Development of an energy-absorbing passenger seat for a transport aircraft

Commercial air transport passenger safety and survivability, in the event of an impact-survivable crash, are subjects receiving increased technical focus/study by the aviation community. A B-720 aircraft, highly instrumented, and remotely controlled from the ground by a pilot in a simulated cockpit, was crashed on a specially prepared gravel covered impact site. The aircraft was impacted under controlled conditions in an air-to-ground gear-up mode, at a nominal speed of 150 knots and 4-1/2 deg glide slope. Data from a number of on board, crash worthiness experiments provided valuable information related to structural loads/failure modes, antimisting kerosene fuel, passenger and attendant restraint systems and energy absorbing seats. The development of an energy absorbing (EA) seat accomplished through innovative modification of a typical modern standard commercial aviation transport, three passenger seat is described

Light airplane crash tests at three pitch angles

Three similar twin-engine general aviation airplane specimens were crash tested at an impact dynamics research facility at 27 m/sec, a flight path angle of -15 deg, and pitch angles of -15 deg, 0 deg, and 15 deg. Other crash parameters were held constant. The test facility, instrumentation, test specimens, and test method are briefly described. Structural damage and accelerometer data for each of the three impact conditions are presented and discussed

Light airplane crash tests at impact velocities of 13 and 27 m/sec

Two similar general aviation airplanes were crash tested at the Langley impact dynamics research facility at velocities of 13 and 27 m/sec. Other flight parameters were held constant. The facility, instrumentation, tests specimens, and test method are briefly described. Structural damage and accelerometer data are discussed

Impact dynamics research facility for full-scale aircraft crash testing

An impact dynamics research facility (IDRF) was developed to crash test full-scale general aviation aircraft under free-flight test conditions. The aircraft are crashed into the impact surface as free bodies; a pendulum swing method is used to obtain desired flight paths and velocities. Flight paths up to -60 deg and aircraft velocities along the flight paths up to about 27.0 m/s can be obtained with a combination of swing-cable lengths and release heights made available by a large gantry. Seven twin engine, 2721-kg aircraft were successfully crash tested at the facility, and all systems functioned properly. Acquisition of data from signals generated by accelerometers on board the aircraft and from external and onboard camera coverage was successful in spite of the amount of damage which occurred during each crash. Test parameters at the IDRF are controllable with flight path angles accurate within 8 percent, aircraft velocity accurate within 6 percent, pitch angles accurate to 4.25 deg, and roll and yaw angles acceptable under wind velocities up to 4.5 m/s

Impact data from a transport aircraft during a controlled impact demonstration

On December 1, 1984, the FAA and NASA conducted a remotely piloted air-to-ground crash test of a Boeing 720 transport aircraft instrumented to measure crash loads of the structure and the anthropomorphic dummy passengers. Over 330 time histories of accelerations and loads collected during the Full-Scale Transport Controlled Impact Demonstration (CID) for the 1-sec period after initial impact are presented. Although a symmetric 1 deg. nose-up attitude with a 17 ft/sec sink rate was planned, the plane was yawed and rolled 13 deg. at initial (left-wing) impact. The first fuselage impact occurred near the nose wheel well with the nose pitched down 2.5 deg. Peak normal (vertical) floor accelerations were highest in the cockpit and forward cabin near the nose wheel well and were approximately 14G. The remaining cabin floor received normal acceleration peaks of 7G or less. The peak longitudinal floor accelerations showed a similar distribution, with the highest (7G) in the cockpit and forward cabin, decreasing to 4G or less toward the rear. Peak transverse floor accelerations ranged from about 5G in the cockpit to 1G in the aft fuselage

The Large-NN Limit of the Two-Hermitian-matrix model by the hidden BRST method

This paper discusses the large N limit of the two-Hermitian-matrix model in zero dimensions, using the hidden BRST method. A system of integral equations previously found is solved, showing that it contained the exact solution of the model in leading order of large $N$.Comment: 19 pages, Latex,CERN--TH-6531/9

A Multi-Membership Catalogue for 1876 Open Clusters using UCAC4 data

The main objective of this work is to determine the cluster members of 1876 open clusters, using positions and proper motions of the astrometric catalogue UCAC4. For this purpose we apply three different methods, all them based on a Bayesian approach, but with different formulations: a purely parametric method, another completely non-parametric algorithm, and a third, recently developed by Sampedro & Alfaro, using both formulations at different steps of the whole process. The first and second statistical moments of the members phase-space subspace, obtained after applying the three methods, are compared for every cluster. Although, on average, the three methods yield similar results, specific differences between them, as well as for some particular clusters, are also present. The comparison with other published catalogues shows good agreement. We have also estimated for the first time the mean proper motion for a sample of 18 clusters. The results are organized in a single catalogue formed by two main files, one with the most relevant information for each cluster, partially including that in UCAC4, and the other showing the individual membership probabilities for each star in the cluster area. The final catalogue, with an interface design that enables an easy interaction with the user, is available in electronic format at SSG-IAA (http://ssg.iaa.es/en/content/sampedro-cluster-catalog) website.Comment: Accepted for publication in MNRAS. 9 pages, 3 figures, 6 table

Multiwavelength analysis of the young open cluster NGC 2362

We present a multiwavelength analysis of the young open cluster NGC 2362. UBVRcIc CCD photometric observations, together with available data in the Chandra data base, near infrared data from the Two Micron All Sky Survey (2MASS), and recently published Halpha spectroscopy were used to get information about the evolutionary stage of the cluster and the main physical properties of its stellar content. Cluster membership is estimated for every individual star by means of ZAMS and isochrone fitting. The cluster is confirmed to host a richly populated pre-main sequence (PMS), and to contain a large amount of X-ray emitting stars, which reach from the PMS members of GK spectral type, up to the most luminous OB type main sequence (MS) members. The PMS cluster members show no significant age spread, and the comparison to both PMS and post-MS isochrones suggests a younger age for the more massive MS than for lower mass PMS members. The analysis allows to asses the validity of currently used pre-main sequence evolutionary models, and supports the suggestion of a well defined positive correlation of the X-ray emission from PMS stars with their bolometric luminosity. Clear differences are found on the other hand, between the X-ray activity properties of MS and PMS cluster members, both in the relation between X-ray luminosity and bolometric luminosity, and in spectral properties as well.Comment: 1 gzipped file: 1 tex file with 9 pages text. 5 ps files with figures. Submitted to Astrophysical Journa