NASA NTRS2020
On June 20, 2019, a full-scale crash test was conducted on a Fokker F28 MK1000 aircraft as a part of a joint NASA / Federal Aviation Administration (FAA) research effort to investigate the crashworthiness characteristics of a Transport Category Aircraft (TCA), as defined by 14 Code of Federal Regulations, Part 25. The test was conducted at NASA Langley Research Center’s Landing and Impact Research Facility and was the third in a test series to further understand TCA crashworthiness characteristics. The test article featured 24 Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies), and over 700 channels of instrumentation covering major aircraft structures such as the wings, tail, nose, cockpit and cabin, along with recording seat, overhead bin and ATD accelerations. Five different U.S. Government agencies collaborated on the test including: NASA, the FAA, the U.S. Army Research Laboratory, the National Transportation Safety Board (NTSB) and the National Highway Traffic Safety Administration (NHTSA). This report will covertest article build up, which includes weight and balance measurements and pre-test laser scans. It will also cover the events of the test, which includes the test sequence of events and post-test damage inspections. Finally, it will show airframe level accelerations at all positions measured, with discussion on correlation to the airframe damage witnessed. The test build up consisted of outfitting the main cabin section of the aircraft with 24 ATDs seated in 12 rows of seats, overhead mass and the under floor cargo area with foam representing the luggage. The main cabin also included all of the onboard data system pallets, which recorded711 channels of data from the test. All major portions of the aircraft were instrumented, including locations at the floor / frame junction locations in the cabin where the ATDs were located along with other major exterior components such as the nose, the tail, each engine cowling, and at overhead hat rack ballast locations. The aircraft impacted a soil surface at65.3 ft/s horizontal and 31.8 ft/s vertical velocities. The aircraft plowed through the soil and slid a distance of 32.5 feet from the initial impact location. There was a secondary impact occurring 0.9 s due to the “slap down” of the nose during the post-impact response. The duration of the event from impact to rest was1.62 seconds. There was major structural damage in the lower fuselage areas around the Wingbox and Aft Fuselage sections. The Aft Fuselage section deformation caused some cabin intrusion from the keel beams pushing the aft cabin floor into the cabin. Other structural deformations occurred around the tail and at transition regions in the aircraft structure; mainly in locations of differing overall stiffness. The data obtained showed average vertical accelerations between 12 and 16 g with spikes reaching almost 40 g at certain floor locations. Average horizontal accelerations were approximately 10 g for all floor locations measured with spikes reaching approximately 25 g in some locations. The report includes a full set of results on aircraft deformation and accelerations along with discussions as to the effect on the aircraft structure.