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#21
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maanantai 10. syyskuuta 2018 13.08.08 UTC+3 waremark kirjoitti:
Is there any aircraft which has room for a ballistic shute and an engine aft of the cockpit? I think it is the popularity of engines which has prevented more widespread fitment of ballistic chutes. GP 14/15E has a tiny fuselage that likely has less wetted area than any other glider fuselage. It has room for both chute and engine. |
#22
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Thanks, Ross--very interesting. Spent yesterday reading about f1 cockpit design, about which I was clearly ignorant, other than being amazed at how well drivers are protected. Hadn't realized the tub was part of the car's structure. Or so heavy.
And yes--whole different impact profiles to consider. The DG link was also a great read--thanks for sharing. |
#23
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Only 15 m/s? That seems very slow considering the speeds in F1.
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#24
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Chris,
Ballistic chutes have been successfully deployed as low as 300 feet and BRS claims 386 lives saved, so far! Deployment requires 35 pound pull on the "little red handle", which fires the rocket hooked to a long sleeve with the parachute inside. Rocket and sleeve completely separate, leaving chute with a slider ring up near the fabric. Chute only partially fills at first, then the slider drops and allowes full deployment..........thus preventing chute failure from high speed deployment. My BRS 1050 system is good for 1050 G/W and 130mph at deployment. JJ |
#25
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On Monday, September 10, 2018 at 5:45:05 PM UTC+1, Andor Holtsmark wrote:
At 15:18 09 September 2018, Kevin Christner wrote: "But I also wonder whether, as a community, we should be applying pressure to manufacturers to focus more on safety, rather than finding that last .01% of performance, in their new glider designs. I've watched a lot of Formula 1 lately, where 200mph+ crashes are a regular occurrence. More often than not, the drivers walk away without a scratch. What is to prevent glider cockpits from implementing similar safety designs?" Dear Mr. Christner, this has already been done. Two directions of research came together in the design of the Antares crash-cockpit. First of all, the sailplane crash-cockpit research performed by TÜV Rheinland and Prof. Röger of FH Achen was utilized. TÜV Rheinland had crash-tested 4 cockpits, each time improving the next cockpit based upon what had been learned from the previous test. Lange then hired these experts to design a 5th cockpit; the cockpit of the Antares. Secondly, a Formula 1 crash cockpit designer was brought in to provide additional expertize on crash cockpit design. This designer had, so far in his career, crashed some 150 F1 crash cockpits, and so he could provide exact data for how composite structures behave in a crash situation. The resulting Antares crash-cockpit design was one that all involved parties take pride in. Its crash worthiness exceeds the latest CS22 requirements by far. In many ways, it IS a Formula 1 cockpit. However, there are some differences: 1: Whereas the cockpit was lengthened to make room for an energy absorbing nose-cone, this could not be built as long and straight as that of a F1 racecar. As a result, the energy absorbing failure mechanism of the composite had to be modified to accommodate for this. 2: Compared to F1 designs of that period, the Antares cockpit does not use Kevlar or interwoven Carbon-Kevlar. These materials suffer from various problems, amongst others, with the resin-fiber interface, and their utilization proved not suitable for the load-cases that a sailplane cockpit sees. For more information see: https://www.lange-aviation.com/en/pr...0e/sicherheit/ As things stand, the question therefore remains whether, as a community, we should be applying pressure to glider-pilots to focus more on safety, as well as finding that last .01% of performance, in their new glider purchases ![]() Disclosu I am an employee at Lange. However, In this post I represent myself. Andor, I am curious about how far the Antares crashworthiness figures exceed current CS 22? For reference CS 22 Amendment 1 requirements a (b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a crash landing when proper use is made of belts and harnesses provided for in the design, in the following conditions: (1) The occupant experiences, separately, ultimate inertia forces corresponding to the accelerations shown in the following: Upward - 7·5 g Forward - 15·0 g Sideward - 6·0 g Downward - 9·0 g (2) An ultimate load of 6 9 times the weight of the sailplane acting rearwards and upwards at an angle of 45° to the longitudinal axis of the sailplane and sideward at an angle of 5° acts on the forward portion of the fuselage at the foremost point(s) suitable for the application of such a load a suitable point not behind the pedals. |
#26
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#28
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Well, basically head first in an open cockpit is not a good judge of cockpit safety. Sorta like landing glider canopy first (upside down), the cockpit never really comes into play.
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#29
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On Monday, September 10, 2018 at 5:15:41 PM UTC-7, Charlie M. (UH & 002 owner/pilot) wrote:
Well, basically head first in an open cockpit is not a good judge of cockpit safety. Sorta like landing glider canopy first (upside down), the cockpit never really comes into play. My favorite place during landing in the Ilyushin IL-76 was lieing head first on the navigator's window. In a crash it'd be over quickly. Perhaps shows how enjoyable that job was. Jim |
#30
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At the OSTIV meeting in Delft in 2007, a presentation was made before the delegates of Training and Safety Panel and Sailplane Development Panel by professor Antonio Dal Monte, the then Director of the Italian Institute for Sport Sciences. Prof Dal Monte had been involved in the official analysis of Senna's crash, and had also been instrumental in creating the detachable safety cockpit for racing speedboats after the fatal crash of Stefano Casiraghi, husband of Princess Caroline of Monaco while he was defending his world offshore title.
Having analized a series of fatal glider crashes, he concluded that the mass of the wing with the strong spar positioned right behind the head of the pilot was a major factor in the lethality of these crashes. As a matter of fact, a friend of mine was killed when his wooden Siebert 3 (similar to the Ka-6) spun in, and when picking up the pieces, we found the T-handle of one of the main bolts had been bent on impact. His head had been one foot in front of that bolt... What Dal Monte proposed was a detachable safety cockpit for gliders, mounted on rails that would be angled approximately 30 degrees (more or less parallel to the backrest) and fixed by a suitable weak link. In case of a crash, the whole wing and rear fuselage would be guided under the cockpit instead of crushing it. He even suggested making a standard cockpit to be used by all manufacturers, as the real differences in profile at cockpit level are rather small and this would reduce the costs. Unfortunately, the engineers from the main manufacturers, present at this reunion, simply laughed the proposition away without even seeming to consider the option. I always thought that, had the professor been a German instead of an Italian, they would at least have considered the pros and contras. But Italy = opera + mafia in the head of many people. It is also Ferrari, Maserati, Lamborghini... |
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