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UNCLASSIFIED
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AD243159
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FROMDistribution authorized to U.S. Gov't.agencies and their contractors;Administrative/Operational Use; JUN 1960.Other requests shall be referred to WrightAir Development Center, Wright-PattersonAFB, OH 45433.
AUTHORITY
AFSC ltr, 4 Jun 1968
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ARMED SERV!'ES TECHNICAL INFORMATION AGENCYARLINGON HALL STATIONARL!NG% 12, VIRGINIA
NOTICE: When government or other drawings, speci-fications or other data are used for any purposeother than in connection with a definitely relatedgovernment procurement operation, the U. S.Government thereby incurs no responsibility, nor anyobligation whatsoever; and the fact that the Govern-ment may have formulated, furnished, or in any waysupplied the said drawings, specifications, or otherdata is not to be regarded by implication or other-wise as in any manner licensing the holder or anyother person or corporation, or conveying any rightsor permission to manufacture, use or sell anypatented invention that may in any way be relatedthereto.
AICTR 69.775
DEI.ELEKAIVK BAG STUDY
JUNE IM,
WRIGHT AIR: DEVELOPMENT DIVISION
WADO TR 59-775,
DECELERATOR AG STUDY,
Stephen L. Tomoeak
The GOLoodyear Tire & Rubber Company,Akron, Ohio;
Special Product Development.Departmtent
JUNE 1980
Aeronautical Accessories LaboratoryContract No. AF 38(600)-30025
WRIGHT AIR DEVELOPMENT DIVISIONAIR RESEARCH AND DEVELOPMENT COMMAND
UNITED STATES AIR FORCEWRIGHT-PATTERSON AIR FORCE BASE, OHIO
100 - Aug"~it IMO - 44.4317
FOREWORD
This report was prepared by the Special Products Departmet of tno Uoodyeor
Tire & Rubber Company, Akronp Ohiop ror the Aeronautical Accessories Laboratory
of tADD, ikt Wight-Patterson Air Force Bass, Dayton, Ohio. Mr, Gordon Light
and Mr, A, . Varble served toa Air P'orce Pojeaot Engineers. The design study
and development of the airbags was authorised under Contract No, A? 33(600)-
3082. The study was started on 20 June I5 and completed on 27 August 1958.
Included among those who ooperated in the study and development of the
report werei Messrs. 0. T. Witti, St L, Tomosak and K, R, Miller, Development
Engineers of the Goodyear Tire & Rubber Company. The assistance provided by the
personnel of th* Aeronautical Accessories Laboratory of WADD and the funding
support by thes Quartermaster Research and Engineering Comand, Natick, N1as. is
gratefully aokmowledged.
WADQ 5~9-77$
Ui
AflS'rAOT
An attempt to improve the offiolenoy of airbag doooloratoro leads to a
thorough study ond analyois of tho preoent berrel-ahaped bo.s, An ovaluation
oil those begs and airboi deoelerator requiromenta roesults In o new oylindrical.
shapod beg. Methods of pressure metering Lre discussed and a now, highly
promising vuriable-diomotor oriflice is inoorprated Into the aylindr'oal
ba;. An evaluation of the data obtained from drop ests of the new bas
ir,dioatee that tho effidionoy has been inoreased conmiderably over that of
previous airbage.
?U13LXOAr OIN rMVrEW
This report has been reviewed and Is approved.
Ohiet, Parachute BranchAeronaut ical Aooeseorioe LaboratoryDirectorate of Laboratoriep
WAD TH 59-775
ill
11 Introduoctione s oe ss t
11.! A ir~bo Mechanics '
O O O ~~~TBLO O 0 O O Og)OO bOOO iO00
EInergysumsn on . . . . o . . . . o . . . . o . 2
Pressuro and Reaotion IlLstory . . . ........... 3
MannArea versus Orifice Diameter . . ..... o. ., 5Stroke and Bag Height ,,o,,o,,,,,,,,,,,,
Bag Diameter 6
DieouOsionofoPerformanoeOtws ........ .. . 6
Aaximu mDeceleration ... *........... . 7
MaximumPressure . . . . . . . . . . . . . . . . . . . 7Orifioe 9 9e 8
C orrelation . , . . * . . . . . , , . . . . , . . , . . , 8
Loading Range ......... ...... .. ,... 1
III$ Recomndd Bag eign....., .. 1.2
Airbag Oonstru ction . .. .......... 1.2
Tent Reooonend~t ions s L)
Proposed Toot Sohedule , .,.,. , , . ,
Toot Procedure . o . o . . , . . . . . . . . . . . 1.4
Discussion of Results ......... .o. 1.5
The Orifice Function o Tei . e ... . . . . . . . .
WADO TA 59-73
Loading Rang e Data . .... 19
A L bag Eff i.oenoy , . . . . . . . 2 . . . . 0
Comparison of Test Numbev ll 3.2# 13For The feofVOf D'op heighto . . . . ., ., ., , 22
Comparison of Tent Nuvmbers 1+, 15p, arnd21 Vor'The Effect Of Weight . , . . . . . . . 2.
Oomparison of Test Numbers 18, 22,- 23For The Effeot Of Orifice c'id Plug 'io.. . . . . . 2
Comparioon of Statio Drop With Actual
Parachute Drop Test *. ..... ...... ,.. 23
Aiz'bi oonfiguratton . 24
Brag P e ntion . . . . . . . . 2 . . . .$. . . . . *
Prepresmuriation . . . .... . ,. ,, •,. 26
Discussion . . . . . . . . . 6, . . . . . . . . . 26
Iv, Material Study ~ ~ ~ ~ .. m 28
Pressure 28
mepq+, 'Use ,oo,••,,,,,,,,oo o 28
boope xFe'Us . . . . . . o . . . . . c . . .. , . a 28
OehmanColdTorsion odulus Tet 2.. . . . ... e 8
Paeokagability . . . . . . . . . . . . 3 . . . . . 0 . 30
Bag Components . .. 30
SADC TH 59-775
v i
LIM OF U.MLUSTRATIONS
1 Orif ioe Flow . . , , . . .* * .* o * , .* I
21 Volume and Area vs. Stroke 38x4434 Barrel *.*,, ** 32,
3 P i a 0 e o' ee $ $eg e of # ai 33
4 Correlation- Theoretioal vs. Tesot Drops 3 4 . . o . • 34
5 Moan Area vs. Orifioce Diameter for Optimum Performanoe . * 35
6thru WOLM53-147 Drop Testt .......... ... 36is
19 Correlation - Theoretioal vs. Drop Tests . . 49 . , . . 4920 I fedt of Blowout Pressure 50 . . .
21 Single Bag Tet Rig for ree Fall Drops . . .... o. 51
22 Multiple Beg Test Rig for Free Fall Drops , , , , . , . , 52
23 Stroke Oomparlson of Timu NOme 11, 12 and 13, . e , , L 3
24 Velooity Comparison of Teats Woo, lip 12 and 13. . o . 54
25 VelooityVComparison of Tests Nom. 14P 15 and 21, o . . 55
26 Work Curve Comparison of Tets No. 14, 15 aic 21. . s 56
27 Velooity Comparison of' Tests Nos. 18, 22 and 23. . . 6 57
28 Comparison of Work Curves for Tests Hos. 18, 22 and 2) . . 58
29 OoldTeperatureTorson . ., ... ... ... 59
30 ColdTemperature Torsion . @ , . , .. .o .. 60
31 oldTemperature Torsion .. . ........ .a ,. 61
32 Teat No, 17p Pressure vs. Time . . . . . . 6 2 . . • , 6
WADU TR 59-775
vi i
LIT OF ILLUSTUATIONS (aont'd)
33 Test No, 17, Do celeration, Voaooity, 6troke vs. ?in . . . 63
34 Test No, 17, Q's vs. tA'oke . . . . . s s s . * . . . . . 64
35 Tost No. 17, Work vs. Ot.oke. , . . , , . . , . . . . . . 65
36 Test No, U1p Pressure vs. Tim 66
37 Test No. 11, Deoeeat.ion, Velocity, Stroke vs. Tim... 67
38 Test No. 11p Q's vs Stroke . s . . . a . s a a . . . . . 68
39 Test No. Lp Wo,,k vs. Stroke. . e . o e . e o o • . . . 69
40 Toot No. 12, P'essure vs. Tim...... . . . . . . 70
41 Test o. 12p Deceleration, Velocity, Stroke vs. 7im... 71
42 Test No. 12, Q's vs, Stroke , . . . . . . . . . •* . . 72
43 Test No. 12, Work vs. Stroke. , . a * , , , , .... . 73
44 Test -No. 13 Prossure vso Tim, a o a , * .s a .0 9 9 74
45 Test Noe 13, Deceleration, Valooityp Stroke vs. Timo . . 75
46 Test No. 13 0's v6 s Simoke . . . . . a , o , , • . 76
47 Test No. 13, Work vs. Stroke. . 77,
48 Toot No, 14p Frossure vs, Time, . . o , ,, . . * . 76
49 Tet No. 14, Deceleration# Velocity, Stroke Vs. Time. ON7
50 Toot No. lp QS vS. Stroke o . a s s @ ,, .s a o , so
51 Test NO- 14, Work vs, Stroke, . a a a a a , , a . 81
R2 Test No, 1l5 Pressure vs. Tim. . . . . . . . 82
53 Test No. 15p Deooleation, Velooity, Stroke vs. Tim. . 83
WADU 112 59-177*5
Vill
LIST OF ILLUSTRATIONS (Gont'd)
54 Test Nos 15,0 e vs. Stroke . , . . . . . . , * .. * ,, 84
55 Teot Nos 15, Work Yoe Stroke* a . . o . o o I . . , . . . 85
56 Test No. 21, Preuriau vs. Time. ...... , . . . . . 86
57 Tom No. 21, Dooeleration, Velooityp Stroke vs, Tim. o . 87
58 Toot No. 21, ag v, Stroke . . . o . , . . . . d . ,
59 Toot No. 21p Work vs. Stroke. . . , . . , . o . . . . o , 89
60 Tot No. lp Pressure vs. Time.. . so , . . , a o o . . . 90
61 Test No. 18p Deceleration, Velocity, Stroke vs, Tim, . . 91
62 Tot No. 18p 0' v,, -Stroke . . . ..... . . . . . 92
63 Tot No. 18, Work vs. Stroke.. , . . . . . . . . . . . o 93
64 Tot No. 19p Pressure vs. Ti...... , . .a.... , 94
65 Tot, o 19, Decoleration, Volooity, Stroke vs. Tim. . . 95
66 Toet No, 19p tlo vs. Stroke a . e s e * , . e e e e s a e 96
67 Tet No. 19, Work vs. Stroke. . , . . . . . . 1. . 97
68 Test No. 20p Pressure vs, Tim, . . . . . , . . o o o .. 98
69 Tet No. 20, Deceleration, Vel'oity, Stroke vs. Tim.. . 99
70 Tet No. 20,'0'a vs. Stroke a . , , .o., ., 100
1 Tost No. 20p Work vs. Stroke, , , , , , . , . , . . , 10
72 Test No. 22, Pressure vs. Time. 0 . . . . o . o . o o .
73 Test No, 22p Deoelera+tion, Velooitr, Stroke vs. Time, , 103
74 Toot No. 22p Gos vs. St+roke ... , .. ,+.,,,,. 104
WADO TR 59-/775
lx
LII' OF ILLUM TIONS (Cont'd)
75 Test No. 22, Work vs. Stroke. . . . . . . . . . . ., . . 105
76 Tet No. 23, Pressure ve, Tim . . . . . . ,. . . . . a . 106
77 Test No. 23, Deceleration,, Velooityp Stroke vs. Time . a 107
78 Test No. 23, Q's vs, Stroke . . . . . . .. . . ... . 108
79 Test No. 23, Work vs. Stroke . . . s . . ,*.. a. 109
80 Tea . . . . . . . . . . . . 11081 Test No. 2, Deculer.ation, Velooity, Stroke vs. Time . . . 111
82 Test No. 25p G's vs. .&'oke . . a a , . . a . . . * .. 12
83 Test No. 25, Work vs. t .oke . . . , . a . * . 13
84 Tet No. 30, Pressurevs.Timo. .......... .. 14
85 Tet No. 30p Deoeleration, Velooity, Stroke om. Time . a . 115
86 Tet No. 30, G's vs. Stroke . . . . . . . . a a . 116
87 Teet No. 30,Wpork vs, Stroke . a * . .. a. 167
88 Test No. , Pressure vs. Timn . . . a... a. ., 118
89 Test No. Pressure vs. Tim. . .. . . 119
90 Test No. 5,, Deceleration, Velocity, Stroke vs. Timea.a. 120
91 Test No. 50 O's vs. Stroke . . . a . a . a a a a a . . 121
92 TesteNo. 5, Work vs. Stroke, . . . a a . . 122
9: BArrel-Shapod Airbag ,Mounted In Free-fall Testing.... 126
94 Cylindrioal-Shaped Airbag With The Variable DiameterOrifioe and Blow-Out Plug. e .a a. a a a . a a 127
95 Oylindrioail-Shaped Airbas Mounted in Free-Fall Test Rig o 128
WADO TR 09-775
LIST OF TABLESB
is Singe Bag Tet Data .... 4 .... 123
III Four Bags Test Data .... ,...*. .**** 124
III, Effici~ency Reowlts of Drop Tonto 125
WADO MI 159-77 5
LIST OF SYMBOLS ND DFa WIITIONS
AO Area of oontaot otwon bag tnd platform , . ft2
Am Man aro bagg.........a ft2
Ao A.oa of orifioe a ft2
a Fltform aooioratiLon (vortLoal) , , . . , , . ft/eo2
an Plzatformnaolr:to ~~o~&. ft/eeo2
av Subsoript for avorage value , . . , . . , . . .
b Suboorlpt pertaining to bv , , . . , , , , .,
D Orifioe diameter inc. ... , . ,.. , nohes
Lo. Kinetic energy of platform at point of bag oontaot ft #with ground
F Net foroe on platform by bag ,.,, ..,, ., ponds
g Aooeleration ofgravity ,.... , ,., .
a Multiplier of weight or go . o .a , o o ..
Qb Bag reaotion in term* of "0" units equal to bag.reaotion/weight of platform
ON Platform deocleration in terms of "G" units, .
hf Bag height. , , .. , .a , a , ,. ft
hi Bag height *o . .* o @ o , o o @ inches4 fiiency , avg/mx.1 a4
P Bag presmure above atmospheric . . . . . 2 . . o o
PO Bag pressure at point of orifioe opening . . . . . psig
p As subscript pertaining to platform . . . . . .
WADO TR 59-4?5
xii
LIST OF SYMBOLS jiND DMFINITIONS (Contid)
lb Bag reaction poinds
Rg Oround reaotion .. ,.........,., . pounds
Sf Diatanoe to stop platform . .. . . . .. feet
si Distanoe to stop platform . a o . o * . . . inohes
0 Distanoe of platform penetrates ground . , . . . feet
t Tl e o . . . . . . o 4* 0 a . O 0 O 1 a 0 . . seoonds
V Bag volum 6 a * . ****.*a ft3
v Platform velooity (vertioal) . . . . . .a . , ft/eO
Vh Platform velooity (horisontal) . . , a . . . . . ft/ea
w Weight, of air in bag . . , , .1 , . . o pounds
W Weight of platformpr a ....... .. pounds
Wk Work , . . . . . . . . . . . . , . .
WADI TA 59475
so-04>
~aJaJ
WALJOf w1R,,9?1jX
1. INTRODUCTION
A load carrying platform descending via parachute must be brought torest upon ground contact without too great a deceleration and withoutexossive bouncingo
The airbags, contained in the platform$ must be capable of absorbing al1deceleration forces without rebound in excess of 12 g encountered in makingground contact at a vertical velocity of 30 fop.s. and a horimontal velocityor up to 51 fo.p.s The materials used in the airbags require operation ofthe units throughout the temperature range of -40F to p 1600?. Although-the airbags we never tested to theme extremes of velocities, actual airdrop tests were aooomplished at vertical velocities of 30 f,pose oombined withhorisontal velocities of 32 fo.p.s,
To satisfy the objectives, the study has been broken down into two primary
divisions as follows:
1. The design and development of present deoelerator s
In this phase of the study the design and developmnt of thepresent airbag decelerator is investigated, utilizing avail-abledata specified in Technical Memorandum Report WOL -54-5,Technical Notes WCL-53-147 and WOL&-544, Lockzheed AircraftCorporation Report MR546 Gelao 0,3, and Stanley AviationCorporation Reports 43)-nd 119, to establish basic theoriesapplicable to this configuration end to obtain olearly defikiedengineering design criteria capable of predioting performance ofthe end items
2, New configurations and methods of pressure metering .
Now oonfigurations and methods of pressure metering are invosti-gated to establish basic theories and engineering design data foran optimum pneumatic decelerator configuration. The retardationcycle is studied from the data compiled to determine the optimumairbag decelerator oonfiguration compatible with current require.menti, and to establish theory and design data for a now configu-ration for various applied loads and ground impact velocities.The following conditions are consideredo
a. The influence of bag configuration on pressure metering,be Investigating partitioned bag employing various simes of
orifice between inner cellsoo, Investigating suitable orifice metering devioes.d. Influence of bag configuration on platform toppling.s. Efficiency of bag oon igur4tion when dtaplaood or rotated
from normal extended position due to horisontal ravol of theplatform during the retardation cyole*
anusoript roleosad by the outhor Deoeber 1959 for publioation 'ic a WADDWADO TR "9-775 Teohnio0,1 Aeport,
1
11. AIR BAG MluCflJlS
A disoussion of the mechanics involved follows together with a theoreticalanulysis of the present airbag decelerator.
nerav sunmtionus
Energy input by platform a Bag wtkr kand ground work
Wad' g W. XSSg-.vXSg ..-.. . ........ (1)
Assuming that the platform is stopped before strLking the ground thelast term can be neglected.
Solving for the stroke necessary to stop the platforme
2g
But R Ob by definition
Therefore S . . - M-
Defining Ob-av -ytX Ob-mRx (where T is the airbeg efficienoy),
the stroke beoomes
. a -u - - m -m - uu -m - a a -m ma m a (4
To determine the relationship between bag reaotion and platform deoelerationthe force equation F w ma in used.
F Rb -W W Ax * *1- W a - - -- - (5--
g dtWhorie G& -p the platform deceleration in "101 units.
WAI)O TR 59.71752
Transponing In equation (5) and oubotituting Ob for Rb
-7-
= Ga 1, . . . .. . . . . .--- (6)
which means that the decoleration force on the platform in "os" i one unit lessthan the beg reaction in "Gs" for the vertical oomponento
Equation (4) idioaten that the stroke required to stop the platform is dependenton ground contuot velocity, the maximum allowable bug reaction, and the averagelevel of thia reaction through the bag compression stroke. It therefore followsthat the factors which affect the shape of the bag reaction curve inurt beinvestigated.
Enegsure 1%nd d~eaction hietor~ s
Bag reaction is related to bag preoure through the contact area between bag andplatform In the case of a flat contact area where tho platform area is largerthan the bag contact area.
In equation form we can than write the following expressionsa
Rb :PA0 - - - - - - - - - - - - - -. - - - - - - - - - - - (7)
* - -............ -- -- -- . .. .. . . .( )
W m
Ga X 0 b - 1 M :" 1 - - - - - - - - - - - - - - - - - (9)
For future reference we also write the following expressions of works
Wkb m 62 Rb d --- - - - - - - - - - - - - - - -. (10)
Wkp 0 _W.Y ji WS - - -- - ------- -- ()
b a Wkb ............. - - -- - - - - - - (1)
To determine the history of the pressure and reaction curves, the method ofculoulation used Is derived using baosic force equations in a step integrationprocedure for small time increments.
WiLOD TR 59-775
The atepo are as follows:
For the case with no air loa from the baig and anuuming adiabatic oompresions
1) Change in stoke 4 8 . V. At
2) At the end of the time increment A t, the new stroke = S = So S
3) The bag volums at this stroke is determined by equation or gr4phical methods.
4) With the new bag volume the bag pressure Is calculateds
P : Constant I . atmospherio
5) The average pressure over thef t tins increment is obtained
6) The area at the end of the time incremient is used to obtain the averagecontact area between bag and platforms.
7) Average bag reaction Ray = Pav x Ac
8) The net force Ff acting to decelerate the platform F : W - Ray is obtained.
9) The average velocity change then i V j.
10) Adding this ,4 V to the initial velocity gives the new velocity at the end
of the time increments
11) The next cycle of computations can then be started.
For the case with air loss through an orifice the same steps are used up through(6) of the preceding. It is then necessary to determine air flow.
The general equation for flow through Ian orifioe, st
.283 .283 . 1] W
W. OD'PQ' 2.0% 2 -Pt Vb
Where the coefficient of discharge is a variable depending on the ratio of thepressure differential between the upstream and downstream pressures. Fromexperimental work on orifice flow the expression for OD can be evolved ast
: .875 .145 0 2 \ -103 2 2 0.62, .2_ 3
The combination of these two equations is plotted and presented in FigureI1
7) With the chart of flow weight vs. bag pressure and a givn orifice areathe
amount of air escaping can be determined for an increment of time.
WADO TR 59-775
4
8) Subtract the weight of escaped air from the original weight of air at thebeginning of the time increment.
9) With the new air weight In the bogp a now pressure can be found as plottedin Figure 3.
10) The pressure averaged out for the time increment will allow for obtainingan average reaction a. in the preoeding procedure and the calculations oanbe oarried on in the same manner as before.
From the above aalculation procedure& the only remaining unknowns are therate of ahange of contact area and bag volume with respect to stroke.
The aontact area of the bagl is somewhat greater than the actual aromesectional area at a given position of stroke. For the nominal bag mise chosento aalculate from, this area, with the stroke as the variable, is expressed as,
Aoc v 3.14 A O12 61 - 0,0026 Si 2
and the volume therefore becomeso
Vb : 18.82 - o.262 Si - 0.00892,$ 1 2 0,0000732 8 1where the Si is stroke in inches. The volume and oontact area ourve is enclosedfor a 24" x 34" x 38" bag (Figure 2).
Mejn uire versus 0rifice Diaete
Dependent on the oross sectional area of the bag, the rate of air compressionis greater for larger areas and less for muller areas.
To limit pressure peaks and maximum 0 loadings then, and to maintain smilarpresoure curves for different bag sies, the orifice diameter should be varieddireotly vs. bag diameters,.
Thus, the ratio of Am/Ao is constant and establishing an optimum orifice for onebag mime will then ohow how the orifice diameter must be changed to meet optimumperformance for different bag mimeo.
jtroke and Bag Height
From analyting the theoretioal bag performance ourves it ham been concluded thatthe efficiency of the retardation cycle for optimum conditions is approximatelyconstant. This means that the stroke can be considered as a function of inputvelocity and maximum 0 loading*
But as wll be ahownp the maximum 0 loading is a function of input velooity, bagarea, bag height and orifioe area. equatio: (4,) can be rewritten ass
I m m - - - - - - - - - - -( (3)
but, QJ5:f2 .................---- --- 1
L 2g h Aothen S - f3 -hl - - -. ... ... --
AmW AD TR 9- 775
The bag height must be greater than the required stroke to insure sufficientplatform rettrdation before ground impact and to take into consideration inputvariation and ground irregulariti es uom additional stroke must/,e allowed for.It cippears reasonable to add approximately 4" to the bag heighJto acoount forthese var-ables,
Onto this must be added the paokaging depth of the platform which isapproxiiiYtely another 4", so that the final bag height will be 8" greater thanthe theoretical stroke required.
It is then aeen that equation (14) will show that tho stroke is dependent onthe orifiae area, the mean area of the bag, and the bag height. The bag area infixed by the size of the pletform, and this in turn determines the bag height,
Since for optimum performance the orifice area is determined by the mean area
of the bng, equation (14) resolves intoo
S 0 £4 (Ao)The approximation can then be made that the stroke for optimum performance
will be essentially constant, if the orifice diameter is constant.
Maximum ba, height in the caose of horizontal velocity components becomes aor Ltieal point. With a htgh horlontal component of velocity the platform willmove from abowvthe supporting bags, besides causing toppling foroes, this willmean that the bmgs could be rolled out from under the platform before the plat-form cores to rest verticAlly or approaches the ground close enough for impactfrom a reasonable drop height$
The correlation between bag hoight and allowable horizontal velocity can beobtained by drop tests.
Bag diameter is governed by three oonaiderationss
l Rate of volume change versun stroke.Bag stability as described by the ratio of height/diameter.Available packaging size as designated by the platform design.
The rate of volume changes affects the pressure build-up and deelerationbuild-up. The rate of these build-ups and their peak values are dependent onthe relief area of the orifice*
'With a large bag area the orifice opening must be increased to limit the peakpressures and deceleration loads. However# increasing the orifice diameter wouldinvolve an increaHs in stroke. The solution of bag diameter becomes a trial-and-error problem with the top limit being set by Item 3 above.
Bag stability for single bag operation would have to be considered. However)with the use of a multiple bag arrangement this factor is not as important.
WADO TR 59-7756
2iscuspion ofPerforMng Ourve
For design purposes consideration must be given initially to the maximumdecelerations and pressures occurring during the compression cycle,
The platform and its load are restricted to upper limits depending on theirvulnerability to high accelerations, The upper imt for this investigation hasbeen ,set at 13 "", which means the platform il allowed a deceleration in thevertical direction of 13 x 32,2 z 418.6 ft/sec/sec. This means that the bagreaction (from equation 6) can reach a value of 14 tims the weight of the loadand platform for vertical deceleration.
The maxim= bag reactions for a r age .of inRut conditions have been plottedagainst the dimensionless parametr Vo" V/2g h" Ao resulting in a series of pointsapproximating a straight line, (Figure 4).
These points were obtained from the theoretical performance curves where thevalues in the dimensionles parameter were the main factors influencing themaximum bag reactiono With values out ,of the range of optimum performance theresulting peak reactions were not always within the range of the mean curve drawn.This means that use of this "10" maximum curve is predicated on "reasonable"conditions of operation which will ultimately result in optimum bag performance*
The equation of this our" can be written ass
M 0 2 mAo
whore Vo is the platform velocity at the tim of bag contact with the grounds
aonsiaderation must be given to the maximum pressure developed in the bag fromthe standpoint of bsg design. There are conditions of high platform weights wherethe deceleration limits are not a governing factor but where the bag pressures maybe excessive.
By example, bag reaction : PA
:ti xC 13j a Obemax . 14
For a 2000# load this means the allowable bag reaction is 28,000 pounds. However,if the contact area at this peak reaction is 7 ft2 the bag pressure would be 278psig, showing that low decelerations do not necessarily man low bag pressures. Inthis case normal bag design would not allow a 27.8 psig pressure and the design limitwould be based on peak pressure rather than peak deceleration. Thus peak bag pressuremust be considered.
By the same method as used in developing the parameter for maximum bag reaotionpthe maximum pressure parameter was obtt. ned (Figure 4). The equation for this curvecan be written ass
?.max a 5.6x10"/j., ._&L - ... .......... (16)Aoh -
WADO T 9-7
The size of the orifice besides being a variable in the pressure anddeceleration parameters tA tied into the bag design from the standpoint ofoptimum performance.
By optimum performance is meant the most satisfactory deceleration historyof the load platform. A satisfaotory history will result in the platform beingstopped without bounce or high volooity impaot with the ground.
Bounce is a result of bringing the platform to vertlotl rest while there isstill a net upward force from the bag due to airbag pressure. To prevent bounc-ing it is not essential to roduos bag pressure to atmosphericl however, the bugreaction must be no greater' than the weight of the load Lnd platform, With anorifice that is too small a relatively slow rate of air escape will ensue, which,besides causing a high pressure and deceleration build-up, will mean that therewill still be considerable bag reaction when the platform comes to vertical rest.
The high pressures will stop the platform sooner than required (platformbeing relatively high off the ground when stopped) and the high "residual reaction"will then bounce the platform upward.
The opposite extreme of too large au orifice will result in a relatively lowreaction through the cycle since a fast air escape in relation to bag compressionwill not allow a pressure build-up.
This ieans that the platform would not be slowed sufficiontly prior to groundcontact, resulting in an impact shock, 3ee Figure 5 which shows the effect ofvurying orifice sizes
In between these two orifies limits is a range of sines which would result inoptimum performance. That is the platform would be brought to a sero or lowvelocity which would not cause impact shocks and at the same tithe the properorifice mine would have a.1lowed sufficient air escape so that the bag reactionwould be too low to cause excessive bounce.
Once this optitpum size ie established for a given bag diameter by trying outdifferent orifie sizes it follows that optimum performance f'or other bag diameterscan be predicted by direct relations
Tht, is, A :An,,
The orifice size has been assumed to be constant for this initial investigations
WADO drop tests as shown in technical reports WOL 53-147 and 54-11 indicatethat the decelerator bags used were not opened fully prior to ground contact.
Figure 6 through Figure 18 were made up from data presented in these reports.It is noted that the pressure and deceleration curves rarely atart their rise atthe instant of bag contact with the ground (nero stroke). This is indicative ofincomplete bag extension.
WADO TR 59-775 8
In ouch a case correlation with computed values in unreliable in thatpressure and deceleration peako are dependent on bag height and volume. Referr-ing to equations 15. and 161
Ob Max = f, --gVh & (i5a)
P~ ma.x Ac f2 - a-- a (16a)
where the volume V and bag height h are the values obtained with the bag fullyopen. If the bag is not fully extended then the smaller height changes thepressure and reaction histories by changing the initial point of start for theair compression.
Figure 6 through Figure 18 show that the bag height was not constant for theWADO drop tests. Since the maximum decelerations and pressures are dependent onthis height, there is relatively poor correlation between actual and predictedperformnue,
It can be shown from equation 13 that 0 max is a function of the square of theheights
0 mx f, [&.1 ad aA a a a an a a a a a a - a a ae (13)[2gh Ao
dh dh E g (5J
Ths shows that a slight discrepancy in bag height makes correlation withactual tests diffioult.
By the same tokenp it is evident that this factor of bag extension is criticaland for actual drops, it the bag extension cannot be governed oloeely, a widevariation in ' U--l.ading can be expected.
Since the peak pressures are affected by the bag height to the first powerrather than the square, it would be expected that correlation between computed andactual pressures would be better than the "il load correlation. The oorrelation L
chart of maximum pressures and "il loads (Figure 4) shows this to be the case.
Drop tests in Figure 19 show the same general correlation.
h&LJA",
The parameter charts of peak pressure and bag reaction are used to determinethe general height and diameter of a proposed bag. See Figure 5.
The required orifice sise for optim= performance can be selected from themean area vs. Do curve of Figure 5.
The given and allowable conditions of performance must be k nownr From theload being oarried, a maximum allowable deceleration may be given. The input orterminal parachute velocity must be known.
MDC TR 59"7/59
From bag manufaoturing standpoint, a miaximum allowable iresaure is determined,and from the platform beLng used a maximum bag diameter may be given.,
The design procedure 'o one of trial and error normally# where a nominal bagconfiguration is tried and, if not satisfactory, modified to give allowablepressure and deceleration peaks.
It is found that maximum platform velocities and weights will define themaximum bag height required from a unximum allowable pressure standpoint. That ispbag pressure is the design criterion for maximwa weight and velocity. On itdepends the final height of the bag to limit peak pressures.
To determine the minimum allowable bcag height, when designing where peakdecelerations are the criteria and low weights are involved, the primary concernUj the input velocity.
Jin example for bag design followss
0iven: Ikxirum allowable deceleration of /1.9 ft/oeo2, with a platform weight perbue of 250W and an allowable pressure pak of 20 psig, Terminal parachute velocityLn 30 ft/seo.
Find the proper bag height, diameter and orifice slo2o
Ga :.h~L : 1332,2
Ob . Oa'l x 14
Aouaiw an average bag area of 6 ft2. Then from Vigur, 5s
DO - 6 Ao :.-5.1
Designing to peak pressures From Figure 5 maximum allowable value for
- 35,400. Then solving for bag heightj h & LAoh Ao x 3 54O 0
h m 6o.5"
Designing to peak decelerations From Figure 5 maximm allowable value forThe : 67
Then splving for bag height, h 36.7"h) 2g Ao 140
This shows that pressure is the criterion for bag height and that a 60" biAg wouldbe required with the assumed mean area of 6 ftV,
This height appears too great particularly n that it Is not a good balance for therequired height of deceleration design, To decrease the height a second trial ismade using a 7" diameter orifioe. This requires a mean area (from fig 5) of 8A t,
WADO TR 59-77510
Using the same method as proviously,
h : 60,5 x.J .. n 4J", --" - .------- Pressure criterion49
h ~ 36.7 x _M x :36"- - ..... Deceleraition criterion
This appears to be a better balance of required heights and is in generalagreement with results of drop tests run in previous testso Prsoautio=-ry designindicates that the bag height should be increased some above the caloulated 44.5"since it has been seen that there is usually a loss in bag height due to inoon-plote bag extensions
hjLjUjjjg - Loading Ranges
The present drawings cover two bag heightsp a 40" bag and a 50" bag. From thestandpoint of obtaining a large range of platform loadings it has been concluded thatthe 50" bag is more suited, since it will take higher loading, than the 40"1 bags
A bog with an Initial volume of approximately 25 cubic feet and height of50", theoretically will handle up to 2WO with ground contact velocities of,30 ft/se. This would utilise a 711 orifice and allow for a 2 psig peak pressure.
Zxamplet From the pressure parameter charts
JJL : 35po0 .for Px w20Aoh
but J9.. n2 3.7:m 0.895 goAoh .166
from substituting values of Ao and h.
llquatings 35,500 g*.8975 So
lo 39,600 maximum allowablethen for contact velocity of 301/o
W So xL a 2 2830#900
It has been previoulsly noted that the full bag height is normally not utilisedand the maximum loading per bag Is reooended as 2500
With this same bagp used with minimum values of weight, the weight could bebrought to rest sooner. However this would mean a considerable "residul" strokeremaining, It is therefore oonoluded that though the platform weights be lessened,the orifioc mise should remain the sames
An 800// weoht at 30 ft/aeo will take up 34N of stroke before reaohing itsminimum volooity. Aftor this it Will, in velooty slowly sinoe very little bagreocion (and thus pressuro) is needed to roolat the 800#/ weight.
The minimum value of the loading range will be governed in the final analysisby the component of horizontal velocity of wind. For the lighter weights the timeof the stroke cycle will be longer since the deceleration values are lowerp andthis will allow for more horisontal travil than with shorter times,
It Is recomanded then that the minimum weights be finalimed after horisontal.drop tests are conoluded*
WADO TR 59-775, n
IL RECO MN D BAG DESIGN
Configurations Since, the barrel shaped bag is already through the desighstage and has, been tested in drops, it is recommended that a cylindrical bagbe tested.
It is felt that a cylindrical bag will have no disadvantages with respectto the barrel# and will have the advantages of simplicity and more completevolume opening. A more complete discussion of the relative merits of the twoconfigurations will be given later in this report.
For more efficient perfornanoe the ideal would be to allow for a constantpressure throughout the cycle, As outlined in a Aeroet Report * a constantpressure relief valve suitable for use in this type of a deceleration cyclebecomes a complex unit. Its precision and weight would bag Its use in the lightof the aims of Zxhibit WOLE,-l-44.
The other possible methods of approaching a flat pressure curve are describedbelowo
1) Variable Diameter:
As desoribed in the Aerojet Report, a variable diameter orifice would tendto approach a flat pressure our"e The main detrimental feature, however,is that the orifice has at all times an opening to the atmosphere. Thisis a relatively simple matter to correct with a bung-like plug whichcould be easily installed and would be blown out in the initial phase ofthe compression stroke,
The main design items on this orifice would be to establish the range ofdiameters needed to accomplish optimum performanoe, and the variationof diameter to bag pressure.
2) Jw hz
A second orifice# consisting of simply a fabric disc with a hole cut outin its center could be hung inside the bag in a predetermined position.Its hole mis woad be smaller than the main orifice of the bag. Dependenton its location in the bagp it would cover the large main orifice at apredetermined point of bag stroke, thus decreaming the air escape rate.This would, oause an increase in the pressure rise of the bag to giveprolonged bag reaction at the latter end of the stroke,
This second orifice would be brought into play after the bag pressure hadbeg= to drop. Bag toppling due to horisontal movement# however# may notallow the proper working of this method.
Air jig gonL&Xuatig
Several cylindrical type airbage with the variable diameter orice were con-struoted for test purposes. The finalimed variable diameter orifice and blow-outbung is shown incorporated in the airbag of Figure 94. This variable diameterorifice has been developed to a degree in which, though not producing a Plat pressuvehistory curvep does tend to flatten the our"ve.
41 Oontract AF 3)(038)3358, Proet XM-1l79, EA.. No., W9-4.WADO TR 59-4775 2
This orifice has been used in test drops in conjunction with another programand its levoling action has been oonVirmod. No tests to date have been made tocomparo the variation due to design size change of this orifice, However, it isrecommended that this variable diameter principle be incorporated and severalvariation on its basic design dimensiona be tested.
Attachment ollar design has been changed so that an intermediate oollarwill be used. Thin oollar to laced to the platform initially and will normallyremain fixed to the platform through the nylon lac tng. It will have snap-typefasteners on it which will accept opposite fasteners on the oollar of the bagproper. During landingp the bag will strip away from the intermediate oollar incross wind drops.
It is anticipated that, although drop tests under free-fall conditions donot exactly duplicate the constant velocity descent of parachute deliver) drop,tests will still be a criterion for comparison purposes,
From the design study the main variables are weight Luaot velocity,orifice area, and useful bag height,. It is proposed that these variables beintroduced into tests to establish correlation with theoretical parameters.
To obtain reliable results, two methods of measuring the drop historiesare recommendeds
1) Instrumentation to record acceleration and pressure versus time byoec illographic techniques,
2) Hi-speed camera coverage with timing the distance references. Theresults from the two methods of ireasuring can be compared for bettorinterpretation ahould there be some question of instrumentation.
PauLogd besAa
Three drops of each condition are reoomended to obtain an average result,Initial tests would be to determine the optimum orifice diaieter and the remain-in tsts would be using this diameter.
Following is a tabulation of the proposed soheduleo
No. of
1 3 oo 27 0 90) To determine orifice
2 3 1400 27 00 6 90 function3 1400 27 50 7 90
4 3 800 27 50 6 90 ) To determine weight0 3 2000 27 00 6 90) fun tion
6 3 1400 24 0 6 90 ) To determine velocity7 3 1400 30 50 6 90) function
WADO TR-59-775 13
No. of
a 3 1.400 27 42 6 90 ) To determine height,9 3 1400 27 42 6 90) function
10 3 1400 30 50 6 31o) To determine effect11 3 1400 30 50 6 60) of angu-ar descent
Depending on the results of these tootep additional drops may have to berun varying angular descent an velocity.,
Acceleration instrumentation should be fixed directly to the platform at it'scenter of gravity (or center of bag reaction) as well as at two other points awayfrom the first accelerometer so that a sumation of maximum aooelerations can beobtained*
Initial tests with horimontal velocity components may be instrumented tocheck horisontal 4'ooelerations to see whether these values are critical from astress standpoint.
Test ?ooduga
Two series of drop tests were oonduoted, One series covered a range ofvertical impact velooities and loadtngs for a single airbag, and the other seriescovered a system of four airbag per platform,
Each drop test was rigged to incorporate a pressure piok-up device which wasinserted Into the bag to record the history of the pressure curve in the airbagdurLng compression. Three accelerometers were located as near to the center ofgravity as possible on the load system to record the deoelerations in the X# Yjand Z axis during eoapression of the airbag. A multi-ohannel osoillographinstrument permenently recorded the pressure and deceleration. A high-speedcamora was uod on ihe majority of the tests to compare and uscertain results ofinstrumentations.
The arrangement fur the test mot-up is depioted in the sketches of F'igures21p 22 and 95,
In the single bA drop series, the top surface of an airbag wan attaohodby oord to the underside of the platform of known weight and hoisted to apredetermined height. A quick release type of hook released the platform atwhtuih time the inatrumnenttions and movie oamera began recording.
19sentiatllyp the multi-bag test ceries were conducted in the same manner asthe single airbAg seriesp except a pressure piok-up cell was included in each ofthe four airbAgs to record individual pressure curves*
In esch of the series of drop tests performed, the intent was to determinethe function of the airbag due to the variance of the variable orifioe and plugdiameters, w ight of platform, bug height, and impact velocities, The dataobtaLned for the various conditions is submitted in graph form, which wns re-oharted from the reoording ooillogrciph to doplot deacleration versus tmn indpressure varss tii. See Figures 32 through 92.
W4jO TR 59-775 14
Tables I and II are a tabulation of the data received from the instrumon-tation and movies of the drop test, In those series of drop tests only verticalimpact velocities were performed since the test facilities available at the test-ing site were not suitable to handle horizontal velocity conditions.
Did Usion of Results
A total of 14 single bag tests and 21 multi-bag tests were oonduotedihowever, to eliminate repetition, only 3 single bag tests and 11 multi-bog tootsare submitted in this report.
Throughout the performance of the tests, only minor damages were incurred bythe test bags. One airbag was ripped in a descent caused by the pressure pick-uptubes, thut were inserted into the bag, puncturing the fabric. 3me fabric tap-ing covering the flexible cables wa also loosened due to the impact during drops,which may be considered minor, since a number of drops were conducted on each bag.The low mortality of the airbaga proved out the reliability of the chosen materialued in the constructon of the airbags.
On earlier drops performed, it was noticed that aircraft cablem.girthing theairbags would tend to be too flexible for airbagB. The bag, when extended fromthe bottom of the platform# would tend to collapse on the aides, which lessenedthe air volume in the bag Iand, consequently, decreased the usable stroke of thebag. Later versions of the airbeg incorporated stiffer bead rings in lieu ofthe flexible cables, which improved the faulty deformation condition by keepingthe airbag more oylindrioal in shape during the drop tests.
There exists a dissimilarity between actual paraohute-supported and rree-falldrops in the vertical velocity of the platform and airbags. There is no accel-eration during desent by a parsohute-supported load giroo gravity attraction iscounteracted at a constant value by the parachute. Nowever, in free-fall dropo,acceleration du& to the force of gravity is present.
Instrumentation records of vertical deolerution and pressure versus time wereclearly reproduced. However, soms of the movie films on the drop toat wo-.e darkand not a-ily d.utoineuiahable, In viewing of the movies, it was noticed thatimproper test conditions existed, The bags were laced to the underside of theplatform, which could have been cause for some of thal bags to olant at groundcontact. It can be realimed that in the higher drops, especially, that the bagswould tend to iA'nt more at ground contact, when the bags were riged unevenly,due to the "ro" pr .o'ure on the airbags. On other drops, the platform wasnoticed to fall at mn angle. These oonditions could readily be ause for theslight bucokling of the airbagsl whioh, in turn, caused the edge of the platform tohit tho ground bof ore the compression oole was omplated, The ground impact ofthe odgeo of tho platform show up in the deceleration curves as high peaks, whichgenerally# lt for only a short-time duration.
Tho toet platormas used were not those speoified. The not available strokewith the 411o Pirba g wa 40" on the single bag teat, ana 361, on the multi-bagtesta, A mattor of only a few inches is involved in the apeoifiod 41" usable bagheight, but a dAfforonoe does exist. In these Urop tosts, the platform la contact-ing the grould sooner than expected. In the latter part of the stroke oyls, weare getting oro work out of the bags and i1' this part of the bag height cannotbe used, then an undosirable doceloration duo to ground impact oould oocur.
WADO'' TFR 59_773
Data obtained from the test instrumentation includes load decelerationcurves, bag air pressure curves, and movie film records of the drops.
Bag reaction (in terms of HI0I units vs, time) curves were plotted from theload deceleration ourves, From these it was possible to obtain velocity ourveso
The change in velocity during a small time increment is equal to theproduct of the deceleration and the time,
dy x a dt
But "a ft" to equal to the product of the area under the curve through thetime inoremnt and a constant whose value is. dtermined by the units of the ourve.
dv _ kXaroa
The velocity at bag ground Impaot (t - 0) was found from the relationshipv M gt . 32.2T where "T" is the time from release to initial ground impact and isobtained from the instrumentation curves.
Velocity curves were drawn for each test and were then used to obtain a strokecurve by the relationship
do : Y dtors the change in stroke is proportional to the area under the velocity curve.The stroke curves were then plotted for each test.
The work done by the bag to decelerate the load is given by equation (10).
dWk- Rbd,
But b by definitionp or Rb - WGbp therefore,
NW 82
dWkb Rbd n W Obdo
A graph has been drawn for each test showing the 4ecoleration in 1101a" plottedagainst the stroke. The value of the integral AGbdo is given by the areaunder the "0"1 curve between 2 and .. The worKVdone by the bag during anVportion of the stroke is given by the product of the weight of the load, thearea under the 1011 our"e through the stroke increment and a constant whose valueis determined by the units of the grcph
dWkb a )d X area
WADO m 59-77016
certain unavoidable errors have been introduced while oompiling theme ourvesoMeasurements of the small sections of area under the curves results in ome humanerror which is accumulative in the stroke and work ourves! i.e the stroke curvealso includes the error in the velocity curve, It will be noticed that the veloc-ity ourve does not always reach msro at the end of the stroke as it should sinceit i obtained dtrectly from the deceleration ourve which includes the peaks dusto ground contact of the platform.
It is difficult to estimate the validity of these curves. The error in thevelocity curve shows that the "0" curve is not a true indication of the verticaldeceleration of the platform. This can also be seen from the work ouoei whichshould show a total amount of work done which will be equal to the energy acquiredby the platform during the fall; ie. 1/2 my2 p ws. The error is believed to beintroduced during the latter part o the stroke when the platform begins to topple.During this time the plane of the platform is not parallel to the ground and theaccelerometers recording p rpondioular to the platform do not give the truevertical deceleration. We believe, however that the results, at least for thefirst )411 of stroke are sufficiently aoourate for our purposes here.
The ourves obtained for Test #17 of the single bag drop teriesp are in manyrespects typical of those obtained for the other tests. A sample of the oalou-lations used to determine the velocity, stroke, and work ourves is given hores
From the instrumentation records# we he the bag air pressure our"ve and theplatform deceleration in "" nita=. Since this was a free-fall test, the dee.%e-ration ourve recorded - 10 from Ae tim of release to initial bag ground impact.For our usel however, since we are interested in the bag reaction In terms of "iluniti, the ordinates of the ourve have been Increased by one unit. Thus thedeceleration of the platform and the bag rcaotion is considered to be aero untilthe time of initial ground contact.
From the instrumentation "0"t curve of Test #17 we find the time from load releaseto initial bag ground impact to be 0.660 seoonds. The initial velooity, hen isp
Vo - gt 0,02.2)(.66) : 21.25 fp,.
We have shown that the change in velocity through a time increment is given bydv v k X A where "A" Is the area under 'he deceleration ourve
We shall take time increments of .02 seoonds and we must use the area as givenunder the "il curve obtained by the instrumntation or for ease of measurement wemay use the area for the time inoremnt between the "bag reaction" 0 curve and theline 0 , 1 By inspection of the units involved on the graph and the,,rlation-ship A : Og it will be seen that,
dv m L-Q3)1.Zih where "A" is the number of squares in the area.25
Taking the first time increment (0- .02 seonds) we find that the specified areabetween the 0 our"ve and the line 0 . 1 lies below 0 : 1 and contains 18.*3 squares,
' dv: .(18.) :047
Since the ourve for this period lies below the line 0 : 1 it indicates thatthe deocelbration is negative or that the platform is aooelerating. Thus the velocityis inoreaning and its value at .02 seconds too V : Vo dv = 21.20 $ 0.47 z 21,72
WAD0 TR 59-775
This process is then repeated for each ,02 second time inorement to the endof the stroke.
The increase in velooity during the early part of the stroke is to be expectedduring froo-fafl conditions. Although the bag is exerting a deoelerating, foroepthe aooeleration of the platform is still positive (though deocreasing) for thefirst few inches of airbag stroke.
The change of stroke during a time increment is given bys
do - v dt
ors do I L X A where "A" is the area below the velocity curvethrough the time increment.
Inspection of tho graph shows that do x L A where do is in inches
and "A" is the number of squares in the area. 25
The area for the first time increment contains 268 squares
Qo 1602)j)12)268 . 5.15 inches
This process is then repaated to tha end of the strokes
The "0"1 vs. stroke graph is obtained directly from the previously drawn graphsby el.iinating the time parameter,
We have shown that the work done during a portion of the stroke is given bydWkb . kV x A where "A" is the area below the "G" curve through the stroke increment.
The weight of the load is 1385 pounds and after determining "k" from the gr.phwe have dWkb _ W (13 5) A
For the first stroke inoremnt (0-4 inches), A 4.-so dWkb caU: (1380(44) c 53 ft. lbs.
This procedure is then repeated to the end of the strokes
The movies of this test tndioatei as noted on Table I that the bag was linedup straight at bag ground contact and then buckled slightly at approXimately 50percent bag compression causing one end of the platform to hit the ground first.
The graphs drawn for this test show that after bag ground inmact the velocitycontinued to increase for o03 seconds to a maximum velocity of approximately 21.7f.p.o. at that tim 8 inches of stroke had been used and the pressure in the bagwas about 5 psig, and about 15 inches of stroke had been used. A decrease inthe rate of doceleratiop build-up can be seen here. The pressurb built up to amaxiumnu of 7.2 psog at .135 seond and a deceleration is apparent here, At thistim 31.5 inches of stroke had been used and the velocity was 13.7 fpo Thepressure and deceleration then began to decrease until .15 seconds after 34.5inches of stroke# the edge of the platform struck the ground and the decelerationtose sharply to a maximum of 85 Gp then rapidly decreased. 40 inches of strokewere uned in .23 seonds. The velocity error is apparent here*
U~DO TR 59-m775
i8
All the tests for the multi-bag series had a 38" stroke except test numbers19 and 20 whioh had stroke# of 33" and 28" respectively. The high impaotdeooleration obtained for these teots indicate that the shorter stzke is notpractical for the required loading range of thome airbags.
The Orifio. Funotion on Tot Results
The curves obtained from the tests indicate that the initial part of the air-bag compression stroke is relatively inefficient with respect to the work done dur-ing the latter part of the stroke. This im due to failure of the pressure to buildup to an effective working value during the early part of the stroke.
Figure 20 shows the effect of plug blow out pressure on the pressure curve,,The theoretical oonstant pressure required to stop a load of 1400 pounds with aninitial bag impao velocity of 30 fps is shown by the line "A". It is slightlyover 7 psi. Propressurimation of a bag im an attempt to approximate this line.The pressure: curve we desire without prepzrosuriLmation is shown by the our" "B".The normal prossure ourve obtained with the present blow ur" shcws a considerabledecrease in the rate of pressure build-up when the orifice plug blow out occurs.This indicates that a more efficient bag will result from an increased plug blow-out pressure whloh will build up an effective working pressure earlier in the strokeas shown by the curve I'". This is an attept to approxivate the curve hit moreclosely. It will be noticed that the peak pressure decreases as the blow-outprosure increases. This is because the bagr is doing work earlier in the strokethus decreasing the velocity and giving the air more time to esoape per unit ofstroke which reoults in a higher work output by the bag with low 0 peaks.
To test the validity of this conclusion the following chart was derived fromTable Is
Orifice plus Blow Out imot (AT) 0 (A,) 0Di&. Fuss (AT), _egt y) A . 2
4o5 6. 4.39 1365 25.85 6,92 12.625 645 3.33 1365 26,5 7.36 17.15 6. 3.06 1365 26.o0 780 18.35.5 6. 2.67 1385 26.2 8.65 18.7
The weights and average bag impact velocities are nearly equal for each type oforifice. The highest average blow-out pressure was attained using the 4.5"1 orificewith a 6" plug. This gave the most satisfactory results as predicted above. Theaverage 0 Max and 0 Impaot were both lower than that of the other orifice types.This mans that although 0 Max was lower, more work was done during the strokeindicating a more even bag reaction during the stroke It might be expected thatan increased blow-out pressure would increase the tendenoy for the platform to topplelhowever, the lower 0 Impact indicates that the bag stability is not decreased. The
ohart also shows the average 0 Max and 0 Impact both increase as the blow-outpressure oreaese.
Thus, the bags utilizing the 4.5"1 orifice with a 6"1 plug were the most efficientof those tested but since this type of bag had the highest blowout pressure, wecannot conclud, that this is the optimum bag configuration. It is recommendeod thatthe tests be continued to determine the optimu blow-out pressure,
Loading faiApe Ra
Two series of tests were oonduotedp each covering a range of vertical impact
velocities and loadings. The first series, conducted on a single airbs, inoludedvertical impact velooities of 21.25 fps to 311 5 fps and loadings of 185 pounds.The seoond sories had four airbags per platform with velocities of 23,6 fps to32.04 fps and loadingo ,of 1250 to 1850 pounds per airbag,
The simes of the diaphragm orifice and plug were varied during the touts con-duoted. Howeverp the majority of the teats were performed using the 6" plug witha 4" dimeter diaphragm orifice which depicted the most satisfaOtory results.
A few tests in the multi-bag series exceeded the desired 10" locing, however,In most of those cases the movies indicated poor teats for various reasons asnoted in Table Io
Then it may be concluded that tha tests conducted with the 4*" orifice and 6"plug which had a loading range of 1250 to 180 pounds and Impact velocities of21-32 fps are satisfaotory as borne out in the Mechanios section of this reports
Furthermorep in continuing the theoretical calculations, we find that the air-bags could satisfactorily fall in the range of 800-2200 pounds with impact velocitiesof 21-)0 fps.
AirbAe Affioionov
everal methods of compar:n the efficiencies of sirbags during decelerationof various loads and impact velocities are of interest.
The work done by the bag to decelerate the load is given by equation (10)s
But# R b by definition or Rb: W b
Therefore, W/. %ds : w f bdo
A graph has been drawn for each test showing tpe deceleration in Ih4 " plottedagainst the stroke. The value of the integral -X ,Obda is given by the areaunder the "0" curve on the Srph between &I and k", TLo work done by the bag duringany portion of the stroke is given by the product of the weight of the load, thearea under the "0" ourve through the stroke increment, and a constant whose valueis determined by the units of the graphs
The work required to stop the load is given by the energy acquired by the loadduring the drop.
WkP : WV1 , WS
We now have one method of determining the efficiency of the bagel that ispthe ratio of the work done by the bag to the work required to stop the load,
: Wkb
This mothod, however gives un no infornation regarding the maximum deoclera-
tion on the load during the stroke.
WAO TR 59-775 20
The maximum permissible deoeleration on the load has been met at 13 01soThis suggests another method of comparing the bags that imp the efficiency ofthe bag in stopping the load within the required limits of deceleration or 13divided by the number of "O0'" at the peak of the deceleration our, A glanoeat the deceleration curves shows that the curves all rise to a sharp peak nearthe end of the stroke when the platform topples or the edge strikes the ground,This condition would not be as likely to exist during paraohute drop because ofthe groater number of bags and the stability furnished by the parachute and plat-form,. On many of the ourve the deceleration rises to a peak duo to the decelera-tion force exerted by the bag, then bgins to deorease and then rises to a sharppeak duo to contact with the ground, We, therefore, chose to ignore the peaks duoto ground contact in the efficiency oaloulations and use what is indicated as dueto the bag,
Another method used to determine the efficiency of the bag with respect tothe deceleration on the load is givsn by the average "10"1 applied to the load duringthe stroke divided by the maxita number of "OIs" on the loads
The average "Ole" during the stroke was found by the relationship;
0AV m
This method gives some indication of how evenly the force is beling appliedthrough the duration of the stroke,
It in still desirable to find how efficiently the bag m'uming the strokesThe theoretical stroke required to stop the load without excessive deoelirationis given by;
The efficiency of the bag is then found byl
a * 0 Vo 2 Where "58" the net available stroke
U
The theoretical stroke found here is very small compared to the net availablestroke causing the efficiency to be very low, Also, the results found here givelittle indication of the bags' performance since the not available stroke Isalways used completely for bags having the same stroke, the only variable wouldbe the impact ,v.opty which would therefore determine the efficiency.
We now have 4 methods of finding the efficiency of a bag;
Wkp 0 max
The results of these methods are given in Table II.
WADO TR 59jn5 21,
The values obtained for Z, vary from 100% to 4%. The method of calculationdepends upon the acceleration our"es obtained during the tests and the accuracywith which the areas under the curves can be measured. The wide range of valuesoan be attributed to distortions imposed upon the acceleration ourves due topremature ground contact of the platforms. Oenerally speakingp however, thefigures tell how effectively the bags are doing the work required to stop theplatform,thereby giving some indication of the resultant velocity.
The reasons for the high values obtained for 1, are obvious when the method ofoaloulation and the maximum impact deoceleration fiures are oonsulted. Themajority are well over 100% indicating that they were not decelerated by the bagin excess of the 13 0 maximum speoified,.
Low values were also obtained for 33 and EA. The results of I have beendisousses and those of 33 are obvious. The latter has little meaning other thana means of showing how evenly the force is being exerted during the stroke.Certain portions of the stroke wherein little work is being accomplished such asthe initial part when the bag is compressing result in low values of 30o
Temnais o lost 1u0bgEs 1 2 ;J0 and 13 For Thg Iffeot Of Dron Heights
Tests numbers 11p 12p and 13 were conducted with all conditions of the droptest being the same except for the drop height, which was varied.
Each of the drops had a load of 1550 poundsper bag with a system of 4 bags perplatform. Test #11 was dropped from 9 ft, test #12 from 111-511, and test #13 froma height of 14 ft.
Curves of work versus stroke for each of the three drops were plotted and super-imposed on one graph shoet (see Figure 23). It is noted that'up until the bung Isblown from the bag, which occurs in the neithborhood of a 16" stroke of the bagfor each drop, the three curves are identical; denoting an equal amount of workbeing done by the bags regardless of the height from which the bags are released.This follows a general line of reasoning since up until the bung is blown out ofthe bag, a closed pressure system is had in the bag which will give the sase amountof work done by the bag.
Howeverp, after the bung is blown from the bspg the work done by the bag variesto the extent that the highest drop will create more work done by the bag at anyspecific stroke point. This change can be readily seen in observing the velocitycurves (ne Figure 24) which depicts a steeper slope for the higher velocities afterthe bung is released from the bag. So that, more work is done by the bag frombung release to complete compression of the bag,. Even though the curves for nom-,paring test numbers :1, 12 and 13 looked fairly good, which would indicatesuooessful drops, movies and test observation showed otherwise, The movies foreaoh of the tests shorsed the bags to be spread-eagled on descending from the dropheight which denotes the bags were not functioning at their best.
In referring to oomparlson test numbers 9, 11, and 16 we surmised that testnumber 31 did not do the work as should have been done. herefore, it appearsthat tests 1Up 12, and 13 were not good tents.
"DAr TR 59-775
22
Ooimarion of Test 0ubers 1 15. and 21 For The tfeeot of Weight
Tests numbers 14P 15 and 21 were conducted with nearly equal velooltiem andvaried weights. All other conditions were the same,
Bach drop had a bag impact velocity of approximately 29.5 pps.
The platform had 4 airbags and the weights for tests 14, 15, and 21 were1550 ibmp 1850 lb, and 1350 lbs per bag respectively.
Work and velooity ourves were again plotted and mupezimposed for these tests.(See Figurem 25 and 26).
Test #14 with a weight of 1550 lb/bag had the highest work curve and the mostrapid decrease in velocity. Test #21 with 1350 lb/bag load had lowest work curveand a residual velocity at the end of the stroke.
This bears out what has been predicted and shown from text results in otherphases of this study, that isp a reasonable weight range variation has little effeoton this work output of the bag au compared to the effect of variations in otherconditions such as velocity.
gomarison of Test Numbers I8 _2. and 23 for the Sfeaot of 0rifice and Plus SLme
Tet numbers 18 22 and 23 were conducted with similar weights atnd impactvelocities. The orifice and plug mies were varied,
The velocity and work curves were superimposed and plotted in Figures 27 and 28,
Test #22 had the lowest blow out pressure with a plug diameter of 6"1 and anorifice diameter of 5,25" This test also had the lowest work curve and the lowestrate of velocity decrease as expected.
The higher blow out pressures of test numbers 18 and 23 gave more satisfactoryresults on the work and velooity curves. Test number 18 with a plug diameter of6" and an orifice diameter of 4.5"1 appears to give the best results,
Qomarison of Static Droo With Actual Parachute Drop Test
Instrumented parachute drop tests were conducted at M1 Centro, 0lifornia inJanuary of 1958. Visual observation and instrumentation records indicated thatTest #5 conducted on January 14 as a test with a wind velooity of 5 - 10 knots,We thereforep, chose to graph this test in the sme manner as the static drop tests,On comparing those with the graphs obtained for the static drops, we find consider=able variations in the curves. The deceleration oure appears to be ureasonablylow resulting in a small work output by the bag. This is due to the low pressureour" which seems to be characteristic of parachute drops, possibly because of thehorinontal motion of the platform during the stroke. The, general type of our"obtained from the parachute drops also differs from those obtained by the staticdrop test in the upward and downward sense of concavity at the beginning of thepressure build up. This also may be due to the horisontal motion of the platform.
The energy input of the platform is given by
1: 20,220 ft lbs/bag
WADO Ta 59-775 2-
This is the work that must be done to bring the platform to mero velocity.By integra tng the 0 - stroke curvep we iLnd that the work done by the bag plusthat done by ground impact is approximtely 10,000 ft lbs/bago The magnitude ofthe difference between these two quantities leads to some doubt of the validity yof the deceleration curves
The general shape of the ourvop however, is similar to those obtained'fromthe static drops indicating aome oorrelation between the two.
It should be noted that the velocity of the parachute drop does not increaseduring the first few inches of stroke as it does on the static drops. This isto be expected because the sttio drop has a deceleration value of - 1 0 atinitial acceleration. The result is a constant velocity for the first few inchesof stroke until the bag builds up sufficient working pressure to exert a doelerat-ing force,
Airbai Oonfiuratic
It was noted, that a cylindrical bag was chosen for this study because thebarrel shaped bag had already boen thoroughly tested.
Initial investigation of airbag decelerators began with the barrel shaped bagbecause of the structural advantage in that the materiel is under less stress whenpressuried., This, however, is compensated for by the reduced seam area of thecylindrical bag which is a critical area strengthwise,
It is generally believed that the cylindrical bag will hae a disadvantage overthe barrel shaped bag in that the stability will be reduced. It is felt that thebarrel bag will have a tendency to roll under the. action of an oblique ipactowhereas the cylindrical shaped bag will be more likely to buckle. W4 must be moreconcerned, however, with the stability furnished to the platform by the bag thanthe stability of the bags themselves when attempting to compare the bags in thissense. The fact that the cylindrical bags cannot "roll" under the platform mayincrease the resistance to the horisontal motion of the platform and thus in somcircumstanoes may increase the stability of the platform. It was noted fromobservations of parachute drops that the bags would tend to shear from the plat-form by unsnapping the fasteners at the points of attachment under conditions ofhigh horsontal velocity thus enabling the platform to slide along the ground.
No attempt is made here to compare the action of the bags under horisontalmotion of the platform but only to mhow the difficulty of making such a comparisonwithout actual testing, Similar .perfonmanoo is expected from the two types ofbags in actual tests because of the Lnnerent stability of the multi-bag system.
Some of the advantages of the cylindrical bag over the barrel shaped bag thatshould be taken into consideration in any evaluation of the relative merits of thetwo are
1) More complete bag extension
a. The barrel bag hoops may tend to bind together in the collapsed position(stowago)Lwhereas the cylindrical bag's hoops are of the same diameterand rest on each other when collapsed.
WAM TR 59475
24
b. When in the extended position the weight of the barrel bag tends tocollapse the curved walls of the bag inward resulting in an incompletevolum extension.
2) Simpler construction and fabrication
a$ Less seaming of patterns
b. Less gore patterns
3) More efficient
a. The cylindrical bag has been shown to be superior in static dropsas well as actual parachute drops,
4) More economical to produce because of its simpler construction
5) Oonstant area of eontact throughout the stroke resulting in a more constantwork output (higher work output per psi at beginning of stroke),,
Two other types of airbag configurations # a conical, and a skirt type bag, woreconsidered. The first was a conic frustrum bag. A bag of this type will naturally,under loadingp compress from the end with the smaller diameter, Thus, we have atthe beginning of the stroke a small area of contact and low pressure. Theseincrease slowly and the bag is well through the stroke before sufficient area andpressure is available for the bag to do any appreciable work. The bag also has onedisadvantage in comon with the barrel bag; that im, the hoops may tend to bind inthe collapsed position preventing proper extension. For these reasons, the conicalbag was oonsidered unworthy of further investigation.
The skirt type bag was a long width of fabric stretched around the entireperimeter of the platform and hanging down freely. At ground contact the air wouldbe trapped In the rectangular space between the ground and platform and restrictedaround the sides by the fabric, A model of the platform and skirt, however, wasbuilt and tested, and proved to be unsuccessful due to ihe large rate of air escapefrom under the skirt. A design of this type with an enclosed bottom was consideredbut found to be unpractical from the standpoint of weight and stowage space due tothe large amount of materiol required and the gauge of the material required towithstand the high stress resulting from this type of design. The fact that thisis, in effoeot a single bag decreases the stability furnished to the platform.This design was therefore$ discarded.
Airba, DijanLona
Airbgg efficiency is influenced by the height/diameter ratio of the bag. Theairbag stability will be decreased as this ratio increases but no maximum limithas been set for this value. The ratio should be kept as low as it is possible tocomply with other requirements. The present ratio (45/35 . 1285) appears to bewithin the allowable limit.
The pressure required in the bag for an efficient work output Is determined bythe bag diameter or the area of contact between the bag and platform. The presentbag has a diameter of 351 and an area of 962 mq in. An increase in this area wouldresult in a higher work output by the bag. The upper limit of the area, however,as sot by the available space under the platform, has been reached.
WADO TR 59-771 2'
Since the diameter, in turn, litits the stroke, as shown above, we feel that
these dimnensions are nearly optimum.
Pag Pargitions
No information is available from actual tests on the effect of partitions withair matering, devices within this type of airbag.
The result of such a partition would be a decrease in the rate of air escapefrom the bag after a point of the stroke determined by the position of thepartition in the bag. This would cause higher pressures to build up in the latterpart of the stroke.,
It has been shown that higher pressures are more desirable during the initialpart of the stroke to increase airbag efficiency and it can be seen that due to thedirect relationship between pressure and 0 load that an increase in pressure duringthe latter part of the stroke may not be tolerahle due to the resulting G loadincrease.
Other disadvantages of an internal partition would be an increased weight andinitial arbag cost. Servicing difficulties of an internal partition and orificeare obvious.
If the internal orifice were to become plugged by the compressing airbag theresult would be a ruptured bag or platform bounce. This plugging would be diffi-cult to control during the angular descent of a parachute drop.
It is therefore our belief that no advantage could be gained by future investi-
gation of this function that would offset the disadvantages shown here.
Prelasur atio"
Prepressurisation is an attempt to obtain an approximately constant pressurethroughout the stroke (see curve "A" of Figure 20) thus obtaining a steady work out-put by the bag throughout the complete stroke. This would theoretically result ina straight "GOf our which would be the lowest possible "Ol peak" wlue for a givenvelocity and weight, thereby giving the bag 100% efficiency, /
Obtaining a straight pressure curve would be unpractical of ooursep and un-nooesary to comply with present decelerator requirementsj however, we feel it ispossible and desirous to approach this curve by prepressurisation.
The present aktriag is well through the stroke before sufficient pressure is builtup for an effective work output by the bag, Part of the stroke is used to expandthe sides of the airbag out to the maximum diameter then about 10"l of stroke is oftenusod to build up 2 psig pressure. Prepressuriuation would result in a more completebag extention and an imediate work output by the bag. -,
Ample storage @pace is available under the platform among the Interoostals and,the increased weight would, be a small percentage of the total weight of the load.The increased cost would have to be considered along with the triggering devicesafter the anti-toppling doors are swung open. Since the present airbags are madelight as possible and are not completely impervious to air leakage the timing ofthe inflation of the bags should be as close to ground contact of the load as possible.
WADO TR 59-775
26
The original design was basd on the use of a material which maintained itsflexibitity at low temperaturesp and on an orifice which had a varying diaimaterdependent on bag pressure. Bags supplied have a minimum rubber coating and anorifice which is relatively stiff. The stiffness of this orifice, is such as togive a bung release at approximately 6 poig bag pressure.
From the results of drop tests run on single bag platforms, it was noted thatthe orifice expanded and contracted during the deceleration period as antioipated,but the bung release was at too early a time to satisfaotorily retard the higherenergy input loads.
A revised orifioe, which was made oonsiderably stiffer resulted in a higher bungrelease pressure and more energy absorbtion, For 1400# loads at 24 ft/s thisorifice appeared to be nominal. Howeverp for lower input energies there was slightbounoingp and for higher energies, ground impacts.
The bags, therefore, are for a nominal range of operation and improvement of thespread in the energy-input range appears feasible by variation in relief and meter-ing design as well as by use of bag pressurinationp should that be desired.
Indioations are that further work should be dtreoted toward investigating theorifice and release pressure of the buing. An increase in required orifice areaand/or bung mise with the presently proposed platform cannot be made by keeping acircular configurations An elliptical shape would allow for an area increase with-out oonflioting with the intercostal platform stiffeners.
Use of a second ring which would be larger than the relief orifice and wouldact only to hold the bung until the proper pressure point appears to be desirable.With this system it would be possible to attain a high pressure relief point with-out saorifioing flexibility of the variable orifices
In line with increasing the efficiency of the bags we have investigated,separately from this oontraot, a potential source for rapidly inflating the bagsby use of explosives. The Pittman-Dunn Laboratory at Frankford Arsenal inPhiladelphia was contacted and considers the problem presented to them as beingfairly routine. Mr. LeVino of the Arsenal brought out that they would be willingto make a ake-shift demonstration of the principles involved upon our supplying abag.
Sinoe it is our understanding that detailed work on this inflation system is beyondthe scope of this contract, we are not prepared to enter into work with the Arsenal.However if we supply requirements to the Arsenal they are willing to furnish aproposal for time and money. This point is brought up in anticipation that WADO mywant to consider rapid inflation with the prospect of increasing the efficiency ofairbag deceleration and raising the energy absorbtion capabilities of airbags.
WADO Th *9m70,
27
IV. MAITAL STUDY
The ftnal bag design must fulfill requirements of pressure, repeated use,proper extension under low temperatvre conditions and packagablity.
Prossure - From drop toot reports and the estimated range of bag loadings itappears that pressures up to 20 psig may be encountereds This pressure build-upis high in relation to the otherwise light weight and flexible construction thatis required for the bagos. It would require reinforoing the bags by use ofotroumferential hoops which would take some of the str'ain from the fabric andseams. This has already been done in previous bags,
Reg1aedgJgg. The bags are required to withstand repeated use. This is nota specific requirement; howeverp it is assumed that a minimum number of drops willeventually be specified.
The vulnerability of the bags cannot be definitely established; howeverp it ishighly probable that besides the normal flexing and peak pressure conditions thatwtll exist during drops, the bags will be subjected to abrasion and cutting actionsof the platform and terrain. The main method of increasing bag life from anabrasion standpoint is the addition of protective coating. This, howeverp willresult in a stiffer bag which may not perform satisfactorily in extending itself,prior to ground contact. Since the requirement for full extention is greater thanabrasion resistance (in that a non-extended bag would be of little use in a drop,whereas un extended bag which had to be replaced after a limited number of dropswould at least have served to good use for the limited time). We would say thatadditional protective coating was a secondary requirement to be satisfied onlyafter bag extension oharacteristics were met.
Bag W txonsio The prime concern is that the bag will fully extend under lowtemperature conditions.
To determine the bag "extensibility" and obtain correlation with a testprocedure, two types of tests were itade. A bag was mAde up to the proposeddimensions and construotion, then packaged into its collapsed state. This packagewas then subjected to low temperatures in a cold roomp oonditionedp and then re-leased. The amount of extension ws noted.
1he Control Tet wan 1e Gehman Cold Torsion Modulus Tooti
Figures 29 and 30 show tets on plain compounds and nylon reinforcedcompounds,
An airbag rade up of material (1), Figure 30# extended 18" and 14" in two tests.The Qehman test on this fabric for -400C showed a twist of approximately 1640 va.an original of 1660 at room temperature.
Bag made up of material (2), Figure 30, did not extend appreciably when re-leased., This bs Goodyoar Compound 52904 in its main makeup.
WLADO TR 59-M728
From the cold Torsion Test on oompound alone, it is apparent that GoodyearCompound 28601 has the greatest potential for use at low temperatures while stillmaintaining flexibility.
Goodyear Compounds 70940 and 52904 are approximately the same but somewhatpoorer in flexibility than the Goodyear Compound 28601. We have processed nyloncloth with the Goodyear Compound 28601 for manufacturing into a bag and expectthat this will be the ideal fabrio for flexibility.
Beside the flexibility of the oompound, the stiffness is also dependent onover-all gauge of the final material. This gauge Is being kept to a minimum forthe tests.
To obtain improved extensibility of decelerator bagsp additional materialswere investigated. Initially this investigation was cheocked by running OehmanCold Torsion Modulus Tests, to discover relative improvement over past materials.
Figure 31 shows the results of four materials investigated and compares themwith the initial materials.
Although there appears to be only slight improvement of the rubber compoundsover the neoprenes (i) and (4) at -40OFP the difference is much more noticeable
V, at lower temperatures
Cold chamber tests of bago ade from material numbers (1), (2), (8) and ,(9)resulted in the following tables
I Twist rom Oohman& zLtenen h &O!R at Temerature 00
Material Baseboard Weight - -40 100 -60so,
1 _L__ s0 64 L . - 160 171 50.2
2 - 0 66 . 6 33
S - _______ 100 9 8
-9 -0 100 97 79
This table also shows results from the Qehman Cold Torsion Test. The poroonttwist figure was obtained by comparing the twist at the temperature noted with theoriginal twist made at room temperature,
The difference between the cold box extension test and the Ge*bm-n Mdulustest are such that no positive correlation can be made. However, It appears reli-able to show trend direotioo
WADO TR 59-771
29
A third influencing factor in the cold toots in the possible freeing ofmoisture on the bag. The testo made on the assembled bags did not take thisfreesing into account. In the packaging specifications it will have to bebrought out that with sub-freesing conditions the bags will have to be completelydry so that the material when collapsed in the package will not freee to itselfafter packaging. This may not be a practical consideration and investigation isto be continued on lubricating the bags with graphite.
A bU it. s The bags must be able to be packaged into approximately a. to 4 inch depth. This is a minor problem with the barrel shaped bag in thatany hoops used telescope inside of one another. The present barrel shape hasgiven no trouble with packaging.
A cylindrioal bag is the beat shape from a design strength, and cost ofmanufacturing basis, Its =ain limitations are poor paokagability if reinforcedwith metal hoops and poor stability if used as a single unit under a platform.
These two factors ara not of great conoerp however, in that if acylindrical bag is otherwise allowable, the decreased stress condition wouldallow for less material in the hoops. The hoops would also become less essentiaWin bringing the bag cross, setion out to a circle. With the barrel bag, hoopswere necessary to pull the bag circumference out fully.
From the standpoint of stability, a cylindrical bag would be matisfaotory ifused in multiple units under the platformp so long as a normal ratio of stroke/diameter is maintained. Platform toppling due to uneven loading or horizontalmovement will tend to be corrected by a cylindrical as well as a barrel bag.
Big Og=oonnta The main big component is the orifice., Its area and methodof regulating bag pressure, as well as its expendability and simplicity of design#are important factors.
To insure a positive and predictable bag performance, the orifice must beconsistent in its action. The most satisfactory system of relief is a metalorifice with a blow-out platep the plate being fitted to the orifice with a steelgasket and shear pin. Results obtained on this type of relief show that consistentblow-out pressures can be attained. The orifice and plate is heavier than rubbercomponents and is fairly difficult to install, From the standpoint of simplicitythis type of orifice is undesirable,
It has been noted in the study that the relief point where the orifice plateblows out is not too critical. If blow-out occurs at an approximate pressure of6 psigp the bag will perform well. With this in mind, development work has beeninitiated to make an orifice and plug which will hold the pressurised air in therange of 6 psig.
The second desired design on the orifice is a variable diameter. For properfunctioning the spring or extensible circumferential restriction must be developedfor proper design. This. i a combination of material as well as design development
Attachment fittings to tie the bag to the platform will be of a snap-on typeto permit ease of installation as well as release under stress as the platformmoves horizontally with the ground at contact*
WADO TR 59-775
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I Is WE Vft TIME--"-~
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TABLE I
SNGL.E BAG TEST DATA AIRB1AG I, 35"DIA,)( 45'TEST MOVIE RECORD ORIFICE PLUG DROP I IUACT PLATFORM BLOWOUT ,,M MIM IMPACTNO NO N1 DIAMETER DIAMETCR TIME VELOCIT VVg10T PRESSUR FPCISSURt DECEL (Y) DOECL,"
INCHES INCHES SEC FT/S E C, IBS PSI, PSIG G, G's
17 2'-9 0941 4.5 6 0.660 21.25 1385 5.00 7.30 4,15 Z 5 2
19 2'10 0944 4.5 6 0 &23 ,O 1"385 3,93 10,35 6,92 1355
?.I 2.1 0947 45 6 0.927r5 29.85 1385 4.25 13.6 ,70 16,52.
13 2-6 0937 ,0 6 0,675 2.70 1385 3,03 8.45 5.19 13,48
is 2?. 0939 5.0 6 0,120 2C.40 1385 241 10,80 801 17,9
16 Z.8 0940 5.0 6 0.930 2 9. 5 1385 3850 13.20 10.2 235
Z3 2-12 0960 5,0 6.5 0,668 Z1,50 1385 3.06 8,80 5,33 9.31
25 2-13 0963 5,0 6.5 0,835 26.90 1385 3.25 11,2.0 8,39 17,41
Z8 Z- 4 0986 5,5 6.5 0,675 21,70 1385 2,43 8.20 4.86 IIB3
'3 0 2-15 0990 "5, 5 6.5 :0,830 26,70 1208 5 Z,88 Ill,40 8,30 1881
31 2"16 0991 5,5 6,5 0,945 30.40 1385 R.70 15.85 IBI ?516
35 2'7 0996 5,0 6,5 0968 31,15 1385 3,70 760 8.40 P,4,70
37 2.18 I011 0677 Z1, 80 1850 - 1:0;92 4,50 12,48
39 Z-'i 1013 ? 0,850 27.35 1850 4,05 16,90 9,30 23,40
\ . . ....... ..- i
tWADe TR 5s et 7S
X- INDI(NGUISHABLE OR RAN OFF~ -RAT
51"NESTINO DEPTH OF PLA ' TORNM
31LG, CYLINDRICAL "-
,L) tLECCL (A) =QCL() Uk0C) BOUNCE') TO MA% PR (ObeUvod From F i1m )GsG'o, PSIG G,__ _ ___5_ ___SEC.__ _ __ _
-- S lXiaFup tiaw ghagound contacts flag buckled slightly
6,87 5.43 0,536 X 0o135 ot aPPxox 5COX bAr comproso0n, causing one end o platnormto___ r ethi 'oound first. Otho' aend robog ot
8. 8,5s 9,88 Y" X 0,123 Appzroxivotely same conditions as above Test #17, FAlk ' "FIT,
'-- tform - was noticed to fall unvenly ise. load was not balz . 3.3 9 .I B8 1.16 0119 0,113 ucing oc ed wit h one anof platfom
I-1-- rt n----l--- ~o~jj&2 10-
-. Sfag Inedu straight'at ground contact, Has buckled during6.56 54 3 0892 029 0144 comproanion causi one end or platform to hit ground and
othez' and rebounded FAIP TESTBag not completely il d with air, getting an unevn lining-
563 741 0.892 009 0,12 at gound contact, oMg uokld during compression causing,_7_, _ ,,, orm to hit ground on ono ond . FAII TEST
rfinot tao w61 iri~ up at grYJid buckled-A Be 97ur-42 9,35 6 107 0.98 0 116 11r~gcmroeuion Con on., ed of platfoa'm to h t round wi th~
500 5,1 27 14 0.9 0,142 lPttori lii not fall ovonly, le; buckled during compression5.0 5 ,4 06 .41auang ulight rebound, OOOD TEST
Fttorin did not fall *vonly. Blag iuckled with one end of1 1).00 8142 Ia 00 4 plto hitoting the erourd, FAIR TEST
-Patfo r~omd hit. rudonoeedAD TWI T
,S I. , 0.9 0 ,143 g n pm ell even lyl di atl ,I g buckled wihgny o
1.d 11 parhi mpoin cusin pround.un iEo FAIR~ TEST
-07.1 .0 178 1,7 .1 ag t ding fll, a buckl in plafduring
7.4 Z45 0 ..~ 0lO Patfor hi.Li6rou nd onpct oB ndAD TEST
123...
FOUR BAGS TEST DATA AIRBAG 35TESTMOVIC RECORD 0RIfICE PLUG PROPF IMACT PLATFORM BLOWOUT PRESSURE-PSIG MAXIMLNc Na Na DIAMETER DIAMETER TIME"- VELOCITY WHT
iNCHES iNCHE.S G E 0N DS I"r/SE C. LBS,
7 a, 0674 4,5 6 0.84 Z7,05 1250 4,75 5,52 5,77 5.47 10.2- -,wl.. ... -.... . ..... - - -
6 s 069. 4,5 6 0.995 3Z,04 1250 5,28 2,13 5,86 5,83 9.61
9 7 'S 0693 4.5 6 0,75 Z3,67 I1.50 4,14 6.00 5,36 1,64, 7,90
10 7965 0695 45 6 0,883 28,43 1'350 4.61 5,24 5,85 3,34 12,2
I ' 0719 4.5 6 0,733 23'.60 1550 3.56 +.82. 4,79 3,B5 9,63
1. 71's 0722 4,5 6 0,844 2718 1550 5,66 4,26 4.31 3,96 0,37 I
13 79,6s 07Z 3 4,5 6 0,940 30.27 1550 X 4,91 4,16 0,9. X
14 0736 5.25 6,5 0,9?5 Z9.79 1550 3,35 4.02 4,.. 4.84 10,47 1
15 0737 5,Z5 6,5 0,905 29,14 1650 2.94 0,54 3,45 !,59 10,8 i
S791,s 0799 4.5 6 0,75 Z4. 15 1850 3.86 4.8Z 4,29 4,38 10,15
17 0803 4,5 6 0.818 26,43 1850 4.07 3,45 3,96 1.44 19,75 I
18 7ois 0804 4.5 6 0, 9Z7 29,85 1350 2,44 215 1.84 1.73 10,15 1
19 0805 4.5 6 0.9Z Z9,bZ 1350 1,6Z 111 :0,77 OZ 10,15 1.. . . S n. a..Sn S..a a
S0 f7 0806 4,5 6 0,918 29-56 1350 1.42 1,38 0.77 0,7Z 10-25 1
zl 0833 5.25 6.5 0.909 29,27 1350 3,57 Z,92 3.3. 3,15 10,5 !1
2 ,2 '0837 5,1,5 6 0.91 29.30 1350 3,57 X 3,50 237 10,0
23 0856 5,0 6,5 0,925 29.79 1350 Z,37 4,.8 4,36 318 10,3 1!
l8-D NONE 0830 4,5 6 0.905 29.4 1350 3,67 3,98 3,25 1.63 10,5 1,
16'o NONE 0800 ,5 6 0,74 .3,83 1850 396 6.55 3.98 4.03 9.34 I3
Z4'DNONE 0857 5,0 6 0,915 Z9,46 1350 :2,17 4.14 2,58 1.83 9,9 U
Z5 , 0860 5,5 6,5 0,9Z7 Z9,85 1350 1,. e,71 .,42 1,61 10, Z 1
WADC TR5 9-175,
X.- -- INDISTINGUISHABLE OR KrCOI7" NESTING DEPTH OF PUArFORM (_ ............. t.AG H4'e-!" oN Tu"S oi9.40"1LON&) c
A, 45 "LG, CYLINDRICAL ....... . a" N;:'SuE'PSlI RISE TIME rO MA1MUM PRESSURE BOUNCE)PSIG MA N IWeACT IMPACT IMPCT DECELAY,
FRESS~URC fiCM W~EL(Y) C1EL.(Y) DEC L(4 DEC:L,(Zt(50UNCE)GS 6 S s G,,s-N, -, -. - , , - - - - -
13.9 12,4 0.13 0.IZ8 0,11.6 0,1- 1. 41 2,98 0,77 (,69 2 .3 12,3 [.0Z 11,08 3,76 kigow6rbo a o,
17,43 .15,24 0.112 0114 0,105 1.1S 4.41 2,19 4.5Z. i,1 19,55 1,Z4 [,98 417 iage wer
14.03 11.08 0.15 X 0,136 0,132 x X X X 745 9.91 X X X PAgo wr.,
468 1691 0.12 K x 0.1Z 011Z x X X X 14,6S 16.46 2.48 0,49 X Bags ,pr
1,3.9 1.,77 0.155 0A55 0145 0.152 1,05 0 "74 0,45 1.Z3 8.28 13,02 1.35 1,0Z 3,74 In baga.a. a a .- ..... bounce o
16.Z 14,3 0,126 0,138 0,14 0.132 X X X X 13.02 19,09 -Z 16 0,5 x Bag qpr.~ a a ~. a a a .impact,
17.1 X X 0,127 0,6 X X X X X I91AO .4,60 2,71 1,71 X 27.
16,3 15.7 0.123 0,1. 0.13 0,12 ) X X X X ,11.55 2740 2,1 1,69 2.8315.9 164 0,3 01, 0 o,25 0 (Z5 X 2,32 3.81 5 o,5 10,68 260 '297 1,18 4.96 age fe
151 147 0.16 X 0,142 0142. X X (.76 019 8,60 173 1,23 0.93 3,60
155 14,7 0.15 0.15 0,14Z 0,133 2.13 5,2 6 X Z,01 9.20 17,9 2,15 0,93 4,40 Ba 13d
15,1 14,1 0.IZ5 0, 2.5 0,11 0,107 3,66 5.68 X 2,59 14. Z0 24,6 4.01 1.39 9,40
15.181, 14,1 .10, 0.11 0.10 0,096 X x x X K4,40 Z6,8 4.,31 1.40 3,0015,00 14,4 0.09 0.093 0.09Z 0,083 1,83 4,8g 2 x 4,61 12.40 27,4 4.9Z 2,09 10 nurA1
15.4 14.16 0.040 0,042. 0.04 ,042Z 1.04. 0,88 1.00 .,I 12.40 18,8 11,Z5 068 4.,00 a 0110 Cma a a -- a a - - aother anc
153 15.4 0.134 X 0,IZ8 0.1,ZZ.L53 X 3.00 4J19 11.3 23.6 2.,25 1,82 6,80 1,-- ~~~~~~mg -n-a - aota- -
16.62 15.3 O.I 0.11B 0 Z6 0.118 0,8Z 2,88 0,73 Z.44 10,12 ? 3.8 1.31 Z,(Z 4.40 - aud cma~ - An ma C
16.5 15.3 0.12 0.1. 0,12 0 Z 0,98 3.9 1.37 3,41 0,08 21,0 1,75 1,36 3.70 No movies
15.3 13,90 0.145 0.154 0,(47 0,147 , 3 0,86 0,46 0,7Z 7.40 1Z.0 1, Z3 1.16 3,10 No movies
16.44 15.1 0,114 0.11 0.1IS 0107 0.72 .24 1, 21 Z,75 1,254 24,3 2,37 3.41 4.,84 NO ='-
16,A 14.65 0. IZI , 0,15 014, 0,105 0,41 4,14 1,21 3.05 I0,. 4 245 0,78 2.98 5,67 jr I ;
a a .a a a S .a-W ..... ,~t t
S--INDISTINGUISHABLE. OR KCORDING RAN OFF CRAFT
7" NESTING DEPTH 0F PLATrORM (AVAILABLE STROKE 45-7138)OMAG. HEIGHr ON' TsT #19a40" LONO; ON Tsr #2o , 3S"LV40
iE)FSiG MAX1NUW IMPACT IMPACT IMPAT DECELYDECEL,(Y) DCELM(' DECEL-(0 DECCL,(t (5O0E ~O 1~MI~Z
01~ 6' _____ G _______mo FOMm~
k 69 1Z.3 123 I0OZ 08 3,76 "g' weI an d at ground contact. Ryon--. bounce ot 2 toot. GOOD TEST
9 4,5z I1 I 19,55 1,24 1.98 ,Z7 Fage were slanted at ground contact. Uneven- -______ - -ounce, platform hitting on angle. DAD TEST
74 9,9145 99i X Bags were prorerly linei under platform at
' 1465 16-46 2.48 0,49 x' Bags spread-eagled sliehtly at pround contact~,- - -~ - Sii~ht ofo 1/2 Loot. _ AIF TEST
S12.3 8.28 13.02. U3S i.OZ :374 Oe bag out of l.ne at ground contact. Evenbounce of /2 foot., GOOD TE3T
X 13-02 1909 2.16 0,85 x Bag sprekd-eagled at ground contact. At groundS- , 9impact, Ii foot boun... FAIR TEST
K 2-20 Z4,60 2,71 1.7 -A OR;0N I r-J- -- -i -..... gz _ ......r- -OA dW cot . i wd
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FI. 94
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Cylindrical shaped airbage mounted in free-fall-test rig,
FIG. 95