Relevant bibliographies by topics / Aircraft crashworthiness

Academic literature on the topic 'Aircraft crashworthiness'

Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Aircraft crashworthiness"

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Peng, Liang, Xiao Peng Wan, and Mei Ying Zhao. "Improved Fuselage Design for Crashworthiness." Applied Mechanics and Materials 246-247 (December 2012): 777–81. http://dx.doi.org/10.4028/www.scientific.net/amm.246-247.777.

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The principles of fuselage design for crashworthiness are analyzed based on investigating the theory of energy and momentum to the impact of an aircraft’s crash on occupants in order to increase the chance of survival for occupants. It indicates that minimizing the amount of bumped soil leads to the reduction of resistance from soil to the aircraft while crashing along the y-axis direction (horizontal) and increasing the energy absorption improves the crashworthiness of the aircraft along the z-axis direction (vertical). The deformation of the aircraft cabin and the acceleration of the occupants during a crash are the two most important factors to consider for crashworthiness. The improved fuselage design for crashworthiness is proposed for both y-axis and z-axis directions. Suggestions for the crashworthy fuselage design are given in order to obtain high performance of crashworthiness design, which is meaningful to the future design for fuselage’s crashworthiness.
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Ren, Y., and J. Xiang. "Energy absorption structures design of civil aircraft to improve crashworthiness." Aeronautical Journal 118, no. 1202 (April 2014): 383–98. http://dx.doi.org/10.1017/s0001924000009180.

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AbstractTo improve the crashworthiness of civil aircraft, the design concept of energy absorption structure for civil aircraft is investigated. Two typical different design principles could be identified. The first category includes Helicopter and Light fixed-wing Aircraft (HLA), and Transport, Mid-size and Commuter type Aircraft (TMCA) are classified into the second group. Frame, strut and bottom structure are the three kinds of energy absorption structure for TMCA. The strut layout of conventional civil aircraft is studied and some energy absorption devices are adopted. High efficiency energy absorption structures such as the foam and sine-wave beam are employed as the bottom structure for both of HLA and LMCA. The finite element method is used to analyse and design energy absorption structure in aircraft crashworthiness problem. Results show that the crashworthiness of civil aircraft could be largely improved by using proper strut layout and excellent energy absorption device. The stiffness combination of frame and strut should be considered to get better global aircraft deformation. Supporting platform and failure model are the two core problems of bottom energy absorption structure design. Foam and sine-wave beam under the lifted frame could improve the crashworthiness of civil aircraft.
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Yu, Ze Liang, and Pu Xue. "Crashworthiness Study of Composite Fuselage Section." Key Engineering Materials 725 (December 2016): 94–98. http://dx.doi.org/10.4028/www.scientific.net/kem.725.94.

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Crashworthiness is one of the requirements for design of aircraft to ensure the safety of passengers on aircraft. With increasing applications of advanced composite in aircraft structures, study on the crashworthiness of composite fuselage is desirable and important. For this purpose, this paper investigates the influence of composites on crashworthiness of fuselage section. Firstly, model of fuselage section of aircraft is established. Skin, frame, stringer and stiffener are made of the composite T800/QY8911 or GLARE. Then, the crash responses subjected to vertical impact velocity of 9.14m/s are analyzed. The acceleration history is recorded for assessment of the crashworthiness. In addition, the deformation process and failure mode of composite fuselage section are analyzed. Results indicate that the frame made of brittle composite may fracture in the crash process, which leads to serious damage to the fuselage. While the frame with good toughness can maintain the integrity of fuselage, thereby protecting passengers.
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Schwinn, Dominik B. "Integration of Crashworthiness Aspects into Preliminary Aircraft Design." Applied Mechanics and Materials 598 (July 2014): 146–50. http://dx.doi.org/10.4028/www.scientific.net/amm.598.146.

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Crashworthiness proof is a certification requirement by aviation authorities for new aircraft types. The objective of static design is a sufficiently stiff and strong structure to carry bending and torsion during flight and ground maneuvers. High stiffness, however, is critical for good crashworthiness behavior. Therefore, crashworthiness investigations should be included at early design stages of the overall aircraft design process. This paper introduces the crash analysis tool AC-CRASH and shows an approach of integrating it into the preliminary design phase.
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Jusuf, Annisa, Afdhal Afdhal, and Minda Mora. "Kajian Desain Kelaiktabrakan Pesawat Terbang." WARTA ARDHIA 42, no. 3 (September 22, 2017): 117. http://dx.doi.org/10.25104/wa.v42i3.241.117-122.

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Lalu lintas penerbangan di Indonesia mengalami tren peningkatan dari tahun ke tahun. Peningkatan frekuensi penggunaan pesawat terbang tentunya akan meningkatkan kemungkinan kejadian kecelakaan. Konsep kelaiktabrakan pesawat terbang menjadi hal penting yang perlu mendapat perhatian untuk mencegah kerusakan struktur dan cedera pada penumpang. Desain kelaiktabrakan struktur pesawat berada pada tahapan desain awal yang terintegrasi kedalam proses desain pesawat secara keseluruhan. Struktur subfloor pada pesawat terbang menjadi bagian yang digunakan untuk menyerap energi kinetik tabrakan dalam kasus pembebanan vertikal pada pesawat terbang. Crash box merupakan komponen pada subfloor yang akan menyerap energi kinetik tabrakan dengan mengubahnya menjadi deformasi plastis. [A Review of Aircraft Crashworthiness Design] Air traffic in Indonesia is experiencing a positive trend in recent years. The increase in the frequency of aircraft operation might particularly increase the possibility of accidents occurrence. Aircraft crashworthiness concept becomes an important matter that need to be considered in order to prevent structural damage and injuries to the passengers. Aircraft structural crashworthiness design is developed in the aircraft preliminary design phase which is, later, integrated into the overall aircraft design process. Aircraft subfloor structure is the part of the aircraft that is used to restrain the kinetic energy of a collision in the case of vertical loading on the aircraft. Subsequently, crash box is a component of the subfloor that will absorb collisions kinetic energy by turning it into plastic deformation.
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Wang, Yu Fei, Ban Wang, Jin Yuan Wang, and Dong Qi Meng. "Optimization of Biomechanical Systems For the Fighter Plane Ejection Seats." Advanced Materials Research 815 (October 2013): 880–85. http://dx.doi.org/10.4028/www.scientific.net/amr.815.880.

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Restraint systems and protection devices, referred to as safety devices in this paper, are widely used in automobiles and aircraft for crashworthiness and safety. While such safety devices are designed to isolate, attenuate, and control the impact to the occupants, their performance for crashworthiness and safety may be ineffective or even counterproductive under certain circumstances.
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Chen, Pu-Woei, and Yung-Yun Chen. "Optimization Analysis on the Crashworthiness of Light Aircrafts." International Journal of Manufacturing, Materials, and Mechanical Engineering 5, no. 3 (July 2015): 1–23. http://dx.doi.org/10.4018/ijmmme.2015070101.

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To protect passengers, large aircraft are equipped with multiple mechanisms to absorb impact energy during a crash. However, light aircraft rely only on the cabin structure to withstand the compression and energy generated during a crash. This study performed a topology optimization analysis on the model structure by using Abaqus/optimization and used strain energy as the objective function and cabin volume as a constraint to develop the optimal model. Subsequently, this work performed dynamic crash simulations based on the optimal and original models by using Abaqus/explicit. Compared with the original model, the optimal model yielded a 12% increase in the safety zone of the diagonal beams, a 13% increase in the X-direction safety zone, and a 10% increase in the overall safety zone. The results confirm that topology optimization can be used to effectively improve the crashworthiness of light aircraft.
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Xue, P., L. Ding, F. Qiao, and X. Yu. "Crashworthiness study of a civil aircraft fuselage section." Latin American Journal of Solids and Structures 11, no. 9 (2014): 1615–27. http://dx.doi.org/10.1590/s1679-78252014000900007.

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Ren, Yiru, and Jinwu Xiang. "Improvement of aircraft crashworthy performance using inversion failure strut system." Aircraft Engineering and Aerospace Technology 89, no. 2 (March 6, 2017): 330–37. http://dx.doi.org/10.1108/aeat-09-2015-0205.

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Purpose The purpose of this paper is to improve the crashworthiness of aircraft by using the strut system as an energy absorption device without redesigning other components. Design/methodology/approach The novel strut system consists of metal stepped thin-walled tubes and articulated connecting hinges. The strut is suffering axial load during impact process for rotating of hinges, and the metal stepped tube has an inversion failure behaviour. Findings The metal stepped tube has lower initial impact load and more stable failure behaviour. The geometrical factors have a great influence on the impact load and energy absorption efficiency. The best length ratio between upper and lower sections is about 2:1 and 1:1 for the metal stepped circular and square tubes, respectively. Practical implications The metal stepped tube with inversion mechanism is suitable for aircraft strut system to improve crashworthiness performance. Originality/value A new strut system is provided using metal inversion failure stepped tubes and articulated connecting hinges to improve crash worthiness of aircraft.
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Chen, Pu Woei, Shu Han Chang, Yu Yang Hsieh, and Tai Sing Sun. "Crashworthiness Simulation Analysis of Light Sport Aircraft Fuselage Structure." Advanced Materials Research 199-200 (February 2011): 48–53. http://dx.doi.org/10.4028/www.scientific.net/amr.199-200.48.

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In recent years, light sport aircraft, which not only serve the purpose of personal recreation but also act as a means of transportation for medium and short distance travel, have rapidly gained popularity in the general aviation industry worldwide. The FAA established regulations for this new category of airplanes in 2004. However, the crashworthiness requirements for this type of airplane have not been clearly specified. This study used the finite element method to investigate the effect of the impact angle and speed of the LSA fuselage structure on passenger safety during a crash event. We used sink speed defined by NASA AGATE, ASTM and FAR as parameters. The passenger compartment reducing rate defined by MIL-STD-1290A was used for a safety boundary condition. The results show that the maximum cockpit reducing rate of the airplane impact angle is 30o. When the impact angle increases, owing to the engine mount and fire wall’s reinforced structure, this type of airplane can sustain a greater vertical drop speed. When the impact angle is about 80°~90°, the maximum impact speed the fuselage that can be sustained is 33 m/s. This work also completed a simulation of safe and unsafe ranges for light sport aircraft at various impact angles and vertical drop speeds during impact.
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Dissertations / Theses on the topic "Aircraft crashworthiness"

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Stephens, V. M. "Crashworthiness of composite seats for civil aircraft." Thesis, Cranfield University, 1992. http://hdl.handle.net/1826/1771.

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A study has been conducted into the design of civil aircraft seats which are forward-facing and use the lap-belt method of restraint. Within these terms of reference, the response of the seat restraint occupant system (SROS) to impact loading has been analysed using physical (dynamic testing) and analytical (computer simulation) modelling techniques. With the increasing use of fibre-reinforced polymer composites in aircraft for weight efficiency, and the consequent appearance of composite seats, attention must be given to the crash performance of these structures. Composite structures are characterised by brittle failure with low impact energy absorption, in comparison to the collapse of metal structures which may exhibit plastic deformation prior to failure. However, using the developing technology of composite sub-structures with high specific energy absorption capability, seat structures have been modified to incorporate composite load-limiting elements. The redesign process involved the compatibility of energy absorber loads with occupant dynamics to minimise injury potential, together with the alleviation of forces in the structural load path to reduce damage and preclude failure of the seat, floor track, and other components. Shortcomings of existing seat designs were assessed, and the dynamics of lap-belted occupants analysed, including secondary head impact with the forward seat structure. The computer' model created was validated against the results of dynamic tests, and then used in a parametric study of occupant dynamics. Conclusions and recommendations include guidlines relating to the future design of both metal and composite seats.
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Carvalho, Roberta Godinho de. "Aircraft crashworthiness: proposal of accident investigation checklist." Instituto Tecnológico de Aeronáutica, 2003. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=549.

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Crashworthiness can be defined as the ability of the airplane in protecting its occupants in crash situations. This concept is only applicable in accidents that are survivable, that is, accidents for which the decelerations peaks are into human tolerance limits. There is na international concern about flight safety, because statistics show that the number of accidents per flight departures hás been Constant since 1975 despite the associated efforts in technology and crew training. Then, assuming this scenario of constant accident rate, the form found by researchers, manufacturers and authorities to protect the passengers in the accidents hás been to invest in the aircraft protection capability. A crashworthiness accident investigation can recover information about the aircraft behavior submitted by impact, and can supply the design team with the necessary information in case of a redesign that seeks safety improvement. This work proposes a crashworthiness investigation checklist that is structured according to the methodology presented by National Transportation Safety Board, and the goal is to establish investigative techniques that can facilitate the collection and analysis of crashworthiness data for accidents occurring in commercial aviation.
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Satterwhite, Matthew Ryan. "Development and Validation of Fluid-Structure Interaction in Aircraft Crashworthiness Studies." Thesis, Virginia Tech, 2013. http://hdl.handle.net/10919/51559.

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Current Federal Aviation Regulations require costly and time consuming crashworthiness testing to certify aircraft. These tests are only capable of a limited assessment of progressive damage and all crash configurations and scenarios cannot be physically evaluated. Advancements in technology have led to accurate and effective developments in numerical modeling that have the possibility of replacing these rigorous physical experiments. Through finite element analysis, an in-depth investigation of an aircraft equipped with a fabricated composite undercarriage was evaluated during water ditching. The severe impact of aircraft ditching is dynamic and nonlinear in nature; the goal of this work to develop a methodology that not only captures the structural response of the aircraft, but also the fluidic behavior of the water. Fundamental studies were first conducted on a well-researched fluid-solid interaction problem, the water entry of a wedge. Typical modeling strategies did not capture the desired detail of the event. An advanced meshing scheme combining meshed and meshless Lagrangian techniques was developed and multiple wedge angles were tested and compared to analytic and qualitative results. The meshing technique proved valid, as the difficult to model phenomena of splashing was captured and the maximum impact force was within five percent of analytical calculations for the 20° and 30° deadrise wedge. Physical small scale aircraft ditching experiments were then performed with an innovative testing platform capable of producing varied aircraft approach configurations. The model was outfitted with an instrumented composite undercarriage to record data throughout the impact while a high-speed camera recorded the event. Numerical simulations of the model aircraft were then compared to experimental results with a strong correlation. This methodology was then ultimately tested on a deformable model of a fuselage section of a full-size aircraft.
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Abdullah, Ahmad Sufian. "Crash simulation of fibre metal laminate fuselage." Thesis, University of Manchester, 2014. https://www.research.manchester.ac.uk/portal/en/theses/crash-simulation-of-fibre-metal-laminate-fuselage(fd254489-243f-4071-8dea-ca9e2dd9d3bc).html.

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A finite element model of fibre metal laminate (FML) fuselage was developed in order to evaluate its impact response under survivable crash event. To create a reliable crash finite element (FE) model of FML fuselage, a ‘building block approach’ is adapted. It involves a series of validation and verification tasks in order to establish reliable material and damage models, verified impact model with structural instability and large displacement and verified individual fuselage structure under crash event. This novel development methodology successfully produced an FE model to simulate crash of both aluminium alloy and FML fuselage under survivable crash event using ABAQUS/Explicit. On the other hand, this allows the author to have privilege to evaluate crashworthiness of fuselage that implements FML fuselage skin for the whole fuselage section for the first time in aircraft research field and industry. The FE models consist of a two station fuselage section with one meter longitudinal length which is based on commercial Boeing 737 aircraft. For FML fuselage, the classical aluminium alloy skin was replaced by GLARE grade 5-2/1. The impact response of both fuselages was compared to each other and the results were discussed in terms of energy dissipation, crushing distance, failure modes, failure mechanisms and acceleration response at floor-level. Overall, it was observed that FML fuselage responded similarly to aluminium alloy fuselage with some minor differences which conclusively gives great confidence to aircraft designer to use FML as fuselage skin for the whole fuselage section. In terms of crushing distance, FML fuselage skin contributed to the failure mechanisms of the fuselage section that lead to higher crushing distance than in aluminium alloy fuselage. The existence of various failure modes within FML caused slight differences from the aluminium fuselage in terms of deformation process and energy dissipation. These complex failure modes could potentially be manipulated to produce future aircraft structure with better crashworthiness performance.
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Huang, Yu-Jen, and 黃毓仁. "Crashworthiness Analysis of Light Aircraft Seat." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/94068401244168315527.

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碩士
淡江大學
航空太空工程學系碩士班
99
As for the pursuit of flight speed and efficient time, the flight safety remains a concern. During the flight, the passenger restraint system comes from two parts: 1. seat belts; 2. seat. Structural strength of the seats is the main system to protect all the passengers and the crew. In order to improve the survival rate of the crew and passengers when the plane crash, the seats must withstand a certain degree of impact. Therefore, FAA developed a standard of the flight seat to ensure the passengers’ safety. The main purpose of this paper is to discuss the use of the finite element software to create an aviation simulation platform for crashworthiness of the seats of light aircraft. As the seat of light aircraft is not clearly defined, static and dynamic analyses are in accordance with the safety regulations of FAR 23. 3D seating model was established by using the Pro / ENGINEER. Also, by using finite element software ABAQUS grid, setting the boundary and load conditions, and conducting the operations and analysis to obtain components of air seats to be set, strain distribution and the amount of deformation. According to the static simulation results, the 3003-H16 aluminum alloy air seats meet regulation of FAR 23.561 as below: forward 9G, lateral 1.5G, 3G up and down the norms 6G test. As for the dynamic simulation, after the two tests from FAR 23.562 which states: 1. Pitch angle of 30 degrees under speed 31fps down fall. 2. Deflection angle of 10 degrees under speed 42fps forward impacts will have damage. Under the yield stress, the maximum speed to withstand destruction is downward 7.3fps, forward 6.7fps.
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Lin, Ya-Yun, and 林亜昀. "The Crashworthiness Analysis of Composite Light Aircraft." Thesis, 2015. http://ndltd.ncl.edu.tw/handle/30818692011388836709.

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碩士
淡江大學
航空太空工程學系碩士班
103
People pay more attention to aircraft because of the growth of aviation industry. In the past few years, metal materials be replaced by composite materials because of the advantages of composite materials. The flight accidents cannot be avoided, so it is an important issue to discuss the crashworthiness of composite aircraft. In this study we use finite element software, such as Abaqus to discuss the crashworthiness and the safety crash zone of the cockpit by using metal and composite materials. We used Pro/ENGINEER to build STOL CH 701 model and the materials used is aluminum, carbon fiber composite material, glass fiber composites and polymer fiber composites. The boundary conditions are 1.3 followed by ASTM, and 30o impact angle defined by AGATE. The result of dynamic simulation must conform 15% cockpit reducing rate which is define by MIL-STD-1290A. In this study the safety crash zone of the cockpit by CFRP and GFRP are higher than 38.56% and 32.12% that of aluminum alloy. The safety crash zone of KFRP is slightly lower than 4.74% that of aluminum alloy. The safety crash zone of the cockpit either change the angle or change the speed, A inclined beams are the key structural. In four different kinds of materials, the deformation of CFRP impact only the Y direction slightly higher than the deformation of aluminum alloy, and the X direction and A direction are lower than the deformation of any other materials. Also the whole safety crash zone of the cockpit by CFRP is better than the whole safety crash zone of the cockpit by other materials.
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Hsieh, Yu-Yang, and 謝育揚. "Crashworthiness Analysis of Light Sport Aircraft Structure." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/23497003636126114477.

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碩士
淡江大學
航空太空工程學系碩士班
98
Science and technology are processing with era. The controllability performance on the aircraft is much better than before, but it still hard to avoid human error or mechanical breakdown, etc. This research of crashworthiness is one of an important issue of how can we approve the percentage of survival in the accident. This research takes the aviation accidents in Taiwan as an example of light-sport aircraft; explain the importance of crashworthiness of aircraft. Recently, most research of crashworthiness are mainly discuss about large civil aircraft, barley discuss about small civil aircraft. Because of the market demand on the small civil aircraft increase in the future, the demand of security must improve. This research regards STOL CH701 structural of airframes as samples, using software of finite element─HyperMesh and LS-DYNA to simulate and analysis the structure on dynamic test, to build the relationship between flying speed, impact angle and structural strength. This research is proving that reliability of the simulate dynamic test based on the AGATE report data that shows the possibility velocity and angle that passenger may survive in the accident, and the stalling speed which follows ASTM standard then analyzing, respectively. Further more, we use different angle to run the simulation test, and built the relationship between velocity, angle and the cockpit reducing rate of the light sport aircraft. Besides we set up the cockpit reducing rate as 15%, to find out the safety zone between the velocity and angle.
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Chen, Kuan-Jung, and 陳冠融. "The Crashworthiness Analysis of Composite and Metal Light Aircraft." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/35372375595305159037.

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碩士
淡江大學
航空太空工程學系碩士班
100
In recent years, the advantages of composite materials make that the composite materials take the place of the metal materials for aerospace industry. Because the flight accidents cannot be avoided completely, so it’s an important issue to investigate crashworthiness of composite aircraft structure under the tendency of composite aircraft. In recent years, the mostly researching objects of composite aircraft crashworthiness are the large aircrafts. To face of the composite light aircraft market will increased, that also means that crashworthiness of the composite light aircraft also emphasize its importance. In this study we use Pro/ENGINEER to establish STOL CH 701 model, the metal material is Al 6061-T6, and composite material is Std CF Fabric Composite. The boundary conditions are 1.3 landing velocity followed by ASTM F2245-07 4.4.4.1, and 30degree impact angle defined by AGATE. The result of dynamic simulation must be under the 15% cockpit reducing rate defined by MIL-STD-1290A. The process of dynamic simulation is meshing model by finite element software Hypermesh, then output the simulation data by LS-DYNA. The result of this study was informed that the safety impact speed of metal material cockpit is 9.59 m/s while crashed for 30 degree impact angle, but composite cockpit can afford the speed greater than defined by ASTM. The safety impact angle of metal cockpit is 16.56 degree, composite cockpit is 84.9 degree. By the relation of impact speed and impact angle to cockpit reducing rate, the safety crash zone of composite cockpit is 160% higher than metal cockpit. Above these results, light aircraft has the batter crashworthiness to replace metal material by composite material.
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Chen, Yung-Yun, and 程永耘. "Crashworthiness Analysis of Light Sport Aircraft Structure by Topology Optimization." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/90301046566146226701.

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碩士
淡江大學
航空太空工程學系碩士班
102
In recent years, the general aviation develop to flourish, and also get more attention on security of general aviation. The general aviation which use single piston engine such as light aircraft and light sport aircraft, its high fatal rate also point out the structure needed to be improve. Improving security dependant on the crashworthiness of the aircraft, and the way to improve is strengthen structure and change material. This study use Abaqus, the finite element software and topology optimization to achieve the goals of enhance structure strength. Boundary conditions of dynamic simulation are impact angle defined by AGATE and landing speed followed by ASTM. Build safety zone base on 15% safe reducing rate by MIL-STD-1290A. The result of this study is that optimum model compare with original model, the safety zone of cant beam increase 12%, the safety zone along x direction increase 13%, and the total safety zone increase 10%. The above results show that the crashworthiness of optimum model is better than original model.
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Hsi-WenLai and 賴璽文. "Dynamic Impact Damage Response and Crashworthiness Analysis of Ultra-Light Aircraft Structures." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/62061529879194854988.

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碩士
國立成功大學
航空太空工程學系碩博士班
98
The purpose of this study is based on analyzing dynamic impact response and crashworthiness of ultra-light aircraft which is composed of hollow thin-walled tube subjected to impact. The design of structure crashworthiness concept usually appears in several of vehicle structure such as car, bumper, train, and aircraft. Besides, most and previous theses also focus on vehicle structure that possesses the resisted ability and absorb sufficient energy during the impact process. When the thin-walled tube is subjected to axial impact, the transformation mode could be predicted by studying dynamic impact response, force, energy absorption and stroke of the tube. On theoretical analysis view, use analytic solution to obtain mean force, stroke, duration time, energy and the collapse number. The good agreement is presented and reported for the experimental data and simulated result in our study. In addition, the explicit commercial code – LS-DYNA is utilized to solve and simulate the dynamic impact response of the hollow circular tube and the ultra-light aircraft accident. The comparison is examined for experimental result of tube and suffers injury of the accident case. By changing the impact velocity and the tube thicknesses, energy adsorptions, maximum acceleration of pilot and passenger for the Ultra-light aircraft full-scale model with deferent thicknesses of tube are represented in our simulations. The Human Tolerance Limits is adopted to describe the significant damage objective between thin-walled tube thicknesses and crush spinal damage for human.
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Books on the topic "Aircraft crashworthiness"

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Segal, Antony M. Aircraft (full-size glider) crashworthiness impact test. [S.l.]: [S.n.], 1989.

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Poon, C. A review of crashworthiness of composite aircraft structures. Ottawa: National Aeronautical Establishment, 1990.

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Finn, Ed. Cushion the impact: Canadian research leads to advances in understanding aircraft crashworthiness. [S.l.]: [s.n.], 1988.

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North Atlantic Treaty Organization. Advisory Group for Aerospace Research and Development. Energy absroption of aircraft structures as an aspect of crashworthiness. Neuilly sur Seine, France: AGARD, 1988.

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General Aviation Aircraft Meeting and Exposition (1987 Wichita, Kan.). General aviation aircraft crash dynamics. Warrendale, PA: Society of Automotive Engineers, 1987.

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Huculak, P. A review of research and development in crashworthiness of general aviation aircraft: seats, restraints and floor structures. Ottawa: National Aeronautical Establishment, 1990.

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North Atlantic Treaty Organization. Advisory Group for Aerospace Research and Development. Energy absorption of aircraft structures as an aspect of crashworthiness. Neuilly sur Seine, France: AGARD, 1989.

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Carden, Huey D. Effect of crash pulse shape on seat stroke requirements for limiting loads on occupants of aircraft. [Washington, DC]: National Aeronautics and Space Administration, Office of Management, Scientific and Technical Information Program, 1992.

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General Aviation Aircraft Meeting and Exposition (1985 Wichita, Kan.). Crash dynamics of general aviation aircraft. Warrendale, PA: Society of Automotive Engineers, 1985.

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United States. National Transportation Safety Board. Safety study: Crashworthiness of large poststandard schoolbuses. Washington, D.C: The Board, 1987.

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Book chapters on the topic "Aircraft crashworthiness"

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Kindervater, C. M. "Aircraft and Helicopter Crashworthiness: Design and Simulation." In Crashworthiness of Transportation Systems: Structural Impact and Occupant Protection, 525–77. Dordrecht: Springer Netherlands, 1997. http://dx.doi.org/10.1007/978-94-011-5796-4_20.

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Lankarani, H. M. "Current Issues Regarding Aircraft Crash Injury Protection." In Crashworthiness of Transportation Systems: Structural Impact and Occupant Protection, 579–612. Dordrecht: Springer Netherlands, 1997. http://dx.doi.org/10.1007/978-94-011-5796-4_21.

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Baghel, Puneet, Sanjay Kumar Tak, Rajshree Swami, Zenab Kagzi, and Manisha Prajapat. "The Crashworthiness Performance of Thin-Walled Energy Absorbing Devices: An Overview." In SCRS Proceedings of International Conference of Undergraduate Students, 263–70. 2023rd ed. Soft Computing Research Society, 2023. http://dx.doi.org/10.52458/978-81-95502-01-1-29.

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Over the past many decades, numerous research efforts have been directed to overcome the major challenge of automotive and aeronautical industries to design lightweight and crash-worthy vehicles that are subjected to impact loading. The energy absorbers are provided in the automobiles and aircraft to minimize the damage to occupants and main structural part of vehicle itself. Many energy-absorbing devices could be appropriately designed for the transport vehicles, however, the thin-walled tubular structures have been widely employed to reduce the destructive effects of dynamic impact loading during a collision and thus increase the crashworthiness behavior of the structural frame. A comprehensive knowledge of the structural performance and material properties of various thin-walled structures under different dynamic loading conditions is important for designing a perfect energy-absorbing device. In this paper, based on a detailed literature survey, a comprehensive overview of the recent investigations in the area of crashworthiness behavior of thin-walled tubes is specified on the topics that appeared in the last decade such as optimization for crashworthiness and energy absorbing performance of unconventional thin-walled components including functionally graded thickness tubes and multi-cell tubes. Due to a large number of studies that analyzed and evaluated the energy absorption behavior of various thin wall structures, this paper presents only an overview on crashworthiness response of the structural components that can be used in vehicular structures including multi-cell thin-walled tubes under axial, oblique and bending loading.
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Conference papers on the topic "Aircraft crashworthiness"

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Madayag, A. F., and John W. Olcott. "Criteria for General Aviation Fuel Systems Crashworthiness." In General Aviation Aircraft Meeting and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1989. http://dx.doi.org/10.4271/891016.

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Marcus, Jeffrey H. "Dummy and Injury Criteria for Aircraft Crashworthiness." In General, Corporate & Regional Aviation Meeting & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1995. http://dx.doi.org/10.4271/951167.

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Arnaudeau, F., M. Mahe´, E. Deletombe, and F. Le Page. "Crashworthiness of Aircraft Composites Structures (Invited Talk)." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-32917.

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More and more aircraft components are made of fiber reinforced composite material because of high stiffness, strength and low weight. These composites are made of glass or carbon fibers embedded into a polymer matrix. In some case, for equivalent energy absorption, composite components can be 50% lighter than steel components. The resistance of aircraft composite components to impact of various debris or birds must be assessed. Extensive literature exists describing the energy absorption mechanism of composite laminate tubes crushed between two rigid plates. Triggers are usually used to initiate material peeling inside and outside of the tube. The energy is absorbed by more complex mechanisms than for metallic tubes, such as delamination, fibers debonding, pulverization of material and friction. A constitutive model using damage mechanics is described in this paper. The model has been validated on composite tube crushing. This paper also describes the numerical results obtained with RADIOSS for the crash of composite sine wave beam and of sub cargo floor structure. Bird strike simulation results are also shown in the case of impact on a commuter leading edge structure. Comparison with tests results is shown. RADIOSS is an explicit finite element code developed by MECALOG, used for non linear simulations and validated industrially for crash analysis of metallic structures in automotive and aeronautic applications.
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Ding, Menglong, Anhuan Xie, Shiqiang Zhu, Wei Song, Jiandong Cai, Xufei Yan, Pengyu Zhao, Jason Gu, and Yanyan Zhang. "Crashworthiness Design Optimization for an eVTOL Aircraft." In 2022 IEEE International Conference on Robotics and Biomimetics (ROBIO). IEEE, 2022. http://dx.doi.org/10.1109/robio55434.2022.10011735.

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Wang, Xing-Yu, Shu-Hua Zhu, and Xu-Long Xi. "Research on crashworthiness of a civil transport aircraft." In 2022 8th International Conference on Mechanical Engineering and Automation Science (ICMEAS). IEEE, 2022. http://dx.doi.org/10.1109/icmeas57305.2022.00060.

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Zhao, H., W. Lu, D. Wang, P. Ke, Z. Qu, and Y. Hou. "Civil helicopter crashworthiness safety and CRFS application." In CSAA/IET International Conference on Aircraft Utility Systems (AUS 2022). Institution of Engineering and Technology, 2022. http://dx.doi.org/10.1049/icp.2022.1576.

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Maia, Leandro Guimarães, and Paulo Henriques Iscold Andrade De Oliveira. "A Review of Finite Element Simulation of Aircraft Crashworthiness." In SAE Brasil 2005 Congress and Exhibit. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-01-4012.

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Clark, John C. "Summary Report on the National Transportation Safety Board's General Aviation Crashworthiness Project Findings." In General Aviation Aircraft Meeting and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1987. http://dx.doi.org/10.4271/871006.

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Beheshti, Hamid Kh, Hamid M. Lankarani, and Sivaraman Gopalan. "A Hybrid Multibody Model for Aircraft Occupant/Seat Cushion Crashworthiness Investigation." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-84041.

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Seat cushion is in the primary load path between the seat and the occupant, and the potential for injuries to an occupant in an accident highly depends on it. The seat cushion is able to dissipate the kinetic energy due to impact in a controlled manner. Wide varieties of energy absorbing materials are used in aircraft interiors for occupant safety and ergonomic purposes. Flexible polyurethane foams are one among those used in seat cushions. Although comfort and aesthetics play an important role in the seat cushion design, safety is among the top criteria. Studies on seat cushions have demonstrated that the seat cushions generally amplify the lumbar/pelvis transmitted load to the occupant, making the seat cushion design further complicated for crashworthy design. The certification of seat cushion requires that their performance be demonstrated by dynamic full scale sled testing. Due to the high costs involved in dynamic testing, a mathematical hybrid multi-body model is developed in this study to simulate the dynamic responses of a bare iron seat, the seat cushion and the occupant represented by crash test dummy. The model is utilized to predict the lumbar load sustained when subjected to the FAR Part 23 and 25 dynamic test conditions for transport and general aviation category aircraft. The model is also used to determine the relative displacement and velocity of occupant against the seat pan. The results from the dynamic model are validated with full-scale sled tests performed at the National Institute for Aviation Research (NIAR), and hence can be utilized as a design tool for the selection of proper seat cushions.
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Paz Mendez, Javier, Jacobo Díaz García, and Luis Romera Rodríguez. "Crashworthiness Analysis and Enhancement of Aircraft Structures under Vertical Impact Scenarios." In AIAA Scitech 2019 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2019. http://dx.doi.org/10.2514/6.2019-0778.

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Reports on the topic "Aircraft crashworthiness"

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Schoenbeck, Ann, and Michael Schultz. Emerging Technologies in Aircraft Crashworthiness. Fort Belvoir, VA: Defense Technical Information Center, May 1999. http://dx.doi.org/10.21236/ada375738.

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Shannon, Samuel G., and Dennis F. Shanahan. Estimating the Impact of Crashworthiness Standards on Mortality and Morbidity Events in the U.S. Army Rotary-Wing Aircraft Mishaps. Fort Belvoir, VA: Defense Technical Information Center, September 1993. http://dx.doi.org/10.21236/ada277121.

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