Dsavid W. Voyls

A series of static and dynamic tests of representative aircraft passenger seats was conducted. The static tests utilized the procedures of Technical Standard Orders C-22 and C-39 which embody the test standards for certifying passenger seats for commercial aircraft. The dynamic tests utilized, in part, test procedures developed specifically for this project and, in part, test procedures developed from experience in the testing of Navy aircrew seats.

A significant difference between static and dynamic test results was found, thus warranting further investigation of the validity of utilizing static tests alone for the type certification of aircraft passenger seats for a dynamic or crash load requirement. The fact that static test results, in themselves, cannot be related to crash environments is demonstrated and cited as a definite limitation of static tests. Dynamic test results are demonstrated as having the capability of being related to crash environments and are considered to be the more meaningful in definjng the behavior of seat/occupant systems when subjected to crash phenomena.

vDynamic test criteria for the type certiftcation of aircraft seats were established and used to analyze the static and dynamic test results. A relationship between the static and dynamic test load conditions was devised as part of the criteria. Relatively simple methods for dynamic testing are suggested, and the procedure for analyzing test results is presented. _ _

Eugene P. Klueg

To present information on the standard burner used in fire resistance testing of aircraft power plant components and the effect of engine size on fire resistance requirements

Richard C. Dorshimer

A slip ringless propeller-mounted data system has been designed, fabricated and tested for the measurement of propeller blade stain during flight and ground operation of an instrumented aircraft. This data system is self-powered through the rotary motion of the test propeller, employs a 16 channel constant bandwidth Freejuency Modulated (FM) Multiplex and signals are capacitively coupled from the propeller to the aircraft. The FM Multiplex consists of 17 channels of information including propeller rpm and 16 strain gage channels containing information from dc to 1 kHz. An environmentally protected strain gage installation has also been a consideration of this program.

The FM Multiplex is split into four groups of signals with a frequency translation process in order to conserve bandwidth and/or recording time on an airborne tape recorder. Seven additional data channels are provided on board the aircraft for inclusion of parameters needed to define the aircraft operating conditions.

The data system was demonstrated for a period of 50 hours on an engine test stand during which the demodulated signals were observed and additional data was obtained relative to the system stability.

D. Gross

A previous report [1] described preliminary experiments on laboratory models of fire development in enclosed spaces. Using a 20 x 40 inch chamber it was found that within certain ventilation and physical property limits flaming ignition of a wall lining specimen by radiant heating would occur; and outside these limits flaming ignition would not occur.

This report summarizes additional tests performed in this chamber using small cubes of polyurethane cushioning foam, similar to that used in seat cushions. A larger chamber, 24 x 24 x 192 inch long, propagate down a long chamber. The polyurethane foam was exposed in a variety of ways, viz. open flame ignition, radiant heating and internal heating using an embedded electrical heater.

At this time only a summary of the experimental work is being presented. The analysis of the data and a projection of the findings will be presented in a later report.

Gus Brown, Richard Sulzer

The guidance value of the Arcata diamond rllnway centerline paint markings was tested by comparison with the U. S. standard centerline markings in the Dalto/P-3 visual simulation facility. Twenty experienced pilots participated in the testing. Results generally favored the U. S. standard centerline consisting of a 3-foot-wide interrupted stripe with l20-foot painted length and 80-foot gaps, as opposed to the lO-foot maximum width diamonds with 75-foot length and spacing. The only exception was that the diamonds were seen farther away prior to touchdown, a result that is attributed to the one-third larger total painted area.