AFSWC-TR-75-24 AFSWC-TR rH - DTICThe AFATL-designed shoring is a steel jack stand clamped by a yoke...

AFSWC-TR-75-24 AFSWC-TR75-24

rHSTATIC AND DYNAMIC TESTING OF AN AXLESHORED MHU-141/M TRAILER

Grant W. Gray

February 1976

Final Report

i.'7uv *Sit

AA

Approved for public release; distribution unlimited.

AIR FORCE SPECIAL WEAPONS CENTER

Air Force Systems Command

Kirtland Air Force Base, NM 87117

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Ar''C-TP-75-24

This final report was prepared by the Air Force Special Weapons Center,rirtland Air Force Case, New Mexico, under Job Order 12990001. Mr. Grant W. Gray(FTET) was the Air Force Special Weapons Center Project Officer. The Air Force IArrament Laboratory Project Officer was Mr. B. B. Armbrester (DLJA). Mr. D. E.Calfee (D22) was the Armament Development Test Center Program Manager.Mr. L. 14. Short (SEEE) was the Air Force Weapons Laboratory Project Monitor.

When US Government drawings, specifications, or other data are used forany purpose other than a definitely related Government procurement operation,the qovernment thereby incurs no responsibility nor any obligation whatsoever,and the fact that the Government may have formulated, furnished, or in anyway suoplied the said drawings, specifications, or other data, is not to berenarded hy implication or otherwise, as in any manner licensing the holderor any other person or corporation, or conveying any rights or permission torianufacture, use, or sell any patented invention that may in any way berelated thereto.

This technical report has been reviewed and is approved for publication.

/ A

" W. GRjA / , lUEL M. GUILD, JR.Test Director : t Colonel, USAF

Test Projects Branch :-,' hief, Engineering Division

A

- I t ' , '

q9HN '". LEDERER j . WILLIAM G. KRAUSETechnical Director , . olonel, USAF49(q th Test Group . nommander, 4900th Test Group

Si

This report has been reviewed by the Information Office (01) and isreleasable to the National Technical Information Service (NTIS). At NTIS,it will be available to the general public, including foreign nations.

DO NOT RETURN THIS COPY. RETAIN OR RESTROY.

? -,I

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READ INSTRUCTIONSJLI REPORT DOCUMENTATION PAGE BEFORE COMPLETING FORMA T12 GOVT ACCESSION NO. 3. RECIPIENT'S CATALOG NUMBER

' 4 TITLE innd Subtitle) -YPE OF RE.PRT PERIOD COVERED

TATIC AND PYNAMIC TESTING OF AN AXLE SHORED F 'INAL REPTNU

HU-141/M TRAILER" 'A "-V"' -011-1"15110 EPORTNUMBER7. AUTHOR(s) 8. CONTRACT OR GRANT NUMBER(s)

,~ 1/) Grant W. Gray

9 PERFORMING ORGANIZATION NAME AND ADDRESS 10 PROGRAM ELEMENT, PROJECT, TASKAREA & WORK UNIT NUMBERS

Air Force Special Weapons CenterKirtland Air Force Base, NM 87117 109"0 9 1.

IIE CONTROLLING OFFICE NAME AND ADDRESS 12. REPRT DAT

Air Force Weapons Laboratory .i -FebKirland Air Force Base, NM 87117

14 MONITORING AGENCY NAME & ADDRESS(if different from Controlling Oflice) 15. SECURITY CLASS. (of this report)

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ISa. DECL ASSI FICATION/ DOWNGRADINGSCHEDULE

16 DISTRIBUTION STATEMENT (of this Report)

Approved for public release; distributicn unlimited.

I- DISTRIBUTIONJ STATEMENT (ti lre abstrct entered in Block 20, I different from Report)

18 SUPPLEMENTARY NOTES

1 "'FY WORDS "('or11t1re I'll reverse side if necessary and identify by block number)

Air Transport MHU-12/M TrailerMHU-141/M Trailer MHU-71/E Rail SetAero 51B Trailer AGM-69 SRAM Missile

ABSTRACT (Continue on reverse side If -tecessary and identify by block number)

An MHU-141/M Munitions Handling Trailer, loaded with two AGM-69 SRAM missileshapes on MHU-71/E Munitions Handling Rail Sets, was subjected to simulatedinertial load tests and vibration tests in the 1 to 20 Hertz range. Thetrailer, tied down to simulated aircraft deck with 10,000-pound rated chainsand MB-l tiedown devices, was tested with and without shoring to provide dataon the effectiveness of the shoring. Data on tiedown chain reaction loads andtrailer response were acquired. The tiedown pattern and procedures (OVER)

DD JAN 73 1473 EDITION OF I NOV65 IS OBS LETE UNCLASSIFIEDi V 1 SECURITY CLASSIFICATION OF THIS PAGE (Ifhen Deta Enttered)

F - -.... .. ..- o . . .. .. . rUNCLASSIFIED

SECURITY CLASSIFICATION OF THIS PAGE(When Date Entered)

ABSTRACT (Cont'd)

tested satisfy the inertial load test criteria for air transport. No hazardous

reaction loads or trailer response was observed. Test procedures, corpete

data, and test observations are presented in the report.

I.

UNCLASSIFIED

SECURITY CLASSIFICATION OF THIS PAGE(When Data Entered)

AFS!C-TR-75-24

CONTENTS

Section Page

I INTRODUCTION 5

Ii SUMMARY OF TESTS 7

III TEST PROCEDURES AND TEST RESULTS 12

IV CONCLUSIONS AND RECOMMENDATIONS 43

APPENDIX A - DATA PLOTS WITH MHU-71/E RAIL SET 45

APPENDIX B - DATA PLOTS WITHOUT RAIL SET 76

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AFSWC-TR-75-24

ILLUSTRATIONS

Figure Page

1 Aero 5115 Trailer 8

2 Jack Stand in Stored Position 9

3 Jack Stand in Position as Axle Shoring 9

4 Tiedown Pattern for Static Load Tests 13

5 Static Test Assembly 15

6 Typical Loading Fixtures 16

7 Initial Tie Ring Orientation 17

8 Revised Tie R'ng Orientation 17

9 Servoram t;:.oi Input Load Cell 20

in Control Equipment 20

S1 Tiedown Pattern for Dynamic Tests 21

12 Dynamic Test Assembly 22

13 Transducer Locations 23

14 Input Accelerometer Location 24

15 Transducer Location and Mounting Fixtures 24

16 Typical Tension Load With Rail Set 26

17 Input Wave Forms 1 to 4 Hertz 27





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AFSC-TR-75-24

- I

ILLUSTRATIONS (Continued)

SFioure Page

22 Aft Acceleration With Rail Set 33

23 Forward Acceleration With Rail Set 34

I24 Tension Load With Rail Set 35

25 Dynamic Test Assembly Without Rail Set 36

26 Frame Shoring 38

27 Tube Shoring 38

28 Typical Tension Load Without Rail Set 39

29 Aft Acceleration Without Rail Set 40

30 Forward Acceleration Without Pail Set 41

31 Tension Loac, Without Rail Set 42

34

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Arswc-TR-75-2 4

TABLES

Page ITable

1" Simulated Inertial Load Test Data 18 I

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ItIAFSWC-TR-75-24H

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SECTION I

INTRODUCTION

I,1. GENERAL4 The IIHU-141/tI Munitions Handling Trailer is the projected replacement for

the MHU-12/M Munitions Handling Trailer for transport of nuclear weapons. :These two trailers are very similar in appearance, but the MHU-141/M Trailer

>1. has a stronger undercarriage ,nd will be rated at 5500 pounds load capacity, as

compared to the 5000 pound rated load capacity of the MHU-12/M Trailer. This

higher load rating provides for transport of two AGM-69 SRAM missiles which

physically fit but exceed the load rating of the MHU-12/M Trailer (ref. 1).

Dynamic tests, which simulated the flight conditions of cargo aircraft, on

an unshored thU-12/!, Trailer (ref. 2) indicated that the trailer could be

excited to resonant frequencies. This could cause amplified motion and result

in impact loading of the Lrailer tiedown chains. As a result of these

tests', the unshored MHU-12/M Trailer loaded with nuclear weapons was con-

. sidered unsafe for air transport.

The ir Force Armament Laboratory (AFATL) has designed an axle shoring

method for air transport to eliminate the tires from the spring-mass system

on the MH-141/M Trailer. Testing was required to provide data for the safety

evaluation of this shoring design.

1. Vrek, Frank T., Nuclear Safety Evaluation Testing of the AERO 51BTrailer/MHU-71/E Rail Set for the AGM-69 (SRAM) System, TechnicalReport AFSC-TR-73-31, Air Force Special Weapons Center, KirtlandAir Force Base, New Mexico, April 1974.

2. Krek, Frank T., Static and Dynamic Testing of the MHU-12/M Trailer,Technical Report, AFSWC-TR-72-30, Air Force Special Weapons Center,Kirtland Air Force Base, New Mexico, July 1972.

5

AFSWC-TR-75-24

2. PURPOSE

These tests were requested to provide data on the structural integrity

and performance of the AFATL-designed axle shoring on the loaded MHU-141/M

Trailer under simulated flight load conditions. The tests were also intended

to provide data on the structural integrity and behavior of the MHU-141/M

Trailer under the simulated flight load conditions.

3. SCOPEI This testing was initially limited to a single load configuration, two

A '1-69 SRAM4 missiles on the MHU-71/E Munitions Handling Rail Set. Testing was

required under static application of simulated inertial loads and under low

frequency vibration simulating flight load conditions.

,4. AUTHORITY

This effort was authorized by AFSWC Form 43, AFSWC Management Plan, for

Pro ject 1299 issued by Headquarters, Air Force Special Weapons Center, Kirtland

Air Force Base, New Mexico, on 6 November 1974, "Static and Dynamic Tests of

an Axle-Shored M1HU-141/M Trailer".

6

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AFSWC-TP-75-24

SECTION II

SUMMARY OF TESTS

1. DESCRIPTION OF TEST ITEM

The MHU-141/M Trailer is an adaptation of the Navy Aero 51 Munitions

Handling Trailer for Air Force requirements. The Aero 51 Trailer is an

adaptation of the Air Force MHU-12/M Trailer for Navy requirements. Thus,

!tWe three trailers are very similar in design and appearance, except for the

lower rated load capacity of the MHU-12/M Trailer. The trailer furnished for

tnese tests was a Navy Aero 51B Trailer, Serial Number GMGM 71391.

The Aero 51B Trailer is a four-wheeled, pneumatic-tired vehicle with |

automotive type steering, leaf spring suspension, and hydraulic brakes

actuated by an inertia system on the tow bar. The trailer has a maximum

width of 84 inches, a maximum length of 126 inches (not including the tow

bar), and a height of approximately 32 inches at the top of the deck. It

weighs 2781 pounds empty and 3433 pounds with the MIIU-71/E Rail Set, two

pairs of 'HLI-69A/E Cradles, and two MMU-125/E Handling Fixtures mounted on

the trailer deck. It has four 25,000-pound rated tiedown rings on each side

and two on each end of the trailer deck. The empty Aero 51B Trailer is shown

in figure 1.

The AFATL-designed shoring is a steel jack stand clamped by a yoke to the

trailer axle. One jack stand is mounted at each end of each axle just inboard

of the leaf springs. Each jack stand has a foot plate for load distribution

on the aircraft deck. The jack stands are intended to be mounted permanently

to the trailer and are designed to pivot up against the axle for storage when

not in use as shoring. Figure 2 shows a jack stand mounted on the axle in

the stored position. Figure 3 shows the jack stand in oosition as axle

shoring.

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AFSWC-TR-75-24

2. TEST REQUIREMENTS

The following test requirements were compiled from the AFATL Test Plan.

a. General

Testing will be accomplished in a simulated aircraft environment to

determine the adequacy of the AFATL axle shoring for air transport of a

loaded MHU-141/M Trailer.

b. Test Configurations

The MHU-141/M Trailer will be loaded with two dummy shapes, each

having the physical characteristics of the AGM-69 missile, centered on the

trailer with the MIIU-71 rail sets and secured with 10,000-pound rated chains

; i , and MB-I tiedown devices instead of the nylon straps, the same method used in jprevious tests of the Aero 51B Trailer (ref. 1).

The trailer will be tested with the AFATL shoring between the trailer

* axle and the simulated aircraft deck.

The tiedown configuration used shall be the tiedown configuration

determined in the static and dynamic tests of the MHU-12/M Trailer (ref. 2).

c. Static Load Test

The tied down, shored trailer and the transported weapons shall be

statically loaded to the maximum simulated aircraft load acceleration condi-

tions specified in AFSCM 122-1, Nuclear Systems Safety Design Manual. The

required loads are:

Forward 4.Og

Aft 1.5g

Side 1.5g

Upward 3.7g + TARE

Downward 4.5g - TARE

The upward load requirements were established from aircraft load reports

based on operational data. The specified upward load is the ultimate load

based on structural design criteria. The restraint force in any tiedown chain

shall not exceed 10,000 pounds.

10

AFSWC-TR-75-24

d. Dynamic Load Test

The loaded, shored trailer with the same tiedown configuration shall

be subjected to low frequency vibration tests from 0 to 20 Hz with sine wave

inputs to be established at approximately 1000, 2000, and 3000 pounds peak.

If a resonant frequency is found, the test will be rerun, and color motion

pictures will be taken to record the characteristics of the trailer response.

e. Instrumentation

Color motion picture coverage is required to record trailer response

at each resonance. Black and white still coverage is required for documenta-

tion purposes.

Strain links will be inserted in each tiedown chain to monitor the

restraining force transmitted to the tiedown points.

Three accelerometers will be used during the dynamic test; one

mounted on the aft end of the trailer, one similarly mounted on the forward

end of the trailer, and o.e on the simulated aircraft deck. These locations

will allow a comparison of the input acceleration to the trailer's reactive

acceleration.

Two displacement transducers will be used during dynamic test; one

at each end of the trailer deck as close as possible to the accelerometer

locations. These will record the relative motion between the trailer deck

and the simulated aircraft deck.

f. Reporting

A technical documentary report shall be provided, describing all test

conditions and results and summarizing all quantitative data. Data presenta-

tion shall be similar to that of previous testing on the MHU-12/M Trailer

(ref. 2) for easy comparison.

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AFSWC-TR-75-24

SECTION III

TEST PROCEDURES AND TEST RESULTS'I

1. STATIC LOAD TESTWith the MHU-71/E Rail Sets, the MHU-69A/E Cradles, and the MMU-125/E

Handling Fixtures assembled on the Aero 51/B Trailer, the weight of the

assembly was 3325 pounds. The two simulated SRAM missiles were weighed

separately; one weighed 2155 pounds and the other 2135 pounds. Reference 1

lists the following weights:

Item Weight-Pounds

Aero 51B Trailer 2781

MHU-71/E Rail Set 148

MHU-69A/E Cradles (Pair) 76

MMU-125/E Handling Fixture 102

AGM-69 Missile 2245

MMU-124/E Restraint Fixture 63

The simulated inertial loading was calculated using weights from this list as

1g. The actual weight of the test items was used for tare weight. The tire

pressure was adjusted to the 85 pounds per square inch stenciled on the

trailer. The towbar was removed for convenience in handling and fixturing.

The trailer with rail sets and cradles assembled was placed in the static

test frame and tied down to the simulated aircraft deck, in the pattern shown

in figure 4, using 10,000-pound rated chains and MB-I tiedown devices. A

strain link was inserted in each tiedown chain to monitor the restraining

force transmitted to the tie points. The strain links were connected through

bridge balance equipment to a data logging device, and the force in each

tiedown was recorded for each increment of simulated inertial load. The

AFATL-designed jack stands were attached to the trailer axles as shoring

before the trailer was tied down.

12

AFSWC-TR-75-24

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AFSWC-TR-75-24

The missile shapes and restraint fixtures were mounted on the rail setsand tied down securely with lO,O00-pound rated chains and MB-I tiedown devices.Chains and fixtures were attached to each missile shape and connected through

load cells to hydraulic cylinders mounted on the static test frame to apply

simulated inertial loads through the center of gravity of each missile shape.

Chains and fixtures were attached tu the trailer and connected through load

cells to hydraulic cylinders mounted on the static test frame to apply simulated

inertial loads to the trailer separately. The structural tube in the center of

the trailer approximates the trailer center of gravity and was used as the

attach point. The load cells were connected through bridge balance equipment

to indicators on the hydraulic control console to monitor load at each point.

Figure 5 shows the test assembly in the test frame, the tiedown devices with

strain links inserted, and the method of tiedewn of the missile shapes to the

trailer. Figure 6 shows the methods and fixturing used for application of simu-

lated forward load through load cells. Similar fixtures were used for simulated

loading in the other directions. Simulated inertial loads were applied in each

direction in increments, with each increment held for at least 30 seconds.

Because of the symmetry, load was applied to only one side.

The 4.Og forward simulated inertial load was applied first. On application

of 50 percent load, tiedown chains No. 5 and No. 6 exceeded 50 percent of the

10,000 pound rating, indicating that the 100 percent load could not be applied

without exceeding the tiedown chain rating. The load was released, and the

tie rings on the trailer common to tiedown chains No. 3 and No. 4 and to No. 7and No. 8 were reoriented by tightening chain No. 4 before No. 3 was tightened

and by tightening No. 7 before No. 8 was tightened. The initial tie ring

orientation is shown in figure 7 and the revised orientation in figure 8. This

tie ring orientation was used for all of the simulated inertial load tests.

Table 1 lists the tiedown chain restraining loads recorded during simulated

inertial load tests.

Some creaking noise from the trailer was noted during application of

simulated inertial loads and some motion uf the trailer on the simulated

14

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I AFSWC-TR-75-24

Figure 7. Initial Tie Ring Orientation -

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AFSWC-TR-75-24

deck. There was also motion of the missile shapes in the cradles and some

bowing of the rails during simulated load application. None of this wasconsidered unusual, and no permanent deformation was noted.

2. DYNAMIC LOAD TEST

A hydraulic-actuated floating tfble was assembled in the test frame to

simulate the aircraft deck and to apply low frequency vibration inputs to the

trailer. The table was the same type 1-inch thick steel plate used for the

static load test bolted to 12-inch steel channel supports for rigidity. The

table weight was 9860 pounds. The table was floated on four rubber inner

tubes (truck tire size), sandwiched between plywood to provide a smooth contact

on the rubber, and was driven by a 20,000-pound capacity Servoram (hydraulic

cylinder designed for dynamic application). The Servoram was attached to

drive the underside of the table through a 5000-pound rated, dual load cell

to provide both feedback signal for control and force input signal data. The

Servoram and load cell mounted under the table are shown in figure 9. Power

to drive the Servoram was furnished by a 3000-psi, l0O-gpm hydraulic console.Frequency and force inputs to the table were controlled by a Servac Programmer

located at the hydraulic console. The Servac compares the feedback from the

load cell with the output of a sine wave signal generator and programs a servo

valve on the Servoram to control the hydraulic fluid. An electronic counter

was used to monitor frequency, and an oscilloscope connected to the load cell

signal allowed the operator to monitor force amplitude. The control equipment

ji is shown in figure 10.

The trailer, loaded with the rail sets, cradles, and missile shapes, was

i '. placed on the table with the center of gravity located directly above the

Servoram attach point. The same 10 chains, strain links, and MB-I tiedown

devices were used for tiedown as were used for static test. Dimensions of the

table would not permit tiedown in the same pattern as used for static test.

The tiedown pattern used for dynamic test is shown in figure 11. The loaded

trailer on the table for test is shown in figure 12.

19

AFSWC-TR- 75-24

Figure 9. Servoram and Input Load Cell

Figure 10. Control Equipment

20

AFSWC-TR- 75-24

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AFSWC-TR-75-24

Instrumentation for the dynamic tests consisted of the 10 strain links, one

in each tiedown chain, an accelerometer and displacement gage at each end of

the trailer, an accelerometer in the center of the table, and the load cell on

the Servoram. These transducers were connected through signal conditioning

equipment and voltage controlled oscillators to a 14-track magnetic tape

recorder. Figure 13 shows the general locations of the transducers. Figure 14

shows the location and mounting of the input accelerometer, and figure 15 shows

the location and mounting of the accelerometer and displacement gage at one

end of the trailer. Signals from the transducers were recorded continuously

on magnetic tape during each test and then reproduced and recorded on a strip-

chart recorder. The data from the strip-chart recorder were reduced to engineer-

ing units and plotted using a small computer.

The same procedure was used on each test; transducer calibration signals

and base line signals were recorded with the tiedown chains slack, then the

chains were tightened to a preload of approximately 300 pounds and the preload

recorded. Starting at a frequency of 1 Hertz, the frequency was increased in

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Figure 13. Transducer Locations

23

AFSWC -TR- 75-24

I 24

AFSWC-TR-75-24

1 Hertz increments to 20 Hertz.. The force input was adjusted at each increment

of frequency lo the required input, then an event marker switch was pressed toil mark the data point on the magnetic tape. The tension load in each chain was

computed using the preload as the base to determine the tension load caused

by vibration. Tension load was normalized, divided by peak force input, to

clearly illustrate the effect of frequency. A typical plot of normalized

tension load versus frequency is shown in figure 16. Plots of all tension

load data, peak acceleration data, and peak displacement data on tests of the

unshored and axle shored trailer are included in appendix A.

With the loaded trailer tied down on the table, the natural frequency of

the test assembly was measured by manually exciting the table supported by the

truck tire inner tubes and recording the input acceleration versus time. This: natural frequency measured 2.1 Hertz.

The unshored trailer was tested first. It was not possible to achieve the

3000-pound peak force input at 2 or 3 Hertz; the sine wave was quite distorted

at these frequencies, as well as at 4 and 7 Hertz. Force input wave forms from

the unshored ard axle shored tests are shown in figures 17 through 21 for com-

parison. Beats (periodic amplitude changes) on the input wave form were noted

at most frequencies and were quite apparent at 17 through 20 Hertz unshored.

This was attributed to inadequate power in the hydraulic system to overcome

mechanical feedback from the test assembly. Considerable rattling of the tie-

down chains was noted, particularly at frequencies of 7 through 11 Hertz and

17 through 20 Hertz, but no severe impacting of the tiedown chains was observed.

No appreciable flexing of the trailer deck was observed, but there was appre-

ciable flexing of the MHU-71/E Rails and the MHU-69A/E Cradles, most severe at

10 and 11 Hertz.

The trailer was then tested with the AFATL-designed jack stands on both

axles as shoring, as shown in figure 3. No severe impacting of the tiedown

chains was observed, and there was no appreciable flexing of the trailer deck.

There was appreciable flexing of the MHU-71/E Rails and the MHU-69A/E Cradles.

25

AFSC-TR-75-24

5TRRIN LINK NO. 10(UN5HORED)

IB0 LB INPUTSoo 2000 L9 INPUT

--- 3000 LB INPUT

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AFSWC-TR-75-24

1.1 Al IV

1 HERTZ -UNSHORED 1 HERTZ -AXLE SHORED

2 HET UNFOE 21 HET XESOE

3 ERZ UNHRE HRT XL HOE

4 " HET UNHRD4HRT4XESOE

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AFSWC-TR- 75-24

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AFSWC-TR-75-24

9 HERTZ -UNSHORED 9 HERTZ AXLE SHORED

10HRZ UNSHORED 10 HERTZ AXLE SHORED

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Amplitude Scale: 1 Div. =120 Pounds

Figure 19. Input Wave Forms 9 to 12 Hertz

29

AFSWC-TR-75-24

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AFSWC-TR- 75-24

17 ERZ UNHOED17 HERTZ AXLE SHORED

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19 HERTZ UNSHORED 18 HERTZ AXLE SHORED

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19 HERTZ - UNSHORED 19 HERTZ -AXLE SHORED

Amplitud Scle 1: Div 12 oud

Figur 21.t,,, * In u Wav Fo m 17 to2 Hert4~ 44 V ;~~ 7~ 31

AFSWC-TR-75-24

Motion oictures at 64 frames per second were taken on these tests and

viewed DY the AFWL Project Monitor and the AFSWC Test Director. Viewed at the

slowed rate, no appreciable flexing of the trailer deck was observed. Appre-

ciable flexing of one MHU-71/E Rail was observed but the motion picture camera

was not oriented to show the other three rails or the MHU-69A/E Cradles.

11 For comparison the acceleration data at the 3000-pound force input at each

location from the unshored and axle shored tests were plotted on the sdme

graph (shown in figures 22 and 23). Data from strain link No. 1 were plotted

in the same manner (figure 24). These plots show that the peak acceleration

on the trailer deck is approximately the same with axle shoring as without,

but that axle shoring causes peak acceleration to occur at a higher frequency.

Similar tests of the axle shored MHU-12/M Trailer, loaded with two BDU-8

. ,:n Shapes on chocks, indicated that appreciable flexing of the trailer deck

occurred at some frequencies and that a preferred location for shoring was

under the center structural tube (ref. 3). Also it was noted that flexing of

the MHU-71/E Rails and MHU-69A/E Cradles absorbed considerable energy which

would otherwise be transmitted to the trailer deck. As a result of this

information, ADTC requested dynamic testing of the MHU-141/M Trailer, loaded

with the two simulated missile shapes on chocks, unshored and with various

shoring methods.

For these tests the MHU-71/E Rail Sets were removed and the missile shapes

mounted on chocks and tied down with chains and MB-I tiedown devices. This

test assembly mounted on the table for test is shown in figure 25. Instrumenta-

tion and control were the same as on the initial tests.

3. Gray, Grant W., Static and Dynamic Test of an Axle Shored MHU-12/MTrailer, Technical Report AFSWC-TR-75-23, Air Force Special WeaponsCenter, Kirtland Air Force Base, New Mexico, to be published.

32

AFSWC-TR-75-24

HFT(-2) 3000 LE

0UNSHORED3. AXLE SHORED

LI)

1ti 2 1 5 2l

" "FREUENCY

( HERTZ )

Figure 22. Aft Acceleration With Rail Set

w 113

AFSWC-TR-75-24 -

FWD(H-13) 300L

- UNSHJRED

2S - - -RXLE SHORED

LLJl

1444-H... ..... ..... ... I3 G7El91

FRN-NC

ii'I:(HERTZ)

Figure 23. Forward Acceleration With Rail Set

34

AFSWC-TR-75-24

STRAIIN LINK NEO. I-31ZZ LE

UNSHnREDRXLE SHORED

E02IiEgo I

SOO.Hgo

E3s[ET

- 30 -. z

0--

W1 2 7890 E 2

Fiur 24 . Ten ionLa ihRi e

35

AFSWC-TR-75- 24

LO

0 -

36V

AFSWC-TR-75-24

The unshored configuration was tested first, then the axle shored

configuration using the AFATL-designed jack stands was tested. Response of

the trailer was similar to that of the initial tests. No severe impacting of ichains or flexing of the trailer deck was noted. Hardwood blocks were then

placed between the springs and the trailer frame, as shown in figure 26, and 4

the test repeated with both the tires and springs removed from the spring-mass

system. Again, no severe impacting of the tiedown chains was observed but

there was appreciable flexing of the trailer deck. The axle and frame shoring

was then removed, and shoring was placed under the center of the trailer center

tube, as shown in figure 27. The test was repeated with little rattling of the

tiedown chains and with no apparent flexing of the trailer deck.

For comparison of shoring methods, the acceleration data at the 3000-pound

force input at each location for the unshored and the three different shoring

methods were plotted on the same graph (figures 28, 29, and 30). Data from

strain link No. 1 were plotted in the same manner (figure 31). These plots

show the center tube shoring to be the most effective at frequencies below

20 Hz. Plots of all data from these tests are included in appendix B.

I3

4-

37

AFS4C -TR- 75-24

I4

Figure 26. Frame Shoring

lb,

Figure 27. Tube Shoring

38

AFSWC-TR- 75-24

TRFIIN LINK NI. 1(UNSHORED)I.

1000 LB INPUTSoo- 2000 LE INPUT

-- --- LB INPUT

I,EEO

l

F-'1.

I rJ - 3;:

EE~

--t 400

CE

M i'u 28.-II I

C39

-,

S' 0'

1, 2 3 4 E E 7 8 9 10 IS' 20

t FRENUENCYHERTZ

Fig.ure 28. Typical Tension Load Without Rail Set

39

AFSWC-TR-75-24

I' BFT(A-2 ) q3000I LE

UN5IHORED2.K RXLE SHORED

- - FIXLE & FRRME SHIRED........... TUBE SHORED

IT..

* 40

i i i is

--j . I,

zi. .

F RE LIIE ENC(HERTZ )

; Figure 29. Aft Acceleration Without Rail Set

AFSWC-TR-75-24

FWD(R-3) 3ZZ LE

UN5HORED2.KE AXLE SHORED

---- AXLE & FRRME SHORED........TLU1E SHORED

' 'Iii Ii~. -- I1 ",

El 1I.I

ELi

~~41

t,.,

ii.

/ ..

, • . . • .". .

AFSWC-TR-75-24

5TRR!N LINK NO. I-IZZ LE

UNSHOREID

Goo. RXLE SHORED- RXLE & FRRME SHOREID

.......... TUBE SHORED

~EE I;q&0

F-

LI:WV.

a

[I:

ef- J.. .\. .

. . . . . . . . . . . . . . . . . . . .

-Figure 31. Tension Load Wthout Rail Set

-- Q 42

AFSWC-TR-75-24

SECTION IV

CONCLUSIONS AND RECOMMENDATIONS

1. CONCLUSIONS ia. The AFATL-designed jack stands tested are satisfactory as axle

shoring for the loaded MHU-141/M Trailer.

b. Proper orientation of some tie rings is necessary for safe tiedown

for air transport of the loaded MHU-141/M Trailer.

c. There is no severe impact loading of tiedown chains in the frequency

range of 1 to 20 Hertz at inputs up to 3000 pounds peak force vertically

on the loaded MHU-141/M Trailer unshored or shored.

d. Appreciable flexing of the MHU-71/E Rail Set and the MHU-69A/E

Cradles loaded with SRAM missile shapes occurs at some frequencies in the

1 to 20 Hertz range.

e. Appreciable flexing of the MHU-141/M Trailer deck occurs at some

frequencies in the 1 to 20 Hertz range with the SRAM missile shapes mounted

on chocks on the trailer deck rails and both frame and axle shoring.

f. Shoring under the center tube of the MHU-141/M Trailer minimizes

the response of both the trailer and the tiedown chains to ,-ibration inputs

in the 1 to 20 Hertz range.

g. The loaded MHU-141/M Trailer satisfies the inertial load test criteria

for air transport using the tiedown pattern and procedures outlined in this report.

2. RECOMMENDATIONS

a. Tiedown procedures to insure proper orientation of tie rings should

be mandatory for air transport of the loaded MHU-141/M Trailer.

b. The tiedown pattern tested for this report should be the only one

certified for air transport of the loaded MHU-141/M Trailer without additional

testing.

43

AFSWC-TR-75-24

c. In the event shoring is deemed necessary for safe air transport of

the loaded MHU-141/M Trailer, shoring under the center tube should be

seriously considered as the preferred method.

ti

14

S

i4

AFSWC-TR-75-24

Jt

APPENDIX A

DATA PLOTS WITH MHU-71/E RAIL SET

45

TRFIIN LINK NO. I(UN5HBRED)

1000 LB INPUT

oo6 2000 LB INPUT.-..... 3000 LB INPUT

500EE

El:F-I

L20

0 0

Ezl

_j -3a 30

z_

100

EL

50--

!;0 1 1 1 1 1 ' 1 1 t l , I : :

!,1 ;2 3 q 5 6 7 B 910 15 20

FRENUENCY(HERTZ)

46

STRAIN LINK NIL 2(UNSHORED)I

100 LE INPUT

-------------0B LE INPUT

Er-

1E

390-

-- L 0

______ I 22207-7

C34

( UNSHORED)

7 11000 LB INPUT

goo- 20000 LB INPUT- -- ---- 3000 LB INPUT

EZ

5--

irrz

i

30 -

z' __. ,i l ,----

7, N 5" BB0 I:5: -

12 3 q E E7BSI 9 1S 20

FREDUENCY(HERTZ)

48

STRAIIN LINK NI. H( UNSHDRED)

1000 LB INPUT600 200 LB INPUT

.-.... 3000 LB INPUT

500-

.'1 350jx

jIL

aS3.

__j " 0--

.z tooi

J rmq ,,,,01 2~l 3 \ 10 1:2

i; . F'REI-UENCY

(HERTZ)

49

TRRilN LINK NI.I (UNSHORED) L

' 1000 LB INPUT6 BI- 12000 LS INPUT

EO -.. .- -.-. 3 000I L E INPUT

EEIII

I500

-

IiC 5--EE :

55

2! E.. 4- 5 s 10 1:2

---J F. 3D1E C,(HERTZ)_z 50

STRFIN LINK NI. E( UNSHDRED)

1000 LB INPUT6,O 2000 LB INPUT

...... 300H LB INPUT

0sl

I.

- ii

.I:E:::] ,2:,

7 "7

0,B I I I I I I II iw:liii!

3 4 9 E 7 8 910 1s: 20

FRErUENCY( HERTZ )

51

[il;> i . " " . , , ...... -I"

STFFRIN LINK NO. 7

1000 LB INPUT

Boo- 2000 LB INPUT

EEO

Soo

z

Wd 20

/N-

_j 20-

1 2 1 1 7 6 10~ 2

(HERTZ)

52

STHFIIN LINK NF. B(UNSHORED)

1000 LB INPUTEij 2000 LB INPUT

...... 3000 LB INPUT

0 0

El Soo--4E

L)

I~LM

--

2 3 4 S S 7 9 910 IN 20

~FRENUENCY

~( HERTZ )

6z

t 53

SI

STPRFIN LINK NO1. _E(UNSHORED)

1000 LB INPUTE2l0~2000 LB INPUT

---- 30 LB INPUT

EIBIEEO~

goo

390 --

aL. 300--

20

I. 20 --

ZAI

// 2 1IZ 1 t I

100--

2 3 4I 5 E7 6910 15: 20

FREIUENCY(HERTZ)

54

5T1RHIN LINK NOl. 10

1000 LB INPUTsoo--2000 LE INPUT

--------------------------- -- ---- 3000 LB INPUT

Ho

NH

EII

Er

looI.

2 3 6I E7 El9 1 1 S 20

FIREfLENCY

55

H((ELEPLJMETER NOh. 1(1 NPUT)

(UNSHORED)

1000 LS INPUT2.5 - 200 LS INPUT

---- 30 LO INPUT

F-

Lw

F HERTZ) [ C

56

H((ELEROMETEfR NO.L 2(FIFT)C UN5HORED)

2.5 1000 LB INPUT2000 LS INPUT

IS

F-

LUJ

Al

F1RENULENCY(HERTZ)

57

ii HCCELEPIOhETEIR NO. 3(FHDI(UNSHORE>)

100 LS INPUT2.E 200 LB INPUT

*----3000 LS INPUT

ISI

2.a

-IL

EE-

FRE ElLIEN CY(HERTZ)

58

DI5PLFCEMENT NO. I(UNSHBRED)

IBB LB INPUT2BBB LB INPUT

. 1-" --.. 3BB LB INPUT

i! iF. !*J IjI

EL

0.- U - 1 1 i l

* FIRE1MENCY

59

D15PLFCEMENT NI. 2(UNSHORED)

1000 LE INPUT2000 LS INPUT3000 LB INPUT

,'

, lLi

IITjI, // 11

0-- .051-,,-Lf 1//

/" ./ / v

I-1-

U-I I-/

0.00

FREDUENCY(HERTZ)

60

5TRHIN LINK NiO.CRXLE SHOJRED)

11000 LO INPUT2000 LB INPUT

......-3000- L3 INPUT

ELr-

EI

E-

F-1

z I

-LJ =3 20

3 7 - 11. 0

N N, Eh

In. . ...

21 3 q E 7 0 9 10 Is 20

FRENUENCY(HERTZ)

61

- --

STRRIN LINK NOl.2(RXLE SHORED)'iiIl NIIN NB L. 2 PI

1000 LB INPUT3000 LB INPUT

EEl

F

A -

........

No.

1' 2 3 4 5 E 7 910 1& 20

L

DFREDUENCY

(HERTZ)

62

(RXLE SHORED)

( 1000 LB INPUT200 LE INPUT

- 3000 LO INPUT

ED

Hol

z

EL:

:1 C3

12 3 H 5E7E910 IE 20

F 1EDULiENCY(HERTZ)

63

I B5TRRIN LINK NO.H(RXLE SHORED)

1000 LB MNUTBOO-200 LB .'NUT

---------------------- --------- 0 LB INPUT

EEO

90 1-

I-.

71~I.EA LLJOI N 0

zE xPIIE

E~64

5 TR I N LINK NOI E(FIXLE SHO1RED~)

100 LO INPUTBoo 2000 LE INPUT

300 JBLO INPUT

EL:

FT-FK)

190

E

0 1 11 +0

2 3 I H 6 7 910 15 20

FRE I]LiEN (Y(HERTZ)

65

STRFIIN LINK Nl.(FXLE SHORED)

1000 LB INPUT

Boo- 2000I LB INPUT3000 LB INPUT

0!

Ez

ILLL

EL~z

rY2

CI

150-- H-

iZ too-- :

1_ " 2 3 q7 15

FENUENCY(HERTZ)

66

5TRHIN LINK NO. 7(RXLE SHORED)

1000 LB INPUT

E0 2000 LB INPUT-- -- LB INPUT

' El

EIE

- I0i3--l-

-jJ 250I-

_j 200

- 10

1{ 2 3 4 5 6 7 B 910 1 20

FREUENCY

(HERTZ)

67

STIRHIN LINK NOI. B(FIXLE SHORED)

1000 L5 INPUTBOO 2000 LE INPUT ;

-------------------------- -- ---- 3000 LB INPUT

rryr

E2

z

WLJ 290

'I 2001

Elrl

5:0 -

12 3 49 G 7 8910 1 N 20

FFLNUENCY(HERTZ)

68

u ~STIRIN LINK NO. 9ill CRLE SHORED)

1000 LB INPUT200 LB INPUT i---------- ----- - 30 LB INPUT I

IIo -

El

z

2 3 ul -r 67 8910 IE 20

FRIE IDLiEN CY(HERTZ)

691

5TRAIIN LINK NOt. IZ( 5XLE SHORED)

1000 LE INPUT1500 2000------3 LE INPUT- -- 3000 LE INPUT

:!EEO

*1

t Ei~x-- 3E -

El

3W 2

V 2EE

Z I - - .. ----.-._ I

H I I I I I I I I 1' ' ' I:". . . . .,1 2 3 H E 7 8 910 1!" 20

FRENIUENCY(HERTZ)

AICCELER METER NO. I( iNPUT)(AXLE 5HORED)

10B LB INPUT.S.- 2000 LB INPUT

...... 3000 LB INPUT

7 2.0i

ED

EEEJ"

_J

E1'

FFENLJENKIY //~lA

L(HERTZ

71

-- 3

§1 HRCCELEROEMETEH NOI. 2(HFT)(RXLE SHORED)

1000 LB INPUT2.K 2000 LS INPUT

*-----3000 LS INPUT

ISI

12 2 7890 E 2

FIRENULENCY(HERTZ)

1 A472

HCCELERDMETER NO. ](FWD)(RXLE 5HORED)

1000H LS INPUT2.E 2B LO INPUT

3000 LS INPUT

ISI' 1'

CE I.

Lo

-vJ iI \ I

OS

2 3 " .., 78910 I 2

FRENUENCY(HERTZ)

73

Ii..

DISPLACEMENT NO. I(RXLE SHORED)

I10 LO INPUT2800 LB INPUT

-- -- 3000 L6 INPUT

1*-31

~IIIV

L ul

k)'"

-r-

12 3 4~ ~67 1910 IN 20

FPENUENCY(HERTZ)

74

EE-.

D15PLFCEMENT Ni. 2(RXLE SHORED)

iIBH0 LB INPUT

1__ 2000 LB INPUT---- '- 3H0 LB INPUT

i1 I -- H I

ti

LLI

LLJ L"

ELLI-IH.S

/ tBA

/

ele II j , ,

; 2 3 q 5 E 7 8 II1 15" 20

FREDUENCY(HERTZ)

75

AFSWC-TR- 75-24

APPENDIX B

DATA PLOTS WITHOUT RAIL SETS

I, 7

I]

i

STRFIIN LINK NO. I( UN5HORED )

1000 LB INPUT

1500 2000 LE INPUTS3000 LE INPUT

I'S

' 1-- 0 --

FZ1I 35I

Z-

-- I 3

*, l FI EILENCYCHERTZ)

77

STRFAIN LINK NOh. 2(UNSHBRED )

-_100 LE INPUT2000 LE INPUT3000 LB INPUT

r111rqo

LEL

slx

EE7_ 31

15--

_.2 3 4 L a67 B 91 IE 20

(HERTZ)

78

STRAIN LINK NO. I(UNSHORED )

1000 LB INPUT60 --l 2100 LB INPUT

"--- -30 LB INPUT

550

r-i

CE

E- 3F

I-

__2 3 34 5 78910 Is 0

FIRENLJNCY

79

___ II

STRF IN LINK NI. H(UNSHORED)

IB LB INPUT2000 LB INPUT

-0 -I 3B0 LB INPUT

EEO

500Fy

171-

qL

E M

C- 350' -

II~

FT

EDH

I'--"

7-r 100 /

e,\so - Wi

I I I I I I ,I ,' ' I ' ii : "I,,

1 2 3 4 5 E 7 8 II1 Is 20

FREI-UENCY(HERTZ)

80

ISTRFIIN LINK NO. L T(UNSHJRED)

; ii1000 LS INPUT' 6l I 2000 LO INPUT

- 3000 LB INPUT

ElISS

EI-ID: X

E--3R

ISO I I

1 3 4S E7D891 Is 20

FRFE NHEN C Y(HERTZ)

81

STRAIN LINK NOl. BL (UNSHORE[>)

100 LB INPUT- - -2000 LO INPUT------ 3000 LO INPUT

404

ISO-

LI:o

so-

0i

(HERTZ)

82

i'V

STRF IN LINK Ni. 7(UNSHORED )

IB0 LB INPUT2B LB INPUT

----------- 300 LB INPUT

EI

Soo-

L,.

r1' EE33

EL 3 +

00

, FRENlUENCYt!( HERTZ )

i 83

STRRIN LINK Nil. E(UNSHORED)

10 LB INPUT

6 -O2 I LB INPUT-30 LB INPUT

40

150

il;;,: I-- ] S1a1

V1 J

*1 L-. ..

N

So ~ eel

I"-I I

FRENUENCY(HERTZ)

84

- -- "I- -- .- ~~-

5THRIN LINK Nil. 9(UNSHORED)

I00 LB INPUTSoo 2B0 LB INPUT------ - ----- 30 LB INPUT

Kid

Ez

4004

r-i

I----I

I:I

EE x

z

_j ""210

I K O ... .." .. ..- ... .. .. .

i, 2 "3 4 5 7 8, 910 15 20

IIFREUENCY(HERTZ)

85

STRItN LINK NI. iW(UNSHnRED)

Ia LB INPUTI-- 2000 LB INPUT

...... 3000 LB INPUT

EI-EOO

-- = !1

EZ x

IIISEl ii I~~E--'I,

,! FREDqUENCY !

(HERTZ)

86

A1CCELEROIMETER NOl. I( INPUT)(UNSHORED)

1000 LB INPUT2.S- 2000BB LB INPUT

------3 B B L B IN P U T

z

--

LU t

I' J I

.. . / .....j4' : " JI /

2 3 4 SE 7 B IB I 20

FRE, UENCY(HERTZ)

87

HKCCELEROMETER NI . 2(HFT)(UNSHOREI)

1000 LB INPUT- - - --300 LB INPUT-- -- -- -- - -- -- -- -- - -- -- -- -- - -- -- -- - LB INPUT

!,i2.0 -

IEIr--- I.

LdII I

I, IT

kd III-+-- ---- '-f4--F-

FFENUEN(Y(HERTZ)

88

HCCELEROMETER NO. 3(FDI )(UNSHURED )

i00 LB INPUT-20 LB INPUT

S---- B-3 LB INPUT

2.0-

zEDF- IS1 ---t

t IL. J'' '1A_ I I'L~JI I I

21 1 1 20

,, /

2 q E B7 B I H IE 2H

FRENUENCY(HERTZ)

89

DISPLHCEMENT NI. I(IUNSHERED)

IBB LB INPUT2BB0 LB INPUTI E -.-. ....- -3 0 0 LB INPUT

wbi57

•//

t" I , I1 /

, I II i II_I v I!

2 4 5I ~67 910sI 20

FRENLJENKIY(HERTZ)

90

L]A

DISPLFCEMENT NOl. 2

10I LB INPUT" . . 320 LB INPUT

0. I, - LB INPUT

2 iiLL

I I

J I I-' / \ i .-

2,/ 7 1//

" / \ !, I/

I

• .01I . I I i I ,. ~lz zI2 J ' I 10 l 20

S" FREIUENCY(HERTZ)

91

5TIRHIN LINK NOl.I(RXLE 5HORED)

1000 LS INPUTgoo 2000 LS INPUT

300 LS INPUT

I7T

zl

15Z1

12 3 4L1 E 67B 910 IE 20

FFEEDLENCY(HERTZ)

92

5TRHIN LINK NIL 2(FIXLE 51-1DRE>)

100 LS INPUTGoo--------------------------------0 LS INPUT

- -- -- 00 LB INPUT

EE

EX

CL 200::W - 200

E

Eh ISO-

El0

1 2z B91 5 2FRENENA

(HETZ

93i

I

:1'

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:I. CSTRFIIN LINK NOl. I" ( AXLE 5HOlRED)

" ' 1000 LS I NPUTili. I 00 20001 LS INPUT

--- -3000 LS INPUT

:ii

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: ,~

4&94

0 -

300--

-: 90-

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5TRF IN LINK NOl. H(RXLE 5HORED )

100 LE INPUT Isoo--2000 LB INPUT

30 LB INPUT

Eh

H50I-- HEK)

EE

-- 300-

I--

I

E-.

100-Vr A

2 7. 3 4 5 B 7 8 9 I 15 20

FREIUENCY(HERTZ)

95

5TRHFIN LINK NFL E(FIXLE 5HORED)

100 LS INPUT20 LB INPUT

------------------------ -- ----- 0 LE INPUT

EEO-

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~2

0- 11 4-

I2 3 4 E 67 0910 15 20

FREN2UENCY(HERTZ)

96

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TRFIN LINK NI. 5C XLE 5I RED)

i00 LB INPUT200 LB INPUTGoo - - .- .....- - 30 LB INPUT

I-

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LL1 202

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0, 1 3 4 E 6 7 E 910 IS 20

FRENUENCY(HERTZ)

97

STRRIN LINK Nil 7(FtXLE SHORED)

1000 LE INPUTGool 200I0 LB INPUT

1-. - L-3 INPUT

1' ElF-

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3~0T-x

NH=im

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FRFE ULE N CY( HERTZ )

'4 98

1&0

5TR IN LINK NI. B(RXLE 5HORE)

9, 1000 LB INPUT

2000 LB INPUT--.-.-... 3000 LB INPUT

EII

r s ='- 3E

49--

400

r,, 350

0 0-

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1 2 3 4 5 1 7 B 910 15 20

FREIDUENCY(HERTZ)

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1000 LB INPUT00- 2000 LB INPUT

- 3000 LB INPUT

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FREDLIENCY( HERTZ

100

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I'o -;0 - 2000 L3 INPUT......- 3I00 LB INPUT

EL

El

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1 3 q 9 15 7 El _410 is Q

, FREDUENCY~( HERTZ )

I101

FCCELERIMETER NEI. I( INPUT)(HIXLE SHORED))

100 LB INPUT I

2.E 20B LB INPUT30 30 LS INPUT

-- 0.

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,1,FREiUENCY(HERTZ)

102

FICCELEIR]METEIR NOl. 2(HFT)(AXLE 5HOREID)

1000 L8 INPUT2Z~ LB INPUT

-- - - -- 3010 LS INPUT

2.0I.

El I

EF-

2 ~ ~~~ 4 090 92

1031

B(CELEROMETER NO. I(FND)(RXLE 5HORED)

Siaa LB INPUT2.5"-- - - - 20001- - LB INPUT

-3000 LE INPUT

' 3.0 -

L

I-- , I

IIZ I

L1d

FELE N CY(HERTZ)

104

t..) z2

I I;

DI5PLICEMENT NI. I(RXLE SHORED)


- ------ 3B00 LB INPUT

"i

LJ

; U-t

-" 0.00

1 2 3 4 9 15 7 8 910 15 20

FRENll ENCY( HERTZ)

.05} ,II

DISPLFACEMENT Nl. 2(RXLE SH.ORED)


.1---- - 3000 LB INPUT

zI

L4Li

7f-

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Liul

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*NG I i i i i I ii ' ' .... i .2 3 'H E B76931 IS: 2

~FHENUENCY

( HERTZ )

!, 106

STRAIN LINK NOl. I i

100 LS INPUTSoo 200 LB INPUT

-- -30 LS INPUT

EY goo-

2g0 - - . .- K

I E7O0I-

FRFIMENCY

STRAIN LINK NEIL 2(FIXLE 4 FRR1IE 5HUIRED)

1000 LO INPUT2000 L8 INPUT

Goo -- --- - -- 3000 LB INPUT

11

EZ

EE

EE>-

50-

2K 891 s 2

FRNEC

(HETZ

110

5ThHIN LINK NO.CRXLE &FRF*IE SHORED)

100 LB INPUT isoo__2000 LE INPUT

----------------------- - -- --- ---- LS INPUT

Ez

200-

ISO

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010

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1 2 3 ! ! 5 7 B 910 I 20

FRENUENCYI ¢(HERTZ )

110S.

5TRAIN LINK NE.(AXLE 4 FRRME SHORED)

I000 LE INPUT

600- 2000 LB INPUT3000 3 LB INPUT

99-

-io-

F-

i ' --

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AFSWC-TR-75-24 AFSWC-TR rH - DTICThe AFATL-designed shoring is a steel jack stand clamped by a yoke...

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Transcript of AFSWC-TR-75-24 AFSWC-TR rH - DTICThe AFATL-designed shoring is a steel jack stand clamped by a yoke...