"lfk f; \"A Lt. - Airborne Systems

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,. '/ "~ - .. - .. 1'1 ,, " \ " , \ . ;,' 1/' " I # l' , /1 I: I' I " ,,\t ,. / /. I 5 /. t'/: I " I 10 I I 15 # " 20 .. " Roll 2 or 100% '" 13471n -1271 ' or94. 2 or 86.0% '" 1 7581n '0 '2 or 76.0% A,5 " 10221n A20 .. 892 2 or 66. a) F otp(jnt Analysis of Impact Bag For 0 Roll. Pitch Condition. MQM-34D +30 Ii' Fgotprint Analvsis of Impact Bag For :t30 Pitch. o Roll Condition, MQM-34D Deflection (Stroke) b) Footprint Analysis of Impact Sag For 30 Roll. Pitch Condition. MQM-34D 100 Deflection. Inches d! ImpaL't Bag Cross-Sectional IVolume) Variation For Different Roll Angles and Defh,Gtion IStro kg) Cond itions. Figure 7.50 Characteristic Impact Bag Input Data for Analysis of Landing Dynamics 389
point the discharge or tices open. fol' owed by an air exhaust cy cle continJing to terminal cor, tact. The instantaneous retarding force exerted by each bag is simply Sf (P 2 - ) 7-139 Where Sf i5 the instantaneous footprint area and and are the ambient and internal absolute air pres- sures respectively. := Air Compression Cycle. Adiaoatic compression is a reasonable assumption far which the following rela- ir tionships arc useful. )O.117 7-140 J1I'/ 0283 7141 t) Where l' 1.3947 for air at ordinary t8mperaJurcs. The initial volume. temperature, and pressure are known. 1 hen with f(V2 )' V f(hr) and S,= ffh B)' "" t18 force exertec by each bDg can be expressed in terms of its compressed heigi1t, hs, which through the equation of mDti01 , becomes a function of time 5t8'ting with an initial value hBl when the ver. e. tical velocity cOl1ponent 13 81 at contect. For a solution the cO 11pression process is advanced in time until the ;:W8ssure at which !:P m. the air discharge orifices open. At t,is point the instantaneous values of the variablesP2 V2, 72, $(2' hB2 and h82 cefine the ini-:ial conditions for the a;r exhaust cycle. Air Exhaust Cycle. The total area of the disc'"arge orifices must be sufficient for an initial volume-rric discharge rate at the peak p ressu re t-Pm 1/= hB2 Sf2 1l!2 This is the rate at wrich the bag volume is being reduced by deformation between the descend:ng vehicle and the ground. For an effective ,,:ir discharge velocif\. ,he total orifice area required is i' 'LA ).7t7 '" (P /P3 Vlvi 7- 143 and for adiabatic expansion with a discharge coeffi. eient i' the following form of the discharge ve ocity equation is useful vi' (Cj)2. 05P 3 V (fUT:I 7- 144 (P2!P3l" 283 (P2 1P3r 283 1)J where is the ambient absolute atrrospheric pressure an d is the specific volume of oi at the ambient conditions. With A. determined and held CQnstan for the balance 01 the stroke , and velocity he decreasing, it will be seen that the internal air pressure tends to decrease rapidly when the footprint area of ,he bag stops increasing at a substantial rate (e. g.. Ret.493). 390 The result is a low dynamic efficiency in terms of a/a which may be improved either by m' causing the discharge area to decrease continuously during the cycle or by using an air bag shape that increases rapid, Iy in footprint area as it is compressed between vehi. cle and ground. Both approaches have beer tested vv, th good results. When the solution is advanced in time for a given landing condition , a satisfactory impact bag design will be indicated when the velocity hS approaches a small residual value as approaches zero with the ratio a/a 65 approximately, e. g., reasonably good dynamic efficiency is necessary to minimize the bulk a'ld weight of the impace bags. Pre. Con tact Retardation It is clear from Fig. 7A9 that. excap, for hgh allowable load factors, the vertiCEI di'Tension the impact attenuation system must be relatively large for the small vehicles even at moderate descent velocities. The customary aaproach tovvard nduction of the size and weight of the ene:gy absorbing pack. age is 10 allow a resi dual impact vel Deity of 5 to 10 fps and establish acceptable levels of damage. The other approacr occasionallv taken is to employ a selfpowered precontact reTardatiQn device, the OPerati on of which is lIitisted at an appropriate height above the landing su rfsee. For complete velocity attenuation . that height would be ;;0.7 h in rig. 7.49. provided the dvnamic efficienev yielded IJ "" ;:r better; it is generally feasible to employ a mechanical probe of that length. The most successful pre-contact retardati on systems employ retrorockets. Retrorocket Landing Analysis. Althou!:h rf:trorockets are usually viewed as devices for attenuating only tl e vertical veloci:y cOl"ponent, systerrs have been devised which are capable of seming and reduc- ing drift at ;:he same time. For example, durirg the first few mil!iseconds after contact a universally pivoted rigid probe with telescoping tip will indicate the insta1taneous magnitude ant direct'in of the vehicle velocity vector relative to the fandin:;surface497 During the next faw mill' seconds these slgn"ls can activate that portion of a cluster of retrorockets reqLirod to attenuate both the vertical and horizontal velo::ity componen:s to acceptable magnitudes. Since practical solid propellant rccke:s for land; ng purposes commonly have burn times of Jess than 500 milliseconds, a cluster of many small rocket;; roay af,\ord a more effciert solution than a few large ones, while providing at the same time a canvenient method of varying the retarding impulse in step-wise increments :0 fit the instantar:eous requirement. Where vehicle landing wClght variations are large a suitable meter
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AFFDL- TR-78-151 IRVIN INDUSTRIES I
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UNCLASSIFIED SECURITY CLASSIFICATIO
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. . . . . . . . . . . . CHAPTE R IN
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. . . . . . . . . . . . . CHAPTER 4
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CHAPTE R 6 (Cont) RELIABILITY Typic
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GURE 1.2 1.4 1.5 1 10 1-1 1 12 1 13
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FIGURE 3.40 3.41 3.42 3.43 3.44 3.4
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FIGURE 6AD 10A 10B . . . . . . . .
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LIST OF ILLUSTRATIONS (Continued) U
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FIGURE 7.45 7.4 7 7.48 7.49 LIST OF
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i'Jz dl.'lI/b"W"O","'"' J! L E 101
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GDA LIST Of SYM BO LS - Area (cross
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ob Mass of Body I ncluded Mass Any
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X-r r/c SYMBOLS (Continued) - Numbe
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Inertial Elasticity Canopy ventilat
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INTRODUCTION Recovery is a term pop
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deceleration stages were possible b
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TABLE B WEIGHTS AND MEASURES Length
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Z, (- y% T AS LE C PROPERTIES OF EA
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TABLE D TYPICAL GROUND WIND VELOCIT
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VEHICLE RECOVERY Vehicle!; that hav
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. . Recovery was initiated with pne
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vehicle enters the continuum flow a
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They "re scheduled to arrive in Dec
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SeparB riot! Entrv Figure 1. T=O Fi
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TABLE 1.1 TECHNICAL DATA OF THE MER
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as lsed 0, the Mercury C:8psule. AI
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Three Main rachut:s Fxtracted by Mo
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Back-up Drogue Chute PIV Steel Cabl
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95 Suspension Lines Number of parac
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Reference 32 suggests certain appli
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chute and slightly decreases the ve
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TABLE 1. S. NAVY PERSONNEL EMERGENC
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pilot chute extraction, independent
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Canopy Inflated Survival Kit Releas
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58 Encapsulated Seat. The 8-58 airc
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300 tOO 'l1j V- C- Stabilization Br
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TABLE 1.8 AIRCRAFT USED FOR AI'DROP
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These requirements have resulted in
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The advantages of the LAPES airdrop
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Con:ainer, Platform Piatform Weight
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defeated the low cost aspect. ::ffo
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, , Figure 26 10. Personnel Troop P
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Design TABLE 1 13 T. 10 PARACHUTE A
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In operation, the a rcraft pilot ma
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ment bag should closely contain the
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' TABLE 1. PARACHUTE SYSTEMS FOR SP
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ORDNANCE The application of aerodyn
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Figure 33 Mark 82 AID Inflation 0 ;
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AERIAL PICKUP Aerial pickup is one
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Figure 34 Trapaze/Helicopter (HH-53
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Main Parachute as Suspension Lines
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Other Mid.air Retrieval Concepts. B
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apid turn rates. and minimal weight
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door of a cradle rrounted platf:rm
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CHAPTER 2 DEPLOYABLE AERODYNAMIC DE
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TABLE . 2. SOLID TEXTILE PARACHUTES
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Type Taja, TU Slots, etc. LeMoigne
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BIAS il BLOCK Figure 2. Flet Patter
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Specific; rdcrcncc data are listed
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.( Con ical. The ca'loPY is constru
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! , Trj. Conical. The canopy is co,
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Full Extended Skirt. The canopy is
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Guide Surface, Ribbed. The canopy i
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Panels ROOF PATTRN X/I1, .70 Y/X 60
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- = Cross. The cross parachute, a F
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Slotted Canopy Parachutes Flat Circ
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Hemisflo. The constructed shape of
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--- Ringsail. This parachute design
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Rotating Parachutes Rotation Df par
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Low G!ide Parachutes gliding paracr
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'" Parawing, Single Keel. Tfe canep
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Parafoil. The canopy is cOlstructed
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DECELERATORS OTHER THAN PARACHUTES
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CHAPTER 3 COMPONENTS AN SU BSYSTEMS
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drogue and starts the timer which o
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alloth r is the pyrotechnic delay t
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that an'! Ai r- Iaunched from a car
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Catapult/Telescoping Thruster. Tele
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Inflation Phase Actuators. Pym/mech
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\()\ \, '.. , i. ,, / " .. $) -' .,
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Figure 18 Cargo Parachute Release 5
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Figure 21 AlP 28S-2 Personnel Harne
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wiDensi on Linlis 'I, Gre;ur.d t_C
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Bridles. A bridle IS :J connectirg
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Sus,GfinsiQn Line Sigh -Sleeve Mout
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Figure 38 Representative Cargo Harn
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, ':"' -." (, ::. :: - , :..' ' , .
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sharp edged corner knifes into the
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compartments or in ex ernal fairing
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from the air , and hydrogen from wa
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ather tran measuring its cross-sect
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tion potential. The first !;::lunll
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(%) TABLE 4. (cont'd) MECHANICAL PR
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'R 1000 800 600 400 200 1000 800 60
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For a hypothetical fabric composed
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TABLE 4. NYLON SEWING THREADS Data
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TABLE 4. THREAD , NYLON , NON MELTI
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Type Iia Iii I'la -1!L VII VIII XII
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Narrow Woven Fabrics. The strength
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111 Yarn: Color: Ident Use: Min. Br
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TABLE 4. 19 POLYESTER WEBBING, IMPR
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TABLE 4. 23 (Continued) Dqta horn M
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(%) TABLE 4. RAYON TAPE AND WEBBING
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(%) TABLE 4 a from MI ranee 260 Cia
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Type III Weave: Finish: Use: TABLE
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TABLE 4. NYLON DUCK Data from MI L-
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yarns. In order to achieve low air
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!. Entrapped air in the cells contr
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method of joining textiles. Strong,
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However. if tile strength of the cl
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;: =::~~~~~~~~~ ::: ::.. "':;.. - -
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_._--_.- -------- ---- ------ -----
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--- -".. , ;;;" / . ----- ------- -
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width sec ion dimensions based on t
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and length depend on the type parac
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has become cOr/mon practice to x-ra
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TEST METHODS AND CAPABILITIES Selec
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cescent, drift terden::es, and ethe
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supported at other bases including
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stant of release, the free-flving p
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Figure 5.7 for the same type in wat
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Function and Performance Checks. Re
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Laboratorv apparatus has been assem
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The coeff icient of sl idin g frict
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White Sands Misslfe Range Texas Hol
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TABLE 5. DECELERATOR TESTING, PRINC
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allistics tEst tracks and special p
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atmospheric wind tunnel Tre test se
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i ng and launching models wh de the
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TEST VEHICLES In a free flght test
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Load-Searing Platform Paper Honeyco
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338 with an operation has been obta
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1, Central part of housing 2. Upper
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to the appl ied stifTl lus. In gene
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:ll€thod available is provided by
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The different deployrrent methoDs f
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a: 30 .. 60 t: 20 18 10 AV6r6ge New
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.q:.Q 1.0 002 -- ,. ,. '0. 1.. P (C
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2000 1000 Lbs Force Snatch Farce bp
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,\ )\' ""' Ij, !i!t: a) Opening of
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1.0 HORIZONiAL TRAJECTORY ft H. S.
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The Inflation 0 " clustered canopie
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"' area across the canopy s the gov
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j '" . =: qlide) and ringsail desig
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Canopy Type C-9 Canopy Con fig A Sn
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si'" 9 Configuration: 9 ConfiglJrti
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::. ::". :::. , " .:.' I I Ii 1! l4
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Figure 6, j; 5"O 540 u. :z 12 o 1.
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Fioure 27 Opening Force- Time Histo
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'" Axial Force Coefficient I t is c
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CAo 35 OM-O. a, Degrees Angle of At
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. /;. ;. - .'; , . .\. . ~~~ : ;:.
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LID .. .. Hlen Gliding: W"'W FC08(J
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Proiect System Descent Parachute We
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;J = I .. !-- 1// 10. i- ,\;y q.. C
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-.rQ W/. '" 300 '" 2.35 PSF TURN RA
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db == p' Mgr ,, ". .. al Velocity D
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;. ti c: 1). 0.4 C-' -.- --- .. - '
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TABLE 6.9 MID-AIR RETRIEVAL SYSTEM
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three dimensional body ha'Je been s
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;'1 Fig. 6. 55. For a given Mach nU
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CDo 0.4 'siD LJ 0,. 0 1. Ipd 4.70 0
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-- I- l- -2 /:INCR c)-200 lo/in Nyl
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(J f. :' ' - ... . -- ' ;,' ; .; '-
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p. 'e- - - - - - - - - - - - - ven)
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2 0. 0.4 0. REEFING RATIO D,ID Figu
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lengths during deplovment and openi
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(CoSJ o varies with in the same way
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Flar Circular Conical 10'1 Extended
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-2.4 1.6 1.2 -0.4 0.4 0.4 a! Model
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flralleJ and the (-- to X Axis Cent
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a) Tap View of MARS Axis SV5tems OI
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- ----- --- Figure 6. 48 Ft Ribbon
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""' . it -; 1. " _._,.- 0.4 measure
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:9 0. 20. 0.40 Q; O. 10 -0_05 0. -0
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ing points of poIY'TIers , their sp
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2500 (A) Ascent 2000 1500 100 500 I
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Water Impact (Spla$hdown) In a wate
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where is the instantaneous r:eight
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Bag 'Material.NvllJn Cloth! Narsyn
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.. , , ; . '(. ., ' .. . ! '.: \ '
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Human error is more difficult to de
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TABLE 14 8-YEAR SUPPL Y/EQUIPMENT D
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Scale Camp ressibillty Factor Fluid
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"' been unlocked. :he bag offers ve
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() = Drogue Parachute Angle of Atta
Page 379 and 380: 270 180 o - 120 Pe rcent Per See 6
Page 381 and 382: € = PI .. velocity of mass added
Page 383 and 384: e f312JK PICoSJ1I2 (C (CDS! n((CD S
Page 385 and 386: D fDrii(! Coeffcient For Ul1iform M
Page 387 and 388: :: . 0. .. Aluminum Canopies fDp 6.
Page 389 and 390: axial and radial acceleration of th
Page 391 and 392: Iy in Figs. 7. 14b and c. Inflating
Page 393 and 394: p, '" '" inflowin9 air is subjected
Page 395 and 396: Gore Dimensions Warp or Fil Inflate
Page 397 and 398: The posi tive internal differential
Page 399 and 400: d) View of Plane A- el View of Plan
Page 401 and 402: area '" (R/ /2Jf2(J-sin := g., The
Page 403 and 404: COMPUTE ,,, ASSUME TRIAL CONVERGENC
Page 405 and 406: Note: ABterisk denote, inPt/f bvana
Page 407 and 408: at a) Canopy Tension Approach Tsnoe
Page 409 and 410: _-- "" - .. -.. (fnviscid) Wake Qf
Page 411 and 412: easonable to use Reynolds and Nusse
Page 413 and 414: Figure 7. ReD x 10 t: 3. 'V 4.42 .
Page 415 and 416: = 10. iFf: = 1. 86 x 10 Deg. Deg ,!
Page 417 and 418: If/db Figure 34 Wake Coefficients v
Page 419 and 420: A prima ry and obvious limitation o
Page 421 and 422: tive drag stabilizer because of ii:
Page 423 and 424: tVa (min- (min. ) . '" M/M .4 . Mr!
Page 425 and 426: Angle of Atteck Deg S R8 &12 See In
Page 427 and 428: '" 0.4 Ex"eriment iSSinger Nt) Adju
Page 429: Jt (See XI0) e IGz J (3) (4) FPS (6
Page 433 and 434: FPS K. 10. f( 60 80 100 - Lb Sec/Lb
Page 435 and 436: they are analogm.. s to the inacleq
Page 437 and 438: "" usr=d in th 8 computations. The
Page 439 and 440: desc-ibed in References 285 and 552
Page 441 and 442: pre-seleCting the final confidence-
Page 443 and 444: g., system is to be identified. Thi
Page 445 and 446: '/, too heavy., too bulky or too lo
Page 447 and 448: t. 14 -- .: Jlten d ed SkI Ffar Cir
Page 449 and 450: Surface af Revolution: ; -1 Gore La
Page 451 and 452: TABLE 8.3 SYSTEM A OPENING FORCES (
Page 453 and 454: '" '" '" "" 156 '" 3 D,IDo 10 (reef
Page 455 and 456: TABLE 8. RECOMMENDED PARACHUTE DeSI
Page 457 and 458: adial distance a, ong the surf"ce f
Page 459 and 460: TABLE 8. STEERABLE PARACHUTE COMPAR
Page 461 and 462: Portion of canopy Sockiri up Fourth
Page 463 and 464: followed to create a sequence of ca
Page 465 and 466: ond /db =" 8. 3/5 7 D /CDt; Appra,s
Page 467 and 468: I'ne rraterfal required is 18 1583
Page 469 and 470: Unlock Action Riser Closure Flaps (
Page 471 and 472: '" "" "" = . where (see Page 344) p
Page 473 and 474: '), w m.rif 305 Mo' ar weight, m 18
Page 475 and 476: ecause the le1gth of riser branches
Page 478 and 479: ( .,." ' 727J . ' LIST OF REFEi=ENC
Page 480 and 481:
104 LIST OF REFERENCES (Continued!
Page 482 and 483:
138 141 144 146 147 148 149 150 151
Page 484 and 485:
206 207 208 209 210 Z), 212 213 214
Page 486 and 487:
290 291' 293 294 295 296 297 298 29
Page 488 and 489:
353 354 355 356 357 358 359 364 365
Page 490 and 491:
411 412 413 414 415 416 417 418 419
Page 492 and 493:
463 464 465 466 467 468 469 470 471
Page 494 and 495:
..'- 524 525 526 527 533 534 535 53
Page 496 and 497:
Acceleration Measurement, 232 Actua
Page 498 and 499:
Pressure Distribution , 227 Strain,
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