i i i i i i i i t i i i i i i i i i i i i i i i i i i i i t i i i i i i i t i i i i i i i i i i i i t i i i i i i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

■TrrrrTiTrn-rrrTrrrrTrrrnrrrTrrrrnTrmTrTrrrrn-i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i t i i i t i i i i i i i t i i i i i i i

- i i i i r /A' ' ' ' riiiiriiiiTiiiTTii

2 ° 01 <u u u -50 J

to

-1 00 -

-150 -

-200 -

C

H Vi i i !\J/f Yi i iTI i iTTT TH H ;;;;;;;;;;1;;;;;;;;1 ;;;;;;;;;; I ;;;;;;;;;;;;;;;;;; ;

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

j; 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-l 8. FS 260 LEFT WALL, SEAT TRACK LATERAL ACCELERATION

A-10

200 -

150 -

100 -

Tn-i-rn-i-rrT-i-i-rTn-i-rn-i-rrTn-i-rTT-i-rnn-rn-i-i-rn-i-rn-i-i-rT-i

- T -I -i- r r -I -i-'r n-i-i-rTrTn-iTmrrTnTrnrrmTrmTn ~\ ~r m

w 50 - 3 c o A ill i ii ! J ! Ill I Uli Lill!

:cel

erat

o

\ ill/ \Y\ iliiiiili i!fi:iTiiiiitT!iii:iTii:iiii 5 -50 - M

-100 -

-150 -

10 20 30 40 50 60

tim e (m sec)

70 80 90 100


200 T

150 --

100

D> 50

-50 -"

-100 --

-150 --

-200 10 20 30 40 50 60

time (msec)

100

FIGURE A-20. FS 260 RIGHT WALL, SEAT TRACK VERTICAL ACCELERATION

A-ll

200 -

150 -

-Tn~i-rri-i_rr7n-|-rri-|-rrTT_rrTn-i~rTT-|-rri-|-|-rTn-r-rTi-i~rr-T-i-i~rTi

"Ti~i~rri~i-rr7i~rrTT"i"rrT-i~rrii~rrTn~i~rri~i~rr7"i~rrr"i"i~rr"i"i""rr"rn

100 -

»" 50 - 2 c o

1 1 1 ! \ \ \ \ \ \ \ ! ! ! \ \ \ \ A ! ! A! ! !^k! ; ! !^~! ! 1 i 1 ! ! ! 1 ! ! ! 1 I 1 1" {"1 III I i/l l\l/l l \ l/l 1 1 N-f' 1 1 l Ki^'' 1 I 1 1 1

[ i:::'i/K 1 I ! 2 ° u 8 -50 -

-100 -

-150 -

-200 -

(

1 lit i^H i\ 1 ! ;

1 1 l 1 1 1 iW lllllillllJIIIIIIllllllJllLllllllI'LlllLiJ

_lJJ-LlJJ-LLlJJ.LiJJJ.LJJ-LLlJ_LLlJJ.LLJJJ.LJJ.LLtJJJ..LJJ.LLJJ

) 10 20 30 40 50 60 70 80 90 100

tim e (msec)


200 -

150 -

100 -

"Z 50 - 2 c o

-TT~i-rrTn-rrTn-i~rrnT-rrT-i-i-rT~i-i-rr"T-"i-rrT'"i-i-rr~T-i-rr7~i-i-rr'i-i~rrT

-T-|-|-rrT"i-rrT-|-i-rri"i-rrT-i-i-rTT-|-rrT-|-rrTi'i-rri-i-rr7i"rrri-i-rrT

-Tn_i_rr"r-i_rrTn"i~rrn_i_rr7-i-i_rTn_i-rri-i-rrTT-rrn-i~rr7n_rrTT-i_rn

- i i i i r i i i r irVi i i n i i i i i i i T i i i i i riiiiiiiiTiiin

2 ° " a* 0) u S -50 -

-100 -

-150 -

-200 -

C

iiiii\iif:i\j/:i^^ \ ( :"

-jijjiilijii!jjiiiiT$ ) 10 20 30 40 50 60 70 60 90 100

tim e (msec)


A-12

200 ■ T "l ~i~ r r

150 --T i

100

•S- 50

« -50 --

-100 --

-150 --

-200 10 20 30 40 50 60

tim e (m sec)

100


200

150

100

•3T 50

-50

-100

-150

-200

, i-, i i i i i i i i i I I i i . i i i i i i i i i i i i I I I I I >

i i i i i I i I i I i i I I i i I i I i i ' I ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' , , | | i i i i i i i i i i i i I P I I I i I I I I I I ' I i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

. . i i i i i i i i i i I i i i i i i i i I i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

i | | | | i i i i i i i i i i i i i i 1 i I i I i I I I ill I i i i i I i I i I I i i I i I ■ | , | | | | | l | 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 ' ! ' II! Ill till 1 1 , | | | | | | | | | p | | | 1 1 1 1 1 1 1 1 1 1 1 1 1 II III 1 1 1 1 1 1 1 1 1 1

! ! ! ! 1 i '[ i i i i i i i i i i i i i i i i i i i i i i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' i i i i i i i i i i i i i i i i i i i i i i ' ' ' > ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! ' ' ' ' ' ' ' ' ' '

jjjji^iiil^ ! ! ! ! ! ! M! ! ! ! 1 ! ! ! ! ! i i \ \ \ \ \ \ ! \ \ \ \ \ \ \ ! ! ! ! \ ' ! ! ! ' !- !- ! ! !- !

i i i \ i i i i i i i t i i i t t i i t i i I I i i ' I t i i i i i ' I ' ' ' ' ' ' ' ' ' '

I | , i i i i i t i i I I i I i I I I i I I I I I ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' i i i 1 i i i i i i t i i i i i t i i i i i i i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

_L • —

10 20 30 40 50 60 tim e (m sec)

70 80 90 100


A-13

WALL DATA

150 -- T

100 -- T -i -I-

50 -- + H -i- i-

-100 -- + -I

-150

"i r r l

-\- r r \ -

-I- r 1- -1 -

--i - p t- -i -

-1-4- 4- 4 -

-I-1-4J-

_l _ l_ J. _1 „

FIGURE A-25. FS 129 WALL, LEFT VERTICAL ACCELERATION

200 -

150 -

100 -

IT 50 - 2 c o

-Tn-rrTn-i-rTi-i-rTT-i-r7i-rrTn-rrii-rr-T-i-rr-i-i-rr-j-i-rr-i-i-rr-!-i-rT-i-i

-T-i-i-rT-t-i-r-r-t-i-p-t-i-i-r-t-i-i-r-t-i-i-r-t-i-i-r-t-i-t-r-t-i-rr-t-i-rr-i-i-f-r-t-i-rt--t-i

_ + _i_i_,- + _i_i_t- + H-i-f--t-i-i-i--iH-i-p-tH-i-i--»-i-i-t--t-t-i-4--4~4-i-P-i-i-p-p-f-i-P4--t-i-i-4--i-t

_J..J_|_U4_l-l-l-4-J-l-l-4J_l-L4-J-l_ i-4-l-L 1-4-4-l-L4_l_U4-4-l_U4-4_l-l_4.4 -1-1- 44-1-1-4-4 -I

1 o - 01 0> u ■0 -50 -

-100 -

.1JJ.L1-ILL/J-|\LJJ/-UJ-LLJJJ.LJJ-LLJJ.LLJJ.LLJJ.LUJ.LLJJJ.1JJ

-150 -

-•>nn -

20 40 50 60

tim e (msec)

90

FIGURE A-26. FS 129 WALL, RIGHT VERTICAL ACCELERATION

A-14

c o (0

01 u u n

200"

150-

100-

-Tn-rn-i-rT-i-rn-i-rT-i-rrT-i-rn-i-rT-i-rr-i-i-rT-i-rn-i-rTT-rn-i-r-n-i-i

-7-|-rn-i-rT-i-rn-i-rT-|-rrT-i-rT-i-rrT-i-rrn-i-rT-|-rn-i-rT-i-rn-|-rn-i-i

•n-rnrrnTn -'r'r T I ~r r T -i~r n ~r r T -|-r n "r r T -IT n -r r T -|-r n -|-r n -|- i

bU"

i i i i i i i i i i i ijMLLiji ji i i i i i i i j; i j i i i: i i i jjiLLLj u-

i \ |/i i! i i i iTi i i hi iTiTI! i!! iTiTiTi i i i -bU"

it ^ -1UU-

!^ -150

10 20 30 40 50

time (msec)

60 70 80 90 100


200-

150-

-T-i-rn-i-rT-i-i-r-i-i-m-i-rT-i-rri-i-rT-i-rn-i-rT-i-rn-i-rTn-rn-i-rn-i-i

100-

s 50

C O iiiiiiiiiii:iii><fKji i i i i ji j jjij j: ill Ll| % o- w 4) « u -50' w

-100-

-150

__I_I_UJ__I_I_\_L -4-l_ LsOrr+an- J. _l _l_ L J. -I-L- i- -1 _l_ U J. -J-U i. -1 _l_ U J. J-l- I- J -1- U i. -1 -1- I. -I -1- U 4- J _l_ 1

- + _l _|_ 4- -4 -|- |- HV^/I- )—|._|_|_H—1—1— I—1-—1 —1— H—1—1— 1—!■—1—t— -1—1—1—1- + —1—1— 4—t—1—l-H—1—1— 1—1-—1 — t— H—1 -1- 1

1 , i | | | | | | | | I | 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 t ' l ' ' ' ' ' ' ' ' ' ' ' ' • I I 1 | I I | | I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

--T—, — 1— -t-_t —1— 1— -f—1— 1— 1--t—t—1— -t-—t—1— I--h—1 — 1— -I-—t —1— 1— -1-—1 — I— -^-1 —1 — t— t-—1— 1— 1--t—!—1— -t-—1—1— t--+—1 — 1— -«--t -1- 1 1 1 1 | I | | I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

I | | | I | | | I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 1 1

10 20 30 40 50

time (msec)

60 70 80 90 100


A-15

200 •

150 ■

100 '

£ 50

C o

0) 01

" -50 - re

-100 -

-150-

-200

"Tî_riT"r"r"i~i_ri~i~rTn~i~ri'i'ri_i_rTn~i_ri"!~ri-|-rTn~rrnî~ri"i^rTn~i"r'i~i~i

- i ~i- r T i ~r r n ~i~ r-i_i~rT-i~rrn ~r r i ~i~ r T n ~ r r i ~i~ r i ~i~ r T n ~ r r n ~i_ r i ~i- r T "i ~r r "l ~i~ i

i i_ i i i"" i i i i r i " i i i i i i i i i r i i i T i i r i i i l i r i "i i r T _ i i

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3 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-35. FS 200 RIGHT WSU SEAT DUMMY PELVIS LOAD

60-

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Tn-r-n-i-rT-i-rTT-i-n-i-rT-i-rn-i-rT-i-rn-i-n-i-rT-i-rn-i-rTn-rn-i-n-i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i > i I > i i > i i ■ III i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

II i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i I i i I i i I I I i i i I i i i i i i i i i i i i i i i I i i I i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i > i i i i I i i i i i i i i i i i i i i i i I i I i i i I I I I i i i i i i i I I I I I I I I I i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I I i i i i i i i I I i I ill i I I I I I i I I i i i I I I i i i i i i i i i i i T i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

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-80 10 20 30 40 50 60

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70 80 90 100

FIGURE A-36. FS 200 RIGHT WSU SEAT DUMMY PELVIS ACCELERATION

A-19

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-Ti-rTi-rri-rri-rri-rrri-rri-rri-rrTi-rri-rp-iirn- i\jr"i ~ r T -i -|- r -i* i- r i

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0 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-38. FS 260 LEFT WSU SEAT DUMMY PELVIS ACCELERATION

A-20

3000 T T-i-i-rT-i-i-rTT-i-n-i-rrT-i-i-rT-i-rn-i-r n-i-rn-i-rn i i n i r r i i r r "i i i | | | i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i ' i i i i i ill i i i i i

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' 2500-

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_ + J _J_ 1_ 4 -I-'l-I- 4 -1 f\-l 4 4-1-1-4 -1-1- t- 4-1-1- t- 4 _iy_ß 4 -l-l- 1-4 -l-l- 1-4 -l-l- +--4 -l-l- 4- 4-1- [" | "J ~]

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, , 1 , 1 1 | | | 1 I 1 1 1 1 1 I 1 1 1 l 1 1 1 1 1 1 1 ' ' ! ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

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10 20 30 40 50

time (msec)

60 70 80 90 100

FIGURE A-39. FS 290 RIGHT PTC SEAT DUMMY PELVIS LOAD

80-

60-

TT-rT-i-i-r-T-i-rT-i-i-n-i-rT-i-r r-t-i-rT-i-rn-i-r-r-i-rT-i-rn-i-rT-i-i n i ni

, I I I I p | | I 1 1 1 1 1 I 1 1 I I I 1 I I I 1 I 1 I ' I ! ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' , j | | | | | | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

- T -l-'r nrn-iTT n-r n-i-rn-rn-rnr'-n ~r r i ~rr T -i~r n ~rr T fr nrm ■ 1 1 1 1 1 1 | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 ! ' ! ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' . . , , 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

40- , , | | , | | 1 | | | 1 | | | | | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 1 1 1 1 ' ' , , | | | | | | | | | | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

20 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1111 , , | ! 1 1 | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 1 1 ' III 1

o-

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. 4 _1_'|_ l 4 _',- l 4 -l-l-Y -1 -'/<- 4 -l-L+S^I- 1-4-1-1-4 -l-l- <- 4 -1- 1- 4 -l-l- 4 4-1- t- 4 -1- 1- 4 -1 -1- t- 4 -1- J- 4 -1

.{_j_[-|-!_!-^-i-|-}V^!-I--I-!-r-l-l-!-r-l-!-!-T-!-l-T-i-i-i-T-i-i-t-i-i-^T-i-i--t-i-i-y^-i-p + -i ,1,1 i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i ' ' ' ' i i i i i i i i i i i i i i i i i i i ' ' ' i • J. '

20 30 40 50

time (msec)

60 70 80 90 100

FIGURE A-40. FS 290 RIGHT PTC SEAT DUMMY PELVIS ACCELERATION

A-21

3000 -i

2500 -

2000 ■

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T7T .Q ~ 1000 J ra O

500 -

0-

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- T -1 -|- rT~i-i~rTn ~i~ r i n ~r r 1 ~i ~ r r i ~i - r r 1 ~\ ~ r r i ~i - r r i _i_ r r i ~i - r r n -i - r r i ~i - r T' I -I

.IJJ.LlJ-LLlJ-LLlJ.Ll/lJJ-LJJ.LL i \_ L. UJ-Ll J J-Ll J J.LL J.I.L1 J J.U J J

-±_J_I_L1_I_I_L_LJ_I_ l/j _J_I_L_1_J_I_L4_I_I-LJ-J_ l_\ J -1 _ l_ L J _l _ l_ L J _l _ l_ L J _l _ t_ t J _l _ L -L J -I

— -4- —| — | — I— -1^ —1 — 1 — 1— -4- —t — rA *- -*- —* — 1-^4-1-1-1-4-1-1- 1-4 -4-1-44 -1 ><^t- 4-1-1- 44-1-1- 44-1-1- 44-1-1-44-1

-T_i_i_rT-|-i_rTn_i_rT_i"rrT-i_rrT-i_rr-in~rri-i_rr-i_i-rri_i_rr-i_i"rri-i_rr-i_i

3 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-41. FS 320 CENTER CAMI SEAT DUMMY PELVIS LOAD

80-

60-

40-

c o

IS 0- 0) a

u -20 J

-40 -

-60 -

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~Tn-rTi-|-ri-|-rTn-rri-|-rTn-rrT-|-r7-|-rrn-|-ri-|-rTn-rr-i-|-rT-i-rr-|-|-r-T--i

-n-rn-rrrrrrrrrrrrTi-rnTn-rrn-rn-rm-rnTri-rrnTrn

1 l 1 l 1 1 1 1 1 1 1 1 1 1 | 1 1 1 1 | 1 1 1 1 | 1 1 1 1 | 1 1 1 1 | 1 1 1 1 | 1 ' 1 L | 1 1 1 1 1

-l-l-l-l-l-l-LJ _I_|XL J_I_LJ_I_LJ._I_I_LJ_I_ L±**<L\- LJ_l_LJ_l_l_J__l_l_LJ_l_LA_l_4_LJ_l_L_l_l

_4-l_|_4-l_l-l-4-l-t-4-l-l-44 _l\^/j _l-4-l-l_L4-l-l-4-l-l_U4-l-U4~l-l-U4-l-U4-J- 1-44-1- I- 4-1 | | | | | | | | I I I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

| | | | [ 1 | | | | | | | 1 1 t 1 1 1 1 t 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 -4 -1-1- 4 4-|->-4-|-|-4-|-|-+-4-l->-4-)-1-44-1-1- 4 -l-l-4-(-l-t-4-|-(-4-t-l-t-4 -1-1-4 -I-I-44-I-K4H

3 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-42. FS 320 CENTER CAMI SEAT DUMMY PELVIS ACCELERATION

A-22

■o (0 O

3000 j - T-l-i-r T-|-r r T-i~r n-i-r n-i-r T-i-|-r T n-i-r T n-r n-i_r n-i_r n-i i T i i r T n i i

2500 -

; iiiiiiij iiiiiii/f^iiiiiii ii iiii ii iiiii ii ii ii ii ii 2000 -

1500 ■

1000 -

500 ■

_ 1 _l_'_ UJJ-U-LL1J -'-'-/ -IJ-LISI-I-LI J_l_LlJ_l_Li J_»_L J-l-l- LJJ.L1J _l_ L 1 J _l_ 1

_Ij_l_L±_l-l_LJ._l_l_l.J_l-/.i--l-l-l-i.-J _l\L U-LLIJ-LLJJ-LLJJJ-LJJ-HJ-LUJ-LI

1 | _|_ |_ ^ | _|_ 4-4-1-1- 4-4 -/-1-4-4-1-1-44 -I-I- + 4-I- 4-4 -l-lS^-j-l- 4-4-1-1-4-4-1-1-4-4-1-1-44-1-1

0 -

-500- -T -i-'-r T-i-i-r-r -iVif r -i -i-i-r -i -i-r T -i-i-TT-i -i-TT T-rrTT-r n-i-r r -r -i-r T -i -i-TT n -i-i

I i i i i i i i i i i i i i i i i I i I I I I I I I I I I I i I I I l I I I I I I i I I I I I II i

10 20 40 50 60

time (msec)

70 100

FIGURE A-43. FS 350 CENTER BEECH SEAT DUMMY PELVIS LOAD

80-

60-

-TT-rn-i-r-T-i-rTn-i-n-i-rT-i-i-r-i-i-rTn-rn-i-n-i-rTT-rn-i-rT-i-rn-i n n

-{ -I-1-T-i-I-r-r-i-ri-l-rn-iTT-i-rn-i-rT n-rn-rn-I-rm-r n -i-TT -i-rn-i-TT I

40-

£ 20-

c o I i iiiii ij^j i i i i i i i i i i i i i i i i i i i i i i i i i i: i i i i i 1: ijjj 2 U at <u u -20 (0

-40-

-60-

-4-1-1- 1 J-l- L -i _1_1 L -1 JU- L J -I-L- lyfi-L^Nj-l-L j/LlJ-LLiJ-LlJ-L L JJ.LlJ.l.i J-LL1 J

_ 1 J_|_ 4 4 -1- U 4 -l-U 4 J-l-Y- 4 -I-1J4 -4-1- 4- 4 -1- 1- 4 -1-1- 4- 4 -1- 4- 4 -1-1-4 -4-1- 4- 4 -1- 1- 4 -4-1- 4- 4 -1- 1- 4 -4

-+-I- 1-4-4-1- 4-4 -I-I- + H-I- t-V-l/1- + -t- I-+--I -1-1-4 -l-l-t-4-l- 4-4 -I-I-4-H-I- 1-4 -1-4-4-4- 1-4-4 -1-1-4-1

,,,, 1 ! I 1 1 I I I I I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1 ! I 1 | I I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 > 1 1 1 1 > 1 1 1 1 1 1 1 1 1 1 1 1 1 !

10 20 30 40 50

time (msec)

60 70 80 90 100

FIGURE A-44. FS 350 CENTER BEECH SEAT DUMMY PELVIS ACCELERATION

A-23

3000 -,

2500 -

2000

1500 -

x> — 1000 - T3 n o

500 -

0 -

-500

-1000

""Tn~rri~i~rri~i-r7n~rri~i~rTn~i~rin~rr-Tn-rT~i"i~r'i'"i~rT~!~i~rin~rr"T""i~rT~i~i i i i i i i i i i i i i i i i i i i i i t t i i i t i i i i i i t i i t i i i i i i i i i i i i i i I 1 1 1 1 1 l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 ! 1 1 1 1 1 1 1 1 1 1 1 | 1 1 i i i i i i i i i i i i i t t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

- 1 n~r ri-|-rTn~i_rT-i~i-rn-|-rTn-|-rT-i~rrT-|-rT-i-|-r-Tn-rr-|-|-r7~i~rr~i~|-rT-i-|

_7n^rrl-1_rT_]_|_r-r -/-|- r \^i- rT"i~i~rn~i~rr~i_i~rT"i-|-r"T~i~rr~i~i-r7n~rr"T-i-rTi~i

-T-i-rri-i~rT-i_i-r ihi-r r ~i -i~ r \n ~\~ r-|-|-rr-|-|-rT-i-rr-r-i-rr-i-|-r7-|-rri~i~rT-i_i

--r-i~rr"T_i~rT-|-|- rp -\~r r i ~i~ r T "i "i^^T^-t^r -\-\-rin-\-r-\~i-rT-\-\-ri-\-rr-\-i-rTi~i

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i i i i i i i i i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 1 1 1 1 1 1 1 1 i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i ) i i i i i i i i i i

•TrrmTn-rm"rrriTnTrrrrn-iTn-rrrrrn-rm~rrrrrn"i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i 1 1 ! 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 t 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ) 1 | 1 1

D 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-45. FS 380 LEFT PTC SEAT DUMMY PELVIS LOAD

80 ■

60 ■

40 •

«" 20 • o> c o

-T-i~rTn_rrn-i-ri_i_r"r_i_rT"i-rrT-i-rT-i""rT-|-rT--i_i-rT-i-rT~i~rTn-rT-|-rrT_i-rT

i i i t i i i i i i i i i i i i i i i ] < i i i i t i i i i i i i i i i i i i i i i i i i i i i I t

-T-i-rTn-i~rn~i-ri-|-rTn-rT-i-|-ri-|-ri-|-rT-i-rT-i-rr~i~i-r-!-|-r-r-i-"rT"i~i~r-T-|-rT i i i i i i i i i i i i i i i i i i i > i i i i i i i i i i > i i i i i i i i i i i i i i i I I I I i i i i i i i I i i i i i t i i i i i i i t i t i i i i i i i i i i i i i i i i i i i i i i i i i i I i i i t I i I I I I I i I I I I I I i i I I I I I i i I i i i i i i i 1 I 1 I 1 I 1 I 1 I I I I 1

-7-|-rTT-rri-|-rT-i-rT-|-rTn-|-ri-|-rT-i-r7n-rT-i-|-r-i-|-r-i-i-r-T-i-rT-|-i-r-i-|--rT I i I I 1 i i I I I i I I i i I I I I I i I 1 I i I I i I i i i i i i i I i I I I I i i i i 1 1 1 I i i i i i i i i i i i i i i t t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I I I I i I i 1 I I I i I I i I I I I I i I I I I i I i i i I I I i I I I i I I I I I I I

- -r -\- r T ~i-\- r 1-1- r -i -i- r T -\- r T ~i~r T i -<- r -i -i~ r i -\- r T ~i-\- T -i -<- r i -t- r i -\- r T -\->- r 7 -i~ r 1 I I I i i i i I I I I I I I I I I i I i I I i I I I I i I i i i i i i i i i I I I I i I I I I I I I i i i t i i i i i i ) I i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i t I I I i I i i I I I I I i i i I i i I i I I I I i i i i I 1 > i i i I 1 I 1 1 I 1 I 1 1

Hl «1 u n -20

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-t-i-r-T-i-i-r-t-l-r "tV|/ r-r-i-rT-i-i-T--i-i-t--t-i-r-t-i-rT-i-i-r-i-i--r--t-i--rT-i-i--T-i-i-i--i--|-ri

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i > i i i i i i i i i i i i

D 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-46. FS 380 LEFT PTC SEAT DUMMY PELVIS ACCELERATION

A-24

■o

O

3000 T

2500-

T n-rr-r-i-r n-i-r n-i-rn-i-r n-i-rn-ITT T-i-rT-l-i-r T-1-i-rT-i i m i r T n i

, i i i t i i i i i i i i i t i i i i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' i i i i i i i i i i i i i i i i i i i i i i i i i i < i i > i ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

, , , j , | | | | | | | | | | | | | | I 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' ' ' '

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2000 -

1500 -

1000 ■

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. 1 _l _l_ L 1 _l -1- L J. -1-1- LA _j_l_ L J -I.L L 4 _I_L 1 -i\jAl -J -1- L 1 J -1- j- 1 J -j- j- -J- -1 -J- L 1 J _l_ I. 1 J-1

- 4 -I-!- L l-l-l-L-l-l-/ 4-4-1- 1-4- 4-1-1-1-4 -1-1-4- 4 —1— 1- J- -1 -1-1- tUW-tJ-l-l-l-l-l-l- 4- 4 -1-1-4 4-1

0

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,..,,, t 1 1 1 I | | I | I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 ' 1 1 > 1 >

,,,!!! I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 > 1 1 1 1 1 1 1 > > ' ' • ' ' - T -i -i- r T -i -i- r -r -i-r n -i-i- r -i -i-r r -i -i- r r -i -i- r T T -i- r n -i- r T n -i- r T -i -i- r T n -i- r T n -i

!!!!!,, 1 1 I , | I | | | | | | | I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 .,,,, i ;ll | | I | I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 > 1 1 1 1 1 ! 1 '

,1,1,1, 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 l_l 1 1 1 1 l_ 1 1 1 -1000

10 20 30 40 50 60

time (msec)

70 80 90 100

FIGURE A-47. FS 380 RIGHT BEECH SEAT DUMMY PELVIS LOAD

80- -T-i-rT-i-rn-i-rT-i-rr-i-i-rT-i-i-n-i-rT-i-rrn-i-r-T-i-rT-i-rn-i-rT-i-i-n-i r T -I

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-60

t0 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-48. FS 380 RIGHT BEECH SEAT DUMMY PELVIS ACCELERATION

A-25

acc

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I i I I I i i I I I I i i i i i I I i i i > I i i i i i i i i i i i i i i I I I I I i i I I I i I I -i-i~rT-i_rri~i"rT~i~rTn"rrT_i~rT-i-rri^rrT"i~rTn-rriî~r7-i^rri"rr'i-i"r'r-|~i

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 t 1 1 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 t ■ i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

--i-|-rTn_i~rT_i_r7"i~rT"i~i~rT~i^rT_i~rr-i-rri-|-rT"i-rri-|-rT-|-rTn-rrT"i"rT~i-i

- i -|- r T n -r m ~>~r i ~\~>~ y> -rniri-rT-|-rr-i-|-r7-|-rT-!~i-r-i-i-r7-|-rT-i-rri-i-rT~)~i

-i -|-r T "i -|- r A-i 7 r Ti-rrrrrrrnrrn-rmTTrrnTrTTrn-rrriTTTi

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i > i i i i i i i i ■rrnrrnTniTnTrrrnrrnTrnTn-rrriTTiTn-rniTn-i

i i i i i i i i i i i i i i i i i i i i i i t i > i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i > i i i i i i i i i i i i i i i i i i i i i i i i i

3 10 20 30 40 60 60 70 80 90 100

time (msec)

FIGURE A-49. FS 260 RIGHT BEECH SEAT PAN VERTICAL ACCELERATION

200 •

150 ■

100

«T 60 ■ S c o

01 01 u n -50-

-100 -

-150

-200

-T-|-rTi-|-rT-|-rTn-|-Ti-|-ri-|-rTn-|-rT-|-rT-|-rTn-i-rT-|-r7-|-rTn-|-r7-|-rT-i-| i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i i i i i i i i i i i t i i i i i i i i i < i i i i i i i i i i i i i i i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I i i i i i

--r-i-rTn-i-r-i-i-rT-i-i_T-i-i-r-i_i_rT-i-i-r-i-i-rT-i-rT-i-i-r-i-i-r-t-i-rTT-i_r-r-i_rT-i-i i i i i i i i i i i i i i i i t i i i i i i i i i i i i i i < ■ >> i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i t i i i i i i i i i i i i i i i i i i i i i i t i i i i i i t i i i i I i I I i i I i ill i i II

-7-|-rT-i-|-rT-|-rTn-i-Ti-i-rT-|-rTn-|-rT-|-rT-i-rTn-i-ri-|-ri-|-rT-|-|-r-t-|-rT-|-i I I i i i I I I I i I I I I I I i i i i I I I i i i i I I i I i i i i i I I I I I I I I I I I I 1 1 i i i i i i i i i i i i i i i i i i i i i i i t i i i i i i i i i i i i i i i i i i t i i i i I I i I i I I i I I I I i i i I I i i i i I I I i i i i i i i i i i i i i i i i i i 1 I I I I I

-T-|-rT-i-|-ri-|-rTn-i~Ti_i-rT-i~rTn-|-ri-|-r7-|-rT-i-i-r-|-|-r-r-|-rr~i-|-r-T_i~rT-|~i I I I i i i I I i I I i ill i i i i I I I I I i I I i I I I I I

I I I I i I i i I I I l/i i I iNlî I i I I I I I i i i I i I I i i i I I I t I 1 I I I I I I I I I

--r-i-i-T-i-i~r-t-i~r-T-i-i~T-i-i-r-r-|-t-T -|N—r -i -i-r-r-i-rT-i-i-r-!-|-r-T-i-rT-i-i-t--T-i-ri-~i-i

i i i i i t i i i i i i i i i i i i i i i t i i i i i i t i i i i i i i i i i i i i i i i i i i i i -7-|-rTi-rrT-|-r-r-i-rrT_i-r7-|-rTT-rr-i-i-rT-|-rT-|-rrT-i-r7-|-rT-i-|-r-t-|-rtT-"i

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I i i i i i i I i i i i i i i I I i i I i i i i i i i I I I I I I I

— -r —t — i— -r —* — i — t— ~t — t — f— -r —i — i— i- —i — i — t— -r —1 — r— -r —i — i— t- —t —i— r— -r —t — i^— -r —i — i — r- —r — i — r— -T —i — i— -r- —i—i — i— -r — i — r- T —1 — 1 i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t i i i i i i i i t i i t i i i i i i i i i I i i i i i i i i I i i i i i i i i i i i i i i i i i i I I I i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

3 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-50. FS 260 LEFT WSU SEAT PAN VERTICAL ACCELERATION

A-26

200 -

150 '

100 •

50

1_|_rT-l_rrn-,-rT-1-rT-l-l-n-i-rT-i-rn-i-n-i-rT-i-i-r-i-|-rT ' ' | ] | |" "| ] |" ]~] ]

::::::-:'','::::::! ii i ii i i i: i i i i i i ii i:::!! i:::::::: .{^!-;^;4^|-r!n-!4^rrilrTyrryrrTyrTyrriyrTyrr->-rr-|-| r-ryi

' ! ! ! ! ! ! | ! 1 I] I, i i i i i > < < < > < < < > > < ' ' ' ' ' ' ' ' ' ,, 1 I 1 ! 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 . . ^;X;l

ri;^;rrTn-rTiTriTrTi-rTrrn-rrn-rn-rnTrn- in ' ' ' ' ' ' ' ' ' i i i i

, i i i iii , , i i i i i ' ill i i i i i i I i I i I i i I i '

0

-50

-100

-150

- -i -1-1- ; -1 -i- J- 4 -1- r T -!-r T -1 -!- r -1 -!- r T -1 -!- r -! -!- r T -!-'r r -1 -r r 4 -!- r -r -i-r r -i -i- r -, -.- r T -I - [ i i iii i i i i ' ' ' ' ' ' ' ! ! ! ! , , i , i i i i i i i i i i ,1, i i i i i i i i i i i i i i i I !! I! ' ! 1 I I I ! ! i

_ \ _',_',_ 1 -I _;_ 'r -[ -',-'r ;-!-',- | -1 -1- P 4 -l-'r 4 4-'r P 4 -1- 1" 4 -i-r 4 -1 -!- 1- -j -1- r t -.-r r -i -r r -t -rr-.-1-i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 11 1 1 1 I 1 1 1 1 1 1 1 1 I I

!1! ii :i i ii mil :i! ii ii:::::::::!:!::::!:"

-200 - 50

time (msec)

FIGURE A-51. FS 200 RIGHT WSU SEAT PAN VERTICAL ACCELERATION

A-27

VELOCITY AND PLATFORM DATA

35000-,

30000-

25000-

— 20000 • W -1

— 15000- n — 10000 -

5000 -

0-

-5000 -

_7n-rrT_i_rT-i-|-rT-|-rT-|-|-rT-|-rr-i-|-rT-i-rrT-|-rTH-rrT-|-rT-i-|-rT-|-rTn-ri i i i i i i i i i i i i i i i i u. i i i i i i i i i i i i i i i i i i i i i i i i i i

- 4 _1 - 1- J I -1- i_ 4 _J -I- 1 1 —1 — L— 0- —J /i-\- J-l-l-XJ_l_L4-J_l_4J-l-U4_l_l-LJ-l_l_4_J_l„L4-l-l. 4_l„l„|

--f—1 — 1— -»-H—1— 1 K—1—1— I--»—1—1- +/H -l-h-l-l-1-44 -I-I-4-I-1-44-1-1-4-1-l-t-4-1-1-4-1-1- 1-4 -I-I- + H-I-I

1 1 1 1 1 1 1 1 1 1 1 1 1 l/l 1 I 1 l\l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | | | | | | |

--T-|-i-r-i-i-rT-i-i-ri -LA rr-i-i-r-r~i~rr-i -N. T -j-i-r-i-i-rT-i-i-r-t-i-rT-i-i-r-i-i-rT-t-|-| I I I I I i i I I i I I / I I i i i i I I i i I I \ i i I i i i i I i i i i i i i i i i i i i i i i

-J_I_I_LJ_I_I_X_I_I_L J/.!_!_ 1 J _l_ L X _!_!_ J. J _l_ L X X,L LJ_I_L.XJ_I_LJ_I_L.XJ_I_LJ_I-LXJ_1_I 1 1 1 1 1 1 1 1 1 1 1 J 1 1 1 1 1 1 1 \ 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | | | | | |

1 1 1 1 i 1 1 1 —I—1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 'Kj ' 1 1 i 1 1 1 1 i 1 1 1 1 i 1 1 i 1 1

D 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-52. PLATFORM FORWARD FIRST ROW LEFT LOAD

35000-, " T "1~ - r i ~ - r T -i "i- rT~i~rr-i- - r T -\ - "rin^rri- __--,_!____!__.___ ~ r T n ~ - r "i - _r T "i "i

30000 - -t -1 - - t- -t - -i--t--i-i-i--t-i-i-t--i- - i- + -\ - -t--t-i-1-4-1- - 1- + -1 -1— f- -+ —1 -1- *- -1 - - 1- -t -1 - - t- -t - - i- 1- -i -i

25000 - 4 -1 - - 1- 4 - - u 4 -1 -I- 1- 4 -1 - 1- 1- 4 - - u AJC- ^X- 4-1-1-44- -1-4-1-1-1-4-1-1-4-1- _ I- 4 -4 _ _ t- 4 -1 -1-4-1-1

20000 _ X J- _ L J _ _ L 1 J _l_ L _L _l _ l_ L J _ /L X J _ _ LVI _l _ l_ L J _ _L1J_I_LJ_I_I_LJ_ _ L X J _ _ L J _ _L 1 J _l

a 15000- 1 1 1 1 i 1 i i i i t i i y 1 1 1 1 l\ 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 i i i i i i i i i/T 1 1 1 1 lVi 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

oad

1 1 1 1 1 1 1 1 1 >^l 1 1 1 1 1 1 \l 1 1 1 t 1 1 1 1 1 I 1 1 1 1 1

1 T 1 1 1 r i

1 1 1 1 i r i i

5000 - T -|- 1 1

- r -i - i i

- r T T -|- r T/I - r r T - t t i i i / i i i i

- r T -| - i i i

- r -r -i-r r iS i t i i i i

kT t~ T-|-|-r-tT-rrT-

Tv^l 1 1 1 1 1 | | | - r T -1 -

i i I - r 7 -

i i - r r -i -i

i i i i

-5000 • 1 1

~ A -1 - i i

- L A ~ i i i i i i i i i i

_ U 4. -J -1- L4-1-U1-4- i i i

- L. A A - i i i i i i

-L4-J-I-44- 1 1 iV 1 1 1 1 1 1 i i i

-_4-l-l_l.4_t__.44- - U 4 -1 - - _ 4 - - _. 4 A -1

-10000 - - 1 J _ -LJ. -UiJ.LLJJ.LU. _ L X J _ _L.J_I_LJ.J_ _LXJ_I_LX_I_I_XJ_ - t_ X J _ _ L J _ _ L X J _l

( ) 10 20 30 40 50

time (msec)

60 70 80 90 100

FIGURE A-53. PLATFORM FORWARD FIRST ROW CENTER LOAD

35000-,

30000-

25000-

_ 20000 ■ w

J_

— 15000 ffl — 10000■

5000

0 -

-5000 <

-7n-rrT-i~rTn-rrT-|-rTn-i~r7n-rr7-|-r7n-rrT-|-rTn-rrT-|-rT-i-|-r-T-|-rT-i-|-i i i i i i i i i i i i i i t i i < i i i i i i i i i i i i i t i i i i i t i i i i i i i i i i i i i

-4_I_I_XJ_I_L4_I_I_L4_I_L-XJ_I_LJ_I_LXJ_I__4_I_I_XJ_I_1_X_J_I_LJ_I_LX_I_I_LJ_I_LXJ_I_I

~T-|-rri-i"rT~i-rri~i""rT""i"/" r\_i_r Tn_rr7_i-rri-|-rT-i-p-rT-|-rTn-i-ri-i_rTT-n

-4 -1-1- 4 4-1-1-4-1- 1- 1-4-1-1-4 4 /-I- 1- 4 \- 1- 44-1-1-4-1-1- 4 4-1-1-4-1-1-1-4-1-1- 4-1-1- 1-4 -\ - \- A A -)- \

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 / 1 1 1 1 \l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | | 1 | |

--1H-I-1--1-I-1- + H-I- 1-4-1- ITM- H-1-H4-I-1-4 HV'- 1" 4-1- I- 44-,-H4H-I- 1-4-1-1-4-1-1-1-4 -I-H4-I-I-I 1 1 1 1 1 1 1 1 1 1 1 1 1 / 1 1 1 1 1 1 1 1 1 \l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | | | | | | | | | | |

!!!!!!!!!!!!/!!!!!!!!!! Irr^l !!!!!!!!!!!!!! i !!!!!! ! I ! ! ! ! i 1 i T~i~~i~T 1 !!!!!!!!!! ! ! ! ! ! 1 IK~~ST~-L! ! ! ! ! ! !!!!!!!!!! ! 1 _l - 1- 1 J _ L J _1 _ l_ L J -1- L L J -1- L J _l . 1. J J ..!.. L I _l _ l_ L J _t_ 1 1 J _ L 1 J _l _ L 1 J _ L 1 J .J. 1.. 1 J _L 1

) 10 20 30 40 50 60 70 60 90 100

time (msec)

FIGURE A-54. PLATFORM FORWARD FIRST ROW RIGHT LOAD

A-28

FIGURE A-55. PLATFORM FORWARD SECOND ROW LEFT LOAD

35000

25000 ■ - -t

20000

-i - r T -i i i i i

_l _ L ± -J

■ r I -i- r -i -\~r T -\~r T n -i- r -i -i-r T -\-r T I ■ i i i i i i i till

. JL _i _l_ L.J_!_l_J-_l_l_-L-±-l-l--J--l-i-X_l_l_i--l. I I

|- r i T i i i i

■ r T "i " i i i

. i_ j i -

"i~ r T ■ i i i

_l_ L -1 .

- r T -i ~ r i i i i

r -i - i i L -1 .

FIGURE A-56. PLATFORM FORWARD SECOND ROW CENTER LOAD

40000 T -,

£ 20000

n 15000 ---r -i o

10000

FIGURE A-57. PLATFORM FORWARD SECOND ROW RIGHT LOAD

A-29

FIGURE A-58. PLATFORM FORWARD THIRD ROW LEFT LOAD

35000

30000

25000

-. 20000 w £ rr 15000 n

— 10000

5000

0

-5000

-Tn-rrT-i-rTi_i-rTT_rrT-i-rTT-i-r7n-rr"i~i-rT-i-i-rT-|-rrT-i-rT-i-rrT-i_rr"i-i ill i i i i i i i i i i i i iii i i i i i i i

_JJ_l_LJ_l_LlJ_l_L-l_l_l_LJ_l_Li.J_l_Ll_l_l_LJ_l_UlJ_l_La_l_l_LJ_l_UiJ_l_LJl_l_L.l.J_l I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 II 1 1 1 1 1 1 1 1 1 1 1 1 1

- i -\-r r -i -i- r T i _i_ v ~t ~i~r r ~i -t~ r T -> -i- rT-i_.-r-!-i-rT-i-i-r-r-i-rr-|-i-rT-i-rr-T-i-rrt~i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i t

l_l_l_l l_l_l_ i-~l _l_L4_l_l_l-4_l_l_i.4_l_l-4_J_l-_4_l_l-XJ_l_L4__l_4-4_l_U.l-4_l_L4_l_l_4.4_l

1 1 1 1 1 1 1 / i\ 1 1 1 1 1 1 1 1 1 l_L_l_-*—1—LI l l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ■nTm-rhrrniTn -i_rvf n-i r T nTsri Tf-T-iTrT->Tr-|-i-rT-)Tri-iTn-i

i i i i i i i /i i \i i i i i i i i / i i i >~J i i i i i i i i i i i i i i i -4__l_L4_l-iy44 Jl_ 1- 4 -1 -1- 1- 4 -1/1- 4-4_l_L4__l-L4 -T-t 14-1- L44_I_L4-I-L4.4_I_L4_I-I_L4-I

i i i i i i i/ i i \ i i i t-*oy 1 1 1 1 1 1 1 1 1 1 1 1 1 1~N. 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

"IrrrriTT Ti\ r n/r n Trrrr rn_r n ~rr T I _I I\T -i_r n _rr T IT r T T r n ~i i i i i i I/I i i I\I i / i i i i i i i i i i i i ^kJ ' ' ' ' ' ' ' ' ' ' ' ' ' ' i t i i i i i i i i \yi i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

20 50

time (msec)

FIGURE A-59. PLATFORM FORWARD THIRD ROW CENTER LOAD

35000 -I

30000 •

25000-

—. 20000

— 15000

— 10000

5000

0

-5000

-T-i-|-ri-i-rTn-|-rT-i-|-ri-|-rri-|-rT-|-rrT-|-rrT-|-rT-i-i-rT-i-|-rT-|-rrn-|-rTn i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

_4-4_l_LJ_l_LL4_l_L4-J_l_LJ_l_L4_J_l_L4_l_l_L4_l-LL4_l_LXJ_l_Li_l_l_L4-l_LL-J_l_L4_l I I 1 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

- T -i_r r i ~\~r T T T r T "IT r i ~i~r r I ~i~ r T ~I T r 7 _i_r r i T. T I T r i TT r i ~i~r r n T r T ~I

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

„4-1-1- 1-4 _l _ 1— 4- -1 _l_ 1_ 4, _t _l_ 1-4-1 -1-4-4-1 -1-44- 1- L 4 -1 -1-4-4 -l_ 1- X 4 _l- 1-44-1- 1-4 -l-l_4.-4-l_l-4._l I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 II II 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

1 1 1 1 1 1 1 1 1 1 1 1 U"t>J 1 1 1 1 1 1 IS1~~~' ^Ni 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

--fH-l-l--t-l-H+-H/l-t- + -|-|-t- \-t- *~/-\ -l-H + H-l- f- 4 _l\l- 4--t-l-H-t--|-|-|-4H-|-|--|-|-|-+-H-|-H + -| | | | | 1 1 1 1 / 1 1 1 1 1 1 1 \_^/l 1 1 1 1 1 1 1 1 1 >s)l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

I I I I 1 1 1 l/l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 lS-1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

I 1 1 1 1 1 1 I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

. 1 _l_ l_ 1 J _i_ l_ 1 J _l_ L i J _l- L 4 J .. I_ L J _l_ L 1 J _l. L J _l_l_ L J _l_ L i J _l- L J _.l _ L. L J _l _ L. J- J _l_ L J. _l

3 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-60. PLATFORM FORWARD THIRD ROW RIGHT LOAD

A-30

FIGURE A-61. PLATFORM FORWARD FOURTH ROW LEFT LOAD

FIGURE A-62. PLATFORM FORWARD FOURTH ROW CENTER LOAD

lbs)

O

O

O

O

o

o

o

o

_T_._r ,.-._,-r-,-,-r T-,-i-T-i-i-rT-l-m-i-r T-i-TT-i-i-n-i-rT-i-TT-i-rn-i-TTT-i r-i-i

1 L. L J _l- L- -1 -l-L. i- -1 -1- i- -1 -'- L -L -J _ L- i- 4 -.- L 4 _._U X -1 _,_ i. a -1- L 4 -J1 _ L- i. -1 -1- 1- 4 -1- U | -]|-|- j- -| -j 1 II ' ' ' ' ' ' ' ' ' ' ' ! I | 1! | M

- -J- -1 -1- r -I -'- i- 4 -i -1- T -1 -'- r-i-i-r-r-l-r-T-i ~'r r T -i-'r T TI- r -i -i- r T TT T I -r r 7 ~i- r T n~r n "i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

. 4. J- 1- 4- -1 -1- 1- 4 -1- 1- 4 J -1- 4- 4 -1- 1- 4 -1 - I- 4- 4 -I-L4J-I- 4. -1 -1- 4- -I -1- U 4 -4- J- 4.4 -1- 1- 4 -1- j- j -4 -1- J- -4 -1

— 15000 - n — 10000 - 1 1 1 1 1 1 /PK.1 / 1 1 1 1 1 1 1 1 1 1 1 l\ 1 1 1 1 ! 1 ! ' ' ' ' ' ' + , | M.|.M-l4.+/l4-Vl-l-|.444.H-l-M-l4.\l-l-M-l-M4-^4-l-M-l-KM-H-^l

i i i i i i i i i i / i i i i i iii i |i| v| | ', ! | | i ! ', I ', ', ] !!!!!!! ! 5000

0 , ii i i i i i i III

time (msec)

FIGURE A-63. PLATFORM FORWARD FOURTH ROW RIGHT LOAD

A-31

60-

40-

20- w s c o

2 ° 01 01 u u n

-20-

-40-

-60

- 1 -|- r T -|- r T -|- r T -I~ r T ~I - r T -\ ~r T -I ~ r r -| ~r r i -r r i ~r r i -|- r i ~r r ~i i r -i r i -i i" r i "i r i

. JJ.Ui J^LJ-1-ljl-l-LlJ-LlJ-H J-L1J-1-1-I_LLJ-I-LJ-LLJ-LLJ-I-. 1 J-l 1 J-l- I -1 _l - I .1

-J J.LJ J.i J JiLi J-Ll \Ä- l_l_l_l_l_l_lJ_l_l.J_l_tJ-l-LJ_I_LJ_l_LJ_l_l. J_l_. LJ_l_L-l_l_LJ

| | | | I I I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 > 1 1 1 1 1 I 1 1 1 1 1

D 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-64. PLATFORM VERTICAL ACCELERATION (750 g RANGE SENSOR)

60-

40-

"vt Si c o 5 o- L. 01 "3 u u n

-20-

-40-

-60

--i-|-rT-|-rT-|-rT-|-rT-|-rT-i-rT-i-rT-i-|-r-i-|-rT-rr-|-i-rn-|-rT-|-ri-i-r-i-|-r-T-|-ri i i i i i i i i i i i i i i i ii i i i i i i

-t-i-r-t-i-r-r-i-t-Z-r -\- rT-i-rT-i-r-r-i-r-T-i-i-r-i-i-r-i-i-i--i-i-t--i-i-r-i-i-r-i-i-i--t-i-r--t-i-r-i

- -t -i -h-^-i-i--t-i-i[--f-i -At- -*-—i — »—-f- —i — i— -t-—i — i— -t-—i — r— 1-—i—t— *-—i — i—-I-—i — i—t--i—t— »--*—i— *- -i —i- r- -t—i— h- -» —i—t~-t

-4-l.l.a-l-la-lJnJ-Ul _lVu 4.J_|_4._l_Ui.J_l-t-J-l-t-l-l-l--4-l-l.J-l-l--l-l-l--)-l-U-l_l_U4-l-UJ

„_l_l_LJ.-l-UA -/- l__L_l„UX_l_L,J l_l_J__]_l_l._J_l_l-_I_l_i--l—l-l-_J_l_L-i_l— U-J_l_i--J_l^-l.-I_l_l- _l _1_ L J

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

.JJ.UJ-UJ-UJ-LlJ.LlJ-LlJ-LlJJ.lJJ.lJ-LLJJ-LJ-1-LJXlJ-LLJ.LL.U-LJ

D 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE A-65. PLATFORM VERTICAL ACCELERATION (100 g RANGE SENSOR)

A-32

C Q. E. 5 3 u o HI >

2

-■-.-1--i-i-T-i-r-T-i-r T-i-r T-i-r 1-i-n-i-n-i-r-i-i-n i r n i T n i i -i -i-n -i- I--I-I- n-i-n in i T "i i T I TT I I I I I ^ | ^ | | ( f , ,

;• I i i i i i i i i: i i: i:: i i i::::!::::::::!!:'-! i i i i i i i i i i i

i i i i ' I''' ' ' ' ' ! ! i i i , i i i i ' ' ' iii ' ! ! I i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 IMMMIMMMMMMj |;| |;j]|;]^|| J.I.U.LLJJ.1J.LJ

i i i i i i i i i i i i i ' ' ' > ' ' ' i i i i ' ' ' ' , i i i i i i i i ii i i i i i , , , i , i i i ' i ' ' ' ■ i i i i ' ' ' i i i i i ' i ' > ' ' ' • ' ' ' '

:!! : '.::!::::: '■'-': '■ i ■ \ \\\\\\\\\\\\\\\\\\\\\\\w ;!!: i 11 i 11111 11 11 111 11111 111 11 111 i 11 i i ' > • > ' • ■ i ; i ! j i ! ! ! ! ! ! ! ! . ! ! . ! ! ! . I . >_< L •_• U-'-J

■--,-cr-rx T r ,''1 I!!!!!!!!!! 1 !!!!!!!!!•'■''•' ■||1 ■ i i i i i i i i i i ' ' ' ' i i i i i i ' '

ii ' ' • ' ' ' ' ' , i i i i i i i i i i i i i i i

' ' ' ' ' ' nn ir 10 20 30 50

time (msec)

60 80 100

FIGURE A-66. WIND VELOCITY

4000 r-T--i--i--|--r-r--T--|- i ' r T "i i i r r -"

35001— -<—► —'—;—;— "i—;■ —; ', ; ; t I ! ! I t_ "

*ooj--;--i--i- -;--i-4-i-i-^r4-I--;--!-"!-"I"";'";""

— —i — —■— — ■— — 1— — -r — —»

— —> —i— i— *-- + --

_J__I__U___4-

1 T

1 1 1

T

1 1 I

4

1 1 1

4

1 1 1 _ I

1 1 1 1 1 1 ' '

1 1 ____J 1

g ' ' ; ; ; i i ! ', ! I ! ! ! ! i i i

'c ''!!,, i i i i i i i 01 ' ' I I i i i i i i ' ' E i5oo 'i--+ - -<- -i--'--;--{■ --\-■;--\-"p"r"T" V T T'T ~T ~"

! ! 1 J | u_4.-J._J- _I--L._1._4_J- -1--I- -1--4- 1000 '— -*—[ —J —|—, , | i i l I 1

1 1 1 1 1 t ■

1 1 1 _ - j|-

^ __!__!_ _h_ + _-t - _i

J 1 1 1 4 1 1

o i ' ' - 14 24 -36 -26 -16 -6

time (msec)

FIGURE A-67. MEASURED TIME DURING 1 FOOT DISTANCE PRIOR TO IMPACT

A-33

APPENDIX B—TYPICAL RAW TEST DATA

NO CLIPPING DATA (FIGURE B-l, FIGURE B-2)

MINOR CLIPPING DATA (FIGURE B-3, FIGURE B-4)

MAJOR CLIPPING DATA (FIGURE B-5, FIGURE B-6)

B-l

NO CLIPPING DATA

250 "

200 "

150 ■

100-

1 50" C o

1 °- .£ "5 8 -50- n

-100-

-150"

-200-

-250-

(

~ T ~i ~ r T ~t ~ i~ r ~\ ~i ~ i i i i i i i i i

- -t -I- l~ -t- H -I- t- 4 ~l-

- 4 -1 - I- 4 -4 -1- i- -1 -1 - 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

_ 1 _l_ l_ 1 J _l_ L J _l_ 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1

-T-|-rT~|-|-r-|~i-rT_i~rT-i-i-r-i-|-rn-|-rT-i-|-rn-i"ri-|-rT-i~i-r-i-|-| i i i i i i i i i i i i i i i i i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

--t-i-i-t -1-1-1- 4-1-1-4-i-i- + -t-i-i-4-i-t--^-i-i- + -t-1-4 4-1-t- 4-i-i-t-i--i--t--i-i-i i t i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

_ 4 -1 - 1- 4 -1 - 1- 1 I-I-1-4-I-I-4-J-I-4 4-I-I-4 -1 - U 4 -1 - 1- 4- 4-1-1- 4 -l-U 4 _J _ |_ 4- -1 — 1— 1 III Ill 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I I | | | I I

-l_l_l_iJ-l-LJ_l-L-l_l-UlJ_l_LJ-l_LJ_l-Ll_l-l-LJ_l-LJ_l_l-lJ-l_l.J-l_l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 II 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I I I

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 • 1 1 1 A/t .1 j 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | 1 1 1 1

-T"-i"rTn-rrn_i"rJ_i-rT-i-rri-|-r-r-|-rTn-rri-|-ri-|-rTT-rrn"i_ri-|-rT-|-|-ri_i_i

-t-|-t-+-1-|-t- —11—1 — iW-f —1 — h— -I-—1—1— I--t—1— I--T —1 — 1— -I-—1—1— 1--t—1— I— "t —I— 1— + -1—1— 1--I—i-r--t—1— (— -r—1—1— T--I—1— 1

i I i i i i i ILIA i i i i i i i i i i i i i i i i i i i i i -4 -1-1-4 -4~I-K4^I|M -4 -l-l- + -4~l-+-4--l-l-4-l--V~+-l~l-t-4-l-K4-l-l-4H~t-44-t-l- 4-1-1-4 -1-I- 44-1-1

1 1 1 1 1 1 1 1 V 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

-4_l_l_4-J_l-l-4_l_l-a_i_l_4_l_l_I-J_l_l-4_l_l_J-_l_l_i--l_l_l-J-l-Ul_l_l_l-J_l-l-4-l_l-l-l-l-l-_l_l-l Ill 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I ||

-JJ.LUJ.LJJ.LJJ.LIJ.LLJJ.LJJJ.IJJ.I JJ.LJJ.LIJ.LU.LLJ.LLIJ.LLJJJ

) 10 20 30 40 50 60 70 BO 90 100

time (msec)

FIGURE B-l. FS 200 LEFT WALL VERTICAL ACCELERATION (750 g RANGE SENSOR)

250-

200"

150 "

100 -

1 50- c o

1 o- a>

8 -50 »

-100

-150 "

-200 -

-250 -

(

-T-i-rTn-rri-|-r7~i-rTn-rrT~i-rTn-rTn-|-rT-|-ri-|-rTn-|-ri-i-ri-|-rT-|-rr-T-|-i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

--t~i-i-+-t-i-t--i-i-i-4-i-i- + -i-i-t--i-i-i--t-i-i--t--t-i-+--t-i-i-4-i-i~ + -i-i-t--i-i-h-t-i-i- + -i-i-t--i-i-i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i ii i i i i i i i i i i i i i i i i i iii

-4-I-I-4-J-I-I 1-1-1-4 -1- 1-44-1- 44 -I-1-4-I-I-4-I-I-44-I-1-4-I-U4-I-I- 44-1-1-4-1-1-4-1-1- 44-1-1 II 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | | | | | | | 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ||

.l_l_l_lJ_l_LJ_l_LJ_l_l_lJ_l_LJ_l-La_l_UlJ_l_lJ_l_LJ_l_Ll_l_l_l-J_l-LJ_l_UlJ_l_l.J_l_l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Ill Ill

_ 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 l_ 1 J 1 |

- T -i_r T -l -r r|rt-iTr P/yilf Vf1 _i~r-|-i~rT~i-TT-i-rr-i-i~r-t-|-rTn~rr-i~i-r-i-|-rT-|-rr-i-|--|

-•t-i-l-t-i-i-t- —1\— i -J t--f-i-i-i--i-i-t--t-l-i-i--t-l---T--t-i-l--t-l-i--r-i-t-T-i-i-t--t-i-i—i-i-r-t--i-i~t--i-t-t

_4_|_|-44-l_) 1+7- 1-4 -l-l- 4-4-1-1-4 -1-1-4-1-1-4-t-l- 44-1-1-4 -I-I- + H-I-I- 4-1-1 I-I-I-4H-I-44-I-I

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | 1 1 | | | -4_l-l-4J-l-l-J_l-L4_l_l-4-l_l_LJ_l_l_4_l_l_4-l_l-4J-l-L-a_l_l_l-l-l-4 4_l„L-4_l_l-l-l-l_l--i-l-l

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 -I'll Lllllllll'IIIIIIIIJIIJIIlllLJilJIIllll-JII

} 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE B-2. FS 260 RIGHT WALL VERTICAL ACCELERATION

B-2

MINOR CLIPPING DATA

250 ■

200'

150-

100-

ra 50- c o

-Tn_rr-i_i~rT-i_rrT" i i i i i i i i i i i i i i i i i i i i i i i i

—r—i — i— t--i—i—i—r—!— i— t--f- i i i i i i i i i i i i i i i i i i i i i i i i

-+_|-l-4--t-l-l- + H-l-t--*-

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 t t 1 I 1 1

-4-4-|_ 4.-4 -I-I- + 4-1-4-4- 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

_j._i_i_j-j_i_ua._i_i-La. i i i i i i i i i i i i i i i i i i i i i i A i

i-rT-i_rn-i-rT-|-i-nn_rTT-i-rT-i-rn-i-rT-i-rrT-|-rT-|_ri i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i—i-i—i—i— i—t—i — i—i—i—t—t—r—i — I—1—i—I—i—r—t — I— 1—r—i—I—r—i—i— i—i—i—i—t--i—i— 1 i i i i i i i i i i i i i i i i I I i i i i I I I I i I I i I I I i I I i I I i i i i I I i i I I i I i i i i I i I I i I

-|—l-H 1— 1— t--+—1—1— H 1— 1— 1 f—1 — 1 h-1 -1- l--t-l-l-'l-4-l-l- + -i-l-t-4-l-l- + H-l-l 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Ill 1 1 1 1

_t 1 -»- —■ — ■— 1-4-1 -1-4-4-1- 1-4-1 -1-4-4 —1— 1— -t- —1—1— 4-—t—1— 1— -4- —1 — 1-4-4 -1-4-44-1- 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Ill 1 1 1 1 1 1 1 j_lliJ _|_J l_l_b 1 F_l_l L_l_l— J l_l_l L_l_l— J^ l_l_l L_l_l_l^ l—l—l 1 l—l—l

l 0" cu m

8 -50- o

-100-

-150-

-200

-250

i i i i ~ VAi i i i i i i i i i \i i i i

ffl, !! i li^TvM Nf^Till'fYTiTTTT^ H iiiiiilii.

7UW| III i i i i i i i i i i i i i ii i lv i i i i i i i i i i i i i i i i i i i i i i i i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

i i i i i i fS i

i i i i i i i Y I

~ 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I i 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

i i i i i i i r i i i i i i i 1

- T -|-r r T -|- r T i i i i i i i i i i i i i i i i

1 1 1 1 I 1 I 1 I 1 1 1 1 I I 1 1 1 1 1 1 1 I 1 1 I 1 1 1 1 1 I I I I I I I I I I I I I I I I I I I I I I I I I I -i-r n "|-r T 1 -r n -i_r T "i -|- n ~i-r T i -|- r T n-r n -|- r T -1-r n -i~r T T_r l

i i i i i i i i i i i i i i i i i i i i i i iii i i i i i i i i i i i i i i i i i i i i i i i i

0 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE B-3. FS 260 LEFT WALL VERTICAL ACCELERATION

10 20 30 40 50 60

time (msec)

100

FIGURE B-4. FS 260 LEFT WALL SEAT TRACK VERTICAL ACCELERATION

B-3

MAJOR CLIPPING DATA

250-

200 "

150 -

100-

3 50 - c o

53 n ■

-"7-n_rrn-|-rTT-rrT-|-rT-|-rr-i-|-rT-i-rr-i-i"-rT-i-|-rT-i-rr-i-|-ri-i-|-i-T-|-rT-|-ri

- t -i - i- T- -i -t- r T -i - i- r-t-i-i- t -i-i-r-t-i-rr-i-i-rt-i-rT -i-i -- r -t -1 - r r-1 -i- r t ~1 -1- r -t -i- t- t -i -i- i

--t■-^-l-t--^-l-H + H-l-^-^-!-^-+^-l-^--^-!-^- + ^-l■~t--+-l-^-^--^-l-H-^^-!-^^-l-t--tH-l-^--^-l-^- + ^-l-^ 1 1 1 I 1 1 1 1 l 1 1 1 1 1 1 l l l 1 l 1 l l 1 1 l l l l l l l 1 1 1 l 1 1 l 1 1 1 l l 1 I 1 1 1 1

— -* —? — 1— 4- -4 —1— l— -»- —)_(_ *_-* ^|_k_ 4- _(_|_ |_ _» „1—|_ + _)_|_ »_ ^ _)_|_ 4_ _4„]„ ^_ ^. _<_(_ ^ —( —1— k- -1- —1—1— t_ -4 _j_|_ _|_ _(_(„ J

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I I I | | | | _a_l_l_i.J_l_LJ._l_l_L _ll_l_ U -L -1 -l-.ll-l -1-l-l-J_l_LJ_l_l_J._l_l_Ui_l_l_lJ_l_UJ._l_l_L-i_l_UXJ_l_l

1 1 1 1 1 1 1 1 1 1 1 ,ll 1 1. 1 1 1 All 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 | | | | |

— 8 -50- n

-100-

-150-

-200-

-250 -I (

i i t i i i i\ i i t ill i yi V■ i i i! 1111 wly il r i i y i i i i i i i i i i i i i i i i i i i t i i i i

1 i i i i i i i i i ! I I I I I I I I I I I i ' i ' ' ' ' ' ' ' ' ' ' ' ' ' ' '

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I i i i i i i i i i i I I i i i i i i i i I i I I i i I I i I i i i i I I I I I

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

"TT-rrT-i-rTn-rrT_i_rTn-rn-i-rT-i_rr7-|-rTT~rrT-i-rn-i-rT-i-rrT-|-rT-|_ri i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

) 10 20 30 40 50 60 70 80 90 100

time (msec)

FIGURE B-5. FS 200 LEFT WALL VERTICAL ACCELERATION (100 g RANGE SENSOR)

40 50 60

time (msec)

90 100

FIGURE B-6. FS 260 FLOOR SEAT TRACK LEFT VERTICAL ACCELERATION

B-4

mw^m^rx **w »iom*frwjw w low-wing beechcraft 1900c 19-passenger commuter airliner fuselage was...

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