Development of crashworthy passenger seats for general-aviation aircraft

Document

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1176 00137 0106

NASA Contract or Report 159100

NASA-CR-1S9100 19790022993 ..

Development of Crashworthy

Passenger Seats for

General-Aviation Aircraft

. M. J. Reilly and A. E. Tanner

BOEING VEHTO~ CO,*,PANY PHILADELPHIA. PENNSYLVANIA 19142 CONTRACT NASl-14637 AUGUST 1979

NI\S/\

National Aeronautics and Space Administration Langley Research Center Hampton, Virginia 23665 AC 804 827-3966 .,-,n , ~ . \',\ .' ,~.

\ f 03-01 CO""ERCIAL AND GENERAL AVI1TIOB III AND STAR ISSUES .22 NOVE"BER 1979 D Airport power supply --- Russian book GLADYSH, I. S. D Rotary balance data for a typical single-engine general ANDREEV, P. L. 1979 248 PAGES Moscow, Izdatel'stvo aYiationdesign for an angle~of-attack range of 6 deg t· Transport, 1979. '248 p. In Russian. 90 deg~ 2: High-wing .odel 1 Bihrle Applied Reseaech, Inc., Jericho, N. Y. MULCAY, W. ROSE, R. Washington '*AIRPORT PLANNING, *CIRCUIT PROTECTION, *ELECTRIC NETWORKS, *ELECTRIC POWER SUPPLIES, *GROUND SUPPORT EQUIP"ENT, NASA SEP. 1979 116 PAGES REFS. NASA-CR-3101 *TERMINAL fACILITIES AVAIL- NTIS HC A06/llf AOl BLOCK DIAGRAMS, ELECTRIC POWER PLANTS, ELECTRIC POWER *AERODYNAIIIC CHARACTERISTICS, *GENERAL AVIATION AIRCRAfT, TRANSMISSION, ELECTRICAL GROUNDING, ENERGY REQUIREMENTS, *ROTARY STABILITY, *SPIN TESTS POWER SUPPLY CIRCUITS, SHORT CIRCUITS, TRANSfORl'IERS ANGLE OF ATTACK, BODY-WING AND TAIL CONFIGURATIONS, WIND C09 A79-50499 • TUNNEL TESTS C02 N79-31149* D The need to distiDqoish air space fro a ooter space a Rotary balance data for a single-engine trainer design HOSENPHLD, S. B. 1978 9 PAGES 46 REFS. In: for an angle-of-attack range of 8 deg to 90 deg --- colloquium on th~ Low of Outer Space, 20th, Prague, conducted in langely spin tunnel Bihrle Applied Czp"hoslovakia, september 25-0ctober I, 1977, Research, Inc., Jericho, N. Y. PANTASON, P. DICKRNS, peoc""di.ngs. (A79-50851 22-8/1) Davis, Calif., University W. Washington NASA AUG. 1979 327 PAGES of Califoenia; L,ittleton, colo., fred B. Rothman and NASA-CR-3099 AVAIL- NTIS HC A15/Mf Aul to., 1978, p. 61-69. *~EnODYNA~IC CHARACTERISTICS, *ANGLE OF ATTACK, *LEADING *EQUATORIAL ORBITS, *NATIONAL AVIATION SYSTEM, *SPACE LAW EDGES, *SPIN TESTS, *TRAINING AIRCRAfT, *VORTICES CONVENTIONS, EARTH ATMOSPHERE, INTERNATIONAL LAW, OUTER SPACE AERIAL RUDDERS, AILERONS, AIRCHAfT MOIlELS, AIRCRAfT TREATY, SPACE SHUTTLES, SYNCHRONOUS SATELLITES PERFORI! ANCE, ELEVATOHS (CONTROL SURFACES), fLIGIiT C84 A79-50852 • CHARACTERISTICS, GENERAL AVIATION AIRCRAFT, WING PROfILES L _ ~ \f:'\ J... COl N'19-31152*' D Aeronautical inforaation data subsystems /1105/ ~ . .N ~-(A.A. ('1 C. lh "'-' ~A- PI:jCIIER, P. W. AA(Studiengemeinschaft fuer ~ Develop.ent of crashlrorthy passenger seats tor Plu'lsicherung, westerngrund, West Geemany) SEP. 1979 ~ general-aViation aircraft Boeing Vertol Co., 4 PAGES The controller, vol. 18, Sept. 1979, p. 30-33.

Philad~l' a. RRILLY, 1'1. J. TANNER~E. AUG.

*AIR NAVIGATION, *AIRTRAFFIC, *DATA SYSTEMS, *FLIGHT RULES, 1979 )J21'AGELiRP.fS •• ,.. NASA-CI!.-.!.59100 210-11JJ!>-'

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A VAIL- ~-~6/MF {0'1' ,-,., *SY STRM~; ENGINEERIIIG *GENERAL AVIATION AIRCRAfT, *LIGIIT A RCHAfT, *SAPRTY COMPUTER GR, APIIICS~DATA ACQUISITI9N, MAN MACHINE SYSTEMS, TABLES (DAT~ I C03 A79-50920 ~ANAGEMENT, *SEATS . '" ., CRASHES, DESIGN ANALYSIS, ENERGY BSORPTIO~' ~PACT LOADS~~ ~ "r;'~n s!s~e~ • f~'q-a}r tr",ffic con\rol JORGE~EN' P. A.

..... .1 fJ' 'C03 1I'l9-311!>4*' A~H (~)denl~SfA" Romo/, Itaiy) SEP. ~979 3 AGES ""':~ ~1tM':. ;-C.-.A.-lj -' •.. , .. _~._ .. _ a Airport flaaaa6tiii y , foil' cale fire tests National .J /.... (rnt,,~.na~ioh,l '{"e"rI,e, Fatiqri of Ai,r Tr"',~fic con',t ol,lers.

Aeronautics and Space Admi istration. Lyndon B. Johnson ;, ~ AS,,,oclat10ns ,Anl)~11 C,o,nference, 18tlt. Brusse· s, ~ ll<'l.qium, Apd 2~-'\I!' 1979.) The ContrdUer,~ol. 18, Space Center, Houston, Tex. BRICKER, R. W. In NASA.

Ames Res. Center Conf. on fiee Resistant Mater. p 1-1, * AI R br;YT~926h~6L;-~X&TbMATIC ~~~;·R~~·" "C~II~U ,E~"~~A;HICS, (SEE N79-31166 22-03) JUL. 1979 11 PAGES AVAIL- *COMPU'rEH SYSTEMS IJESilGN;·,.*,SYSTEMS ENGINEERING '. . ... _. NTIS IIC A13/MF AOl *AlRCRAfT, "'BOEING 737 AIRCRAfT, *fIRES, *fl.A/lMABILITY DATA ACQUISITION, D"A"TA" "PROC.e,:;SI, N, G, DISPLAY (EV, IfEq, MAN ) AIRCRAFT COMPARTMENTS, EVACUATING (TRANSPORTATION), PLAME MACHINE SYSTElIS, lIIC!lO~OMPUT~~S 9011 A';Z9-50921 PROPAGATION, fUSELAGES, SMOKE COJ N79-Jll!>"*~ D A comparison ,OfP~edictio~~"obtained fr~-.l wind ·~~.llel ,-' ' tests and the r,esults fro. d:'\lising flig,£t: Airbus'~nd D Recent advances in aaterials toxicology Southwest Concorrle -~t cpnferences Natio~al Aero?autics and Sp~ce Foundation for Research and Education, San Anton10, Tex.

RUSSO, D. 1'1. In NASA. Ames Res. Center Cont. on fir" Admillisteat'io,i, Washington, D. C. BERrR, J. AUG. 197~ ., 1 PA(:I::S 'liE,f;'. Transl. into ENGLI H of to Comparison' Resistant Mater. p 27-113 (SEE N79-3116!> 22-U3) JUL.

"ntt'" Ie" f/sultats rle vol en c['oisier ,: Airbus et 1979 17 PAGES AVAlL- NTIS HC A1J/MP AOl Concorrl"", A(;ARtr-CP-242, Rept-20 Presented at flight *AIRCRAfT COMPARTMENTS, *COMBUSTION PROIlUCTS, *I'IRr.S, Mech.Jnics Panel Specialists lIeeting on Peeformance *TOXICOLOGY I't.,ctiction lI.,thorls, Paeis, france, 11-13 Oct. '1977 ASSESSIIENTS, BOEING 737 AIRCRAI'T, FUSELAGES, GIlAI'IiS (CHARTS), Te,ln"1. by Kannee (Leo) Associates, Redwood City, Calif. METIIODOLOGY, PYROLYSIS, TOXICITY CU3 N7,)-3 11!>9'f Or iqin.11 doc. prep. by Aeeospatiale (Feance) oeiginal lauql1tlCjf! document was announced as N70-26074 D Statos of candidate materials for full-scale tests in IIA;,~-TN-75231l AGARtr-CP-242 REPT-20 AVAIL- NTIS IIC the 737 fuselage National Ae~onautics and space A04/lIl' AOI Administration. Lyn,\on B. Johnson Space C<,nt.er, Houston, -A-lOO AI IlCHAfT, *CONCORDE AIRCRAFT, *CONFERENCES, *FLIGHT Tex. SUPKIS, D. In N'ASA. Allies Res. Center C'ont. on n::;1',;, 'WINP TUNNEL TESTS Pice Resistant Mater. P 45-69 (Sr.E N79-311b6 22-03) UROIlYIIAMIC COEPI'ICIENTS, APoRODYNAMIC DRAG', DATA ACQUISITION, JUL. 1979 25 PAGES AVAIL- NTIS IIC A 13/Mf AOI PHOI'UI.SIUN SYSTEM PERfORlIANCE COl N79-31136*' *BOEING 137 AIRCRAfT, *fIRES, *FLAMMABILITY, *PUSEI.AGRS, *NONfLA"MABLE "ATERlALS D Pow.'e",j low-aspect-ratio Wing In Ground effect (WIG) AIRCRAFT COMPARTMENTS, EVACUATING (T"ANSPOATATIOII), GRAPHS ae['odynaaic characteristics --- condocted in Langley (CHARTS), SEATS, SMOKE, TAllLES (DATA). TPoMPERATllflE V/STf)L tunllel National A~ronautic5 and Space MEASUREMENT, TIiPoRMAL INSULATION, TOXICITY COl N/~-Jl110" Admill i:.lr-dtion'. Ldn<Jlf~Y np::;~:'ilrch Cf!ntOI:, lIampton, Va.

TllfJMA:;, ,I. I.. PAULSON, .J. W., ,JR. MARGASON, R. J. D Dewelopment of fire-resistant, 10. smoke gelle['ating, ,1111.. 1'11'1 'I') PAGE~; 11I:fS. NASA-TM-7679.l AVAIL- theraalIJ stable end items fo~ commercial aircratt and NT f', II<: AUI/M~' AOI spacecraft using a basic polyimide .resin SoL.lr "lJrhin(':: -AIHCIlAfT Ilfo:~;rGN, *GROUND RfPf,CT (AERODYNAMICS), *,IET LIfT, International, SHn Dipqo, Calil. GAGLTAIII, J. In NAS~.

',11':1' TItIlIl::T, 'pOWEReD I.IfT AIItCHAPT, *PROPULSIVE EfPICIENCY, Amp.s UPS .. ,Center' Coot. on Pir ... n("!~i~)ti\nt t'\,ltl'L. p ·=;~:AI'I.AN'';:; 71-92 (Sr.E N79-3116& 22-0J) ,TtlL. 1~"" /./ PAra',:; A!':1l011Y N A M I r: COEfFICIENT:;, A IRCRAPT I.ANDI NG, nOItNDAH Y LAYP.R AVAIL- NTTS IIC Al.l/MP AUI CONTIlOr., I.lf1' fAN~;, NACELLES, PITCIIING MOM~:IITS, TAK P'Off, *AIRCIIAPT STRUCTUIIEs, 'COMMI~HCIAI. AIIlCHAPT, *1'1J<{,,:,"HOOflN(;, "'ItIW:;T'WF!I;ItT RATIO, WINIl TUNN~:L TESTS, WING I'I.APS, *POLYIMIDE RESINS, *SPACECRAPT STRUCTIIRES WJN(;-~'!I:;":'.A(;I; :;'I'ORP,S C02 N79-31141*' fIREBREAKS, I'LOORS, I'OAMS, GRAPIIS (CIIAHTS), NONrI.AMMAII/.E M'ATERIALS, TABLES (DATA), TIIERMAL INSULATION, WAl.I.:; r:UJ N'/'}-,ll1/1" PAGIl 2 CONTINUED o •• r.XT PAGf.

RECFiV LR,'C ! 1 ["1.

NAS1-14637 NASA CR-159100 Development of Crashworthy Passenger Seats for General Aviation Ai rcraft by M. J. Reilly and A. E. Tanner Distribution of this report is provided in the interest of information axchange. Responsibility for the contents resides in the author or organization that prepared it.

Prepared under Contract No. NAS 1-14637 by Boeing Vertol Company Philadelphia, PA 19142 ..

for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION 0210-11336-1 August 1979

;tJ 79- 3 I / to i-:::tt

ABSTRACT This report documents the design and analysis effort undertaken in the development of two crashworthy passenger seats. Rationale used in the selection of the concepts is discussed and advantages and disadvantages of each concept are presented.

i FOREWORD This report was prepared by the Boeing Vertol Company for the National Aeronautics and Space Administration, Langley Research Center, under NASA Contract NASl-14637. E. Alfaro-Bou was NASA technical monitor for this work. The Boeing Vertol Project Engineer was M. J. Reilly.

ii SUMMARY The purpose of this program was to design two types of epergy absorbing passenger seat concepts suitable for instal- lation in light twin-engine fixed wing aircraft. An existing passenger seat for such an aircraft was used to obtain the envelope constraints. Ceiling suspended and floor supported seat concept designs were developed. A restraint system suitable for both concepts was designed. Energy absorbing hardware for both concepts was fabricated and tension and compression tests were conducted to demonstrate the stroking capability and the force deflection characteristics. Crash impact analysis was made and seat loads developed. The basic seat structures were analyzed to determine the adequacy of their strength under crash impact loading.

iii TABLE OF CONTENTS ABSTRACT . i FOREWORD ii SUMMARY . . iii LIST OF ILLUSTRATIONS.

v II' INTRODUCTION . 1 Background . . . . 1 Technical Discussion . 1 Requirements . . 2 GOALS Scope. 6 CRASHWORTHY CEILING SUSPENDED SEAT DESIGN - TASK I . 7 Design Considerations ...

Seat Design. . . . . . . . . 7 CRASHWORTHY FLOOR MOUNTED SEAT DESIGN - TASK II. 16 Seat Design. . . . . . . . . . . . .

RESTRAINT SYSTEM DESIGN - TASK III . .

ATTENUATION SYSTEM TESTING - TASK IV . .

Energy Attenuator Configurations .

Energy Attenuator Static Testing .

APPENDIX A - LOAD AND STRESS ANALYSIS. 38 " iv LIST OF ILLUSTRATIONS Figure 1. Crash Pulse and Attenuation Curves . . . .

2. Human Tolerance to Forward Acceleration. • 4 3. Human Tolerance to Downward Acceleration .

4. Effect of Attenuators in Parallel 5. Seat Pan Suspension and Stabilization. .

6. Typical Tension Wire-Bending Energy Atten- ua tor. . . . . . . . . . . . . . . . . . . 11 7. Tubular Tension/Compression Wire-Bending Energy Attenuator. . • . •. .•.• 12 8. Seat Kinematics for Vertical and Forward 9. Seat Kinematics for Combined and Forward Stroking . . . . . . . . .. ....

10. Combined Lapbelt Shoulder Harness Restraint Sys tern . . . • • . . . . . . . . . • . • . • . 22 11. Pre-Test 1, Tension Wire Energy Attenuator •. 24 12. Tension Attenuator Force/Deflection. .

13. Post-Test 1, Wire in Stroked Condition .

14. Slack-Loop Energy Attenuator Wire. . .

15. Tension Attenuator Force/Deflection. . 29 16. Pre-Test 2, Telescoping Tube Energy Atten- ua tor. . . . . . . . . . . . . . .. ... 30 17. Tubular Attenuator Force/Deflection. . 31 Post-Test 2, Attenuator in Stroked Condition.

18.

19. Trunion Tube Energy Attenuator Assembly ....

v LIST OF ILLUSTRATIONS (CONT'D.)

Figure Page 20. Pre-Test 3, Trunion Tube Energy Attenuator. 34 21. Tubular Attenuator Force/Deflection . . .. 36 22. Post-Test 3, Attenuator in Stroked Condition .. 37 ..

vi INTRODUCTION This study was conducted to develop 2 crashworthy passen- ger seat concepts suitable for use in light twin-engine fixed wing aircraft.

Background Serious development of crashworthy seats for aircraft was begun approximately 15 years ago, principally for use in mili- tary helicopters. Development progressed slowly due to the constraints of low weight and cost and the need for reliable energy attenuating devices. Arrangement of the attenuators such that the crash impact stroking kinematics were not affec- ted by various impact angles presented a formidable challenge.

This was complicated by the need to maintain the integrity and function of the seat in a crash environment where its mounting structure and attachments are severely distorted by the impact. Providing an adequate restraint system to limit the occupant's motion relative to the seat, necessitated the development of new materials and configurations.

The lightweight crashworthy seat state-of-the-art has just reached a point where the first practical seats are being designed for production military aircraft. Consideration can now be given to adapting some of these proven principles to crashworthy seating in private and commercial airplanes. The Boeing Vertol Company, who has been a leader in crashworthy development, was awarded a contract by NASA-Langley to design 2 crashworthy passenger seat concepts suitable for light twin- engine airplanes.

Technical Discussion A crashworthy seat is one that will withstand a specified crash impulse loading and will reduce the crash accelerations on the occupant to within the limits of human tolerance. A crash mpulse, produced by the rapid reduction of the aircraft's velocity at impact, consists of a high acceleration for a short duration of time. The resulting peak G can produce serious or fatal injury to the aircraft occupants. The objective then is to reduce the peak G to within the limits of human tolerance and to account for the energy in the pulse by increasing the duration of the lower G pulse until the areas under the curves are equal. An example of this reduc- tion in G level or energy attenuation is shown in Figure 1.

Energy attenuation in a crashworthy seat is accomplished by suspending the seat in a manner so that the seat, with the occupant, can move or stroke, relative to the aircraft, in a direction opposite to the resultant crash force. Load limiting devices or energy attenuators resist motion in the direction of the crash impact at a level which is within force levels that can be tolerated by the occupant. The limiting load of the attenuator is set by mUltiplying the occupants weight by the tolerable acceleration level or G.

Human ·tolerance limits vary depending upon the direction in which the forces act on the occupant. Higher forces can be tolerated in the forward and rearward directions than in the vertical direction (Figures 2 and 3). Seats with separate attenuation systems for the various axes require different load settings for each axis so as not to exceed the human tolerance limits.

Load settings for energy' attenuators should be set for a light weight occupant at their maximum human tolerance limit.

Heavier occupants will experience lower G level accelerations at this load setting because a lower G level multiplied by the heavier occupant weight will equal the load setting of the attenuator. Heavier occupants, however, will stroke a farther distance than the lighter occupant. For this reason stroking requirements are established for the heavier occu- pant.

Requirements The design requirements established by NASA were for two seat concepts, one a ceiling suspended seat and the other a floor pupported seat. The seats were to be designed for a 75kg (165 lb) occupant. Navajo aircraft crash test data was to be provided by NASA to be used in establishing crash design pulses.

However, due to the unavailability of finalized test data, NASA directed that the Crash Survival Design Guide impulse data in TR 71-22 (Reference 1) be used as a guide in establishing the crash pulse for the NASA seat designs. This essentially is a lCRASH SURVIVAL DESIGN GUIDE, Dynamic Science; USAAMRDL Tech- nical Report 71-22, Eustis Directorate, U.S. Army Air Mobility Research and Development Laboratory, Fort Eustis, Virginia October 1971, AD 733358.

Aircraft floor crash pulse Occupant attenuated acceleration to human tolerance limit Time Figure 1. Crash pulse and attenuation curves.

200 r---,--,.--r=~T"'T""'--o. -r--,-.-.-r-r..,.-ry-----r--,---,r--r-r...,-l,..,.-r---...,...--.--,- ......... -.- .................

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40 t==~. =.!"=--,t-H=t'=rtb·r~~~ .. ,' :t--f _ :;·l:-,~-._-_-t-I~-+-- ,t-+f--++i+, +----t-I---ll---ll-+-i-JH-H f-- Area of voluntary +-- .... 1.-- .. _. - .. 1--1' .j.-...-_ .•. ~- -.lOl-l+ ... - .. ·1-·_· human exposure : I I t- ...

r • ". (unillj~rC'd, undebi litated) ~. "'I-.r-.

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,= g ;;::C" AcceleutiOn.) =::..==c--- •. _ --iH-~j~ GLd~D:9::1i-

A Chimpanzee 2~ All survivable exposures Max. body support in all cases to t t t l 2 ll-------L..----l.---J-l--J-L...L....I.-l-_......L.--L.---'--I-Jl..-Ll...JU-----.l-...l..-L-...L..L.-J-L..LL __ L--I~L_im,.L~ ...J..1,.L1ILJ.1...u 8 10' 6 4 2 .6 .8 1 .4 .2 .04 .06.08.1 .02 .01 .004.006 .002 .001 Time, sec Figure 2. Human tolerance to forward acceleration.

.. .

Time, sec.

Figure 3. Human tolerance to downward acceleration.

forward impact at 15 mls (50 fps) and a three-axis vertical impact at 15 mls (50 fps). Both seats were to be designed within the envelope constraints for installation in the Piper Navajo aircraft. The seats however, could be adapted to any fixed wing aircraft or helicopter. Seat weight was to be approximately the same as that of the Navajo seat which is 10 kg (22 Ibm).

GOALS The following goals were established as the objectives of the crashworthy passenger seat development program.

• Establish energy absorbing seat design criteria • Develop ceiling supported and floor mounted seat geometries.

• Determine crash loading on seat structure • Perform stress analysis on basic seat structure • Develop, fabricate, and test energy attenuating mechanisms • Prepare detail design drawings Scope The crashworthy seat design program was divided into the following tasks: Task I Crashworthy ceiling suspended seat design Task II Crashworthy floor mounted seat design Task!II Restraint System Design Task IV Energy attenuators development and tests CRASHWORTHY CEILING SUSPENDED SEAT DESIGN - TASK I Design Considerations Ceiling suspended seats have been the preferred config- uration selected for light weight crashworthy seating in mili- tary helicopters. This concept can be designed to be inherently stable during stroking without using guide tubes or tracks generally used on heavier floor mounted crashworthy pilot seats.

The energy attenuators of seats suspended from the ceiling tend to be self-aligning with the occupant's center-of-gravity.

This feature minimizes the change in moment and results in a near constant loading on the attenuators and a more constant acceleration on the occupant. One disadvantage is the need for adequate ceiling structure from which to suspend the seat.

Ceiling suspended seats must be designed such that they are fully suspended from the ceiling with energy attenuating devices. Supports below the seat pan (such as diagonal braces or cables) should only stabilize the seat and should freely collapse as the seat moves down. Rigid legs, even with de- forming or stroking features, should not be used because attenuating devices above and below the seat do not tend to act together. Center-of-gravity shifts due to variations in occupant weight or variations in impact angle cause the load distribution to the attenuators to vary. As the load is shifted toward one or the other attenuator, that attenuator will stroke first, and the threshold stroking load for the second atten- uator may not be reached (Figure 4).

Seat Design In designing a crashworthy seat which is fully suspended from the ceiling and has no vertical supports from the floor, the seat pan must be stabilized by attachments to the ceiling.

This can be accomplished by slinging the seat with straps attached to the four corners of the seat pan (Figure Sa).

Although this would provide the lightest weight approach, ingress and egress to the seat would be encumbered by the front straps.

The geometry of a seat which is fully supported from above, yet provides unencumbered freedom to the seat pan, is shown in Figure Sb. In this design a compressive tube member is used at the back of the seat and a tension strap runs from Ceiling Energy Attenuator Seat Pan

I

\

Ceiling Suspended Seat

-~

Floor Supported Seat Figure 4. Effects of attenuators in parallel.

a b c Figure 5. Seat pan suspension and stabilization.

the ceiling attachment to the seat pan, a short distance forward of the back. This provides a truss from which the tubular seat pan is cantilevered.

- The seat is stabilized by members under the seat. These members are designed so as not to impede the seat from strok- ing fully to the floor. Diagonal tubular struts provide seat stability during vertical stroking. The struts rotate down- ward as the seat moves downward to the floor (Figure 5c). The seat pan is maintained in a level attitude through the action of the struts and the cantilevered suspension system. Energy attenuators are incorporated in the diagonal struts which stroke during predominantly forward crash accelerations.

Two sets of energy attenuators are used in the seat, one set at the ceiling and the other set in the diagonal struts under the seat. The attenuator at the ceiling consists of a hairpin loop of high tensile strength wire and 2 double grooved rollers. Each side of the wire loop is passed over both rol- lers in a double pass manner, providing a compact arrangement (Figure 6). The ends of the wire extend down into the seat back tubes.

During crash impact, controlled force/deflection is pro- duced by bending and unbending wire as it passes back and forth over the rollers. Force of the occupant against the seat will cause stroking or movement of the wire over the rollers when a predetermined crash force is reached. This stroking force is determined by multiplying the occupant weight by an acceleration within the human tolerance limits.

Stroking length of the attenuator is limited only by the length of the wire used. The unit is light in weight, weighing less than 0.06 kg (2 oz). It is highly reliable producing repeatable and flat force/deflection curves and is not affected by environmental factors. The unit is limited to use in ten- sion load applications only.

The diagonal strut wire-bending energy attenuators (Figure 7) consists of telescoping aluminum tubes' with fittings at each end for attachment to aircraft structure and the seat structure. Music wire or similar high tensile strength wire is attached to both ends of the inner tube. The wire is passed through 3 rollers on a trolley inside the tube. The trolley is pinned to the outer tube and a slot is provided in the inner tube to allow the trolley to move back or forth relative to the inner tube. This arrangement provides all the advantages of a pure wire-bending attenuator which is highly reliable, producing repeatable and flat force deflec- tion curves and is not affected by environmental factors. It has the additional advantages of being able to stroke under tension or compressive loading ~nd will maintain the rigidity of the seat after stroking.

SUPPORT POINT HOUSING TOP OF SEAT BACK TOP OF SEAT BACK SEAT BACK ENERGY ATTENUATOR ENERGY ATTENUATOR IN IN NORMAL POSI nON FUllY STROKED POSITION Figure 6. Typical tension wire-bending energy attenuator.

Music Wire Rollers Aluminum Tube- Aluminum Tube Slot in Inner Tube Figure 7. Tubular tension/compression wire-bending energy attenuator.

The diagonal strut attenuator serves as a stabilizing brace during predominantly vertical impact accelerations. It also serves as an energy attenuator and will stroke under predominantly forward impact accelerations. Figure 8 shows the kinematics for the seat in the fully stroked vertical and forward positions.

Energy attenuation is also provided on the seat in the lateral direction. Annealed stainless steel cables are crossed under the seat to provide stability for normal use and also to act as an energy attenuator. In a crash impact having lateral components, the annealed cable will yield at a pre- determined load and will limit the lateral acceleration on the occupant. Due to the close proximity of the seat to the side of the aircraft, the seat will stroke laterally only toward the aisle. The seat and occupant would be restrained on the opposite side, by the side of the aircraft.

The seat pan and back are constructed of tubular frames.

These frames are covered with low elongation polyester fabric which distribute the occupant load to the frames. Foam seat and back cushions are placed over the fabric covers. The thickness of the seat pan cushion is the maximum recommended for crashworthy seats. Thick cushions are not used because the occupant would be accelerated into a thick cushion during a crash and a high peak G overshoot would occur as the occupant bottoms-out.

The foam cushions are covered with upholstery material and vinyl. A metal skirt is provided around the bottom of the seat pan for aesthetic appearance and is padded with foam and covered with vinyl. The skirt is made of thin alumi- num which is designed to crush as the seat pan strokes to the floor, providing the maximum seat stroke.

A foam headrest is provided over the top of the seat back. The vertical energy attenuators and shoulder strap attachments are contained in the, headrest. The headrest is covered with the same material as the seat cushions.

Installation of the seat in the aircraft consists of 2 attachments at the ceiling and 4 attachments at the floor.

Brackets are provided on the floor at the rear of the seat for attachment of the diagonal struts and vertical hold-down cables. Clips are provided on the floor at the front of the seat for attaching the stabilizing cables.

Attachment to the ceiling is by means of turnbuckles.

One end of the turnbuckle is attached to the aircraft struc- ture in the ceiling and the other end is attached to the CflllN6 ATTACHMENT fNfR6"1 AllEHUATOR WIRE OR.6INlIl SEIIT pOSJTION C a8 tT!

1--------1:1' In) PREDOMINANTLY HORIZONTAL IMPACT SEAT 5 Tl?OKE POSITION (MRl<'MUM) PS?(OOMmto'Hl Y VERTi(AL IMPHT SEAT 5T~OKE: POSITION (MAXIMUM) Seat kinematics for vertical and forward stroking.

Figure 8.

vertical wire-bending energy attenuator. The tightening of the turnbuckles provides tension on the cables under the seat, producing a rigid seat installation.

The attenuation system is designed for the vertical effec- tive weight of a 75 kg (165 Ibm) occupant with a predominantly vertical resultant force impact and for the full 75 kg (165 Ibm) occupant weight in a predominantly forward resultant force impact. Vertical effective weight is 80 percent of occupant weight because leg weight is supported by the floor. Ceiling attenuators are sized to limit the 75 kg (165 Ibm) occupant acceleration to 12 G so as to minimize ceiling structure loading.

Diagonal strut attenuators are sized to limit the forward accel- eration of the 75 kg (165 Ibm) occupant to 15 G. Crash pulse is as specified in TR 71-22 (Reference 1) and as amended by TR 77-13 (Reference 2). Details on the crash pulse used in the ceiling suspended seat design are shown in Table I (Refer- ence 2). To obtain the crash pulse input to the seat, mea- sured at the floor, it is assumed that some of the crash energy is absorbed by airframe structural deformation or stroke. The energy remaining is absorbed by seat stroking. Table I shows the total system crash energy to be absorbed and the total stroke required to absorb the energy. The energy absorbed by airframe deformation, represented by test sled stroke, plus the energy absorbed by the seat when added together equals the total system energy absorption.

with energy attenuators provided above the seat for verti- cal stroking, diagonal struts below the seat for forward stroking and crossed cables under the seat for lateral stroking, energy attenuation is accomplished in each of these directions.

When acting together, the attenuators provide combined three- axis seat attenuation.

A weight estimate of the ceiling suspended seat shows the weight to be comparable with the weight of the non-crashworthy Navajo seat.

2Reilly, M. J., CRASHWORTHY, TROOP SEAT TESTING PROGRAM, Boeing Vertol Company, Philadelphia, Penna.; USAAHRDL Technical Report 77-13, Eustis Directorate, U.S. Army Air Mobility Research and Development Laboratory, Fort Eustis, Virginia, August 1977.

TABLE 1. SEAT STROKE Calc.

TEST PULSE Test Stroke cm (in. ) or Impact Velocity 100% Estimated Required

Condition Item * Change,fps Peak G Avg G Efficiency Efficiency Stroke

(in. ) em 91.4 79.5 (31.3) (36.0) 3-Axis System 10.5 87%

--

. 17.0 49.1 (19.3) 57.8 (22.8) Floor Sled 42 34 85% (12.0) 30.4 33.6 (13.2) Seat Seat 42 10.5 89%

--

112.5 (44.3)

Fwd System 50 -- 10.5 85% 141.1 (55.5)

98.6 (38.8) Floor Sled 50 24 12.0 85% 123.2 (48.5) 14.0 (5.5) Seat Seat 85%

50 -- 10.5 17.7 (7.0)

3-Axis System 50 -- 12.0 85% 98.6 (38.8) 116.0 (45.7) Ceiling Sled 34 17.0 85% 69.6 (27.4) 82.0 (32.3) 85%

Seat Seat 50 -- 12.0

29.0 (11.4) 34.1 (13.4)

Fwd System 50 -- 10.5 112.5 (44.3) 85% (55.5)

140.8 98.6 (38.8) Ceiling Sled 50 24 12.0 85% 123.4(48.5) 14.0 Seat Seat 50 10.5 (5.5) 85% 17.7 (7.0)

--

* System = Total deceleration of test sled plus seat

CRASHWORTHY FLOOR MOUNTED SEAT DESIGN - TASK II Design Considerations Design of a lightweight, free-standing, floor mounted seat is more difficult than the design of a ceiling suspended seat. A structural/mechanical system must be provided on the floor to guide and stabilize the floor mounted seat dur- ing crash impact stroking. The approach used for crashworthy ..

pilot seats in military aircraft is to provide a structural stand or carriage on which guide tracks or slides are mounted.

to control the seat during stroking. Such an approach is not practical for a lightweight passenger seat. The structural stand not only would be heavy but would also present a hazard for impact by the occupant seated behind the seat. The atten- uation and stabilizing guide system must be integral with and contained within the seat bucket envelope to minimize weight and to avoid impact hazards to other passengers.

A stabilizing guide system which is integral with the seat must move as the seat strokes. Loads on such a system are constantly changing as the center-of-gravity of the seat and occupant change relative to the point that the system is anchored to the floor. As the center-of-gravity shifts rela- tive to the energy attenuators,-the load or occupant acceler- ation required to cause the attenuators to stroke will also vary.

The resultant load on the seat, due to variations in impact attitude, will also have a similar effect on the occupant acceleration required to cause attenuator stroking.

A ceiling suspended seat, being free to pivot about its ceiling attenuator, tends to align the attenuators through the point of applied force. This minimizes the change in the moment arm and results in a more constant occupant accel- eration. The floor mounted seat, being more affected by the variations in the direction of the applied force, will have more limitations than the ceiling supported seat. The floor mounted seat design loading will have to be optimized for the more probable impact attitudes and conditions.

The floor mounted seat concept presented uses the predominantly vertical impact condition described in the Crash Survival Design Guide (Reference 1) as the optimum condition for which the energy attenuating system is designed.

This condition prescribes a resultant force on the seat, acting through the occupant center-of-gravity, at an angle of 0.524 rad (30°) from vertical and with a 0.175 rad (10°) roll. An impact velocity of 15 mls (50 fps) is prescribed.

At this speed the airplane is not flying but is in a stalled condition. Its vertical speed is probably near to or greater than its forward speed. Impact would occur with a predominantly vertical component. Some forward component would most likely be present for a fixed wing aircraft. A pure vertical impact is not as likely for a fixed wing aircraft as it would be for a helicopter. For this reason, the pure vertical condition will not be considered in the optimized design condition.

The requirements of the Crash Survival Design Guide (Ref- erence 1) establishes a 15 mls (50 fps) velocity change for forward impact. Lateral components are considered by designing for impact with a 0.524 rad (30°) yawed attitude. For this condition the aircraft impacts the ground "in a normal landing attitude with landing gear either down or retracted. The air- craft is considered to be flying at the instant of touchdown and has a speed much in excess of the maximum design velocity change of 15 mls (50 fps). It is considered that the velocity change occurs rapidly but the aircraft does not decelerate completely. A bounce may occur after the first impact decel- eration and subsequent decelerations would be more gradual until the aircraft comes to a stop. Another horizontal impact consideration is that the aircraft has landed and runs into an abutment after the aircraft had gradually decelerated; impact occurring at or below 15 mls (50 fps). Little or no vertical component is present in these horizontal impact conditions. Human tolerance to forward acceleration is con- siderably higher than for vertical, therefore, energy attenu- ation in the forward direction is not critical.

Design for impact with resultant forces in the area between hortzontal and 0.524 rad (30°) from vertical will be given minimal consideration. The reason is that for the aircraft to develop resultant forces in this quadrant, the aircraft would have to impact the ground in a nose-low attitude. The impact velocity would be greater than 15 mls (50 fps) and deceler- ation would be rapid, producing a high peak crash impulse.

Velocity changes above 15 mls (50 fps) are not considered to be potentially survivable, therefore the energy attenuation system design for the floor mounted seat will not be optimized for this region of impact attitudes or resultant forces.

Due to the lower efficiency of the attenuation system of the floor supported seat, as compared to the ceiling suspended seat, the predominantly vertical 15 mls (50 fps) crash impulse requirement of Reference 1 and 2 could not be met. A 13 mls (42 fps) impact was used for this condition and is shown in Table 1 .

Seat Design The basic construction of the floor mounted seat structure is similar to that of the ceiling suspended seat structure.

A tubular member outlines the seat pan and fabric cover is stretched across the tubular frame supporting the foam cushion.

The seat back is also formed of tubular members covered with a fabric membrane. Seat back support is provided by a tubular strut attached to each side of the seat back at the top and to each side of the seat pan. Shoulder harness loads, applied to the top of the seat back, are reacted by a tension load on the vertical back members and a compression load on the diagonal strut members.

The seat pan is supported from the floor by a .4-bar linkage system. The arrangement allows the seat to stroke downward and forward during crash impact while maintaining the seat pan in a level attitude. Figure 9 shows the kine- matics of a stroking seat. Parallel links attached to the front and rear of the seat pan are rigid, withstanding tension and compression loading. A third link connected between the top of the rear fixed link and the bottom of the front fixed link is a compressible link or energy attenuator.

The energy attenuator is a wire-bending tubular device similar to the telescoping tube diagonal strut attenuator used under the ceiling suspended seat. The principal difference is the outer telescoping tube which has been shortened and the attachment to the seat is at the trolley pin, rather than at the end of the outer telescoping tube. This arrangement allows a greater stroke-to-Iength ratio permitting the seat to stroke to the floor. The stroking attenuator is projected into the seat back (Figure 9). During stroking, as well as during normal flight, lateral stability of the seat is maintained by diagonal cables attached in the plane of the fixed links.

The parallel -linkage energy attenuation system provides an optimum crash force attenuation for the 0.524 rad (30°) from vertical resultant condition. It also provides energy attenu- ation up to the 1.571 rad (90°) from vertical resultant or horizontal crash force. The single attenuator, through the action of the parallelogram linkage, provides for the predomi- nantly vertical as well as horizontal impact pulse while separate attenuators are required for the ceiling suspended ..

seat. With the use of diagonal cables for lateral attenuation, the seat provides energy attenuation in all three axes.

A weight estimate of the floor mounted energy attenuating seat shows the weight to be comparable with the weight of the non-crashworthy Navajo seat.

SEAT BACK TtJBE5 (~"Vf AS Pr01ECTION ~"0'1 "11ft/Ili1TOR) /, ( , tv 5T1<011l<6 ATTfNUATDO: f/l'(H INTO 5fAT 8/OCK a STROl(E ALON6 30· IMPACT ATTITUDE VE~TICAl STROKE LINK Figure 9.

Seat kinematics for combined vertical and forward stroking.

RESTRAINT SYSTEM DESIGN - TASK III The restraint system proposed for use on ceiling suspen- ded crashworthy passenger seats is unique for aircraft instal- lations. A system for proper crashworthiness requires a lap- belt and double shoulder strap arrangement. The problem is one of designing a system which makes it difficult for the occupant not to use the shoulder strap portion of the system.

When a system is provided which employs an individual lapbelt and an individual shoulder harness, only the lapbelt is used in most instances.

The proposed system combines the lapbelt and shoulder strap into a continuous strap such that the shoulder strap must be used in order to properly adjust the lapbelt. The shoulder straps are connected in an inverted Y arrangement to the seat back at the headrest (Figure 10). Conventional lapbelt anchor fittings are provided on each side of the seat pan. The shoulder straps are threaded through the anchor fittings and a lapbelt buckle is attached to one end.

The other end is threaded through an adjuster which plugs into the buckle.

Donning the restraint system consists of sitting in the seat and slipping the shoulder straps over the shoulders.

The ends of the lapbelt are grasped and the plug-in connection inserted in the buckle. The free end of the strap is pulled through the adjuster until the shoulder straps and lapbelt are s~ug. Only one adjuster is provided otherwise the lap- belt could be. adjusted snugly while the shoulder straps remained stowed against the back of the seat. The position .of the lapbelt buckle would be toward the right side of the seat when the system is properly adjusted for a heavy person and toward the left side of the seat for a small person.

Figure 10. Combined lapbelt shoulder harness restraints system.

ATTENUATION SYSTEM TESTING - TASK IV Types of energy attenuators tested and the performance of the tests are discussed in this section.

Energy Attenuator Configurations • Attenuators used for the ceiling suspended seat and the floor mounted seat are similar in that they all employ a wire element which bends in passing over rollers during crash load stroking. Two types of attenuators are used for the ceiling suspended seat, a simple tension wire and roller arrangement at the ceiling and telescoping tube tension/compression device under the seat. The floor mounted seat uses only one type attenuator, a modified telescoping tube type, which is supported at the center pin rather than at the end, allowing a shorter couple between support points. The outer telescoping tube is shortened to provide more clearance.

Energy Attenuator Static Testing Four static tests were conducted on the three types of energy attenuators. The test number will be the same for simi- lar tests; however, a letter suffix designates the repeat of a given test. Tests were conducted in a tension/compression Instron test machine.

Test 1 - Tension Attenuator Ceiling Mounted - The ceiling mounted energy attenuator, consisting of a wire loop passing over 2 rollers in an aluminum housing, was installed in the test machine. The wire loop was 2.54 rom (0.1 in.) diameter music wire. Adapters were used for attaching the test specimen to the lower base plate and to the load cell at the top (Fig- • ure 11).

A load was applied and increased until-it reached 4804 N (1080 lbf). At this point the attenuator began stroking as the wire moved over the rollers. A characteristic peak force due to starting friction was recorded (Figure 12). The load dropped down to 4448 N (1000 lbf) and ran steadily as the attenuator stroked 0.33 m (13 in.). The test was stopped and then restarted at the 0.33 m (13 in.) point to determine the peaking effect. The load rose to 4671 N (1050 lbf) and dropped Figure 11. Pre-test 1, tension wire energy attenuator.

A 5338 (l 200) ....... ---t,----r-,--"'1".-----r.---.r---'T---r- -I\V,--"'TI-----, I f"......

4448 (1000) I- ~-""'-------- - __AA _---~- 3559 (800)

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4-l ..Q .--I 2669 (600)

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I I I I I A I I I 30.5 2.5 5.1 7.6 10.2 12. 7 15.2 17.8 ( 12) ( 1 3 ) (1 ) (5) (2) ( 3 ) (4) ( 6 ) (7) em (in.)

Deflection, Figure 12.

Tension attenuator force/deflection.

back to 4448 N (1000 Ibf) during the remainder of the run. A smooth and flat force/deflection curve was produced which is characteristic of wire-bending energy attenuators. Figure 13 shows the attenuator in the stroked condition.

Test lA - Tension Attenuator Ceiling Mounted - A second test was conducted with a wire-bending tension attenuator using a different configuration wire element. To eliminate the starting peak, shown in Figure 12, a slack loop configur- ation was used (Figure 14). The wire element was made of 302 stainless steel wire of 2.8 rom (0.11 in.) diameter. Test installation was the same as shown in Figure 11.

A load was applied and stroking began at 4715 N (1060 Ibf).

The starting peak had been eliminated and" the load rose gradu- ally until the steady stroking force of 5516 N (1240 Ibf) was reached at 0.05 m (2 in.) of deflection. Stroking continued at this level until test was stopped after 0.33 m (13 in.) of deflection (Figure 15). Elimination of the starting peak is desirable to prevent excessive initial peak accelerations on the occupant in a crash.

Test 2 - Tension/Compression Telescoping Tube Attenuator - A test was conducted on the attenuator used for predominantly forward crash lo~ds and installed diagonally under the ceiling suspended seat. The attenuator consists of a telescoping tube in which a wire element is passed over 3 rollers during strok- ing (Figure 7). Music wire of 2.54 rom (0.1 in.) diameter was used for the wire element. Adapers were used to install the test specimen in the Instron test machine (Figure 16). Attach- ment was made to the load cell at the top and base plate at the bottom.

A force was applied to the attenuator and was increased until a load of 4849 (1090) Ibf) was reached at which point, stroking began. An initial peak of 5071 N (1140 Ibf) was recorded and the load dropped to the continuous stroking load of 3870 N (870 Ibf) (Figure 17). Stroking continued until the test was stopped at 0.20 m (8 in.) of deflection ..

The initial starting peak was excessive; however, this can be eliminated by providing slack in the wire loop similar ..

to that shown in Figure 14. Figure 18 shows the attenuator in the stroked condition.

Test 3 - Tension/Compression Trunnion Tube Attenuator - A trunnion ·tube energy attenuator, similar to the telescoping tube attenuator, for forward load attenuation of the ceiling mounted seat, was tested for the floor mounted seat. The trunnion attenuator is mounted by a trunnion connection at the wire bending rollers (Figure 19). The attenuator consists of a tube in which a wire element, anchored to both ends of the tube, is passed over 3 rollers during stroking. Music Figure 13. Post-test 1, wire in stroked condition.

I

• SLACK AREA ROLLER I' • I I I

': I I

, I I I Figure 14. Slack-loop energy attenuator wire.

5338 (l200) 4448 (1000) 3559 (800) 4-l (600).

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o

(4) I (12 ) (2) (5) (6) ( 7) (11 ) (1 ) ( 3) Deflection, em (in.)

Figure 15. Tension attenuator force/deflection.

... ,t:' PlfU' ... · Figure 16. Pre-test 2, telescoping tube energy attenuator.

5338 (1 200) ,.----y----,..---.,.----...,------r----.------.-----.------ (1000) .......

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(9 ) ( 5') (7) (8) ( 2) (3) (4) ( 6) ( 1 ) Deflection, em (in.)

Figure 17. Tubular attenuator force/deflection.

Figure 18. Post-test 2, attenuator in stroked condition.

Figure 19. Trunion tube energy attenuator assembly.

Figure 20. Pre-test 3, trunion tube energy attenuator.

wire of 2.54 mm (0.1 in.) diameter was used as the wire element. The attenuator was placed in the Instron test machine between the load cell at the bottom and the base plate at the top. A length of tubing was used between the load cell and the attenuator trunnion point to provide a space for the atten- uator to stroke into (Figure 20).

A force was applied to the attenuator and was increased until a load of 4003 N (900 Ibf) was reached at which point stroking began. An initial peak of 5160 N (1160 Ibf) was recorded. The load dropped to 3825 N (860 Ibf) within 0.03 m (1.0 in.) of stroking and settled at a load of approximately 3559 N (800 Ibf) during the remainder of the stroke (Figure 21).

The test was stopped at 0.163 m (6.4 in.) when the end of the attenuator contacted the test fixture. Figure 22 shows the attenuator after the test with the length of tubing, used for support, removed.

Energy Attenuator Static Test Summary All of the attenuators tested functioned properly pro- ducing flat force/deflection curves. Initial peaks experienced with the tubular attenuators can be eliminated by the use of slack in the wire loop similar to that in the tension attenu- ator. Wire size may also be changed if the loads produced during stroking differ from the desired load determined by the load analysis study.

5338 (1200) ....... --~--.,.----r----r----r-----,-----...-----.

4448 (1000) 3559 (800) 4- .0 r- 2669 (600) ........

z: .

., w QJ (J\ U 11 79 (400) S- o LL. !

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o

2.5 20.4 17.8 12.7 -15.2 10.2 7.6 5. 1 (1") (8) (7) (5) (6) (4) (3) ( 2 ) _._-- Figure 21. Tubular attenuator force/deflection.

Figure 22. Post-test 3, attenuator in stroked condition.

APPENDIX A STRUCTURAL ANALYSIS The two seat concepts are shown in Figures A-l and A-2 indicating the primary structural members and the notations used in subsequent analyses. The structural analysis sum- marizes the requirements and predicted performance.

Ceiling Suspended Seat Analysis This concept was derived from the Boeing Vertol design for a U.S. Army troop seat. This seat has been satisfactorily tested and the selection of material and sizing has been re- tained substantially the same for this NASA seat. Changes have been made to attenuator limits to ensure maximum specified G limits are not exceeded for a 75 kg (165 lbm) occupant.

Applying simple Newtonian relationships to a seat/air- craft system results in occupant acceleration levels, velocities, and strokes as the total system comes to rest, subsequent toa selected impact condition. A floor acceleration characteristic was selected to be consistent, or as nearly so as possible, with the U.S. Army crashworthiness requirements in TR7l-22 or TR77-l3. These conditions are shown in Table I.

Figures A-3 and A-4 show variations with time of selected parameters for bqth a longitudinal impact and a three-axis 0.524 rad (30°) nose-down vertical impact. These data assumed 100% efficiency and were used to compute member loads as the seats stroked for use in the structural analyses.

Floor Mounted Seat Analysis This seat introduces a new concept and more detailed analypis was performed to define the structure.

As for the previous seat concept, analyses were performed to define the variation of acceleration, velocity and displace- ment as functions of time. These results are included in Figures A-5 and A-6.

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Discussion It is important to remember that a certain pulse has been assumed to act at the aircraft floor. If such a condition is not compatible with a given installation then the total analysis must be recomputed to ensure realistic boundary conditions.

If a given underfloor structure/landing gear combination is incapable of providing the assumed energy absorption, then the seat will only provide protection at a given lower velocity.

An impact velocity much in excess of this recomputed lower velocity will result in higher occupant G levels which may be fatal, or structural failure of the seat which may be equally catastrophic.

A further factor which can dramatically influence the performance of a ceiling mounted seat is the relative displace- ment of the ceiling, relative to the floor, during the crash sequence. Excessive deformation which occurs concurrent with seat stroking can result in a drastically reduced stroking distance and occupant impact with the floor. To overcome this problem, adequate structural stiffness of the overhead frames is required when attenuators are attached.

Seat elements have been sized, wherever possible, using their full plastic capabilities; for the design case, crash condition permanent element deformations are expected. Some elements which experience low load levels have been sized using a criterion to preclude in-service damage, due to handling or normal wear and tear.

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Overview

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'1'1'11111111 11I1 m~ 1111111111

NASA Contract or Report 159100

Development of Crashworthy

Passenger Seats for

General-Aviation Aircraft

. M. J. Reilly and A. E. Tanner

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