Analysis of the Space Shuttle Orbiter skin panels under simulated hydrodynamic loads

The Space Shuttle orbiter skin panels were analyzed under pressure loads simulating hydrodynamic loads to determine their capability to sustain a potential ditching and to determine pressures that typically would produce failures. Two Dynamic Crash Analysis of Structures (DYCAST) finite element models were used. One model was used to represent skin panels (bays) in the center body, while a second model was used to analyze a fuselage bay in the wing region of the orbiter. From an assessment of the DYCAST nonlinear computer results, it is concluded that the probability is extremely high that most, if not all, of the lower skin panels would rupture under ditching conditions. Extremely high pressure loads which are produced under hydrodynamic planning conditions far exceed the very low predicted failure pressures for the skin panels. Consequently, a ditching of the orbiter is not considered to have a high probability of success and should not be considered a means of emergency landing unless no other option exists

An overview of the crash dynamics failure behavior of metal and composite aircraft structures

An overview of failure behavior results is presented from some of the crash dynamics research conducted with concepts of aircraft elements and substructure not necessarily designed or optimized for energy absorption or crash loading considerations. Experimental and analytical data are presented that indicate some general trends in the failure behavior of a class of composite structures that includes fuselage panels, individual fuselage sections, fuselage frames, skeleton subfloors with stringers and floor beams without skin covering, and subfloors with skin added to the frame stringer structure. Although the behavior is complex, a strong similarity in the static/dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models

A review of the analytical simulation of aircraft crash dynamics

A large number of full scale tests of general aviation aircraft, helicopters, and one unique air-to-ground controlled impact of a transport aircraft were performed. Additionally, research was also conducted on seat dynamic performance, load-limiting seats, load limiting subfloor designs, and emergency-locator-transmitters (ELTs). Computer programs were developed to provide designers with methods for predicting accelerations, velocities, and displacements of collapsing structure and for estimating the human response to crash loads. The results of full scale aircraft and component tests were used to verify and guide the development of analytical simulation tools and to demonstrate impact load attenuating concepts. Analytical simulation of metal and composite aircraft crash dynamics are addressed. Finite element models are examined to determine their degree of corroboration by experimental data and to reveal deficiencies requiring further development

Behavior of composite/metal aircraft structural elements and components under crash type loads: What are they telling us

Failure behavior results are presented from crash dynamics research using concepts of aircraft elements and substructure not necessarily designed or optimized for energy absorption or crash loading considerations. To achieve desired new designs which incorporate improved energy absorption capabilities often requires an understanding of how more conventional designs behave under crash loadings. Experimental and analytical data are presented which indicate some general trends in the failure behavior of a class of composite structures which include individual fuselage frames, skeleton subfloors with stringers and floor beams but without skin covering, and subfloors with skin added to the frame-stringer arrangement. Although the behavior is complex, a strong similarity in the static and dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models. It is believed that the similarity in behavior is giving the designer and dynamists much information about what to expect in the crash behavior of these structures and can guide designs for improving the energy absorption and crash behavior of such structures

Development of a Continuum Damage Mechanics Material Model of a Graphite-Kevlar(Registered Trademark) Hybrid Fabric for Simulating the Impact Response of Energy Absorbing Kevlar(Registered Trademark) Hybrid Fabric for Simulating the Impact Response of Energy Absorbing

This paper describes the development of input properties for a continuum damage mechanics based material model, Mat 58, within LS-DYNA(Registered Trademark) to simulate the response of a graphite-Kevlar(Registered Trademark) hybrid plain weave fabric. A limited set of material characterization tests were performed on the hybrid graphite-Kevlar(Registered Trademark) fabric. Simple finite element models were executed in LS-DYNA(Registered Trademark) to simulate the material characterization tests and to verify the Mat 58 material model. Once verified, the Mat 58 model was used in finite element models of two composite energy absorbers: a conical-shaped design, designated the "conusoid," fabricated of four layers of hybrid graphite-Kevlar(Registered Trademark) fabric; and, a sinusoidal-shaped foam sandwich design, designated the "sinusoid," fabricated of the same hybrid fabric face sheets with a foam core. Dynamic crush tests were performed on components of the two energy absorbers, which were designed to limit average vertical accelerations to 25- to 40-g, to minimize peak crush loads, and to generate relatively long crush stroke values under dynamic loading conditions. Finite element models of the two energy absorbers utilized the Mat 58 model that had been verified through material characterization testing. Excellent predictions of the dynamic crushing response were obtained

Orion Crew Member Injury Predictions during Land and Water Landings

A review of astronaut whole body impact tolerance is discussed for land or water landings of the next generation manned space capsule named Orion. LS-DYNA simulations of Orion capsule landings are performed to produce a low, moderate, and high probability of injury. The paper evaluates finite element (FE) seat and occupant simulations for assessing injury risk for the Orion crew and compares these simulations to whole body injury models commonly referred to as the Brinkley criteria. The FE seat and crash dummy models allow for varying the occupant restraint systems, cushion materials, side constraints, flailing of limbs, and detailed seat/occupant interactions to minimize landing injuries to the crew. The FE crash test dummies used in conjunction with the Brinkley criteria provides a useful set of tools for predicting potential crew injuries during vehicle landings

Simulating the Impact Response of Composite Airframe Components

In 2010, NASA Langley Research Center obtained residual hardware from the US Army's Survivable Affordable Repairable Airframe Program (SARAP). The hardware consisted of a composite fuselage section that was representative of the center section of a Black Hawk helicopter. The section was fabricated by Sikorsky Aircraft Corporation and designated the Test Validation Article (TVA). The TVA was subjected to a vertical drop test in 2008 to evaluate a tilting roof concept to limit the intrusion of overhead mass items, such as the rotor transmission, into the fuselage cabin. As a result of the 2008 test, damage to the hardware was limited primarily to the roof. Consequently, when the post-test article was obtained in 2010, the roof area was removed and the remaining structure was cut into six different types of test specimens including: (1) tension and compression coupons for material property characterization, (2) I-beam sections, (3) T-sections, (4) cruciform sections, (5) a large subfloor section, and (6) a forward framed fuselage section. In 2011, NASA and Sikorsky entered into a cooperative research agreement to study the impact responses of composite airframe structures and to evaluate the capabilities of the explicit transient dynamic finite element code, LS-DYNA, to simulate these responses including damage initiation and progressive failure. Finite element models of the composite specimens were developed and impact simulations were performed. The properties of the composite material were represented using both a progressive in-plane damage model (Mat 54) and a continuum damage mechanics model (Mat 58) in LS-DYNA. This paper provides test-analysis comparisons of time history responses and the location and type of damage for representative I-beam, T-section, and cruciform section components

Epidemiological associations between brachycephaly and upper respiratory tract disorders in dogs attending veterinary practices in England

Background: Brachycephalic dog breeds are increasingly common. Canine brachycephaly has been associated with upper respiratory tract (URT) disorders but reliable prevalence data remain lacking. Using primary-care veterinary clinical data, this study aimed to report the prevalence and breed-type risk factors for URT disorders in dogs. Results: The sampling frame included 170,812 dogs attending 96 primary-care veterinary clinics participating within the VetCompass Programme. Two hundred dogs were randomly selected from each of three extreme brachycephalic breed types (Bulldog, French Bulldog and Pug) and three common small-to medium sized breed types (moderate brachycephalic: Yorkshire Terrier and non-brachycephalic: Border Terrier and West Highland White Terrier). Information on all URT disorders recorded was extracted from individual patient records. Disorder prevalence was compared between groups using the chi-squared test or Fisher’s test, as appropriate. Risk factor analysis used multivariable logistic regression modelling. During the study, 83 (6.9 %) study dogs died. Extreme brachycephalic dogs (median longevity: 8.6 years, IQR: 2.4-10.8) were significantly younger at death than the moderate and non-brachycephalic group of dogs (median 12.7 years, IQR 11.1-15.0) (P \u3c 0.001). A higher proportion of deaths in extreme brachycephalic breed types were associated with URT disorders (4/24 deaths, 16.7 %) compared with the moderate and non-brachycephalic group (0/59 deaths, 0.0 %) (P = 0.001). The prevalence of having at least one URT disorder in the extreme brachycephalic group was higher (22.0 %, 95 % confidence interval (CI): 18.0-26.0) than in the moderate and non-brachycephalic group (9.7 %, 95 % CI: 7.1-12.3, P \u3c 0.001). The prevalence of URT disorders varied significantly by breed type: Bulldogs 19.5 %, French Bulldogs 20.0 %, Pugs 26.5 %, Border Terriers 9.0 %, West Highland White Terriers 7.0 % and Yorkshire Terriers 13.0 % (P \u3c 0.001). After accounting for the effects of age, bodyweight, sex, neutering and insurance, extreme brachycephalic dogs had 3.5 times (95 % CI: 2.4-5.0, P \u3c 0.001) the odds of at least one URT disorder compared with the moderate and non-brachycephalic group. Conclusions: In summary, this study reports that URT disorders are commonly diagnosed in Bulldog, French Bulldog, Pug, Border Terrier, WHWT and Yorkshire Terrier dogs attending primary-care veterinary practices in England. The three extreme brachycephalic breed types (Bulldog, French Bulldog and Pug) were relatively short-lived and predisposed to URT disorders compared with three other small-to-medium size breed types that are commonly owned (moderate brachycephalic Yorkshire Terrier and non-brachycephalic: Border Terrier and WHWT). Conclusions: In summary, this study reports that URT disorders are commonly diagnosed in Bulldog, French Bulldog, Pug, Border Terrier, WHWT and Yorkshire Terrier dogs attending primary-care veterinary practices in England. The three extreme brachycephalic breed types (Bulldog, French Bulldog and Pug) were relatively short-lived and predisposed to URT disorders compared with three other small-to-medium size breed types that are commonly owned (moderate brachycephalic Yorkshire Terrier and non-brachycephalic: Border Terrier and WHWT)

Simulating the Impact Response of Full-Scale Composite Airframe Structures

NASA Langley Research Center obtained a composite helicopter cabin structure in 2010 from the US Army's Survivable Affordable Repairable Airframe Program (SARAP) that was fabricated by Sikorsky Aircraft Corporation. The cabin had been subjected to a vertical drop test in 2008 to evaluate a tilting roof concept to limit the intrusion of overhead masses into the fuselage cabin. Damage to the cabin test article was limited primarily to the roof. Consequently, the roof area was removed and the remaining structure was cut into test specimens including a large subfloor section and a forward framed fuselage section. In 2011, NASA and Sikorsky entered into a cooperative research agreement to study the impact responses of composite airframe structures and to evaluate the capabilities of the explicit transient dynamic finite element code, LS-DYNA, to simulate these responses including damage initiation and progressive failure. Most of the test articles were manufactured of graphite unidirectional tape composite with a thermoplastic resin system. However, the framed fuselage section was constructed primarily of a plain weave graphite fabric material with a thermoset resin system. Test data were collected from accelerometers and full-field photogrammetry. The focus of this paper will be to document impact testing and simulation results for the longitudinal impact of the subfloor section and the vertical drop test of the forward framed fuselage section