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Airplane Crash Tests - Contenido educativo

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Subido el 28 de mayo de 2007 por EducaMadrid

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NASA Connect segment exploring how NASA scientests use measurement, ratios, and graphing to help test aircraft at the Impact Dynamics Research Facility.

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So you see, using the ALDEF, Langley's test truck, and the Convair 990 to test tires and 00:00:00
tire wear really helped engineers solve their problem with the shuttle runway at Kennedy 00:00:06
Space Center. 00:00:10
Right. 00:00:11
They run tests, measure and collect data, graph the results, and predict solutions to 00:00:12
their problems. 00:00:17
Hmm. 00:00:18
Sounds similar to what you do in your classroom? 00:00:19
Does NASA Langley conduct any other extreme tests? 00:00:21
Funny you should ask. 00:00:24
Remember the title of today's program? 00:00:26
Measurement, Ratios, and Graphing. 00:00:29
3-2-1 Crash? 00:00:31
Well, NASA Langley actually crashes aircraft to test them for safety right here at the 00:00:33
Impact Dynamics Research Facility. 00:00:40
How is technology used to collect the mathematical data in crash tests? 00:00:45
Why is area important in the results of the test? 00:00:50
How are ratios used to find a solution? 00:00:53
The Impact Dynamics Research Facility is used to conduct full-scale crash tests of 00:00:57
aircraft. 00:01:00
The aircraft would be tested, suspended from the gantry, pulled back to a calculated release 00:01:01
height, and then released to swing like a pendulum into the impact surface below. 00:01:06
Just before crashing, the swing cables are released and the aircraft goes into free flight. 00:01:12
The cables attached to the aircraft are released by pyrotechnics or explosions. 00:01:16
It's pretty cool to watch. 00:01:20
We crash aircraft so we can see how safe they are and develop ways to make them safer. 00:01:21
IDRF is very similar to what the auto industry does with cars. 00:01:25
Everyone has seen the commercials with cars being crashed into barriers and crash dummies 00:01:29
responding to the forces. 00:01:33
Our crash test dummies are wired with sensors and data are collected to determine the crash 00:01:35
worthiness of an aircraft. 00:01:39
Crash worthiness is how well an aircraft protects passengers in the event of a crash. 00:01:41
We use the data from the dummies to make improvements to aircraft designs for crash 00:01:46
worthiness. 00:01:50
Lisa, that is just so cool. 00:01:51
I mean, you get to crash things for a living. 00:01:52
And we get safer aircraft. 00:01:55
You're right, Ben. 00:01:56
The testing and the research conducted at the IDRF can really benefit all airplane passengers. 00:01:57
One of our main goals is to reduce the force on airplane passengers during a crash. 00:02:02
We want to create structures and materials that dissipate or absorb the energy from a 00:02:06
crash before the energy gets to the passengers. 00:02:11
Take a car, for instance. 00:02:14
Structures like the bumper and frame are designed to crush. 00:02:15
When these parts crush, they dissipate or absorb some of the energy so that the passengers 00:02:19
are less likely to be injured. 00:02:23
Lisa, we all know that planes don't have bumpers. 00:02:25
Right. 00:02:28
However, there are parts of an aircraft that can absorb energy in a crash. 00:02:29
Parts like the subfloor, which is the area under the floor, the landing gear, the seat 00:02:32
and even the cushion can absorb energy. 00:02:37
Restraints, like the seat belts, are also necessary to keep the passengers from flying 00:02:39
through the aircraft during the crash. 00:02:43
When these parts and structures are designed correctly or optimized, the passengers have 00:02:45
a better chance of surviving a crash. 00:02:49
But Lisa, how do you design aircraft parts to absorb energy? 00:02:52
Good question. 00:02:57
We use human tolerance data and crash test dummy data to develop better energy absorbing 00:02:58
designs. 00:03:03
You see, aircraft are made of different materials. 00:03:04
Some are made of metals like aluminum and some are made of composite materials like 00:03:07
graphite or fiberglass. 00:03:10
A tennis racket is a good example of a graphite material and most small boats are made of 00:03:12
fiberglass. 00:03:17
Metals and composites perform very differently in a crash, so we have to design the parts 00:03:19
to complement the materials the aircraft is made of. 00:03:23
Basically, we would not design a subfloor in a composite aircraft the same way we would 00:03:26
design a subfloor in a metal aircraft. 00:03:30
Can you really design a subfloor that absorbs energy? 00:03:33
Yes. 00:03:36
In 1994, we tested a graphite aircraft called the Learfan. 00:03:37
When the original aircraft was released from the gantry, it was extremely rigid and nothing 00:03:40
crushed. 00:03:44
According to the crash test dummy data we collected, only one of the six passengers 00:03:45
survived. 00:03:50
So we used that data to design a new energy absorbing, or crushable, subfloor. 00:03:51
It would be like putting a bumper under the floor. 00:03:56
Then we built and tested small sections of different subfloor designs until we had the 00:03:59
best design. 00:04:04
A second Learfan was modified by installing the newly designed subfloor and tested. 00:04:05
The results showed that the new subfloor improved the Learfan's crash-worthiness by reducing 00:04:11
the forces on the passengers. 00:04:15
Oh, wow. 00:04:18
This looks crazy. 00:04:21
How do you collect the data from the crash tests? 00:04:23
We use a digital data collection system that's designed to handle the impacts of a crash, 00:04:26
like this one. 00:04:30
All the instruments on board are wired to the data collection system and after the test, 00:04:31
the data are downloaded onto a laptop computer to be analyzed by the researchers. 00:04:36
In school, we analyze data and we make graphs. 00:04:42
Is that what you do? 00:04:45
Absolutely. 00:04:46
We make graphs of the data collected and compare those to other graphs. 00:04:47
This graph from an actual test conducted here at IDRF shows the ratio of g-force to time. 00:04:51
You can feel the sensation of g-forces when you ride on a roller coaster. 00:04:56
It's what you feel pushing you into your seat on a loop. 00:05:00
As you can see, our graph has a curve shape. 00:05:03
Next, we calculated the area under the curve and compared it to a human tolerance graph. 00:05:05
This graph shows the maximum energy, or g-force, a human can tolerate over a specific time. 00:05:10
The plot goes from 0g to 50g and back to 0g in a very short, short amount of time. 00:05:16
The shaded area within the triangle is the amount of energy a human can tolerate in 100 00:05:22
milliseconds. 00:05:27
Next, we set up a ratio. 00:05:28
By comparing the shaded area under the dummy data to the shaded area under the human tolerance 00:05:30
data, we can determine if the passengers survive. 00:05:35
We want this ratio to be less than or equal to 1 if passengers are to survive. 00:05:39
Okay, Lisa, I have one more question for you. 00:05:43
How does all the information that you collect here help aircraft safety? 00:05:46
By using measurements and graphs, we present the data collected from tests at the IDRF 00:05:50
to the aircraft companies and to the FAA or the Federal Aviation Administration. 00:05:54
Even the aircraft companies can use the new designs of their aircraft. 00:05:58
The FAA may use the information to establish new rules and regulations for aircraft safety. 00:06:01
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Idioma/s:
en
Materias:
Matemáticas
Niveles educativos:
▼ Mostrar / ocultar niveles
      • Nivel Intermedio
Autor/es:
NASA LaRC Office of Education
Subido por:
EducaMadrid
Licencia:
Reconocimiento - No comercial - Sin obra derivada
Visualizaciones:
601
Fecha:
28 de mayo de 2007 - 16:54
Visibilidad:
Público
Enlace Relacionado:
NASAs center for distance learning
Duración:
06′ 06″
Relación de aspecto:
4:3 Hasta 2009 fue el estándar utilizado en la televisión PAL; muchas pantallas de ordenador y televisores usan este estándar, erróneamente llamado cuadrado, cuando en la realidad es rectangular o wide.
Resolución:
480x360 píxeles
Tamaño:
36.54 MBytes

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