VEHICLE TECHNOLOGY DIRECTORATE Crash Simulation of a Vertical

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VEHICLE TECHNOLOGY DIRECTORATE Crash Simulation of a Vertical Drop Test of a B 737

VEHICLE TECHNOLOGY DIRECTORATE Crash Simulation of a Vertical Drop Test of a B 737 Fuselage Section with Overhead Bins Karen E. Jackson and Edwin L. Fasanella US Army Research Laboratory Vehicle Technology Directorate NASA Langley Research Center Hampton, VA 23681 Third Triennial Aircraft Fire and Cabin Safety Conference Atlantic City, New Jersey October 22 -25, 2001

Introduction and Background Information VEHICLE TECHNOLOGY DIRECTORATE • In November of 2000, the FAA

Introduction and Background Information VEHICLE TECHNOLOGY DIRECTORATE • In November of 2000, the FAA performed a 30 -ft/s vertical drop test of a 10 -ft. long fuselage section of a Boeing 737 (B 737) transport aircraft • The fuselage section was outfitted with two different commercial overhead stowage bins and luggage • The objective of the test was to evaluate the dynamic response of the overhead bins in a narrow-body transport fuselage section subjected to a severe, but survivable, impact event • This test also provided a unique opportunity to evaluate the capabilities of computational tools for crash simulation

Objectives VEHICLE TECHNOLOGY DIRECTORATE • To develop a finite element model of the fuselage

Objectives VEHICLE TECHNOLOGY DIRECTORATE • To develop a finite element model of the fuselage section suitable for execution in a crash simulation • Perform a crash simulation using the nonlinear, explicit transient dynamic code, MSC. Dytran, and generate pre-test predictions of fuselage and overhead bin dynamic responses • Validate the model through extensive analytical and experimental correlation • Assess simulation accuracy and suggest changes to the model for improved correlation

Vertical Drop Test of a B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE • 10

Vertical Drop Test of a B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE • 10 -ft. long section of a B 737 -100 transport aircraft from FS 380 to FS 500, weighing 1, 360 -lbs. • Six triple-occupant passenger seats with test dummies and mannequins • 3, 229 -lbs. of luggage • Two different commercial overhead stowage bins loaded with wood Pre-test photograph • 14 -ft. drop test onto wooden platform for 30 -ft/s vertical velocity • ≈140 channels of data collected at 10, 000 samples per second

Vertical Drop Test of a B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE Heath Tecna

Vertical Drop Test of a B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE Heath Tecna Overhead Bin Forward FS 400 FS 420 FS 440 FS 460 FS 480

Vertical Drop Test of a B 737 Fuselage Section Hitco Overhead Bin Forward FS

Vertical Drop Test of a B 737 Fuselage Section Hitco Overhead Bin Forward FS 480 FS 460 FS 440 FS 420 FS 400 VEHICLE TECHNOLOGY DIRECTORATE

Asymmetry in the Test Article VEHICLE TECHNOLOGY DIRECTORATE Floor Plan View Schematic Seat rails

Asymmetry in the Test Article VEHICLE TECHNOLOGY DIRECTORATE Floor Plan View Schematic Seat rails Photograph of the Cargo Door Front Seats Right Left Rear

Vertical Drop Test of a B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE Post-test Photographs

Vertical Drop Test of a B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE Post-test Photographs Right-side seat failure Asymmetric deformation of the lower fuselage

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE MSC. Dytran Model Development • Model geometry was developed from hand measurements, i. e. no engineering drawings available • Model contains 9, 759 nodes and 13, 638 elements, including 9, 322 shell and 4, 316 beam elements • Seats, dummies, cameras, luggage, and plywood in bins modeled using concentrated masses Front view of model • Material properties were estimated using engineering judgement

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE MSC. Dytran Model of the Heath Tecna Bin Front view Three-quarter view Side view

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE MSC. Dytran Model of the Hitco Bin Front view Three-quarter view Side view

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE

Crash Simulation of the Vertical Drop. Test of the B 737 Fuselage Section VEHICLE TECHNOLOGY DIRECTORATE MSC. Dytran Model Execution • Rigid impact surface was added to represent the wooden platform • 3 master-surface to slave-node contact surfaces were defined between: - the impact surface and lower fuselage structure - the Heath Tecna bin and the upper fuselage structure - the Hitco bin and the upper fuselage structure Three-quarter view of model • The model was executed for 0. 2 seconds of simulation time, requiring 36 hours of CPU on a Sun Ultra Enterprise 450 workstation computer

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Acceleration Responses of the Left-Side Inner

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Acceleration Responses of the Left-Side Inner and Outer Seat Track at FS 484 Acceleration, g Time, s Left outer seat track Acceleration, g Time, s Left inner seat track

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Acceleration Responses of the Right-Side Inner

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Acceleration Responses of the Right-Side Inner and Outer Seat Track at FS 484 Acceleration, g Time, s Right outer seat track Acceleration, g Time, s Right inner seat track

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Velocity Responses of the Left- and

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Velocity Responses of the Left- and Right-Side Outer Seat Track at FS 418 Velocity, ft/s Time, s Left outer seat track Time, s Right outer seat track

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Acceleration Responses of the Left- and

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Vertical Acceleration Responses of the Left- and Right-Side Lower Side Wall at FS 480 Acceleration, g Time, s Left-side lower side wall Right-side lower side wall

Axial Force Responses of the Vertical Support Rods HT-1 and HT-3 of the Heath

Axial Force Responses of the Vertical Support Rods HT-1 and HT-3 of the Heath Tecna Bin VEHICLE TECHNOLOGY DIRECTORATE Measured tensile failure Axial Force, lbs. load = 1, 656 lbs. Axial Force, lbs. Time, s Forward support rod, HT-1 Time, s Rear support rod, HT-3

Axial Force Responses of the. 616 -in. Diameter Support Rods H-1 and H- of

Axial Force Responses of the. 616 -in. Diameter Support Rods H-1 and H- of the Hitco Bin VEHICLE TECHNOLOGY DIRECTORATE Measured tensile failure load = 5, 350 lbs. Axial Force, lbs. Time, s Support rod, H-1 Axial Force, lbs. Time, s Support rod, H-2

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Predicted Structural Deformation Time = 0. 0

Analytical and Experimental Correlation VEHICLE TECHNOLOGY DIRECTORATE Predicted Structural Deformation Time = 0. 0 s Time = 0. 06 s Time = 0. 09 s Time = 0. 12 s Time = 0. 15 s Time = 0. 18 s

Concluding Remarks VEHICLE TECHNOLOGY DIRECTORATE • A finite element model of the B 737

Concluding Remarks VEHICLE TECHNOLOGY DIRECTORATE • A finite element model of the B 737 fuselage section with overhead bins and luggage was developed and pre-test predictions of fuselage and bin responses were generated • The model was generated from hand measurements of fuselage geometry (no engineering drawings were available) • Predicted floor-level acceleration responses compared favorably with experimental data with peak acceleration values with ± 5 -g • Integrated velocity comparisons indicate that the model is too stiff and removes velocity more quickly that the test • Deformed plots of the model indicate excessive deformation of the lower fuselage structure into the cargo hold

Ongoing Research VEHICLE TECHNOLOGY DIRECTORATE Suggested Model Improvements • Incorporate platform model • Model

Ongoing Research VEHICLE TECHNOLOGY DIRECTORATE Suggested Model Improvements • Incorporate platform model • Model luggage physically using solid elements • Add rotation springs at joints between bin linkages Fuselage Model with Platform • Modify material properties • Rediscretize model in certain regions • Examine the effect of the contact penalty factor Fuselage Model with Luggage

Acknowledgements VEHICLE TECHNOLOGY DIRECTORATE • This research was performed under an Inter Agency Agreement

Acknowledgements VEHICLE TECHNOLOGY DIRECTORATE • This research was performed under an Inter Agency Agreement DTFA 03 -98 -X-90031, established in 1998, between the US Army Research Laboratory, Vehicle Technology Directorate and the FAA William J. Hughes Technical Center. • The technical support and contributions provided by Gary Frings, Tong Vu, and Allan Abramowitz of the FAA are gratefully acknowledged.