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the aircraft, traversing it into the hangar, and probe forces only when they are required to
subsequently throughout the entire launch supplement landing gear reaction forces in
sequence. The primary aircraft-mounted securing the aircraft. However, securing of the
structural element in both systems is the aircraft generates intermittent loading on the
retractable probe. Figure 1 shows a labelled probe tip during all but the most benign sea
schematic view of key RAST probe elements conditions.
and the corresponding solid model used during
its design. The two main structural elements are
the housing, that is fabricated from aluminum
alloy, and the probe shaft, that is fabricated
from high strength stainless steel. The probe
housing interfaces with the aircraft structure
through upper and lower fittings with the
housing isolated from the fittings by stiff
polyurethane resilient rings. These resilient
rings limit the shock load transmitted to the
airframe during probe capture and on-deck
securing. During securing and on-deck
operation, the probe shaft is fully extended,
thereby cantilevering the portion of the probe Figure 2. Pictorial view of the interface
below the lower mount. When not in use, the between the probe and RAST RSD
probe shaft is retracted into the housing. To integrate the securing system, KAC
redesigned the lower fuselage of the SH-2G(A)
to incorporate the probe. This is described in
detail in Section 3.2
1.2 Approach
The methodology for dynamic analysis,
Figure 1. Annotated views of the RAST probe structural analysis, and testing was developed
(left) and CAD model (right) and used for integrating the securing system
with the aircraft is presented schematically in
Figure 2 illustrates the interface between the Figure 3. This process is briefly described prior
probe and the RAST RSD. The main landing to the detailed discussion in subsequent
gear, auxiliary landing gear, and probe share sections.
forces that oppose sliding, yawing, and toppling
of the aircraft. Clearance and controlled The first essential step in the methodology was
compliance between the probe shaft and the quantification of the dynamic loading acting on
RSD beams (RAST) or claw (ASIST) result in the probe, the landing gear, and consequently on
664.2
METHODOLOGY FOR ENSURING SAFETY OF AN EMBARKED HELICOPTER SECURING SYSTEM PROBE INSTALLATION
probe
probe probe probe proof probe
cumulative
design FEA load test fatigue test
damage anal.
dynamic
airframe/probe
interface
substantiation
analysis
airframe
cumulative
damage anal.
Figure 3. Overview of methodology developed for integrating the RAST probe with the SH-2G(A)
Super Seasprite
the aircraft structure. The dynamic loading is the finite element models. Fatigue testing was
dependent on three main factors: aircraft and then performed using a loading ratio that was
securing system design in terms of geometrical, determined based on the simulation results. In
inertial, and stiffness parameters; sea the case of the destructive fatigues tests (such as
conditions; and operational factors such as ship the probe), loading was applied based on a
heading and speed relative to the principal sea block-loading approach to ensure expeditious
direction. Detailed nonlinear transient dynamic but representative failure of the components and
simulation was ideal for this step as it provided systems. In the latter case, fatigue test results
a means of exploring the full parameter space were then used to calibrate cycles to failure
prior to detailed design of the probe and aircraft curves. These were then combined with the
systems. The simulation was used to generate simulated fatigue spectra to perform Palmgren-
securing force data of two types: peak securing Minor cumulative damage analysis to estimate
load data for the complete range of operational the fatigue life of the respective systems.
conditions which lead to the peak static design Functional testing was performed on the
loads; and time-domain data which was airframe and probe systems individually.
subsequently post-processed and lead to fatigue Finally, the completed airframe/probe system
spectra based on a reduced set of representative was substantiated based on mock service
operational cases. conditions.
The static and fatigue loads were then used for 2 Dynamic Interface Analysis
both probe design (upper path in Figure 3) and
airframe modification (lower path in Figure 3).
2.1 Simulation Methodology
It is apparent that close similarity exists along
the two paths. The simulation-based design Time histories of the forces and relative
loads were used for mechanical design that was displacements that result from the dynamic
supported by detailed finite element analyses. interface between the SH-2G(A) and the
Load testing was performed on advanced specific frigate considered were developed
development instrumented models of the actual using ITI’s proprietary Dynaface® dynamic
hardware. Experimental data obtained from interface simulation software [1]. The
these static tests were used to validate and refine simulation and associated analysis methodology
664.3
R. Langlois, P. Keary
has evolved over the past twelve years and is Table 1. Simulation conditions used for peak
currently used extensively for the analysis of loads analysis
dynamic interface issues. Dynaface® consists of
Parameter Value
a special-purpose 15-degree-of-freedom
nonlinear transient-dynamic mathematical Aircraft weight 10580 lbf, 13500 lbf
model of the aircraft/ship system. The model Rotor status Stopped, turning
includes detailed representations of the oleo Brake status Applied, not applied
stiffness, damping, and friction characteristics; Aircraft alignment 30°, 0°, +30°
induced rotor forces; and a detailed tire model Suspension parameters Nominal
that supports complex tire behaviour including Ship speed 10, 15, 20, 25 knots
intermittent tire contact, rolling due to Ship headings 0° - 180° in 15° increments
suspension travel, brake slippage, and sliding of Wind speed 35 knots
the contact patch. For the purpose of this Wind direction Port and starboard beam
Sea modal period 9.7 sec for SWH of 4 m
project, ship motion was generated using
12.4 sec for SWH of 6 m
established linear strip theory [2]. Roll, pitch, 5 acceleration-
Ship motion criteria
used to define severe based parameters
2.2 Simulation conditions deck conditions
664.4
METHODOLOGY FOR ENSURING SAFETY OF AN EMBARKED HELICOPTER SECURING SYSTEM PROBE INSTALLATION
gear reaction forces acting on the main landing convention where 0° corresponds to head seas).
gear were found to be 3.5 kips, 5.0 kips, and In the restricted operational headings when the
21.8 kips in the longitudinal, lateral, and vertical SWH is 6 metres the fatigue loading was found
directions respectively. The tail landing gear to be minimal. From the probabilities of
forces were found to be 0.5 kips, 2.7 kips, and occurrence of sea state and ship heading as well
11.3 kips in the longitudinal, lateral, and vertical as the expected number of hours of RAST
directions respectively. For brevity, only the securing during the design life of the aircraft,
peak loads are presented here. Reference 4 the total number of expected fatigue cycles were
provides a detailed description of how the loads calculated as a function of load amplitude. This
vary with environmental and operational resulted in the probe fatigue-loading spectrum.
conditions.
fatigue locations; 0
1 3 .5
• lateral probe forces dominate the in-plane 1 6 .5
fo rc e c y c le
0
30
60
90
120 ra n g e , k ip s
probe loading in terms of magnitude and 150
h e a d in g , d e g re e s
number of occurrences; and
• though vertical securing force magnitudes are
high, because they result in purely tensile
loading of the probe that is distributed over the
c y c le s p e r
entire cross-section of the probe, internal probe hour
stresses resulting from vertical loading are low 80
(less than approximately 6% of the total stress at
60
the most highly stressed locations).
4 .5
40
7 .5
Considering these, the data analysis focused on
the lateral force fatigue cycles, which were 20 1 0 .5
counted using the standard rainflow counting 1 3 .5
0
method described by ASTM 1049-85 [5]. 1 6 .5 fo rc e c y c le
0
30
60
90
120
664.6
METHODOLOGY FOR ENSURING SAFETY OF AN EMBARKED HELICOPTER SECURING SYSTEM PROBE INSTALLATION
Displacement Mag
Max +1.3140E+00
Min +5.8287E-07
Deformed Original Model
Max Disp +1.3140E+00
+1.18E+00 5 Experimentation
Scale 2.8044E+00
Load: load1 +1.05E+00
+9.20E-01
5.1 Proof load testing of the probe
Proof load testing was conducted to verify the
+7.88E-01
+6.57E-01
probe structural design and validate the finite
+5.26E-01 element models. The finite element results were
+3.94E-01
used to select appropriate strain gauge positions
for use in testing. The critical stress area for the
probe was the contact area between the probe
+2.63E-01
+1.31E-01
and the housing. Unfortunately, it was not
accessible for strain gauging. Consequently,
alternative high stress areas on the outside of the
Figure 8. FEA model of the probe shaft and housing were chosen for strain gauge
housing indicating magnified probe deflection application. The probe passed proof load
testing and good correlation was obtained
between the test results and the FEA models.
4.2 Finite element model and analysis of
aircraft structure
5.2 Fatigue testing of the probe, housing, and
The SH-2G airframe finite element model was supporting structure
modified to represent the probe support
structure for the SH-2G(A). The skin, stringers, Fatigue testing of the probe, housing and
keel, frames, and probe support fittings of the supporting structure was performed in a single
centre tub were modelled in sufficient detail to fatigue test of an advanced development model
obtain internal loads for analysis. The model is (ADM) probe which was performed to failure to
a modified version of the SH-2G model that was identify the mode of failure and also to obtain
used by KAC and accepted by the US Navy for data to calibrate a generically-shaped
analysis when the aircraft was converted from component S-N curve for the probe. For the
an SH-2F to an SH-2G. The centre tub test, the ADM probe was mounted in ITI’s
modifications were constructed using MSC hydraulic load test cell as shown in Figure 9. A
Patran as a pre-processing tool. The analysis fitting was developed for the probe tip that
was conducted using MSC Nastran as the finite transmitted loads to the probe in a manner
element solver. Critical load conditions were similar to the actual RSD.
evaluated using graphic displays of stress
contour plots. Internal loads were then
extracted from the model using KAC-developed
post processing scripts in conjunction with
Patran.
664.8
METHODOLOGY FOR ENSURING SAFETY OF AN EMBARKED HELICOPTER SECURING SYSTEM PROBE INSTALLATION
A progressively increasing block loading Table 3. Load cycles applied during the probe
approach was used to define the lateral applied system fatigue test prior to failure
load amplitude as a fraction of the load that
% of Fultimate Actual cycles
would produce ultimate stress in the probe
50 5022
system. The lateral load corresponding to
56 5018
ultimate stress in the aluminium and steel probe
components was determined from the finite 62 5015
element stress analysis results [6] and the lower 68 5000
of the two values was used to determine the 74 5001
experimental loading. During testing, fully 80 1747
reversed loading (R = -1) was used for the 90 729
primary lateral loading. Vertical loads were
applied simultaneously with the primary lateral The mode of failure of the probe was fatigue
loading with a load double amplitude equal to failure of the aluminium upper flange portion of
1/3 of the lateral load amplitude. This ratio, the probe assembly as indicated in Figure 10.
based on the dynamic analysis results, was
selected as a conservative representation of the
secondary vertical probe loading. A
combination of inspection between loading
blocks and automated measurement of the
applied force and resulting probe tip deflection
was used to identify the time and mode of
failure of the probe.
and the determined curve (dotted line) equalled 5.3 Static and fatigue testing of the airframe
1, as it should knowing that a fatigue failure
Static and fatigue tests with the RAST probe
occurred. Next, based on the safe life approach,
installed in the airframe were conducted. Static
the dashed curve labelled ‘safe life S-N curve’
tests were conducted to 105% ultimate load to
was defined where the number of cycles was
demonstrate structural integrity of the airframe
reduced to ¼ of those associated with the failure
support structure. Fatigue testing was
curve. This component safe life curve was
conducted to a determined number of cycles at a
subsequently used for cumulative damage
load level demonstrating two lifetimes of
analysis of the probe system.
service usage. Fatigue testing of the airframe
was conducted first, followed by the limit and
Palmgren-Minor cumulative damage analysis
ultimate static tests.
was performed combining the results of the
dynamic interface analysis with the calibrated
The fatigue test set-up is shown in Figure 12.
safe-life S-N curve.
As with the probe, the damaging fatigue loads
for the airframe occur when the probe is loaded
The results of the analysis showed that for the
in the vertical and lateral directions. Loads in
SH-2G(A) specified operating profile, the
the fore/aft direction due to aircraft pitching are
predicted safe life of the probe system greatly
generally lower due to the larger wheelbase
exceeds the 30-year design life for fatigue and
between the probe and landing gear as
consequently fatigue failure of the probe is not
compared to the lateral probe loading where the
expected. The results confirmed that probe
distance between the probe and the landing gear
design is governed by the peak static loads that
is smaller. Therefore, the fatigue testing loaded
are experienced during severe operating
the aircraft with alternating loads in the vertical
conditions and not by fatigue, as the vast
and lateral directions as shown in Figure 12.
majority of load cycles that occur in service are
of much lower magnitude than the peak static
The test loads and number of cycles were
loads the system must be able to withstand. A
determined based on the results of the dynamic
noteworthy feature of the fatigue analysis is that
interface study conducted by ITI [4]. Based on
the resulting fatigue analysis report [7] is
this analysis, load conditions were lumped into
formulated such that the fatigue life estimate
12 cases, as described in Reference 8, which
can be updated for different aircraft operating considered sea state conditions, ship headings,
profiles should in-service conditions change aircraft alignment on the deck, aircraft gross
over the course of the aircraft life. weight, wind speed and wind direction. For
100 each case 18 bands of loading in the lateral
direction were specified with increasing levels
80 of alternating load. The bands started at 500 lbs
and increased 500 lbs for each band.
60 Considering each band of loading, a damage
fraction was determined by combining the cases
40
with the appropriate cycle count. Using Miner’s
rule a total damage fraction was calculated and a
20
mean fatigue life of 6.62 service lifetimes for
the probe airframe support structure was
0
1.E+01 1.E+02 1.E+03 1.E+04 1.E+05 1.E+06 1.E+07 1.E+08 1.E+09 1.E+10 estimated. A test load demonstrating 2 service
Cycles (N)
lifetimes was then calculated using the results of
the damage analysis. The final loading was a
Standard S-N Curve Failure S-N Curve Safe Life S-N Curve
664.10
METHODOLOGY FOR ENSURING SAFETY OF AN EMBARKED HELICOPTER SECURING SYSTEM PROBE INSTALLATION
The testing was successfully completed flight testing using the SH-2G(A) helicopter
demonstrating 2 service lifetimes of usage with (Figure 13). The purpose of the testing was to
no failures of the airframe support structure. demonstrate operational functionality and
compatibility with the RAST Deck Landing
The static testing of the probe installation System. During these tests the aircraft was
followed the completion of the fatigue tests. required to verify the ability to conduct
Static limit and ultimate loads as specified in the recovery-assisted and free-deck landings into
air vehicle specification were applied to the the RSD, to evaluate manoeuvring and
RAST probe installation. These loads straightening procedures once the aircraft was
successfully demonstrated the structural secured to the flight deck, and to demonstrate
integrity of the aircraft backup structure for the traversing operations needed to move the
upper sea state limited ship headings as defined aircraft to and from the hangar.
in the air vehicle specification. The critical
condition consisted of a combined loading in the The testing took place at KAC in Bloomfield,
vertical, lateral, and fore/aft directions, where CT and the Naval Aviation Warfare Center
the predominate loading consisted of loads (NAWC) Elevated Fixed Platform (EFP),
applied in the vertical direction (22,000 lbs Lakehurst, NJ from 26 October to 2 November
ultimate). The applied probe loads for this test 2000. Ground tests evaluated RAST probe
were reacted by loads applied at the main and cable functions, tension release, aircraft loads
tail landing gear, engines, main gearbox, and and mechanical stability while secured in the
various other mass items throughout the RSD. Aircraft configuration began at a GW of
airframe. The test successfully achieved 105% 12,066 lbs, and increased incrementally to
ultimate loading with no failure or permanent approximately 14,016 lbs.
deformation of the airframe support structure.
Figure 12. SH-2G(A) RAST Probe LCF Test, As tested, the RAST system proved to be
Looking Aft compatible with the SH-2G(A) aircraft with
minor modifications. Configured with external
stores, aircraft clearances and loading were
5.4 Operational flight and ground testing of satisfactory during landing and straightening
the probe installation evolutions. After H-2 line-up references were
determined, modified Seahawk S-70B-2
KAC performed approximately 35 hours of straightening and traversing procedures were
RAST ground testing and 8.8 hours of RAST successful. Flight operations with the Recovery
664.11
R. Langlois, P. Keary
Assist (RA) cable attached to the probe were [5] Annual Book of ASTM Standards. Vol. 3.01,
evaluated at various aircraft gross weights and E1049-85 Standard practices for cycling
cable tensions. counting in fatigue analysis, pp 707-15,
1997.
6 Conclusion [6] Kaman probe assembly structural design
report. ITI Report 97-334 Rev. A. Indal
A methodology combining dynamic interface Technologies Inc., 1998.
analysis, detailed structural analysis and [7] Fatigue analysis report for Kaman SH-
validation, and full-scale static and fatigue 2G(A) aircraft probe. ITI Report 98-373,
testing was developed and implemented to Indal Technologies Inc., 1998.
structurally substantiate the installation of the [8] Langlois R, Moquin D and Rocconella B.
Indal Technologies Inc. RAST securing system Consideration of the effect of securing and
in a Kaman SH-2G(A) Super Seasprite traversing loads on the fatigue life of the
helicopter. The substantiation demonstrated a Kaman Seasprite RAST/ASIST probe
minimum of 2 lifetimes of service usage using installation. In Proceedings of AHS Forum
loads that meet or exceed the air vehicle 55, Montreal, Canada, May 1999.
operational requirements for shipboard launch
and recovery in severe sea conditions. While
the application of this novel approach is specific
to this application, the safe life methodology
demonstrated herein is well suited to other
safety-critical applications.
Acknowledgement
The dedicated effort of individuals at both ITI
and KAC who contributed to the development
and implementation of the methodology
presented in this paper is gratefully
acknowledged.
References
[1] Langlois RG and Tadros A. User’s manual
for the aircraft/ship dynamic interface
simulation DYNAFACE. ITI Report 98-342,
Indal Technologies Inc., 1998.
[2] Lloyd ARJM. Seakeeping: Ship Behaviour
in Rough Weather. A.R.J.M. Lloyd, United
Kingdom, 1998.
[3] Military Agency for Standardization.
Standardized wave and wind environments
and shipboard reporting of sea conditions.
Standardization Agreement 4194, North
Atlantic Treaty Organization, April 1983.
[4] Dynamic interface study to investigate the
peak securing forces for Kaman SH-2G(A)
aircraft operation on the RAN ANZAC and
OPC Vessels. ITI Report 97-332, Indal
Technologies Inc., 1997.
664.12