C.P. No. 340 C.P. No.

340
(17,895) (17.895)
A.R.C. Technd Report A.R.C. Technical Report

MINISTRY OF SUPPLY

AERONAUTICAL RESEARCH COUNCIL

CURRENT PAPERS

Full Scale Measurement of Impact Loads on

a Large Flying Boat (Sunderland Mk. 5)
Part III - Data for Impacts on Main Step

BY

R. Parker, &SC.

LONDON : HER MAJESTY’S STATIONERY OFFICE

1957

SIX SHILLINGS NET

 C.P. No. 30
Resort No, F/l&259

Awust IYYt

m AIRCRAFT EXPERIEXTAL ESTA3LISIlMENT, Fi%IXSM:i~, SUFFOLK

FUlJ,SCAIZM!?AS~ OF IMPACT LOADSON A L&H33 FIXING BOAT

(s-h9 m. .51

PART III - D,lTA FCR I.?PACTS CN MAIN STEP

R. Parker, B.Sc.

The results of a series of full-scale impxt tests on the hull

of a Sunderlatxl Nk.5 flying boat at an a11 up rreight of 50,000 lb. acre
cDmmcdnith aa appropriate theory and discu,,--cd gencr3ll.y in a previous
report. As discrepxcms b&&en this data &x3 the theory were shor-m and
cxplanatian of this has not been forthcaring, this report Eracsent3 Com?bb
time histories of 3 nuuibor of tic actual monsuremcnta to permit cwxd.sm
vith other thoorios vhcn such bccomc availsblc and application by cmpirial
methods where appropriate.

/LIST C73COWZNTS
 -2-

LIST OF CrnTRiTS
1. Introduction.
2. Aircraft.
3. Instrumentation.
3.1. Total force.
3.2. P~~s~w~s.
3.3. Attitude and roll.
3.4. Verticd and hrrrizontal velocities and draught.
3.5. Recmdmg.
3.6. Accuracy.

4. Rawe of tests and pilot technique.

5. Results.
6. General discussion.
List of References.
IJST OF TAX23

Details of Inclividuz.1 prcssum pick-up positions.

Flmn-e No.
Suo.dcrhnd hLk.5 flying boat. Gcneralarrang2mant and 1
pxitions of ixmscs in ving3.
Sundcrlzmd Mk.5 hull lines. 2

Pressure pick-Up positims and hull cmt3uxs at three 3

pmitions.
Total mpct and local pressure results. 4 - 15

Lift curve for Sunderland Ilk.5 dth 2/3rd flap. 16

/ 1. lNTRODUCTION
 -3-

1. EVRCDUCTICN
A full investigation was carried out some tlmc agt63on foreborty
hding impcicts of a Suaierland Nc.5 flying boat, 3s pmt 3f zi general
hvestigatiw on seq-~lane landing impxts. This first ser~cs of tests YfaS
confined to calm water only, and almost entirely to cases ylh-lherethe aftcr-
bo$r was not wetted during the xnitial qact. The results of these tests
were compared with the most recent relevant thewy (Rcf.1) z~ld the comparison
VEL~reported IXI Reference 2.
Discrcpnncies between the measured and wlcuL.ted nccclention/timo
Curves were found, in partxular the measured times to mxdmum acCCloration
were about %ice those prdicted by theory. As no explanation of this
di.smepFncy has been found a selection of the measured Jatn is given in this
rwa-t for two purposes viz.
(a) to permit ccqnrison with other thcxxcs or further invcsti@tien
c.C the appwent errors in that at' present avclilrrble x?.d
(b) to prmit 1ts use by cmpi.r~~calmcthxQ and c~mpariswis with
current design strength rccurrcments for seaplanes.
2. AIRCRAEP

The aircraft employed wx n stzndx-d SunderLnd Xk.5 flying boat

with four Pratt andY?hitnq !~win ~/asp en$ncs. The general arrzngemcnt drzdng
Of the aircraft is glvcn in Figure 1 and 3. lines pLvl 3.n F3.gure 2.
Cnc possible explnnati~ af' the rliscrepanoicc. between mcasurcd and
calctitea resultis is associ3tcd. y,6th the flexibility of the aircraft structure,
&icularly the dngs. To permit investigation of this Figure 1 includes a
general indication of the a?jor concentrations af m%zs in the aircraft as it
was lmded fzc the tests.
3. INSTRmmTATIcM

The applratus is discussed in Reference 3 in cansider~ble detail end

only e brief survey is given be&x?.
3.1. Total foroe

Total forccvm masured by mcrtns of an arrangement ti accelerometers

vhJse OUtpu~smxe combined in the correct prqxxticns to give a true reprcsenta-
t&n of the accclcration 3f the aircr&~~s C.G.
3.2. Frcssures

Pressures on the pLd.ng bottomwere mxwxed by means 3f flush

di?phagn pressure pick-ups.
3.3. Attitude znri roll
Aircraft attitude (keel Tngle) and angle x? roll wre measuredby
l2xlns of an Anschutz gj5?oscopc.
3.4. Bertiwl and hoyiezntnlvclocities and drnwht
The drcraft position nt *any instant V,YS rccordcd by wans of a high
speed camera mcuntcd on an accurcltcly nli@cd trip& at a suitable shore posi.ti;m.
Analysis zf this phzt3grtphiC record enables KLculati3n to bc olado
of vcrtical3na horiznrtalvolxity, ilrlft anndlicel~anglc.
 The latter is a duplication of the keel cnglc mcnsurement by the
moscope, and form a convenient check cn the accuracy achievedby the tzo
methcds.
3.5. Recording

Allmeasuremonts under Items 3.1, 3.2 and 33~7~rccmded on ti70

16-channel galvo-camcra the attitude and roll being obtained by
recorders,
electrical signals directly from the gyroscope which\vm fed straight to
the galvan~ters, vrhilo the accelerometers and pressure pick-ups work in
conjunction with 6,~ 15-channel emplificr units.
A system producing a timing mark simultaneously on bcth the shore
camera film and the reccrder records is uscdto give accurate synchronisaticc.
3.6. dccuracrv_

The accuracy achieved in the various mensurcments has been assessed

in Rcfercncc 3, and is as follows.
kttitude t 0.53

Draught : 0.2 ft.

Vertical Velocity : 1 ft,/sec.
Fcexxud Velocity ', 2 ft./m.

T3mQ + 0.1s (Synchronisation t 0.01 SCC.)

Accclcraticm +, 0.1g.

Pressures 2 5~(Thminimumtime of ~cssurcbuild

of mhioh can bc recorded = 0.01 see.).
4. P&'GE OF TESTS AND PIIDT 'TXHKCQUE
The primary objective of the tests was to obtain landing impacts .
which fulfdled the conditiaxs assumed in available theorcticalanalyses.
Future theoretical work will alxxst certainly inc1ud.c the cases covered,
though may permit relaxatim of some of the requirements, which are assum& as
follows:-

(a zero vertical acceloratim prier to touchdown,

b zer3 drift at touchdown,
zero angle cf roll throughout the impact,
ac zero angular velccity in pitch, and
iicc the main step only to bc ixmcrsed.
The piloting tecbniquo ta achicvc these cmditims is described in
Rcfcrencc 2 and the runs given in this report have been sclcetcd to ccnform, ns
closcIg as possible, to these rcquircmcnts rrith the axccption cf two runs in
T.ihich the landing attitude is high and the afterbody plays a c0nsidzcabl.e part
in tho flsst part cf the impact.
The angle betwcon the forcbody keel lint ‘and a line from tho main
step to the rear stop point is cppraximatcly 9' so immcts with sn attitude at
touch d3vm groatcr than this till involve sme aftorbody cffoct.
mherc the attitude 1s lacer th-n this throughout the vrhole impact (as
in most of the runs given here) the aftcrbody is in the Irough behind the main
step and its only likely effcd is the possibility of suctions occuring due to
imperfect vontil3tim.
/A lltor
 -5-

A later scrics 3f tests has been cxqleted. in tilchthe ~CSSWCOS on

the afterbody were~ca~~~& in lanaas COVCX~~~ a &go range of attituacs and
the results arc recorded in Rcfercncc &.
~11 tests were mde nt me weight and C.G. pzsitxq i.e. 50,000 lb.
all-up wexght v;ith C.G. 3 ft. formrd of the main step pdnt measured par~llcl
to hull datum. Lll lanS.ngs were &ne m the normal landing c%figuratl3n, i.e.
2/3 flag and in good weather csnditi-jns with winds af, XI an average, 3-4 IfflotS
giving a rehtivcly calm water surf'acc with the rnughest condition consisting
of wavelets nYc more than 6 in. high.
5. FmxJLTS
The results nre given in figures 4 tz 15, nna czmprisc time histzics
Of keel attitude, draught, vertlcdvelocity, C.G. accelcrltxx rind ~CSSUTXS
at 3. number of indlvidud pdnts on the fzrebdy. The positinls 3f these pxints
are given 111Figure 3, uld rclcvznt dimensions xn Table II.
Rcfercncc 2 g~vcs results from 23 impacts rind uses data frzn these.
The tv~lve impxts x? i-rhich tit-? is given z.n this rcpz?t i?rc selected. fr3m
those and CVVCFas xi.d.c n rLangc 3f tho various plrnmctcrs as possible and
include only runs where the data is fairly czzplcte. (The m-&l &i.fficulty was
ponr serviceability of pressure pick-upsj.
The numbers given to the varixs runs zrc the salve 2s thosr: ~54 in
Reference 2 SD refcrencc from one rcpmt t3 the other my be ma;lc rcodily.
It will be nztcd cm szme nf the draught plots th1.t mxe than 3nc
curve is given, this is dnc where incznsistencics DCCW which cannot be
expl~inea. The results 3f three nethds zf abtaintig &-aught arc used 111z.I~
cases and where only znc curve is given, s~tisfactzzy cxsistenqy was achieved.
Whore mxc th3n cne, the degree of s.courncy vihich can be assumed 1s apparent.
Metha& used fJr ?bta'ming draught are:
2. direct masurment frm the cmern record,
b amble intngrati3n 5f the verticdaccclorati~ record, and
ii c by ge~mctricdmcthnds fran the positi3ns af pick-ups near to
the keel P.S each enters the mdxx%rbed v&or surface.
The aocuracy given m Scctign 3.6 relates t2 the camera methd mnd
this is felt ta be gcnerzlly reliable.
The double intogmtizn of dmwht frzn czmern records requires a
DlC-UIS Of estnblinhjng Che initL1 vertlczl vslxity or the 'Limo a?' n~~mum
drau&!ht,i.c.thc time zf zero vcrtirzd velsoity. '$hcre this methd is used, one
or pther of these must be obtained from the camera record.
The geomctricdmethzd, using first ozntnct 3f each pick-up is
subject ta slight crrzr due to the splxh-up but, as xdy pick-ups neax the
kc01 nre used, tbs is small as splash-up fm,z-d is negligible. It will also
bo n&xl tht the rccxds shaw the vcrtiwlaccelerati3n It the instant of
tmxh-dxsn tz c&iffer from zero by ,znxds up tz 0.1~ - generally in <anUPDIY?~
sense, i.e. the lift is slightly greater than the weight of tho aircraft.
The wing lift ~zLllalso v:rry slqhtu during nn unmd Sue t3 dm.0
in tho .tYight path ang;le.and.-vthcro it is_appreciablc, &-es in attitude bzth
3f which alter the vn.ng angle of attnok.
Tz permit csttiatizn rrf the 1xTgdtude of thrs effoot the lift 9f the
aircraft in the cznditizn used XLS measurccl and the CL curves 3btsined me
@--en 531Fijpx 16. It shsuld bc ndd that these curves nro the results Of
tests ~DI-NZIt an nltituflc 2f scverzl hundrccl feet ti application x%thsut
allc~3~~~ far Lrmqd oHcds DAy in, d nl&~ht error.
/Rcsu1ts
 Zcsults far level flight and gliilcs &LTCp;ivcn ns sme tests YICE
&me vtith a l;?ttle cnginc p.z~r zn but in general the "glide" curve ~51 give
the most accurate rcprcscntati3n.
6. GbYNEFL DISCUSSIW
It is nd. prq13scd in this repot t3 cxuG.nc the results in d&ail,
as tha purpxe is merely to m;,kc the data availlblc far use, clther t3 assist
in the estxrblisiment xf cmpiricd rol-itizmships 3r as P. check and guide in the
rloielopment ti basic thcncics.

The accuracy zf the results prescntcd is nnt 3s Kgh as m&t bc

desired but 1s felt ta be quite go38 for- full sodo urzrk 3f this type. The
assessments ti para 3.6. are mur5mum vnlucs arl much d' the ciata is viithrn
clwer linits t&n these.
 NV
7

LIST oi" F4lzFmma

Authds)

R.J. 3km&.n Forndae for estimting the fzmes

P.R. Crave in SeapLme - Water imp&s withmt
rotatim 3r chine immrsix.
R. & hi. 28%. January, 1949.

2 J.A. Hmi2wt.m Full Scnle hleasurements of Impact

LO?& 331a. lx-g3 Fljring mat.
(~undwland hk.5). Pzrt II -Results
for 1qw2t a-l w&l Si;cp.
c.i'. No. 205. I~dJrLlary, 'f951.

J.W. McIvor Full Smle Me!leasurmeiits 3 Inpmt

Lands an a Imge Flytig Boat.
Fmt I. C.P. No. 182. March, 1950.

4 R.PE&er Full Scale Xeasuremnts of Im~ct

Loads on a Lzrge FlyingBat.
(Sunder3andi4k.5). Pat IV -
Dat3. for Inpxts on rear step.
C.P. No. 31. August, 1954.
Hull
Beam (ma) ft. F.73
Length (F.P. ta Re,v Step) ft. 62.12
Length: BeCamRntis 6.35
Far&My Length (F.P. t3 llain Step Keel) ft. 32.9&
Afterbdy Length (@an Step Keel tz Aft
step) ft. 29.16
Keel-Chine Deadrise nt bhin Step 263
step Plan Included Angle 132'
FarebAy Keel - Hull Datm Angle 33
Heel - Heel Angle Y3 17'
ForebAy Keel - Afterbady Keel Angle
Main Step Fadng Ratio

AJxa (gross) sq.ft. 1687

SW Pt. 112.8
L?cid.ence to Hull D~~LXZ 63 9'
Sectian Gcttmgen 436 nx3ified

G3Llge
sq.ft. 286

Tailplane
Area (includin clmratars) sq.rt. 205
Elevxtar arca t lnclulJing tabs) sqA * f-b.5
Elevntxe mnrement ,p 30' up 2nd d3vP.l

Ennines

4 Bxtt YIhitney Twin Vasp R.1830~VOB giviag 1200 G.H.P. nt 2,700 r.p.m.
and + 9 lb/sq.in. banst fw sea level take-df.

IIt A.U.Wt. 5O.ooO lb

C.G. ~'Nmm.l" is 3.02 ft. fa?xw.rd of x&n step nt keel parallel t3 hulJ.
d.ttm line.

/T.;BI;E II
 -Y-

TABIS II
Detw2.s 3f Individual h.ssure
Pick-up Positions

tirk-up
iJ3. l(in) bon) =w eL

1 206.2 9.3 11.5 -?T

2 175.4 9.9 11.7 313

3 wt..7 10.7 12.6 30.53

4 122.6 6.8 a.0 313

5 122.6 16.5 19.3 29"

6 122.6 27.0 31.2 27'

7 122.6 37.9 43.2 23=

a 93.1 7,o a.3 31°

9 70.3 7.3 a.7 31=
IO 70.3 17.7 20.6 283

11 70.3 28.3 32.5 263

12 70.3 39.0 44.4 a0

13 70.3 52.1 56.3 180

14 49.1 7.4 a.8 313

15 33.8 7.6 8.9 313

16 33.8 la.2 21.1 293

17 33.8 2a.a 33.1 27'

18 33.8 39.7 45.0 a3
19 33.8 50.2 56.3 lYO
20 13.7 7.6 9.0 313

1 Distance fa.-ward 3f step and parallel

to keel aatunl
b HaAzmtd distance frm keel to
pressure pick-up

0 Distance from keel. to pick-up nlmg km1

cl-he line

eL Local Cicadrise
 FIG. I.

2 b4u

I .i-

C G. DATUM
AUXILARY POWER
UNIT’- 192 LB

c OF Al RCRAFT OIL 252 y\

WASP ENGINES fl-

III87 LB COMPLETE h
WITH MOUNTING
AND ASSESSORIES

HAMILTON ’

PROPELLERS
344LB INCLUDING ,TC, _ .cl”,
.___I DATUM
___. -LINE-4’J-IS’
_
SPINNERS VIEWED NORMAL TO AEROFOIL
DATUM LINE ANGLE = 4’

WEIGHT OF FLOAT

SUNDERLAND MK.9 FLYING BOAT

GENERAL ARRANGEMENT AND POSITIONS OF MASSES IN WINGS
 FIG. 2.

135 8 II IS 18 ’ 21 24 27 30 33 37
200

FOREBODY i AFTERBODY

SUNDERLAND h4K.P HULL LINES

 FIG. 3.

PLANING BOTTOM CONTOURS

---

L..ls.l I I I I I
12” b- 0 I 2 3 4 5
SCALE OF FEET

FOR ADDITIONAL DETAILS OF PICK UP POSITIONS SEE TABLE II

In .* .I I I L I I
5 0 5 IO I5 20 25
SCALE OF FEET

PRESSURE PICK UP POSITIONS

 FIG. 4.

I /
KEEL ATTITUDE

,G ACCELE IRATI
- ON 1-t
/

I 0.2 03 O-4 0-S

TIME FROM FIRST CONTACT - SECONDS

TOTAL IMPACT RESULTS. RUN 1. IMPACT I. VH- 148~~5.

 FIG. 4 A.
NUMBERS INDICATE PICK-UPS

0.1 e3 0.4 o-5 0.6 0.7

TIME FROM FIRST CONTACT-SEC

0’1 0’2 0.3 0.4 05 0.6 0.7

TIME FROM FIRST CONTACT- SECS

6 15
z
51IO
T
5IA 5

2
g0
01 0.2 0.3 0.4 05 06 07
TIME FROM FIRST CONTACT - SECS.

0.2 0.3 04 0.5 06

TIME FROM FIRST CONTACT- SECS

PRESSURE RESULTS FOR RUN I IMPACT 1.

 FIG. 5.

KEEL ATTITUDE

DRAUGHT

:ELERATlON

CO

OI) (3.5
TIME FROM FIRST CONTACT - SECONDS

TOTAL IMPACT RESULTS. RUN 2. IMPACT I. V,,- 13%~~

 I
fIGSA.
30
NUM6ERS INDICATE PICK-ub’S

25 ROWA

I I I
04 0.2 03 04 05 06
TIME FROM FIRST CONTACT - SECS.

2 mm6
3
z If? .‘-‘. Jo I I

I \ I J
03 06 91
- -1IME FROM CONTACT f- SEC-S.
3

TIM FROM FlwT CONTACT - SECS

25
I
i 1 14.
--

TIME FROM FIRST CONTACT - SEQ.

PRESSURE RESULTS FOR RUN 2. IMPACT I.

 FIG.6.

3
c
KEEL ATTITUDE
It

ii
I

I I
0 0.1 o-2 03 O-4 05 O-6
TIME FROM FIRST CONTACT -SECONDS

TOTAL IMPACT RESULTS. RUN 4. IMPACT I v,,=153 EPS

 FIG.6A.
NUMBER5 INDICATE PICK- UPS
2or
20
I I I I I I I

33
f I5
15
0
<
y IO
I

$ 5

0
0.1 0.2 0’3 04 0.5 0’6 0’7
TIME FROM FIRST CONTACT-SECS

TIME FROM FIRST CONTACT- SECS.

20 .
ROW C
5
1 IS

-TIME FROM FIRST CONTACT- SECS

r- \-’ \
20

3
f I5
6u1
> IO
-I
IL
P
2 5
tl
E I I I I \\I
I I I
0
0.1 0.2 0.3 0’4 0.5 0.6 o-7
TIME FROM FIRST CONTACT- SECS.

PRESSURE RESULTS FOR RUN 4 IMPACT I.

 FIG.8
7

0 o-2 o-3 o-4

TIM FROM FIRST
FWST CONTACT - SECONDS

TOTAL IMPART RESULTS RUN 12 1~4mc~ I v.. = 12Qsmc

 NUMBERS INDICATE PICK-UPS
FIG.~A.
2s I
ROW A
I5
3
L 20
7
i3

TIME FROM FIRST CONTACT - SECS

TIME FROM FIRST CONTACT -SECS

5
f
51 lS( I I I I I I ROWC.
, II

I I I\ I\ I I I II
0E 0 05 40
API
-IS .20 .25 30 4s .40 .45 .50 35 .bO .bS
TIME FROM FIRST CONTACT - SECS.

__ ._
TIME FROM FIRST CONTACT - SECS.

PRESSlJRE RSlJLTs FOR RUN U. IMf3K-T I.

 FIG. 9.

I KEEL ATTITUDE

VERTICAL VELOCITY

DRAUGHT 6Y
BY I I
INTEGRATION I
DRAUGHT BY
\
CAMERA RECORD -
--w ---- /

.
07
C G ACCELERATION

I I I

! 03 0.4 0.5
1 i ‘FRO,,, FIRST CONTACT -SECS.

TOTAL IMPACT RESULTS. RUN 14. IMPACT I. V,,= 128 F.PS.

 FIG. 9A.
NUMBERS INDICATE PICK-UPS.
20
5
f
0
=L
ai
; 10
2
5
t:
E

OL 0’3 04 0.5 0.6 07

TIME FROM FIRST CONTACT - SECS.

0.2 0.3 04 0.5 0.6 07

TIME FROM FIRST CONTACT -SECS

01 0.2 0.3 04 0.5 0.6 0.7

TIME FROM FIRST CONTACT-SECS

01 0.2 03 04 c-5 06 07
TIME FROM FIRST CONTACT-SECS

PRESSURE RESULTS FOR RUN 14. IMPACT I.

 FIGIO.

TIME FROM FIRST CONTACT -SECONDS

lOTAL IMP#CT RESULTS. RUN 15. IMF#CT I. V,,- 146 F.Rs.

 FIG. II.

5
=I
KEEL ATTITUDE

ci
z
0
3

5. tw
ii

VERTICAL VELOCITY c

DRAUGHT By
INTEGRATION

t I I I
0 0-I 0.2 0.3 04 05 0.6
TIME FRO)* FIRST CONTACT - SECS

TOTAL IMPACT RESULTS RUN 17 IMPACT I V,- 1% F.P.S.

2 NUMBERS INDICATE PICK-UPS I I”.IIrn.

I I 1 ROWA. I

TIME FROM FIRST WNTACT -SECONDS.

ROW B.

TIME FROM FIRST CoNTAcT - SECONDS.

20 ROW c

.3
‘S z

IO!

ii!
=is
Y
5t: /I
I I I - I \
d’
04 0.2 0.3 0.4 0-S o-6 O?
TIME FROM FIRST CONTACT -SECONDS

5I
5:
II
OP
0-I 0.2 FROM°F%ST CONTACOif 05 0.6 07
TIME SECONDS

PRESSURE RESULTS FOR RUNV. IMPACT I.

 FIG. 12.

TIME FROM FIRST CONTACT-SECS.

TOTAL IMPACT RESULTS RUN 18 IMPACT I V,= 134 F.P.S.

 FIG. 12A.
NUMBERS INCdCATE PICK-UPS - I I 1

TIME FROM FWT CONTACT - SECS.

TIME FROM FIRZT CONTACT - SECS

TIME FROM FIRST CONTACT -SECT

I I
0 o-1 o-2 0’3 04 0.5 0.6

TIME FROM FIRST CONTACT - SECS.

PRESSURE RESULTS FOR RUN 18. IMPACT I

 FIG. 14.

0 75-

c 0. ACCELERAllON

/
5
025- L!
u
:

::

e
0 04 0.2 03 0.4 0.5 06
TIME FROM FIRST CONTACT-SECS

TOTAL IMPACT RESULTS. RUN 23. IMPACT I. VH= 134 F-P.S

 FIG. 14A.

NUMBERS INDICATE PICK- UPS

0.2 0’3 0’4 o-5 O’I

TIME FROM FIRST CONTACT-SECS.

PRESSURE RESULTS FOR RUN 23 IMPACT I.

 FIG.16.

LEVEL FLIGHT
ENGINE R.P.M. 2,400.

KEEL ATTITUDE

LIFT CURVES FOR SUNDERLAND MK P WITH 2/3 FLAP.

 C.P. No. 340
(17,895)
A.R C Techntcal Report

Chm cqyright resewed

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C.P. No. 340