1 15 24 https://www.nal.usda.gov/exhibits/speccoll/files/original/9098f5da95da08100660fbf213683621.pdf b9cea019ad99fb8a7c6fba0d5ecc3b0b PDF Text Text Item D Number °1795 Author Young, Alvin L. Corporate Author Rmort/ArOdfl TlflB Typescript: Use of Herbicides in South Vietnam, 1961nivui i/ni uuu MUD 1971 _ June 14 _ 1983 Journal/Book Title Year 000 ° Month/Day Color n Number of images 9 DeSCTlpton NOtBS Alvin L Youn 9filed tnis item under "Vietnam Veterans Twin Study." Typescript is a synopsis of information from Chapters I and III of The Toxicology, Environmental Fate, and Human Risk of Herbicide Orange and Its Associated Dioxin (see Item 1165). Wednesday, July 11, 2001 Page 1796 of 1870 �USE OF HERBICIDES IN SOUTH VIETNAM, 1961-1971* Alvin L. Young MAJOR, USAF, Ph.D. Herbicides used in support of tactical military operations in South Vietnam from 1961 to 1971 are today, twelve years after the last herbicide mission, the center of intense scientific debate involving not only medical but also legal, political and ecological issues. This paper reviews the historical and operational concepts and some potential human exposure considerations involving the military use of herbicides in the Southeast Asian Conflict. Synthesis technology, efficacy data, and field application techniques were developed for the two major phenoxy herbicides, 2,4-dichlorophenoxyacetic acid (2,4--D) and 2,4,5-trichlorophenoxyacetic acid (2,4,5-T) during World War II at Fort Detrick, Frederick, Maryland. Following World War II, the commercial use of these two "synthetic" organic herbicides revolutionized American agriculture. In 1950, more than 10 million pounds of these materials were used annually for weed and brush control in the United States. By 1960, in excess of 36 million pounds were used. In May 1961, the Office of the Secretary of Defense requested the Fort Detrick personnel to determine the technical feasibility of defoliating jungle vegetation in the Republic of Vietnam. By early fall, 1961, 18 different aerial spray tests (defoliation and anticrop) had been conducted with various formulations of commercially-available herbicides. The choice of these herbicides was based upon the chemicals that had had considerable research, proven performance, and practical background at that period in time. Also, such factors as availability in large quantity, costs, and known or accepted safety in regard to their toxicity to humans and animals was considered, The results of these tests were that significant defoliation and anticrop effects could be obtained with two different mixtures of herbicides. The first was a mixture of the n-butyl esters of 2,4-D and 2,^,5-T and the iso-butyl ester of 2,4, 5-T. This mixture was code-named "Purple". The second "military" herbicide was code-named "Blue" and consisted of the acid and sodium salt of cacodylic acid. The colored bands which were painted around the center of the 55~gailon drums served as aid to the identification by support personnel. . * The first shipment of Herbicides Purple and Blue was received at Tan Son Nhut Air Base, Republic of Vietnam, on 9 January 1962. These were the first military herbicides used in Operation RANCH HAND, the tactical military project for the aerial spraying of herbicides in South Vietnam. Two additional phenoxy herbicide formulations were received in limited quantities in South Vietnam and A synopsis of Information from Chapters I and III of The Toxicology, Environmental Fate, and Human Risk of Herbicide Orange and Its Associated Dioxin, Air Force Technical Report OEHL-TR-78-92, USAF Occupational and Environmental Health Laboratory, Brooks Air Force Base, Texas. (Authors: A. L. Young, 3. A. Calcagni, C. E. Thalken, and 3. W. Tremblay) 1978. 6-14-83 �evaluated during the first two years of Operation RANCH HAND. These were code-named Pink and Green. By January 1965, two additional military herbicides, code-named Orange and White, had been evaluated and brought into the spray program. Herbicide Orange replaced all uses of Purple, Pink, or Green, and eventually became the most widely used military herbicide in South Vietnam. The composition of the three major herbicides used in South Vietnam were as follows: 1. Herbicide Orange Orange was a reddish-brown to tan colored liquid soluble in diesel fuel and organic solvents, but insoluble in water. One gallon of Orange theoretically contained 4.21 pounds of the active ingredient of 2,4--D and 4.41 pounds of the active ingredient of 2,4,5-T. Orange was formulated to contain a 50:50 mixture of the ri-butyl esters of 2,4~D and 2,4,5-T. The percentages of the formulation typically were: n-butyl ester of 2,4-D .free acid of 2,4-D n-butyl ester of 2,4,5-T free acid of 2,4,5-T inert ingredients (e.g., butyl alcohol and ester moieties) 2. 49.49 0.13 48.75 1.00 0.62 Herbicide White White was a dark brown viscous liquid that was soluble in water but insoluble in organic solvents and diesel fuel. One gallon of White contained 0.54 pounds of the active ingredient of 4-amino~3,5,6~trichloropicolinic acid (picloram) and 2.00 pounds of the active ingredient of 2,4-D. White was formulated to contain a 1:4 mixture of the triisopropanoamine salts of picloram and 2,4-D. The percentages of the formulation were: triisopropanolamine salt of picloram 10.2 triisopropanolarnine salt of 2,4~D 39.6 inert ingredient (primarily the 50.2 solvent triisopropanolamine) 3. Herbicide Blue . •* Blue was a clear yellowish-tan liquid that was soluble in water, but insoluble in organic solvents and diesel fuel. One gallon of Blue contained 3.10 pounds of the active ingredient hydroxydimethyarsine oxide (cacodylic acid). Blue was formulated to contain cacodylic acid (as the free acid) and the sodium salt of cacodylic acid (sodium cacodylate). The percentages of the formulation were: cacodylic acid sodium cacodylate surfactant sodium chloride 6-14-83 4.7 26.4 3.4 5.5 �water antifoam agent 39.5 0.5 As previously noted, not all of the herbicides used in South Vietnam were used throughout the entire 10 years (1962-1971) encompassed by the Department of Defense defoliation program. In addition, 2,4»5-T formulations used early in the program are believed to have contained higher levels of the toxic contaminant TCDD (2,3,7,8~tetrachlorodibenzo-p-dioxin or "dioxin") than did the formulations used in later years. The three time periods shown in Table 1 can be differentiated on the basis of specific herbicides used and the mean dioxin content. TABLE 1 THE DIFFERENTIATION OF THREE TIME PERIODS DURING THE US MILITARY DEFOLIATION PROGRAM IN SOUTH VIETNAM AND MEAN DIOXIN CONTENT PERIOD HERBICIDES USED - (CODE NAMES) MEAN DIOXIN CONTENT (PARTS PER MILLION)* January 1962 June 1965 Purple, Pink, Green Blue July 1965June 1970 Orange White, Blue 2+ 0 July 1970 October 1971 White, Blue 0 * ** 32** 0 Found only in 2,4,5-T containing formulations. Value based on analyses of five samples. Orange based on the analyses of 488 samples. Herbicide Orange was the most extensively used herbicide in South Vietnam. Orange accounted for approximately 10.7 million gallons of the total 17.7 million gallons of herbicide used (Table 2). It was used from mid-1965 to i June 1970. However, as stated in Table 2, Orange was not the only 2,^5-T containing herbicide used in the defoliation program. Small quantities of Purple, Pink, and Green, all containing 2,4,5-T were used from 1962 through mid-1965. In subsequent sections of this document, the term "Herbicide Orange" will refer to all of the 2,4,5-T containing herbicides used in Vietnam (Purple, Pink, Green, and Orange). 6-14-83 �TABLE 2 NUMBER OF GALLONS OF MILITARY HERBICIDE PROCURED BY THE US DEPARTMENT OF DEFENSE AND DISSEMINATED IN SOUTH VIETNAM DURING JANUARY 1962 - OCTOBER 1971 Code Name Herbicide Orange 2,4-D; 2,4,5-T 1965-1970* White 2,4-D; Picloram 1965-1971** Blue Cacodylic Acid 1962-1971** Purple 2,4-D; 2,4,5-T 1962-1965 Pink 2,4,5-T 1962-1965 Green 2,4,5-T 1962-1965 Quantity Period of Use Total * First fixed-wing spray mission of Herbicide Orange April 16, 1970; last helicopter spray mission of Herbicide Orange June 6, 1970. ** Last fixed-wing mission January 9, 1971; all herbicides under US control stopped October 1971. Use Patterns of Individual Herbicides Each of the three major herbicides (Orange, White, and Blue) had specific uses. Ninety-nine percent of Herbicide White was applied in defoliation missions. It was not recommended for use on crops because of the persistence of Picloram in soils. Because the herbicidal action on woody plants was usually slow, full defoliation did not occur for several months after spray application, thus, it was an ideal herbicide for use in the inland forests in areas where defoliation was not immediately required, but where it did occur it would persist longer than if the area were sprayed with Orange or Blue. Herbicide Blue was the herbicide of choice for crop destruction missions involving cereal or grain crops. Approximately 50 percent of all Blue was used in crop destruction missions in remote or enemy controlled areas with the remainder being used as a contact herbicide for control of grasses around base perimeters. Ninety percent of all Herbicide Orange was used for forest defoliation and it was especially effective in defoliating mangrove forests. Eight percent of Herbicide Orange was used in the destruction of broadleaf crops (beans, peanuts, 6-14-83 �ramie, and root or tuber crops). The remaining 2 percent was used around base perimeters, cache sites, waterways, and communication lines. Table 3 shows the number of acres sprayed with herbicides in South Vietnam within the three major vegetationai categories. TABLE 3 THE NUMBER OF ACRES TREATED IN SOUTH VIETNAM, 1962-1971, WITH MILITARY HERBICIDES WITHIN THE THREE MA3OR VEGETATIONAL CATEGORIES Vegetationai Caafegory Areas Treated* Inland forest 2,670,000 Mangrove forests 318,000 Cultivated crops 260,000 Total 3,2*8,000 "Areas receiving single or multiple coverage. Certain portions of South Vietnam were more likely to have been subjected to defoliation. Herbicide expenditures for the four Combat Tactical Zones of South Vietnam are shown in Table 4. These data were obtained from the HERBS tape (a computer listing of all herbicide missions in South Vietnam from 1965 through 1971). Total volume is in close agreement with the actual procurement data shown in Table 2. TABLE 4 US HERBICIDES EXPENDITURES IN SOUTH VIETNAM, 1962-1971: A BREAKDOWN BY COMBAT TACTICAL ZONE* ical Zones Orange Herbicide Expenditure fgalions) White Blue ''* CTZ I .2,250,000 363,000 298,000 CTZ II 2,519,000 729,000 473,000 5,309,000 3,719,000 294,000 1*227^000 11,305,000 *35jpOO 5,246,000 62*000 1,127,000 J7,678A000 CTZ III des Saigon) CTZ IV Subtotals Grand Total 6-14-83 �In addition to herbicides, numerous other chemicals were shipped to South Vietnam in 55-gallon drums. These included selected fuel additives, cleaning solvents, cooking oils, and a variety of pesticides. The insecticide Malathion was widely used for control of mosquitoes and at least 400,000 gallons of it were used from 1966 through 1970. In addition, much smaller quantities of Lindane and DDT were used in ground operations throughout the war in Southeast Asia. The distribution of the herbicides within Vietnam after their arrival did not occur randomly. About 65 percent was shipped to the 20th Ordnance Storage Depot, Saigon, and 3.5 percent was shipped to the 511th Ordnance Depot, Da Nang. Numerous aircraft were used in the air war in Vietnam, but only a few of these aircraft were used for aerial dissemination of herbicides. The "work horse" of operation RANCH HAND was the C-123, "Provider". This cargo aircraft was adapted to receive a modular spray system for internal carriage. The module (the A/A 45 Y-l) consisted of a 1,000-gallon tank pump, and engine which were all mounted on a frame pallet. An operator's console was an integral part of the unit, but was not mounted on the pallet. Wing booms (1.5 inches in diameter, 22 feet long) extended from the outboard engine nacelles toward the wing tips. A short tail boom (3 inches in diameter, 20 feet long) was positioned centrally near the aft cargo door. Each aircraft normally had a crew of three men: the pilot, co-pilot (nagivator), and flight engineer (console operator). During the peak activity of RANCH HAND operations (1968-1969), approximately 30 U C-123K aircraft were employed. However, many other squadrons of non-RANCH HAND C-123 aircraft were routinely used throughout South Vietnam in transport operations. The control of malaria and other rnosquito-borne diseases in South Vietnam necessitated an extensive aerial insecticide application program. From 1966 through 1972, three C-123 aircraft were used to spray Malathion, an organophosphate insecticide. These aircraft could be distinguished from the Herbicide-spraying aircraft because they were not camouflaged. These aircraft routinely sprayed insecticide adjacent to military and civilian installations, as well as in areas where military operations were in progress, or about to commence. Approximately 10 to 12 percent of all herbicides used in South Vietnam were disseminated by helicopter or ground application equipment. Generally, helicopter crews were not assigned to herbicide spray duties on a full-time basis and rotated the spraying duties with other mission requirements. The military UH-1 series of helicopters, deployed by the Air .Force, the Army, and Navy units, generally sprayed the herbicides. The most common spray system used was the AGRINAUTICS unit. This unit was installed in or removed from the aircraft in a matter of minutes because it was "tied down" to installed cargo shackles and aircraft modifications were not required for its use. The unit consisted of a 200gallon tank and a collapsible 32-foot spray boom. The unit was operated by manual controls to control the flow valve and a windmill brake. Generally, each helicopter had three crew members. A summary of the aircraft used in herbicide and insecticide operations is shown in Table 5. 6-14-83 .6 �TABLE 5 US MILITARY AIRCRAFT USED IN THE DISSEMINATION OF HERBICIDES AND INSECTICIDES IN SOUTH VIETNAM Aircraft Camouflaged Chemical Disseminated UC-123/UC-123K Yes All Herbicides UC-123K No Malathion Yes Orange, Blue Helicopter Air Force UH-1 Army UH-1B/UH-1D Navy UH/iE Various ground delivery systems were also used in South Vietnam for control of vegetation in limited areas. Most of these units were towed or mounted on vehicles. One unit that was routinely used was the Buffalo turbine. It developed a wind blast with a velocity up to 150 MPH at 10,000 ft^/minute volume. When the herbicide was injected into the air blast, it was essentially "shot" at the foliage. The buffalo turbine was useful for roadside spraying and applications of perimeter defenses. The herbicides of choice in these operations were Blue and Orange. Table 6 reviews the pertinent chemical and physical characteristics of Herbicide Orange. Table 7 reviews both the application parameters of the spray system used in the UC-123K aircraft and the characteristics of the spray itself. Generally, herbicides were sprayed in the early morning or late afternoon, so as to minimize the effects of air movement on particle dispersion. 6-14-83 �TABLE 6 PERTINENT CHEMICAL AND PHYSICAL CHARACTERISTICS OF HERBICIDE ORANGE Formulation Concentrated (8.6 Ib ai/gai)* Water Insoluble Density = 1.28 Vapor Pressure 3.6 x 10~* mm Hg at 30°C NBE** 2,4-D : 1.2 x 1Q~4 NBE 2,4,5-T : 0.* x 10-* TCDD : Viscous 1 x 10-* . 40 centipoises at 20°C Noncorrosive to rnetal Deleterious to paints, rubber, neoprene Long Shelf life * ** Pounds active ingredient (2,4™D and 2,4,5-T) per gallon. NBE - Normal Butyl ester. TABLE 7 APPLICATION PARAMETERS AND SPRAY CHARACTERISTICS OF THE C-123 MODULAR INTERNAL SPRAY SYSTEM Aircraft speed Aircraft altitude Tank volume Spray time Particle size: 100 microns: 1.9% 100-500 microns: 76.2% -. 500 microns: 21.9% 87% impacted within 1 min 13% drifted or volatilized Mean particle volume Spray swath Mean deposition Total area/tank Knots indicated air speed 6-14-83 130 K1AS* 150 feet 1,000 gallons 3.5-4 minutes 0.61 microliters 260 + 20 feet 3 gallons/acre 340 acres �SUMMARY The choice of herbicides used in South Vietnam in Operation RANCH HAND, 1962-1971, was based upon those herbicides that had been widely used in world agriculture, shown to be effective in controlling a broad spectrum of vegetation, and thought to be safe to humans and animals. The major herbicides used in South Vietnam were the phenoxy herbicides 2,4-D and 2,4,5-T. These two herbicides were formulated as the water insoluble esters and code-named by the military as Purple, Orange, Pink and Green. A water soluble amine formulation of 2,4~D was used in Herbicide White. Two other herbicides were extensively used by the military, picloram (in White) and cacodylic acid (in Blue). An estimated 107 million pounds of herbicides were aerially disseminated on 3 million acres in South Vietnam from January 1962 through October 1971. Approximately 94 percent of all herbicides sprayed in Vietnam were 2,4-D (56 million pounds or 53 percent of total) or 2,4,5-T (44 million pounds or 41 percent of total). The 44 million pounds of 2,4,5-T contained an estimated 368 pounds of the toxic contaminant 2,3,7,8-tetrachlorodibenzo-p-dioxin (TCDD or dioxin). Ninetysix percent of all 2,4,5-T was contained in Herbicide Orange; the remaining 4 percent in Herbicides Green, Pink and Purple. However, Herbicides Green, Pink and Purple contained approximately 40 percent of the estimated amount of TCDD disseminated in South Vietnam. Green, Pink and Purple were sprayed as defoliants on Jess than 90,000 acres from 1962 through 1964, a period when only a small force of US military personnel were in South Vietnam. Ninety percent of all the Herbicide Orange (containing 38.3 million pounds of 2,4,5-T and 203 pounds of TCDD) were used in defoliation operations on 2.9 million acres of inland forests and mangrove forests of South Vietnam. 6-14-83 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 066 Folder The folder containing the original item. 1795 Series The series number of the original item. Series III Subseries III Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Young, Alvin L. Title A name given to the resource Typescript: Use of Herbicides in South Vietnam, 1961-1971, June 14, 1983 Subject The topic of the resource Ranch Hand herbicide application Ranch Hand aircraft herbicide properties ao_seriesIII https://www.nal.usda.gov/exhibits/speccoll/files/original/ddefb13719614505e1f0c0aa461f14cc.pdf eb024c221a893d868ed9a2e5f48db212 PDF Text Text Item ID Number 00379 Author Ramsauer, Larry R. Defense Technology Laboratories, FMC Corporation RepOrt/ArtiClO TitlO PWU-S/A Modular Internal Spray System Journal/Book Title Year ™™ Month/Day Januar Color L] Numbor of Images DOSOrlptOD NOtOS v 201 Alvin L Your) 9 had this item filed under the category "Equipment - How Developed, How Used"; contract no. F08635-69-C-0213, project no. 5172, task no. 05, work unit no. 00 Monday, January 29, 2001 Page 379 of 382 �Hamsauer, L.R., 1972 I/UNLIMITED PWU-5/A Modular internal Spray system AD 904481 Technical Report distributed by Defense Technical Information Center DEFENSE LOGISTICS AGENCY Cameron Station. Alexandria, Virginia 22314 AEROMEDICAL LIBRARY 10 1980 UNCLASSIFIED/UNLIMITED DOCUMENTS �..; i THIS REPORT HAS BEEN DELIMITED AND CLEARED FOR PUBLIC RELEASE UNDER DOD DIRECTIVE 5200.20 AND NO RESTRICTIONS ARE IMPOSED UPON ITS USE AND DISCLOSURE, DISTRIBUTION STATEMENT A APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED, " �i-.'' ?&5$$c3 1.0 % II 1*1 t is B2£ ku 1.25 IIIU.4 11.6 MICROCOPY RESOLUTION TEST CHART �TiiJijfcJHliiliiiffltt'fc'irffH^tn feS^&-j&&x^:iS?-3i;" jtffwSitifisvw**^*,. j^r .,1 .1- - -4im •»;. w**s m;. K^^^/^'^mMm^mm^m^s^ M MODULAR INTERN A ^••'^•^^••• SPRM SYSTEM EFENSE TECHNOLOGY LABORATORIES TECHNICAL REPORT AFXiUTR-72-13 ntitrib ition limited to U. S. Government agencies only; Sis reportdocuments test and evaluation; distribution limitation applied January 1972. Other requests for SS focuLnfmust be referred to the AirTorce Armament Laboratory '"'TC^ Pfr14n Air Force Base'Florida 3254Zl .J FORCE ARMAMENT < I. FORCE SYSTEMS COMMAND • UNITED STATES EGLIN ^^:'^^X^Vlt''- ' ; ''(i" '^:''' •••"*-H / ••'-•-• ••-•^pip J Di^UiS&^J .^y^b^^3^^ «^-t.:'i^^.wA i.^*;^J\:,4.:>-.;^^Sfe£f �PWU-5/A Modular Internal Spray System Larry R. Ramsauer Distribution limited to U. S. Government agencies only; this report documents test and evaluation; distribution limitation applied Januarv 1972 . Other requests for this document must be referred to the Air Force Armament Laboratory (OLIF), Eglin Air Force Base, Florida 32542. �FOREWORD This report has been prepared by the Defense Technology Laboratories (DTL) of FMC Corporation* San Jose/ California, under Contract F08635-69-C-0213. Program monitors for the Armament Laboratory were Mr. Marshall G. Solomon (DLGZ) and Captain Harold L. Hebert (DLIP). The design, development, fabrication, testing and delivery of the PWU-5/A Modular Internal Spray System was conducted from •7 July 1969 through 30 September 1971 by DTL under the direction of Mr. Atlee H. Bussey, Program Manager, and Larry R. Ramsauer, Project Engineer. Technical personnel assigned to the program were William P. Farris, David N. Singletary, Richard W. Triebel, and Forrest A. Hettinger. This technical report has been reviewed and is approved. —-y/t ^ j'£s t^j^"^/*/• Ftfanklin (XDavi)/s, Colonel, USAF Chief, Flame, Incendiary, and Explosives Division ii �ABSTRACT The PWU-5/A Modular Internal Spray System (MISS) has been designed and developed to fit ten cargo/utility-type aircraft, including the C-47, C-54, C-123, and C-130. The system was designed to disseminate herbicides, pesticides, and fertilizers in chemical solution, suspension, or slurry form at ground deposition rates from 3 ounces/acre to 3 gallons/acre with a minimum swath width of two times the applicable aircraft wing span. The system is completely self-supporting, requiring no aircraft power, and includes provisions for suction filling, agent recirculation/ agitation, dissemination, system flushing, aircraft washdown, and emergency dumping of the full agent payload. The system used aerospace adhesive to secure all external hardware, allowing system installation with minimum aircraft modification. A complete C-123K MISS was installed and flight tested at Eglin Air Force Base, Florida. The system was subjected to the complete flight envelope and functioned as designed. Flight test results indicated that manual operation of the emergency dump took too long to initiate. The dump chute should be moved to the aft portion of the jump door to minimize emergency dump contamination, and the right-hand fuselage spray station should be capped off to eliminate fuselage spray contamination. Distribution limited to U. S. Government agencies only; this report documents test and evaluation; distribution limitation applied January 1972. Other requests for this document must be referred to the Air Force Armament Laboratory (i^LIF), Eglin Air Force Base, rlorida 32542. iii (Tne reverse of this page is blank.) �TABLE OF CONTENTS PAGE SECTION I i- • 1 II INTRODUCTION SUMMARY III DESCRIPTION 5 3.1 5 3 System Description 3.2 System Parameters 7 3.3 7 Component Description SYSTEM DEVELOPMENT 33 4.1 Aircraft Consideration 33 4.2 4.3 4.4 IV 81 4.5 4.6 4.7 4.8 4.9 V Appendix I II III Chemical Agents Agent Transfer System Plastic Agent Transfer System Flow Model 88 96 99 105 Tank Module Power Module Internal Plumbing External Plumbing Electrical System 108 110 117 4.10 Ground Operations 4.11 Reliability and Maintainability 4.12 Safety Considerations 4.13 Value Engineering 4.14 Category I Testing -i 4.15 Category II Testing CONCLUSIONS AND RECOMMENDATIONS 117 123 123 126 126 127 129 ELECTRICAL SYSTEM DESCRIPTION CATEGORY I TESTING REPORTS 131 147 STRESS ANALYSIS 161 VTV �LIST OF FIGURES FIGURE 1 PAGE C-123 Modular Internal Spray System Kit No. 4373716 6 2 3 4 5 6 Agent Transfer System Schematic Agent Transfer System Power Module Piping Pneumatic System Schematic Power Module Assembly (Front View) Power Module Assembly (Back View) 7 Power Module Assembly (Left View) 17-18 8 Power Module Assembly (Right View) 17-18 9 10 Tank Module Assembly (side View) Tank Module Assembly (End View) 21 22 11 Tank Module Assembly Electrical Cable Connection 23 12 Control Panel 25 13 Vent Valve Control Schematic 27 14 Pilot Controls 30 15 C-47D Floor Plan 38 16 C-54G Floor Plan 17 C-123K Floor Plan 18 C-130E Floor Plan 46 19 C-46D Floor Plan 49 20 21 C-97G Floor Plan C-118A Floor Plan ,,. 50 52 22 C-119G Floor Plan - 55 23 C-121G Floor Plan - 57 24 25 C-131E Floor Plan C-47 Modular Internal Spray System Kit No. 4374132 •• 58 26 9 10 12 15-16 15-16 :;- , . . . . - . , . 40 44 59 C-130 Modular Internal Spray System Kit No. 4374236 60 27 Mounting Plate (First Design) 64 28 Bonded Mounting Plate Load-lime History 65 29 Modified Mounting Plate Design No. 1, Picture Frame 66 VI �LIST OF FIGURES (Continued) FIGURE 30 . Modified Mounting Plate Design No. 2, • Picture Frame with Gussets 31 32 33 "34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 PAGE Modified Mounting Plate Design No. 3, Slotted Plate Modified Mounting Plate Design No. 4, Individual Bonding Pads Wing Boom Drag Coefficient Aircraft Loading Nomenclature — Module Envelope C-47 Installation Wing Vortex Effect Effective Swath Width Thixotropic Nature of Slurried Fertilizer Agent Transfer System (Original Proposed Concept) Agent Transfer System (Second Concept) Agent Transfer System (Third Concept) Agent Transfer System (Fourth Concept) Plastic Agent Transfer System Flow Model Plastic Flow Model Schematic Tank Module (Original Concept) Split Series Tank Module (First Concept) 500-Gallon Tank 500-Gallon Tank Module Power Module (Early Design) Power Module (Later Concept) Check Valve Type Nozzle Nozzle Valve Assembly Dynamic Wing Boom Operation Wing Boom Strap Assembly Field Fill Airfield Fill Mixing/Filling Operation with Wettable Powders vii 67 68 69 71 - 74 76 77 80 82 86 91 92 94 95 97 98 101 102 103 104 106 107 111 113 115 116 119 120 121 �LIST OF FIGURES (Concluded) FIGURE PAGE 59 Tank Flushing 122 60 Functional Level Diagram for the Modular Internal Spray System 124 1-1 Main Power Circuitry 132 1-2 1-3 1-4 1-5 1-6 Circuit Breaker Delay Curves Flowmeter Circuit Engine Control Circuit Agent Level System Circuit Liquid Level System Automatic Engine Shut-off Electrical Schematic Spray Circuitry Dump System Circuitry Vent Valve Control System Logic Diagram (One Valve) Vent Valve Control System Schematic (One Valve) 134 135 137 139 1-7 1-8 1-9 1-10 Vlll 140 141 143 144 145 �LIST OF TABLES TABLE TITLE I PWU-5/A Modular .Internal Spray System Parameters II PACE 8 Aircraft Characteristics 34 Aircraft/System Parameters 36 IV Enviroirnental Factors 37 V C-54G Tie-Down Details 41 VI C-123 Tie-Down Details 45 VII C-130E Tie-Down Details 47 VIII C-97G Tie-Down Details 51 C-118A Tie-Down Details 53 C-119G Tie-Down Details 56 III IX X XI XII XIII XW XV XVI XVII ' Aircraft Performance Degradation and Horsepower Increase Required to Maintain Cruise Condition Using Streamlined Wing Boom 72 Installation/Removal Data 74 Contamination Possibilities 79 Spray Parameters 83 , PWU-5/A Modular Internal Spray System Agents 85 Agent Application Rates 87 PWU-5/A Modular Internal Spray System Agent Compatibility 89 Compatibility 89 ix (The reverse of this page is blank) �SECTION I INTRODUCTION This report describes the work performed in the development of the PWU-5/A Modular Internal Spray System, designed to disseminate various chemical agents utilizing ten different cargo/ utility-type aircraft. Major effort was devoted to the design of a modular spraying system which would exploit the full payload capabilities of all applicable aircraft by using multiples of the modular components, allow for installation and removal at the organizational level without permanent modification to the aircraft, and permit spraying of a large variety of chemical agents over a wide range of deposition rates. Compliance with these requirements resulted in the use of a modular power unit and multiple modular 500-galloncapacity tank units. All hardware attached to the aircraft skin (wing booms, etc.) was attached using adhesive to avoid metal cutting or welding. Emergency dumping was accomplished through the use of internal ducts, manifolded into a single duct, which exhausted at an open rear jump door. To assure an optimized agent transfer system, a complete system flow model was built and tested. This report contains a complete description of the PWU-5/A Modular Internal Spray System; a development history of each of the major subsystems and components; discussions of contamination and safety considerations; ground and flight testing results; and discussions of reliability, maintainability, and cost effectiveness. The appendices contain the stress analysis for the various system internal components. Analysis of the C-47, C-123, and C-130 external hardware and complete installation instructions are presented in the modification documents for these aircraft. 1 (Tl'.e reverse of this page is blank.) �SECTION II SUMMARY The detailed design requirements were defined in the contractual document. The design and development effort was directed at the complete system, including aircraft compatibility; material/agent compatibility; minimizing aircraft modification; internal tanks, power module, and agent transfer system; emergency dump, and sealed tank venting system; external wing booms, nozzles, and positive shut-off nozzle valves; operator and pilot controls; flow rate monitoring and control; contamination prevention; builtin ground support features including self-filling and draining, system flushing, and aircraft washing; reliability, maintainability and supportability. The PWU-5/A MISS was designed to be compatible with and exploit the full payload capabilities of the C-46, C-47, C-54, C-97, C-118, C-119, C-121, C-123, C-130, and C-131 aircraft. Each system uses a single power module; multiple tank modules; multiple standard wing boom, dump, and vent sections; and miscellaneous plumbing fittings. Due to the unique geometry of each aircraft, different length hoses and other special fittings are used for each installation. These special parts are kept to an absolute minimum, utilizing the modular concept to the fullest extent possible. The agent transfer system contains all necessary controls and monitoring equipment to fill, mix, and disseminate chemical solutions, suspensions, or slurries. Dissemination rates may be varied from 2.5 to 600 gpm while controlling tho flow rate to within + 5.0 percent. This flow rate range permits all aircraft to meet the required 3-ounce to 3-gallon per acre ground deposition rates while maintaining an effective swath of at least two times the wing span of the applicable aircraft. To minimize agent transfer system components and insure system effectiveness, a complete agent transfer system flow model was built and tested. All system components were studied to reduce hardware costs while maintaining functional effectiveness. The C-47, C-54, C-123, and C-130 aircraft were selected as primary, and complete PWU-5/A Modular Internal Spray Systems wers designed, fabricated, tested, and delivered for the C-47, C-123, ind C-130 aircraft. �The C-123K MISS wa& installed and flight tested at Eglin Air Force Base. The delivered C-130 system, to be used for Air Force flight testing, utilizes four tank modules instead of the eight tank modules normally installed in a C-130 aircraft. Complete system fitment tests for the C-47, C-123, and C-130 aircraft were made at NAS Moffett Field, California, to insure aircraft/system compatibility. Material/agent compatibility studies were made to select compatible system materials at minimum cost. Several prime system components were cycle tested to verify a minimum 5-year life. Flowmeter accuracy tests were performed' as were functional tests of major hardware components. �SECTION III DESCRIPTION 3*1 SYSTEM DESCRIPTION The PWU-5/A is an airborne, modular, reusable system capable of disseminating defoliants, herbicides, pesticides, and fertilizers as chemical solutions, suspensions, or slurries. The system consists of a power module with a control panel, multiple agent reservoirs, an emergency dump system, wing booms and fuselage spray stations with positive shut-off nozzle valves, a sealed tank venting system, and miscellaneous piping and fittings. The system can be assembled in various combinations to fit the ten specified cargo-type aircraft. Figure 1 shows the C-123 MISS installation, which is a typical two-tank system. Larger air-' craft use additional tanks. The C-130 uses eight tanks, four on each side of the power module. The C-54 uses four tanks, two on each side of the power module. The C-47 MISS installation is unique in that it uses two tanks, both on the same side of the power module. The power and control module contains all necessary equipment for controlling filling, priming, recirculating, disseminating, emergency dumping, flushing, and draining the fluid system. Thn system is entirely self-supporting, requiring no aircraft power. System power is provided by an air-cooled, internal combustion engine which drives the main pump, an air compressor, and generates necessary electrical power., The control panel includes all gages and controls for complete system operation and .monitpring. In addition, the aircraft pilot is provided with controls for ' both disseminating and emergency dumping. . . . . . . u.- :•.• • The agent reservoirs have a usable capacity of 500 gallons each and include a filler cap, vent line, level sensors, inlet and outlet tubes, and an emergency dump valve. The entire system is closed to insure no escape of agent or agent vapors inside the aircraft. The power module' a'nd tank modules have captive, retractable casters for/mobility,. All nozzle stations have pneumatically actuated positive shut-off valves that prevent agent leakage at the nozzles when spraying is stopped. These valves are fail-safe; if the pneumatic actuation line fails, the valves continue to function as agent shat-off valves but will only sc-al against agent pressures less than 5 psig. Minimal aircraft modification is assured by routing all -external plumbing, the tank vent system line, and the emergency dump outlet line through the aircraft jump Joors, and by bonding che external plumbing and wing boom mounting plates to the aircraft with an aerospace adhesive. �TANK MODULE ( ) 2 POWER MODULE (I) FUSELAGE HOSE ASSEMBLY l-BOOM TRANSFER TEE ASSEMBLY Figure 1. C-123 Modular Internal Spray System Kit No. 4373716 �3.2 SYSTEM PARAMETERS The parameters given in Table I apply to the complete MISS system as installed in;-the ten specified aircraft. Parameters of the individual system modular components are discussed in paragraph 3.3. 3.3 3.3.1 COMPONENT DESCRIPTION Agent Transfer System The agent transfer system consists of all components which transfer agent from the tanks to the wing booms. The transfer system is shown in schematic form in Figure 2, and the power module piping portion of the system is shown in Figure 3 for crossreference. . .:„. The system uses twin 4-inch suction lines to draw agent from the tanks. These 4-inch suction lines merge and feed the centrifugal pump. The pump output may be directed four ways; (1) recirculated back to the tanks, (2) disseminated through the high volume spray system, (3) disseminated through the low volume spray system, (4) drained through the power drain port. The amount of recirculation is controlled by a butterfly valve, and recirculation may continue during spraying. Both the high and low volume spray systems have turbine flowmcters for accurate flow rate monitoring. Each system also has its own throttle valve to allow adjustment of flow rates. The low volume system has a fine mesh strainer to filter out foreign matter, which may tend to plug the extremely small orifices of the low voldme spray nozzles. The MISS agent transfer system is self-supporting in that it includes provisions for self-priming, suction filling, and power draining. Self-priming is accomplished by using an air eductor which draws agent through the ground fill hose and the centrifugal pump. Once the centrifugal pump is primed, it becomes the pumping source for suction filling. During power draining, the centrifugal pump transfers agent from the tanks through the appropriate ground support hose. The agent reservoirs are equipped with motor-driven vent valves, which automatically open when the desired function switch is thrown on the control panel (i.e., pump prime, fill, dr.iin, etc.). �TABLE I. PWU-5/A MODULAR INTERNAL SPRAY SYSTEM PARAMETERS SMALLEST SYSTEM LARGEST SYSTEM 2 TANKS, 1 POWER MODULE 8 TANKS, 1 POWER MODULE CAPACITY 0 - i*,000 GALLONS (MAX.) DISSEMINATION RATE 2.5 GPM CHIN.) s6o GPM (MAX.) FLOW RATE MONITORING ERROR LESS THAN i 5.0% FROM 2.5 TO 600 GPM SUCTION FILLING RATE USING 50-FOOT, 2-INCH DIAMETER HOSE 1U5 GPM 57-INCH LIFT WITH WATER 125 GPM 16.5-FOOT LIFT WITH 55-GALLON DRUM SUCTION PROBE ATTACHED, 75 GPM 57-INCH LIFT WITH WATER 50 GPM 16.5 FOOT LIFT EMERGENCY DUMP TIME LESS THAN U5 SECONDS FOR 1/2 AGENT PAYLOADFORALL AIRCRAFT ELECTRICAL SYSTEM 28 VDC, ALL CIRCUITS INDIVIDUALLY PROTECTED BY BREAKERS NOZZLE VALVE 3/14-INCH PNEUMATIC DIAPHRAGM DUMP VALVE k-INCH BUTTERFLY, PNEUMATIC WITH MANUAL OVERRIDE 3-INCH BUTTERFLY, PNEUMATIC SPRAY VALVE SELF-SUPPORTING FEATURES NO AIRCRAFT POWER REQUIRED SUCTION FILL POWER DRAIN TANK WASHING NOZZLE PROBE AIRCRAFT WASHING GUN RECIRCULATION MIXING �TO WING BOOMS © <2> d> ® <D © © <D DISSEMINATION EDUCTOR EXHAUST AND AGENT. » * 3 3 3 3 I 3 INCH INCH INCH INCH INCH 1KCH INCH tNCH TANK SUCTION VALVE SUCTION VALVE SUCTION FILL VALVE POWER DRAIN VALVE RECIRCULATION VALVE HIGH VOLUME SPRAY LOW VOLUME SPRAY THROTTLE SPRAY -ON-OFF" VALVE LEGEND = = LSU-T =4 CS3-Q LOW VOLUME STRAINER TURBINE FLOWMETER = BUTTERFLY VALVE, MANUAL LEVER = BUTTERFLY VALVE, MANUAL HANOWHEEL = BUTTERFLY VALVE, PNEUMATIC = DIAPHRAGM VALVE, MANUAL _J I-1 inure 2. • Agent Transfer System Schematic �L.V. THROTTLE(7 OH OFF SPRAY VALVE(? L.V. FLOWMETER U.V. FILTER OISSEHIMATIOX (3 INCH LINE) H.V. TfcROJJLE VALVE RECIRCUUTtON (3 »HCH LIME) RECIRCULAT10H SUCTIOi1 VALVEU. Figure 3. SUCTION (4 INCH LIKE) Agent Transfer .System Power Module. Piping �3.3.2 Pneumatic System The pneumatic system generates, stores, and directs compressed air for control of various system functions, as shown in Figure 4. Compressed air is generated by a single 7.4-CFM .two-cylinder air compressor, which is belt-driven by the Packette PE90-7 internal Combustion engine. The compressor is:,equipped with a governor and unloader assembly which allows the compressor to exit-out and free-wheel after a preset air reservoir pressure has been reached. When the air reservoir pressure drops below a certain level, the air compressor automatically cuts back in, and supplies compressed air. When free-wheeling, the compressor continues to cycle but without compressing air. Normal range between cut-in and cut-out pressure is 17-22 psig. The cut-out pressure is adjusted to 130 psig for use with the PWU-5/A MISS. Compressed air is stored in two 1200-cubic-inch primary reservoirs and a single 634-cubic-inch emergency dump reservoir. The emergency dump reservoir supplies air through a filter-regulator set at 100 psig and 4-way solenoid valve to the emergency dump valves on the tank modules. The emergency dump air reservoir is isolated from the primary air reservoirs by a check valve so that the emergency dump air supply cannot be depleted except by actuation of the emergency dump system. The emergency dump air system can, however, utilize the primary air supply when the emergency air supply pressure falls below the primary air supply pressure. All three air reservoirs are equipped with drain petcocks, and both the primary and emergency air systems employ safety valves to prevent excessive pressure build-up due to any system malfunction. Both the primary and emergency air supplies are monitored by individual pressure gages. . . The primary air supply passes through a filter-regulator set at 60-30 psig and supplies air for the spray valve, eductor, wing boom purge, and the wing boom nozzle diaphragm valve air pressure regulator. Both the eductor and wing boom purge air supplies are controlled with 2-way solenoid valves and are protected from spray agent by check valves. Air supplied to the eductor creates a vacuum in the agent transfer system piping for priming the centrifugal pump. The wing boom purge function allows air to pass through the external aircraft plumbing and out of the spray nozzles, purging agent from 'uhe wing booms. The nozzle diaphragm valve air supply utilizes a regulator to maintain pressure at 40 psig and a 3-way solenoid valve to control air direction. Air is supplied to the nozzle valves at all times when not spraying and is exhausted when spraying. 11 �7.11-CFM AIR COMPRESSOR 8 x 26, PRIMARY . RESERVOIR(I200 CU IN) (O DRAIN EHERG. DUMP AIR PRESSURE GAGE OH-OFF SPRAY VALVE 100 PSIG II-WAY 3/8 1/2 DUMP SOLENOID VALVE ^H DRAIN -DUMP RVOIR. CU IN) PSIG U © 60-80 . f I3/8 IAI 2-WAY . CS r~"~ tQ EDUCTOR 3/8 3/8 , Jl«3/8 2-WAY 500-GAL \ *T\EM^ ) / 3/8 " ' W PSIG REG H 3/8 C AA - r A 1 OUU'OAL. \ I 1 S ) ! LEGEND IAn MM P" J EXHAUST -^—V-f*^- / " WING ..- • - !• '• - .-: r: BOOM ! 3/8 [$ ^1 1^! 3/8 "IMMOM. n-R'1 = FILTER-REGULATOR 3/8 Jl i^V^''^ ^ = CiECK VALVE 3/8 = QUICK DISCONNECTS r T = SAFETY AIR RELEASE VALVE O ! Figure 4. Pneumatic System Schematic 12 D BB77irp 1 lr U 3 WAY 1 = SOLENOID VALVE g [ • APHRAGM VALVEt «»«.»fc\ TYP) 3/8 �3•3•3 Power Module Assembly The power module assembly is the heart of the PWU-5/A MISS and contains all necessary equipment to transfer, monitor, and control the spray agsnt. The power module incorporates an agent transfer system, pneumatic system, and electrical system. Figures 5, 6, 7, and 8 show the major power module components. The power module assembly measures 51-1/4 inches from front to back by 60 inches wide by 51 inches high. Approximate dry weight is 2000 pounds. 3.3.3.1 Frame The frame is a structural aluminum weldm-jut and has retractable castors, lifting jacks, engine heat deflector, forklift slots, belt guards, and tie-down eye bolts. The castors are held in the extended or retracted position with captive ball-lock pins, and the lifting jacks are used to raise or lower the front and back sides of the power module when extending or retracting the castors. The entire frame is coated with heavy-duty industrial epoxy paint. 3.3.3.2 Engine The engine is 110-hp piston-driven, air-cooled, four-cylinder, four-stroke gasoline engine. It is a PE90-7 Packett engine produceby Continental Motors Corporation, FSN 2805-633-6689, and is currently in the Air Force inventory as the power source for several types of ground support equipment. To drive the pump and air compressor, a 0.75:1 reduction gear housing (FSN 2805-960-1916) is used. This provides a single pad power take-off to which a splined stub shaft is attached with an outboard bearing to support the main drive pulleys. Two sets of four each 3V belts drive the pump; a single 3V belt drives the air compressor. On the opposite end of the engine from the power take-off, a loadsensing governor and a 28V, 50-ampere generator are mounted or. power take-off pads provided for them. The dual exhaust pipes are manifold into a single pipe exhausting upwards. A commercial spark arrester is mounted to the exhaust pipe. Gasoline is supplied to the engine by a separate tcink and connected with drip tight quick-disconnect fittings. 3.3.3.3 Centrifugal Pump The centrifugal pump is a 316 stainless steel chemical process pump with TFE mechanical seals. It is constructed to AVS size A70 envelope with a 10.0-inch casing and a 9.5-inch open impeller. The suction port is 4.0-inch diameter and discharge is 3.0-inch 13 (The reverse of this page is blank.) �HIGH VOLUME FLOWMETER LOW VOLUME STRAINER LOW VOLUME FLO*M£TER EDUCTOft AN!) W I N G BOOM PURGE A I R R r OULATOR LOW VOLUME fHROHLE — — WING BOOM N07ZUE <ALVE A I S REGULATOR HIGH VOLUME. THROTTLE CONTROL PANEL 3 INCH D l S S E M I N A i ION KECIRCULATION v A L < 2 INCH RECIRCULATION U INCH SUCTION PUMP CASING D R A I N JACK POWER PRAIN Figure 5. Power Module Assembly (Front View) �24 VDC B A K E R Y EXHAUST STACK SPARK ASREST 3 IHCH OlSSEMtHATil EM£<if,?NCV DUMP AIR RESERVOIR PE90-7 E K O I N i Alk E M f S G E H C Y DUMP A I R HLTER/REGULAIOR A I R RESESVOIS JACK Figure 6. AUK MODULE ELECTRICAL A PNEUMATIC CONNECTIONS Power Module Assembly (Back View) 15 (The rcvcvso of this [lago is l>l;ink) �-EDUCTOR AIR RUER/REGULATOR 2<*-VDC BATTERY EXHAUST STACK EDUCTOR 3 INCH DISSEMINATION 28-VDC G E N E R A T O R 3 INCH RECIRCULATION INCH SUCTION AIR W I N G BOOH CONNECTIONS FUEL LINE - Figure 7. A I R RESERVOIR Power Module Assembly (Left View) �3 INCH DISSEMINATION LINE WING BOOM AIR CONNECTION 2i»-VOC BATTERY — WING BOOM NOZ/LE YHVE A I R REGULATOR EMERGENCY DUMP RESERVOIR PE30-7Q EN CONTROL BOX BE :£NSiONEi< PUMP PUUEY (8 GROOVE) COMPSESSOR PUMP BELT TENSIONER (8 GROOVE) — AIR RESERVOIR Figure 8. Power Module Assembly (Right View) 17 (The reverse of tliis i>age is blank) �diameter; both ports are fitted with ASA 150-pound drilled flanges. The casing has a 3/8-inch drain port. Pump bearings are oil lubricated, and the mechanical seals are pressure lubricated with a spring-type grease cup. The pump is designed to handle slurries and highly viscous agents as well as highly corrosive chemicals. 3.3.3.4 Air Compressor and Air Tanks The air compressor is a reciprocating, power-driven, air-cooled, self- lubricated design used as a source of compressed air in the air brake system of military and commercial wheeled vehicles. Its rated delivery is 7.4 CFM of free air at 100 psig nominal. The compressor is belt-driven off the engine power take-off shaft. A pressure unloader allows the compressor to free-wheel when the air tanks have been pressurized to 130 psig and cuts t;»e compressor back into the system when the pressure falls to approximately 90 psig. The air tanks are cylindrical in shape and are secured to the power module with strap brackets. 3.3.3.5 Agent Valves The 3-inch and 4-inch-ciiameter butterfly valves are aluminum body with TFE sleeves and seals and 316 stainless discs. The butterfly valves are gearwheel, lever, and pneumatically actuated. The low volume spray throttle valve is a TFE diaphragm/stainiess steel valve. 3.3.3.6 Piping 3-inch, and 4-inch-diameter pipi-n9 is 304 stainless and a conbanation of, schedule 5 pipe and 0.065-inch wall tubing. All piping is welded and passivated. Piping connections are made with corrosion weight flanges, sanitary fittings, or quick disconnect fittinc (used for ground support hose connections) . The low volume spray system is 1-inch, schedule 40, 304 stainless screwed pipe. 3.3.3.7 Solenoid Valves The solenoid air valves are commercial 24 Vdc brass. 3.3.3.8 Pneumatic Actuator The pneumatic actuator on the main spray valve is an alaminum body, twin piston-type actuator. 3.3.3.9 Eductor The eductor is 304 stainless and obtains a maximum suction of 27 inches of mercury at 80 psig input air pressure. Air consumption at 80 psig is about 11.4 SCFM. At 60 psig, air consumption is 9.0 SCFM, and a suction of 25 inches of mercury is ojtained. 19 �3.3.3.10 Flowmeters Two flowmeters are used: 3-inch-diameter high volume (up to 600 gpia). and 1-inch-diameter low volume (2.5 to 6D gpm). The meters are turbine-type, constructed of stainless steel with carbide bearings. (The prototype MISS flowmeters were supplied with TFE bearings due to the unavailability of carbide.) The meters are fitted with ASA ISO-pound drilled flanges. 3.3*4 Tank Module Assembly The tank module assembly i** shown in Figures 9 and 10. The assembly measures 48 inches wide by 72, inches long by 64 inches high and weighs approximately 670 pounds dry. Agent capacity is 500 gallons. 3.3.4.1 Tank The tank is constructed of 14-gage 304 stainless steel. The tank ends are ASME low crown flanged and dished heads. Access into the tank is through a 10-inch by 19-inch manhole in the tank top. The manhole cover has a fill cap, cup-type strainer under the fill cap, liquid level transmitter assembly and 2-inch pipe vent line. Agent slosh is controlled by a single vertical internal baffle of perforated sheet, which covers the lower half of the tank and is curved for strength. One tank end has three 3/4-inch14 NPT plugged openings to provide for possible instrumentation during testing. Two of these openings were used for a visual liquid level indicator designed for water testing only, since the indicator materials are not agent compatible. Two 4-inch agent pick-up pipes are provided on the bottom of the tank, one at each end. Attached to these pipes with sanitary fittings are 90°, 4-inch elbows. A 4-inch dump valve is located on one lower end of the tank. 3.3.4.2 Cradle The cradle is a weldment of structural aluminum, coated with heavy duty industrial epoxy paint, and secures the tank with two band straps. Castors are provided on each corner of the cradle, retained with ball-lock pins, and can be easily extended or retracted after lifting the end oi" the tank module assembly with the captive jacks provided. Forklift tubes are located on the cradle side. Eye bolt tie-downs are located at each cradle corner. 3.3.4.3 Electrical Junction Box The electrical junction box is secured to the top of one forklift tube. Extending from the electrical junction box is a cable which connects to either an adjacent tank or the power module, es shown in Fidure 11. 20 �LIQUID LEVEL TRANSMITTER/ FL.OAT ASSEMBLY MOTOR-DRIVE* VEKT VALVE FUt CAP MANHOLE LIQUID LEVEL , INDICATOR (FOR WATER TESTS ONLY) 3/t PIPE HALF-COUPLING HOLD-DOWN STRAPS H INCH DIAMETER 90 ELBOW *GEHT LI " JACK CASTOP AIRLINE CONNECTIONS ELECTRICAL CABLE COKNECTOP, ELECTRICAL , JUNCTION BOX Figure 9. Tank Module Assembly (Side View) 21 �MOTOR-DRIVEN VENT VALVE 2 INCH DIAMETER VENT LINE VENT VALV? __ ELECTRICAL CABLE UMP VALVE WITH PNEUMATIC ACTUATOR IMNCH DIAMETER 90 ELBOW AGENT LINE DUMP AIRLINE ELECTRICAL CABLE DUMP A I R L I N E CONNECTIONS Figure 10. Tank Module Assembly (End View) 22 �0UMP PQRT ELECTRICAL JUNCTION BOX rj i i * v ELECTRICAL JUNCTION BOX CABLE POWER MODULE I i i i ) FRONT TANK MODULE ( T Y P ) Fiauro 11. Tank Module Assembly Electrical Cable Conne -t �3.3.4.4 Dump Valve The dump valve, located at the bottom of one tank end, is a 4-inch butterfly with TFE sleeve, 316 stainless disc, and aluminum body. The valve is actuated by a twin-piston pneumatic actuator, which is equipped with a handle for manual operation. The actuator uses air to open and close the valve and; therefore, air pressure must be relieved before manual valve operation is possible. The dump valve air lines are connected in exactly the same sequence as the electrical junction box cable (Figure 11). The air lines on the tank module nearest the power module are connected to the power module, the next outermost tank module air lines are connected to the tank nearest the power module, etc. The two dump valve air lines are different sizes, eliminating the possibility of incorrect connection. 3.3.4*5 Vent Valve The vent valve is a 2-inch brass ball valve with TFE seats. It is driven with a 28-Vdc motor actuator which provides feedback to the power module control panel to indicate vhether the valve is open or closed. 3.3.4.6 Fill Cap and Strainer The fill cap is 304 stainless with a fluorosilicone gasket. It is spring-loaded and will seal up to about 15 psig internal tank pressure. Located below the fill cap is a removable stainless steel strainer to filter out foreign matter if agent is poured directly into the tank. 3.3.4.7 Liquid Level Float/Transmitter Assembly - - The liquid level transmitter is a sealed resistive-type level indicator made of nickel-plated brass, stainless steel, and TFE. It is bolted to the manhole cover and suppor^c'd at the bottom of the tank by a short vertical tube which forms a slip-joint. This method of connection allows the tank to expand and contract due to temperature changes, etc., without damaging the float assembly. When the float reaches the top of its travel during ground filling, it trips an internal switch which closes the tanks vent valve, preventing agent from being pumped through the vent line. When all tanks in any size PWU-5/A MISS have been filled in this manner, the power module engine magneto is grounded, stopping the engine to prevent overpressurization of the tanks. 3.3.5 Power Module Controls and Instrumentation The power module control panel is shown in Figure 12. It contains all instrumentation and remote controls for the PWU-5/A MISS. All indicator lights are the press-to-test type and can be dimmed by 24 �AGENT PRESSURE AND TEMPERATURE VENT VALVE INDICATORS — AND CONTROL OPERATOR EMERGENCY DUMP SWITCH AGENT LEVti SYSTEM FLOWMETER ELECTRONICS R RESERVOR PRESSURE ,,. OPERATOR— SPRAY SWITCH •NGINE CONTROLS r"!7,«AS,- -.'i-vw.c-- *i!:-^V*"*VfJIl-;_>4 CIRCUIT BREAKERS "(COVER OPENED) Figure 12. Control Panel 25 �rotating. The control panel is hinged for easy access to the control box immediately behind the control panel. The control box contains the majority of the system's electrical equipment. 3.3.5.1 Agent Temperature and Pressure . The agjent temperature and pressure gages are located at the upper left-hand corner of the control panel. Agent pressure is read •'at.the centrifugal pump output and agent temperature at the pump intake. 3.3.5.2 Air Pressure Two air pressure gages are located below the agent temperature antf pressure gages. The upper gage reads the air pressure in the emergency dump reservoir, and the lower gage reads the pressure in the primary air reservoirs. 3.3.5.3 Number of Tanks The switch at _the top center of the control panel is used to set the system for the total number of tanks in the system. For all systems (2, 4, 6, or 8 tanks) except the C-47, the tanks are located symmetrically about the power module. The C-47 MISS installation uses two tanks both on the same side of the power module and therefore requires a special switch position. 3.3.5.4 Vent Valves Figure 13 shows the vent valve control display and how it relates to the MISS tank placement. The switches marked "End Tank Left" and "End Tank Rinht" are used to set the system electronics for the correct end tank. For a two-tank symmetrical system, the switches would be set at 1 and 2; for a four-tank system, they would be set at 3 and 4, etc. The C-47 has special switch positions because it is not a symmetrical system. The vent valve switch in the center of the vent valve panel opens and closes all tank vert valves simultaneously. Each tank has indicators to display whether its vent Valve is open or closed. Red lights indicate open, and green lights indicate closed. 3.3.5.5 Dump The dump switch opens all tank vent valves and dump valves, simultaneously. This switch is in parallel with the pilot's dump switch so that either the operator or pilot can start and stop the dump sequence. (The same switch must be used to both start and stop the dump operation.) 26 �LEFT -<- •>- RIGHT i POWER 7 5 3 2 1 4 6 MODULE • i .....i ..... ^x FRONT I— TWK MODULES NUMBER OF TANKS 6 to -j OPEN OPEN O O © © © 5 3 CLOSED V*LVES © © 2 © 4 O O © © TV > CLOSEO \ END UKK RI'SHT S W I T C H OPENS/CLOSES ALL VENT VALVES SIMULTANEOUSLY INDICATOR LIGHTS OPEN - RED CLOSED - GREEN Figure 13. Vent Valve Control Schematic 8 �3.3.5.6 r 11 The fill switch opens all tank vent valves for ground filling using the power module suction fill function. As each tank is • filled, its vent valve automatically closes. When all tanks are filled, the engine magneto is grounded, stopping the engine and preventing overfilling the tanks. Turning the fill switch off allows the engine to be restarted. If the tanks are not filled full v?hen ground filling is terminated, turning off the fill switch will close all tank vent valves. 3.3.5.7 Pump Prime The pump prime switch supplies air from the primary air reservoirs to the eductor for priming the pump when the system is dry and opens the end tank vent valves to allow venting of the eductor exhaust air through the recirculation line and the end tank vent's..' 3.3.5.8 ••• - ...'.. . ,:. .. Air Purge The air purge switch supplies air from the primary air reservoirs to the 3-inch dissemination line just after the main on-off spray valve. The air purge switch will not function unless the main on-off spray valve is closed, preventing the possibility of blowing air back through the system and into the tanks. 3.3.5.9 Drain The drain switch opens the end tank vent valves only. sequential draining of the tank modules. 3.3.5.10 Agent Capacity System ........ ?. . . . . . . ^. This allows ; The agent capacity system includes a twin opposed needle indicator with each needle reading 0-500 gallons, and a four-position selector switch marked 1-2, 3-4, 5-6, 7-8. With the selector switch in the 1-2 position, the agent capacity of tank number 1 is displayed on the left needle indicator and number 2 tank agent capacity is displayed on the right needle indicator. In the same manner, the agent level in tanks 3 through 8 can be read. If a tank is selected which is not in the given system (i.e., tank No. 6 in a two-'fahk system), the indicator needle will pin off scale, above the full mark. 3.3.5.11 Spray The spray switch opens the end tank vent valves and the on-off main spray valve (3-inch butterfly) simultaneously, allowing the tanks to empty sequentially from the end tanks to the innermost tanks (both sides of the power module simultaneously). The 28 �operator spray switch is in series with the pilot's spray switch s>o that both switches must be thrown to initiate spraying, but eitbtsr the operator or pilot can terminate spraying. Two indicator: lights next to the spray switch indicate if the pilot's or operator's spray switch is on. 3.3.5.12 Main Powei: The main power switch supplies power to all system functions and is also a circuit breaker. All subcircuits are individually protected with circuit breakers, and an indicator light illuminates if any circuit breaker is activated to the OFF position. A hinged panel provides circuit breaker access. 3.3.5.13 Engine Controls Engine- controls include a start button, ignition switch (magneto ground), throttle, and choke. The choke and throttle levers are the push-pull type. Pulling the choke lever activates the choke; the throttle lever is pulled to decrease throttle and. pushed in to increase throttle. Rotating the throttle lever clockwise will lock it in a given setting. The engine tachometer is located above the engine controls. 3.3.5.14 Engine Instruments A twin needle indicator displays oil and engine head temperature. The hourmeter indicates elapsed operation time. The ammeter shows battery charging or discharging rate, and the oil pressure gage indicates engine oil pressure. -3.3.5;. 15 Panel Illumination Lights *. ... , Two flexible goose-neck panel lights are provided. These lights may be positioned as desired, include dimming devices, and can be adjusted to illuminate with either white light for day flying or red light for night flying. 3.3.6 -Pilot Controls Pilot controls are shown in Figure 14. Switches for spraying and dump are provided. A dump indicator illuminates if either the pilot or operator activates the function. Separate indicators for the pilot and operator are provided with the spray switch. The indicators are the press-to-test type and can be dimmed by rotating them. The pilot control box is connected to the power module control box with an electrical cable. 29 �PILOT'S CONTROL BOX Figure 14. Pilot Controls 30 �3.3.7 Electrical System The main electrical power system consists of a 28-volt lead-acid aircraft battery, 50-ampere - 28.5-volt direct current generator powered by the PE90-7 engine, a carbon pile voltage regulator, and a reverse current relay. All secondary electrical systems are individually protected with circuit breakers. A detailed explanation of the complete PWU-5/A MISS electrical system is presente-i in Appendix I of this report. • 3.3.8 Emergency Dump System The emergency dump system allows one-half the agent payload to be jettisoned overboard in less than 45 seconds. Each tank dump valve output is manifolded into a 10-inch-diameter duct which extends through ah aft jump door. A single 10-inch dump line can handle up to four tanks; larger systems require two dump lines. The ducting is silicone-coated glass fiber, and fittings are stainless steel. 3.3.9 Tank Vent System The complete MISS is sealed to prevent leakage of agent or agent vapors inside the aircraft. To accomplish this, the 2-inchdiameter tank vent hoses are manjfolded into a 3-inch vent line and routed out a rear jump door. Each 3-inch line will handle four tanks; larger systems use two 3-inch vent lines. At the jump door the 3-inch vent line chute is positioned so the airstream causes slight ram-air pressurization of the tanks, decreasing emergency dump time. All vent line ducting is siliconecoated glass fiber, and all fittings are stainless steel. 3.3.10 Internal/External Aircraft Plumbing Ayent suction lines are 4-inch-diameter flexible hose. The first MISS prototypes were supplied with a vinyl interim hose which should not be used with agents containing aromatic hydrocarbons. A stainless steel suction hose, which is compatible with all MISS agents, is specified with the system. Recirculation and spray hoses are 3-inch-diameter- cross-linked polyethylene-lined pressure hoses rated at 150 psig working pressure. All suction and pressure hoses are sanitary^type couplings. Each aircraft used with the PWU-5/A MISS requires certa:.n custom fittings to route the spray hose out the jump door to the wing booms. For complete information regarding internal/external plumbing for a specified aircraft, consult the PWU-5/A Modular Internal Spray System, Class II modification documentation for that aircraft. 31 �3.3.11 Wing Boom System The wing boom is a 2-inch stainless pipe streamlined with an aft fairing. Standard wing boom lengths are 8 feet and 4 feet. Variations of shape and length are required on certain aircraft. Sections are joined with flexible connectors, which allow angular movement but restrain axial movement and rotation. Nozzle stations are located every two feet along the boom. Air- ... assisted diaphragm nozzle valves are used at each nozzle station to insure positive termination of spraying and prevent agent leakage through the nozzles when not spraying. A pneumatic line is located inside the boom fairing to supply air pressure to the nozzle shut-off valves. Two size stainless steel nozzles are used: 1/2-inch high capacity nozzle rated at 7.5 gpm/nozzle at 10 psig to 23.7 gpm/nozzle at 100 psig; 1/4-inch low volume nozzle rated at0.10 gpm/nozzle at 10 psig to 0.32 gpm/nozzle at 100 psig. The booms are positioned underneath the wing and secured by struts and bonded mounting plates (bonded to the wing with aerospace adhesive). 3.3.12 Ground Support Equipment Ground support equipment consists of: • 50-foot, 2-inch-diameter suction/pressure hose • 50-foot, 1-inch-diameter pressure hose • 55-gallon drum suction probe'assembly • Tank washing probe • Aircraft washing gun • Adaptor fittings. The 2-inch hose is used for suction filling or power draining. Attaching the drum suction probe assembly allows suction filling directly from 5r-gallon drums. The 1-inch hose may be either connected directly to the power module or to the end of the 50foot, 2-inch hose. The tank-washing probe includes a spherical spray head to wash down all internal tank surfaces when cleaning the system and is inserted through the tank fill cap opening. The aircraft washing gun has a variable spray which may be changed from a jet stream, cone spray, or shut off according to the gun's trigger position 32 �SECTION IV SYSTEM DEVELOPMENT Tithe following sections of this report present the development sequence of all FWp-5/A MISS hardware plus discussions of design criteria such as aircraft characteristics, chemical agents, and field operations. • ..,„. . „„... , - -r..^4.1 AIRCRAFT CONSIDERATIONS The PWU-5/A Modular Internal Spray System has been designed for use on a wide variety of cargo-type aircraft: C-46D, C-47D, C-54G,, C-97G, C-118A, C-119G, C-121G, C-I23K, C-13QE, and C-131E. Some of these aircraft date back to the late 1930's while others are modern-day sophisticated transports capable of carrying up to 45,00.0 pounds of cargo. This wide range of aircraft technology required extensive investigations to insure that suitable system/ aircraft combinations resulted. The aircraft were divided into two groups: primary and secondary. The primary aircraft are the C-47D, C-54G, C-123K. and C-130E;'other aircraft are termed as secondary. Some specific aircraft characteristics are shown in Table II. The aircraft design considerations included aircraft compatibiliL , modifications required, installation and removal restraints, aircraft contamination, and spray performance. These subjects are discussed in the following sections to show the restraints placed on the design and to show how the design satisfies the restraints:. 4.1.1 Aircraft Compatibility . 1 . ' •••••* '- ' ' ' ' To determine aircraft compatibility, several requirements v.'ere established. These requirements include: • Using full aircraft payload capacity • Attention to floor load limits • Attention to center of gravity • Fitment in allowable cargo-space • Attention to tie-down requirements • Permitting access to emergency exits • Permitting access to service points • Withstanding airborne environments. 33 �TABLE II. ( AIRCRAFT CHARACTERISTICS PRIMARY AIRCRAFT SECONDARY AIRCRAFT C-470 C-54G C-123K C-13QE C-97G C-460 C-HB* C-1196 C-121G C-131E SPAN FT 95,0 117.5 MO.O 132.6 108.0 141.3 1 17. 5 109.3 123.0 K>5.7 LENGTH FT 6t}. 5 93.9 75.8 97.7 76.3 110.3 106. 9 86.5 113.6 79.,' HEIGHT FT 16.9 27.5 34. 1 38.0 21.8 38.3 28.4 26.3 24.8 27.8 2 4 2 4 2 4 4 2 4 290 200 326 260 310 329 242 295 2 295 167 IIH 291 129 200 229 146 212 170 ENGINES MAUMUM SPEED KNOTS 221 CRUISE SPEED KNOTS 142 - OPERATING WEIGHT LB 20,000 MO, 000 39,100 71,500 31,000 92,500 60,000 45,000 110,000 38,000 LOADED WEIGHT L8 33,000 73,000 60,000 153.000 61,900 169,000 112.000 72,700 145,000 60,500 LB 9.000 24,000 13.000 45,000 16,000 40,000 20,000 30,000 18,500 M A I N CARGO DOOR • • • SIDE SIDE REAR REAR SIDE REAR SIDE REAR SIDE SIDE DOOR HEIGHT IN. 55-70 67 ICO 109 55.5-78.5 78 78 96 DOOR W! CTri IN. 84 95 no 123 95.5 73 124 CO 74 112 72 120 HEIGHT IN. 80 80 98 ' 109 80 86 93 92 WIDTH IN. 79 103 98- 1 10 123 109 88-107 104 110 80 120 LENGTH IN. 270 420 444 492 510 764 816 443 984 79 93.6 554 MAX. PSF 200 200 200 1080 185 200 200 200 300 300 ' M A X . PAYLOAD CAR30 30,000 COMPARTMENT: FLOOR LOAD ' N O T E : PAYLOADS SHOWN ARE MAXIMUM FOR MISSIONS U T I L I Z I N G THE PWU-5/A MISS. �Since the PWU-5/A .MISS must be capable of use on a wide variety of aircraft with cargo capacities varying from 9,000 pounds to 45,000 pounds, several trade-offs were made resulting in the fin. : system. The system is able to satisfy the requirements of the large aircraft, and by rearranging the modules and connective plumbing and reducing the number of tank modules, the system is made compatible with other aircraft. Parameters of the various aircraft/system combinations are shown in Table III. The weights and payload efficiencies do not includ<> the weight of connective plumbing and booms. It is seen that the payload efficiency (without plumbing) is high, varying from 95 percent to 67 percent. For those aircraft which are payload limited, the PWU-5/A MISS utilizes nearly 100 percent of the aircraft payload capac.ity when the internal and external plumbing are included. Since the system moduL..- must be interchangeable, the most extreme environmental factors of the group of aircraft were considered. These f actors,_ which were established as design goals, are presented in Table IV. Load factors were determined to meet the requirements of the applicable Air Force technical orders for normal and crash conditions. Aircraft attitude angles determined the amount of center of gravity control which must be provided by the PWU-5/A MISS. Altitude and temperature ranges were determine ' to aid in the design of system components. A design dynamic pressure was established for the determination of maximum air loads on external components. Specific module layouts for the various aircraft arc discussed below. Particular attention was given to satisfyinq floor loadin compartment loading, and center of gravity requirements while exploiting maximum possible payload capacities. '• ..... •; -1 4.1.1.1 Primary Aircraft • C-47D The module layout for the C-47D is presented in Figure 15. Tvo. tank modules and ono power module are shown. The fuselage is divided into compartments along its length. Each compartment hn: a weight capacity independent of other compartments. Center of gravity conditions were satisfied assuming a basic aircraft, crew, and fuel e.g. at the forward aircraft e.g. limit. The modules were then positioned such that the aircraft e.g. remained within limits. These e.g. requirements limited the load of the aft tank. The forward portion of the main cargo door is removed for routing of connective plumbing. 35 �TABLE III. AIRCRAFT/SYSTEM PARAMETERS T A N K MODULE W E I G H T : 653 POUNDS EMPTY AIRCRAFT POWER MODULE WEIGHT: AGENT (T) CAPACITY (GAL.) NUMBER TANK MODULES MODULAR© WEIGHT (POUNDS) PAYLOAD© EFFICIENCY 2.0SO POUNDS LI. Ml TING FACTOR C-U6D t4 9% 12,982 0.81 CCVPftRTKENT LOAD C-i«7D 2 i466 7,250 0.81 CENTER OF GRAVITY C-5^G U 1,925 20,738 0.86 LATERAL RESTRAINT C-97G 8 3 ,W 36,U50 0.91 PAYLOAD C-118A 6 2,592 27,598 0.92 PAYLOAD C-119G i4 1,72*4 - 19,050 0.95 PAYLOAD C-121G 6 2,592 27,598 0.92 PAYLOAD C-123K 2 992 11,712 0.90 PAYLOAD C-130E 0; 3,9fc8 140,698 0.90 PAYLOAD C-131E k 932 12.U50 0.67 COMPARTMENT LOAD \ NOTES: Q SPECIFIC G R A V I T Y 1.0 © INCLUDING POWER MODULE, TANK MODULES. W I T H S.G = 1.0 AGENT, EXCLUDING CONNECTIVE PLUMBING, WING BOOHS, ETC. © R A T I O OF MODULAR WEIGHT TO MAXIMUM A I R C R A F T PAYLOAD. �TAM.K IV. I) ENVIRONMENTAL FACTOHS LOAD FACTORS KORKU FORWARD 3.0 9 6.0 g AFT 3.0 g 1.5 g UP 3.0 g 2.0 g DOWN i».5 g 9.5 g SI OF 2) CRASH 1.5 g t.b g AIRCRAFT ATTITUDE FOR C.G. CONTROL PITCH * 30* ROLL i 60" ALTITUDE CRUISE: SPRAY. 4) 0 FEET TO 20.000 FEET - MEAN SEA LEVEL 0 FEET TO 10,000 FEET - MEAN SEA LEVEL DESIGN DYNAMIC PRESSURE 400 KTAS AT SEA LEVEL = r,m» psr TEMPERATURE STORAGE (WITHOUT AGENT) -65"F TO H65°F INSTALLED WITH AGENT -65"F TO +IUCTF (OUTSIDE) •»20'F TO +I"»0"F (INSIDE) SPRAYING +WF TO 37 �TOT»L 3000 C TY ( C A L . S.G. 1.0) 22CO 231 i xEIC-HT (L3) 185 E 3000 3000 L I M I T (L8) 7250 2050 O 17 INCHES .10 INCHES •NS-V5-:-: I^ISScf^ FrfD INCHES oo f 22.5 JNCHES U.5 INCHES FULL 'ALLOrfASLE PAYLOAD C. G. FULL ACTUAL PAYLOAO f.G. 'ALLOWABLE PAYLOW c.t. <////. *///////////A EMPTY EMPTY ACTUAL fAYLOAO C. G. •BASED ON ASSUMPTION THAT BASIC AIRCRAFT C.G. (iHCL. fUEl AHO CREW) IS AT THE FWO C.G. LIMIT. Figure 15. C-47D Floor Plan �Tie-down of modules should be in accordance with the cargo load inT.O.'s of.the applicable C-47 model. Due to extreme variance of tie-down locations and strengths between C-47 models, no simile tie-down procedure is applicable. • C-54G The 4-tank module layout proposed for the C-54G is presented in Figure 16. The versatility of the modules, necessary to maximize payload capabilities, may be seen in this layout. The modules are oriented crosswise in the cargo compartment in order to satisfy center-of-gravity requirements. The two end tanks will empty first, and the two center tanks will empty l?..it. The forward portion of the aft cargo door will be removed to provide the opening for connective plumbing. Due to restraint capability of the cargo tie-downs, the forward tank must be limited to a total weight of 4332 pounds. In addition, it is required to directly bolt the cradles to floor fittings and to use several tie-down brackets to maximize the available restraint. Table V presents the recommended tie-down scheme. The tie-down fitting number is composed of the compartment, ths row (from left to right), the type fitting (primarily used for engine tie-down or general cargo), and the numerical position (from forward) of the fitting in the particular compartment row. • C-123K The module layout for the C-123K is presented in Figure 17. 'iVo tank modules and a power module are used, and the small c.n. banu requirements are satisfied by this arrangement as shown. The tanks empty simultaneously. Cargo tie-down fittings are adequate, passageways are sufficient, and the forward bail-out chute is not obstructed. Floor and compartment loading requirements are satisfied. The two aft jump doors are removed to provide openings for connective plumbing. Tie-down details are presented in Table VI; fitting' nomenclature is standard to tho aircraft. • C-130E The module layout for the C-130E is presented in Figure 18. The full capacity eight-rank system is shown. The module layout satisfies e.g., floor loading, and compartment loading requirements, and the jump doors provide openings for connective plumbin Tic-down details are presented in Table VII. Fitting ncmer.~l.alur. is standard to tho aircraft. For the prototype tent system, a four-tank assembly was designed and fabricated. 39 �,L,GH,- (is) •Cm 20,, 7 23 3050 U776 C A P A C I T Y (GAL. S.G. 1.0) r U35 U36 U925 COMPARTMENT, (capacity) (WOO) EMPTYING SEQUENCE (H300) (WOO) (WOO) ' (H800) o f"- 12 INCHES O —*i «-12 INCHES }*— 12 INCHES tj.-r 7>, FKO 16 INCHES •ALLOWABLE PAY LOAD C.G. ACTUAL PAYLOAD C.G. IS////,'/* FULL ® FULL •ALLOWABLE PAYLOAD C.G. ^77777777/////r//r//////7//77//////7/7/\ ACTUAL PAYLOAD C.G. Q EMPTY EMPTY 'BASED OH ASSUMPTION THAT BASIC VIRCRAFT C.G.i(H*CL. FUEL AND CREW) IS AT THE FWO C.G. LIMIT. NO T.O. DATA Figure 16. C-54G Floor Plan �TABLE V. MODULE I (HOST AFT) TIE-DOWN FITTING NO. C-54G TIE-DOWN DETAILS TIE-DOWN DEVICE QTY SIZE 1 6-A-C-3 H-A-t-J l 12 50 t ATTACHMENT POINT LEFT AFT CORNER H-B-C-I H-C-C-I LEFT AFT CORNER RIGHT AFT CORNER H-D-C-I H-E-C-I RIGHT AFT CORKER fl-F-C-3 H-F-C-I 6-B-C-l i I 12 50 BOLT 0-6-E-l RIGHT AFT CORNER RIGHT AFT CORNER THROUGH CRADLE i G-.6-C-? G-B-E-2 G-B-C-3 G-C-C-I G-C-C-2 G-C-C-3 G-D-C-I 6-0-E-l G-D-t-2 , G-O-t-2 G-D-C--3 G-E-C-I G-E-E-I 6-E-C-2 i G-E-E-2 1 G-E-C-3 2 BOLT THROUGH CRADLE F-A-C-I 1250 LEFT FWD CORNER F-A-C-2 i i LEFT FWD CORNER f-A-'.-3 LEFT AFT CORNER G-A-C-I LEFT AFT CORNER G-A-C-2 LEFT AFT CORNER F-B-C-I RIGHT FWD CORNER F-C-C-I F-O-C-I RIGHT FWD COftlER LEFT FWO CORNER F-E-C-I F-F-C-I F-F-C-2 LEFT FWD CORNER \ ( l RIGHT FHO CORNER 1250 RIGHT FHO CO<HER 41 �TABLF V. ; mm 2 (CONTINUED) (CONTINUED) TIE-DOWN DEVICE TIE-DOWN F I T T I N G NO. QTY SIZE F-F-C-3 1 1250 I ATTACHMENT POINT RIGHT AFT CORNER , G-F-C-I G-F-C-2 1250 RIGHT AFT CORNER RfGHT AFT CORNER F-8-E-I BOLT THROUGH CRADLE F-8-C-2 F-l-C-3 t \ i F-C-C-2 F-C-C-3 F-O-E-I F-D-C-2 F-D-E-2 F-D-C-3 F-D-E-3 F-E-E-1 F-E-C-2 F-E-C-3 POWER MODULE BOLT THROUGH CRADLE E-A-C-2 1250 LEFT FWD CORNER ! E-A-C-3 LEfT AFT CORNER 1 E-F-C-2 ' •' RI-1HT FWD CORNER E-F-C-3 1250 RIGHT AFT CORNER E-C-C-I E-C-C-2 BOLT THROUGH CRADLE I \ E-C-C-3 E-D-C-I E-O-E-I E-O-C-2 I f E-O-E-2 1 E-O-C-3 E-D-E-3 3 t BOLT D-A-C-2 D-A-C-3 ' THPfHlfiK C8imF E-A-C-I E-8-C-I LCFT LEFT LEFT LEFT D-F-C-2 RIGHT AFT CORKER 1250 j 1 AFT AFT AFT AFT CORNER CORNER CORNER CORNER D-F-C-3 E-F-C-I E-E-C-I D-B-C-I 1 ' t 1 t 1250 SIGHT AFT CORNER BOLT THRJUGM CRADLE 42 �V. MODULE 3 (CONTINUED) TIE-POWN F I T T I N G f'O. (CONCLUDED) TIE-DOWN DEVICE QTV D-8-C-2 ATTACHMENT POINT SIZE BOLT THROUGH CRADLE BOLT TIE DOWN BRACKET BOLT THROUGH CRADLE D-6-E-I D-fl-C-3 0-B-E-C D-C-C-I D-C-C-2 t AFT CRADLE THROUGH CRADLE I i D-C-C.J D-O-C-; - D-D-C-2 D-O-E-I . 1 D-O-C-3 0-1/-E-2 MLT TIE DOWN BRACKET BOLT BOLT TIE DOWN BRACKET D-E-C-I O-E-C-2 THROUGH CRADLE AFT CRADLE THROUGH CRADLE THROUGH CRADLE AFT CRADLE O-E-E-I O-E-C-3 D-E-C-2 il (MOST FWD) M C-A-C-I TIE DOWN BRACKET 1250 TIE DOWK BRACKET C-A-C-2 D-A-C-I C-F-C-I C-F-C-2 D-f-C-l 1 1 LEFT SIDE LEFT SIDE LEFT AFT CORNER XiGKT S'lOE RIGHT SIDE 1250 RIGHT AFT CORNER C-B-C-I BOLT THROUGH CRADLE C-B-E-I 1 C-B-C-2 C-C-C-I C-C-ft-2 C-D-C-I C-D-E-I C-D-C-2 C-E-C-I C-E-E-I C-E-C-2 IN ADDITION 1 1 BOLT • TIEDOWN BRACKET 1 43 THROUGH CRADLE INTERCONNECT MODULE NO. 1 TO NO. 2 AND MODULf NO. 3 TO HO. t �4831 2050 MODULE H E I G H T (IB) UPACITY ( G A L . S.G. 1.0) = 11,712 992 U36 COMPARTMENT TOTAL I IOW CAPACITY (LB) EMPTYING SEQUENCE 7500 7500 7500 7500 © © r FWO L... •ALLOWABLE PAYLOAO c.e. FULL ACTUAL PAYLOAO C.6. FULL EMPTt •ALLOWABLE PAYLOAO C.6. EMPTT ACTUAL PAYLOAO C.O. •PER T.O. tC-l236-9 Figure 17. C-123K Floor Plan �TABLE VI. O123 TIE-DOWN DETAILS WOOULE TIE-DOWN FITTING NO. FORWARD TANK A- 8 ATTACHMENT POINT A- 9 A-10 RIGHT AFT CORNER E- 9 RIGHT FORWARD CORNER E-10 A-11 RIGHT AFT CORNER LEFT FORWARD CORNER A-12 LEFT AFT CORNER E-11 RIGHT FORWARD CORNER E-12 RIGHT AFT CORNER A-U LEFT AFT CORNER A-16 LEFT FORWARD CORNER A-18 LEFT AFT CORNER E-1U RIGHT AFT CORNER E-16 RIGHT FORWARD CORNER E-18 AFT TANK LEFT AFT CORNER E- 8 POWER MODULE LEFT AFT CORNER LEFT FORWARD CORNER RIGHT AFT CORNER NOTES; TIE-DOWH DEVICE: QUANTITY = 1 SIZE = 10.000 45 �MODULE WEIGHT (L8) CAPACITY(6AL. S.C. <«83I ', 1.0) COMPARTMENT 196 , U LOAD CAPACITY (L8) 0 12,900 i(83l U83I K96 H96 ¥831 «»96 E 19. -.00 . F . ' 28,000 »L ' 48 31 U96 2050 H83I <m ),000 30,000 MO,698 496 W6 « t,Wt 2H.UOO 12.700 t H G M83I = »5, EMPTY INd SEQUENCE FWO •ALLOKASLE PAYLOAO c.c. V////271 AfTJAL PAYLOAO C. G. ® •ALLOWABLE PAYLOAO c.o. ACTUAL ?uu. FULL EMPTY V/////////S7//77//////777/S//A Q PAYLOAO C. 0. EMPTY 'PER T.O. IC-I30E-5 Figure IS. C-130E Floor Plan �TABLE vn. C-ISOE TIE-DOWN DETAILS MODULE 8 (HOST FWD) TIE-DOWN FITTING NUMBER «A ATTACHMENT POINT LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORNER RIGHT FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER no .... :.. 5A 50 6B 6F 7 6 5 POWER MODULE i» 3 2 1 (MOST MOTES: AFT) TIE-DOWN DEVICE QUANTITY = 6A 66 8A 86 9B 9f 9A •90 IOA 100 MB IIF IIA 110 I2A 120 138 I3F m 118 I"»F (KG LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORNER ' R I G H T FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORNER RIGHT FORWARD CORNER LEFT AFT CORNER LEFT RIGHT CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORKER RIGHT FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER ••- LEFT FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER RIGHT FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORnER RIGHT FORWARD CORNER LCFT AFT COSHER RIGHT AFT CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORNER RIGHT FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORNER RIGHT FORWARD CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT AFT CORNER RIGHT AFT CORNER LEFT FORWARD CORNER LEFT FORWARD CORNER RIGHT FORWARD CORNEA RIGHT FORWARD CORNER I6A 166 ISA I8G 198 I9F I9A 190 201 20G 218 2IF 2IA 2IG 22A 220 2KB 2HF 23A 230 25A 258 25F 256 1 SIZE = 47 10.000 �4.1*1.2 Secondary Aircraft Tim compatibility restraints of the secondary aircraft are satisfied in a similar manner as the primary aircraft. Figures 19 through 24 and Tables VIII through X <how the module layouts and tie-down details where tie-down data was available. 4.1.2 Aircraft Modifications One primary goal in designing the MISS was to allow the system to be rapidly installed while minimizing aircraft modification. Welding and metal-cutting operations were to be avoided. This philosophy was followed; major internal hardware is secured using standard tie-down devices. External hardware is attached to mounting plates which are bonded to the external aircraft surfaces. Complete modification information for the C-47, C-123, and C-130 is contained in their respective Class II modification documents. Figures 25 and 26 show the MISS test kits as installed on the C-47 and C-130 aircraft. Figure 1 (Section III of this report) shows the C-123K installation. 4.1.2.1 Internal Modifications The jump door openings were chosen as the location for the internal/external plumbing connection, the vent and dump outlets, battery and gas tank vents, and engine exhaust. This requires the jump doors to be removed for spraying but provides convenient routing without modifying the aircraft. The plumbing at tho- 'doors• can be removed and doors closed for ferrying. Several alternate openings were considered. A hole could be conveniently cut in the fuselage to minimize pipe length requirements, but this is time-consuming and is a major metal-cutting operation. Removal of a window was considered, but it would not adequately serve as a route for the emergency dump line since the dump line must be below the tanks to allow gravity flow. Removing an emergency exit is fast; again/ this does not present an attractive means of routing the dump line. The pilot's control box location was determined for each aircraft during the system fit tests according to the pilot's preferences. Most pilot control box brackets can be either bonded or bolted in place. The C-123 box bracket is bonded, the C-130 bolted to the window frame, and the C-47 pop-riveted to the central control console. The dump chute, vent chute, and exhaust chute, located at the jump door, are mounted to brackets which, in turn, are bc-.ided-to the aircraft interior. The bonding agent specified is silicone which can be easily removed when desired to reutore the aircraft interior to its original non-modified condition. Another method �TOTAL 12.982 MODULE WEIGKT(LB) CAPACITY (GAL. S.6. i,024 COMPARTMENT LOAD CAPACITY 'ALLOWABLE PAYLOAD C.O. ACTUAL PAYLOAD C.O. 'ALLOWABLE PAYLOAO C.G. ACTUAL PAY LOAD c.o. FULL FULL EMPTY EMPTY •BASED ON ASSUMPTION THAT M3»C AIRCRAFT C.G. (IMCL. FUEL AND CREK) IS AT THE FWO C.fl. UMIT. Figure 19. C-46D Floor Plan �M03UIE WEIGHT ( L B ) 1300 *300 1300 U300 4300 1300 1300 138 438 138 138 438 20 50 1300 M38 TOTAL = 36.800 • CAPACITY (GAL. S.G. ».0) 138 ; 138 r L r i 1r—+—+—^ E COMPARTMENT 9500 LOAD C A P A C I T Y EMPTYING SEQUENCE .O f G H 9000- 7500 " 75CFO 9000 u) (3) m CO (a; 3.«« i i ' i »•!*—t—t—^—Hi 7000 (z) 7000 7000 7000 (i FWD en o J~ HATCH HATCH ' A ^ - J . *. 'J''t •ALLOWABLE PAYLOAO c.o. . FULL FULL ACTUAL PAY LOAD C.G. •ALLOWABLE PAYLOAO C.G. ACTUAL PAYLOAD C.G. Y//7////7777/77/77/A & EMPTY EMPTY 'PER T.O. IC-97A-9 Figure 20, C-97G Floor Plan �TABLE VIII. MODULE TIE-DO WN FITTING NO. C-97G TIE-DOWN DETAILS TIE-DOWN DEVICE qn SIZE ATTACHMENT POINT L-«IL 1 TIE-DOW BRACKET LEFT SIDE L-U2R POKER MODULE 4 TC-DOWH BRACKET RI6HT SIDE H-5U 10,000 LEFT AFT CORNER M-5IR 10.000 RIGHT AFT CORNER • I-1IL BOLT THROUGH CRADLE (An TANK) J-m.R BOLT THROUGH CRADLE L-7IL L-7IR 10,000 10,000 LEFT AFT CORNER . RI6HT AFT CORNER L-5IL 10,000 LEFT FM> CORNER L-5IR 10,000 RIGHT FWD CORNER H-H3L BOLT BOLT THROUGH CRADLE I-OIR H-81L N-6IR 25,000 25,000 FWD LEFT CORNER FWD RI2HT CORNER H-Hk H-UIR BOLT THROUGH CRADLE BOLT THROUGH CRADLE 2 3 |J THROUGH CRADLE THROUGH CRADLE THROUGH CRADLE 25,000 25.000 FWO LEFT CORKER K-8IR FWO RIGHT CORNER F-UIL BOLT THROUGH CRADLE F-UIR 6 BOLT BOLT K-8IL 5 G-'HL G-1IR BOLT BOLT THROUGH CRADLE THROUGH CRADLE BOLT 25.000 THROUGH CRADLE E-4iL E-«HR I-8IL 25,000 I-8IR 7 o-mt C-H2L D-4IR G-8IL G-8I.< IK ADDITION RIGHT FWO CORNER BOLT BOLT D-UIR & (FWD TANK) LEFT FWO CORNER , THROUGH CRADLE THROUGH CRADLE BOLT THROUGH CRADLE BOLT THROUGH CRADLE 25,000 FWO LEFT CORKER 1 25.000 FWD RIGHT CORNER 2 2 BRACKET BRACKET CONNECT MODULE 2 AND 3 2 BRACKET CONNECT MODULE K AND 5 2 BRACKET CONNECT MODULE 6 AID 7 51 CONNECT MODULE 1 A*D 2 �WOUU «IGHT{18) 42S8 UPACITY(QAL. S.G. 1.0) COMPAHTKEKT C LOAD CAPACITY ; 432 , L 432 0 EH»niK5 SEQUENCE J I 5120 U32 y 432 r—T—T J 5200 4258 H25S 432 432 r —h—T 4800 2050 \ 5200 " 5200 • I TOTAL = 27,538 2.592 432 " 5HW T—i I I J720 O 1 16.S INCHES 12 'NCHES 30 10 1HCHES Ul NJ •22 * ALLOW ABLE PAYLOAD C.Q. ACTUAL PAYLOAD C.G. 10 INCHES \777777777A ® FULL FULL •ALLOWABLE PAYLOAD c.s. EMPTY ACTUAL PAYLOAD C.Q. EMPTY "PER T.O, IC-II6A-9 Figure 21. C-118A Floor Plan �TABLE IX. TIE-DOUN MODULE FITTING NO. 1 i-» (AFT TANK) 8-30 8-3! 1-32 C-2> C-118A TIE-DOWN DETAILS TIE- DOWN DEVICE <m SIZE 1 5000 4 i 2 3 K LEFT AFT CORNER i k i C-31 C-32 A-33 B-29 D-30 0-bl D-32 E-2S £-30 £-31 £-32 F-2« F-33 A- 19 A-23 A- 23 A-2S F-19 F-23 F-25 F-26 A- 18 A- 20 A-21 A-22 F-18 F-20 F-21 F-22 A-IU A-l* A-16 F-lt F-15 F-16 8-16 B-16 0-16 D-18 ATTACHMENT POINT i LEFT AF T CORNER RIGHT AFT CORNER I i RIGHT AFT CORNER LEFT FWD CORNER LEFT FWD CORNER LEFT FWD CORNER LEFT AFT CORNER RIGHT FWD CORNER RIGHT FWD CORNER RIGHT FWD CORNER RIGHT AFT CORNER LEFT AFT CORNER LEFT FWO CORNER LEFT FWO CORNER LEFT' FWD CORNER 1 ' 5000 10,000 10,000 10,000 10,000 53 RIGHT AFT CORNER RIGHT FWD CORNER RIGHT FWD CORNER RIGHT FWD CORNE? LEFT FWD CORNER LEFT FWO CORNER LEFT AFT CORNER RIGHT FWD CORNER RIGHT FWD CORNER RIGHT AFT CORNER LEFT AFT CORNER LEFT AFT CORNER RIGHT AFT CORNEl RIGHT AFT CORNEl �TABLE IX. MODULE 5 TIE- DOWN FITTING NO, A-IO A-ll A-f2 A-13 (CONCLUDED) TIE-DOWN DEVICE OTY 1 ATTACHMENT POINT SIZE I LEFT FWO CORNER 5000 4 t t T LEFT FWO CORNER LEFT AFT CORNER * F-IO 6 RIGHT F*i> CORNER F-ll F-12 F-13 A-U RIGHT FWD CORNER RIGHT FWO CORNER SIGHT AFT CORNER LEFT FWO CORNER A-7 A-8 A-9 ( B-t LEFT FWO CORNER 4IGHT FWO CORNER C-4 F-¥ F-7 F-8 F-9 1 RIGHT FV 0 CORNER .0-1 POWER MODULE B-17 E-15 E-17 B-16 B-18 E-16 E-18 ADDITION 1 B-IS 1 i 2 2 2 2 LEFT FWO CORNER LEFT FWO CORNER SIGHT FWD CORNER RIGHT FWD CORNER LEFT AFT CORNER 1 6000 BRACKET &RACKIT BRACKET BRACKET LfFT AFT CORNER RIGHT AFT CORNER RIGHT AFT CORNER CONNECT MODULE NO. 1 TO NO. 2 CONNECT MOOUIE NO. 2 TO NO. 3 CONNECT MODULE NO. 4 TO NO. 5 CONNECT MODULE NO. 5 TO NO. 6 �4250 MODULE WEIGHT ( L S ) «S250 1250 2050 431 CAPACITY(OAL. S.fl. 1.0) COMPARTMENT 5WO LOAD CAPACITY I' —r ' 'I- 5300 5300 J 5W) -I- ' •!• 5500 L 5500 * " 4 5300 5300 EMPTY I KG SEQUENCE H 19.5 INCHES FWD j< 10 IKCKES T en •ALLOWABLE PAY LOAD c.o. Y/////A ACTUAL PAYLOAD C.G. FULL ^ FULL Y/////////77A 'ALLOWABLE PAYLOAO C.G. EMPTY EMPTY ACIUAL PAYLOAO C.G. 'PER T.O. IC-H9B-9 Figure 22. C-119G Floor Plan 5300 �TAgLE X. WODUIE C-119G TIE-DOWN DETAILS TIE-DOWN FITTING NO. ATTACHMENT POINT 2 LEFT FORWARD CORKER 5 LEFT FORWARD CORKER 7 * LEFT AFT CORNER 65 RIGHT FORWARD CORNER 68 RIGHT FORK ."> CORKER 70 RIGHT AFT CORKER 3 LEFT FORWARD COT.NER 6 LEFT FORWARD CORKER 8 3 LEFT AFT CORNER 24 RIGHT FORWARD CORNER 71 10 RIGHT AFT CORNER LEFT FORWARD CORNER 23 LEFT AFT CORNER 56 RIGHT AFT CORNER 73 RIGHT FORWARD CORNER 9 LEFT FORWARD CORNER 12 LEFT FORWARD CORNER 13 LEFT FORWARD CORNER 72 RIGHT FORWARD CORNER 75 76 RIGHT FORWARD CORNER RIGHT rORWARD CORNER II LEFT FORWARD CORNER HI LEFT FORWARD CORMEft 15 r RIGHT FORWARD CORNER 69 2 RIGHT AFT CORNER 66 POWER MODULE LEFT AFT CORKER 57 LEFT AFT CORNER 30 RIGHT AFT CORNER 63 LEFT AFT CORNER 7» RIGHT FORWARD CORNER 77 RIGHT FORWARD CORNER 78 RIGHT AFT CORNER NOTES: Tl£-DOWN DEVICE: QUANTITY SIZE = = 1 10,000 5<5 • �4258 432 CAPACITY (GAL. S.G. 1.0) COMPARTMENT LOAD CAPACITY (LB) • f ^ 5400 EMPTYINft 4258 432 MODULE VEiGHT(LB) 1(32 • . . 1 6100 2050 •fr—: 6100 6300 4253 4258 4258 432 432 2,592 432 L * 6)00 -I. 6100 'I " 6100 H» 6100 © © G © 1 24 INCHES -•{ }«-36.5INCHES-*j J4-23.5 INCHES T / ft 1 ' / fo1.^' tn . 14 INCHES M! FWD* ALLOWABLE PAYLOAD C.G. 'PER T.O. IC-I2IC-9 FULL FULL ACTUAL PAYLOAD C.G. •ALLOWABLE PAYLOAD C.G. EMPTY ACTUAL PAY LOAD C.O. EMPTY Figure 23. O121G Floor Plan �TOTAL 2600 2600 2600 2050 2600 MODULE WEIGHT(lB) i •' 233 E 1300 . 233 F G IMOO IWO f—:—H 1100 . 1233 233 K CAPACITY(GAL.S.G. 1.0) COMPARTMEKT J IWO- J300 •!• ' -I' L M 1300 -^fr I 2. "*» • 1300 1300 1600 j LOAD L I M I T FWOEMPTY 1H<3 SEQUENCE 23 INCHES J«- 8 IKCHES IHCHES CO \t- 1 INCHES -k| }*— 8 INCHES 'ALLOWABLE PAYLOAD C.G. FULL ACTUAL PAYLO.D C.6. •ALLOWABLE PAYLOAD C.fl. ACTUAL PAYLOAD C.G. Y//////////////////////////}, ® EMPTY EMPTY 'BASED OH ASSUWTIOH THAT BASIC AIRCMFT C.G. ('SCL. FUEL A«0 CREW) IS AT THfc H<0 C.6.'LIMIT. Figure 24. C-131E Floor Plan 932 �MINE CXHAU5T 2 INCH SPRAY HOSE ASSEMBLY VINT. DUMP CHUTE ASSEMBLY SPRAY BOOM TEE Figure 25. C-47 Modular Internal Spray System Kit No. 4374132 59 �WIKG BOOM (2) -VtNT/OUMP CHUTE ASSEMBLY ( I ) FUSF.LAGE HOSF ASSEMBLIES HOTE: THIS is A IUTAKX SYSTEM FOR AIR FORCE TESTING ONLY. THE ACTUAL C-130 MISS USES 8-TWK MODULES, FOR A TOTAL CAPACITY OF MOOO GALLONS. FUSELAGE SPRAY S T A T I O N ASSEMBLY (2) Figure 26. C-130 Modular Internal Spray System Kit No. 4374236 �considered was bolting the hardware to existing tie-down points, but this would require special brackets for each aircraft and would reduce the .modularity of the PWU-5/A MISS. 4.1.2.2 External Modifications The only modifications reouired to the exterior of the aircraft are those necessary to attach external plumbing, consisting of high-pressure hose along the fuselage and wing booms located approximately 12 inches under the wings. Several methods of attachment were considered: • Drilling and riveting • Projection welding stuus to the aircraft surface • Bonding mounting plates. Drilling and riveting would mean permanent aircraft modification, require highly trained modification personnel, would mean metalcutting advised against by the Air Force, and could not be performed on wet wing aircraft. Therefore, this method of attachment was eliminated. Projection welding studs to existing aircraft r.'vets or thick skin appeared to be a satisfactory solution, since it could be ground flush during demodification to restore the aircraft to its original condition. This method was rejected, however, after several tests proved that the rivet alloys were not compatible with stud welding since micro-cracks formed in the weld zone which would be vulnerable to fatigue propagation and subsequent weld failure. As a result, bonding was selected as the best attachment method. To aid in the selection of a bonding agent, optimum requirements were established: • Require little or no quality control • Bond to an aluminum surface without special surface preparation other than solvent washing and priming • Require no pressure or heat for curing • Flexible (not subject to impact or fatigue) • Viscous (allow adapter plates to be held in- place without fixtures while the bonding agent cures) • Resistant to temperature (-65 to +165°F), weather, aromatics, aliphatics • Not critical to film thickness 61 �» 40-psi tensile strength minimum with good peel • Readily removed, if desired, to allow 100 percent aircraft dejroodification. Using the above criterion, Dow Corning 93-046 two-part'silicone adhesive was selected. Using this adhesive, several laboratory tests were run to determine adhesive tensile and shear ultimate strengths as a function of surface preparation and bonding agent thickness, the best results were obtained by preparing the alumnun test samples as follows: 1. Pemove all paint using commercial paint stripper or wire brush. 2. Abrade surface with Scotch Brite pad Uf-ing Scotch 3911 degreasing primer. 3. Allow primer to dry and dust off powder. 4. Reapply 3911 (do not abrade with Scotch Brite), allow to dry, and dust off powder. 5. Prime all surfaces with Dow Corning 1200 primer and allow to dry. 6. Apply DC 93-046 adhesive, making sure all aluminum surfaces are wetted. :7v." Press samples together (hand pressure) and'allow adhesive to cure. Dow Corning recommends 24 hours for cure and 7 days for ultimate strength. Using the above procedure to prepare the aluminum samples, the following tensile and shear ultimate loads were obtained: Type of Tost 93-046 Thickness (inQ Ultimate Load Jpsi) Type of Failure Tensile 0.010 496 Cohesive Tensile 0.050 410 Cohesive Tensile 0.100 328 Cohesive Lap Shear 0.010 212 Cohesive Lap Shear 0.050 262 Cohesive Lop F.hear 0.100 229 Cohesive G2 �These results were obtained using the adhesive as it would be used in the field, without degassing the adhesive prior to bonding. As explained in the C-123 Class II modification documentation, the worst case tensile load on the bonding agent (for the C-123K system) is 8.72 psi, and the worst case shear load is 3.33 psi. Therefore, the DC 93-046 bonding agent has a safety factor of over 30 based on ultinate strength. An additional test was performed using two MISS wing boom mounting plates (Figure 27). These mounting plates were bonded together with outdated DC 93 -046 adhesive by following the prescribed surface preparation and bonding procedure. After allowing the adhesive to fully cure, these plates were pulled in tension to failure. Figure 28 shows the results of this test. As can be seen, the plates held 10,000 pounds for over 20 seconds before yielding (tearing), and still supported 7600 pounds after yielding at 10,000 pounds to 7600 pounds. The maximum C-123K mounting plate tensile load is 258 pounds. Since the exposed edges of the DC 93-046 adhesive could be wetted by fuel or spray agent in the actual MISS application, Dow Corning 94-003 Dispersing Coating was specified to coat all exposed silicone adhesive. This suspension coating is fluorosilicone which is resistant to fuels and agents, whereas the DC 93-046 adhesive could be degraded slightly by exposure to these agents. The entire method of bonding was reviewed by personnel at WrightPatterson Air Force Base who stated that polymer reversion would occur inside the silicone bonding agent whenever the bonding agent width exceeded 2 inches. Although there was no data available to prove this theory, several vented mounting plates were designed to provide a maxitmra bonding agent width of 2 inches, as shown in Figures 29 through 32. Of these special designs, Wright-Patterson Air Force Base personnel chose Design No. 2, Picture Frame with Gussets. Several ot these plates were submitted to WPAFB for testing. For many of these tests, the bonded mounting plates were soaked in jet fuel, and subsequent tension tests revealed that the DC 94-003 dispersion coating did not protect the silicone bonding agent, and the silicone was badly degraded. After discussion with Dow Corning personnel, DTL suggested the use of DC 94-002 fluorosilicone sealant as a protection for the 93-046, since it could be applied thicker. Wright-Patterson Air Force Base personnel stated that even if the edges of the silicone bonding agent could be adequately protected, the bonding agent could be degraded by fuel leaks at rivets under the bonding agent when the MISS was installed on wet-wing aircraft. Because of this leaking rivet problem, Wright-Patterson Air Force Ease personnel stated that silicone bonding agent could not be used to attach the wing booms on the MISS. Subsequently, WrightPatterson Air Force Base personnel specified certain epoxies which could be used. DTL then designed a mounting plate with removable hanger specifically for use with epoxy bonding agents. �0.375 INCHES MATERIAL: 60CI-T6 ALUMINUM P/H 2H882-W39UJ-I Figure 27. Mounting Plate (First Design) 64 �10- I- MAI C-I23X WOlfflTIM fUT£ Kit 101 2M LI » s TIME IN MINUTES Figure 28. Bonded Mounting Plate Load-Time History �ft INCHES o INCHES 1.0 INCH TYP 2.0 •— «» u> o O INCHES TVP o i 20 INCHES ^ 2.0 INCHES f PROOF PULL TEST POINTS 2.0 INCHES O Figure 29. Modified Mounting Plate Dsaign No. 1, Picture Frame �30. 67 �i o 1 «• 2 INCHES O •» I 1 0.50 INCH < i O / / / / -- - o i uinti iff it ii i / / / '-™^ / / / X«X ^ / ! 1 i ^ ! I! 1I 8 INCHES f t r O I o \ 1 PROOF PULL TEST POINTS Figure 31. Modified Mounting Plate Design No. 3, Slotted Plate �6 INCHES -TAPE TEMPLATE WING SURFACE 8 I ICHES •. CLEAN AND PRIME (DC 1200) b. LET DftY c. APPLY TAPE TEMPLATE d. APPLY DC 93-0*6 ADHESIVE 3 EACH 2 INCH x 6 INCH HOLES IN TAPE TEMPLATE 2.0 INCHES «. PEEL OFF TAPE TEMPLATE WING SURFACE INCH x 6 INCH PATCHES OF ADHESIVE a. REPEAT ABOVE PROCESS ON 6x5 tNCH MOUNTING PLATE b. ATTACH POUNTING PLATE TO NIKO SURFACE C. ALLOW ADHESIVE TO CUKE d. FLOOD COAT ALL EXPOSED ADHESIVE WITH DC 9H-OQ3 DISPERSION COATING VIKG SURFACE VOID THROUGH •TEST POINTS APHf.SIVE Figure 32. Modified Mounting Plate Design No. 4, Individual Bonding Pads 69 �The C-123K MISS was consequently installed and flight tested, using epoxy to attach the wing boom system and DC 93-046 silicone adhesive (protected with DC 94-002 fluorosilicone) to attach the engine exhaust, vent chute/dump chute, and fuselage hose assemblies. All systems worked as designed, and both bonding agents performed well. The components bonded with the silicone were easily removed during aircraft demodification, but the epoxybonded mounting plates remained in place as & permanent (Class V) aircraft modification. 4-. 1.3 Performance Degradation Since the external MISS wing boom system will cause additional drag, several wing boom configurations were investigated. The drag coefficients for these shapes are shown in Figure 33, and the projected performance degradation in percentage of horsepower increase required tc maintain cruise condition for several aircraft is shown in Table XI. As can be seen, a maximum increase of 3.4 percent horsepower is required to maintain cruise condition if a fully streamlined boom were used. This data was then combined with actual hardware designs to develop a wing boom which was easily manufactured and exhibited minimal drag. The actual designs investigated are-covered 1:1 paragraph 4.8.2 of this report. The final selection design was the aft fairing type, which was flight tested on a C-123K at Eglin Air Force Base, Florida. The pilot stated that additional drag was minimal and did not adversely affect flight characteristics. 4.1.4 Ins tallat ion and Remova1 Based on a review of ANA Bulletin 518, Cargo Aircraft Compartment Dimensional Data, the available aircraft T.O.'s, and other sources, a summary of data pertinent to MISS loading operations was compiled. Figure 34 and Table XII present this data for the specified aircraft. During loading, ANA Bulletin 518 specified that 6 inches clearance should be maintained between the cargo and the aircraft. Temporary wood shoring or tracks may be required to distribute the wheel loads on the aircraft floor, particularly in those cases where the treadways are spaced wider than "the wheels. -Several of the aircraft haYe built-in winches to assist loading. In the C-97, the winch is mounted on an overhead monorail and can be used to hoist cargo as well. Portable winches, either manual or power types, can be used on virtually all of the aircraft. However, these portable items are not a permanent part of the aircraft and, therefore, cannot be assumed to be available in all cases. The? tank and power modules are supplied with captive castors and jacks which facilitate installation and removal. These jacks and wheels were found to be extremely helpful during installation of the- O123K MISS at Eglin Air Force Base. 70 �THICKNESS/CHORD INDICATED .2 TYPE: - o ao> CYLINDER HEMISPHERICAL NOSE AFT FAIRING Figure 33. STREAMLINE oo ELLIPTICAL Wina Boon Drag Coefficient �TABLE XI. AIRCRAFT PERFORMANCE DEGRADATION AND HORSEPOWER INCREASE REQUIRED TO MAINTAIN CRUISE CONDITION USING STREAMLINED WING BOOM COMPONENT CONTRIBUTION INO TOUL IX PERCENT AIRCRAFT VELOCITY (KTAS) ALTITUDE WING BOOM NOZZLE FUSELAGE FUSELAGE (FT BOOM BRACKETS STATIONS STAN&OFF NOZZLE USD TOTAL C-470 •si 5.000 2.40 2.25 1.62 0.11 0.11 6.5 C-54G to 142 157 5.000 1.76 1.54 1.12 0.06 0.06 4.5 C-97G 193 5.000 1.76 1.48 1.15 0.05 0.05 4.S C-118* 198 10.000 1.76 1.53 1.16 0.06 0.06 4.6 C-U9G 151 5.000 1.04 O.S8 .72 NIL 0.09 2.8 C-I21G 212 10.000 1.64 1.45 1.08 0.06 0.06 4.3 C-123K 136 5.000 1.04 0.96 0.08 NIL 0.09 2.9 C-I30E 263 20.000 2.00 1.75 1.31 NIL 0.14 5.2 C-131E . 165 5.000 2.44 2.15 1.58 0.08 0.08 6.3 �000* CONVENTIONAL LANDING GEAR (SIDE LOADING) -NOR. WIDTH TRICYCLE LANDING GEAR (SIDE LOADING) FLOOR HEIGHT TAIL LOADING FLOOR HEIGHT 1 RAMP ANGLE Figure 34. Aircraft Loading Nomenclature 73 �TABLE X I I . r INSTALLATION/REMOVAL DATA AIRCRAFT MAIN DOOR FLOOR ANGLE RAMP ANGLE FLOOR HEIGHT (DEGREE) (DEGREE) BUILT-IN (INCH) WINCH WINCH CAPACITY (POUNDS) DOOR WIDTH DOOR HEIGHT (INCH) (IBW) C-460 SIDE 9.5 N.A. 90-97 AT DOOR HO N.A. 81 + C-47D SIDE II. 5 M.A. 56.5 AT DOOR NO N.A. 84.5 + C-54G SIDE (0) N.A. 106.7 NO N.A. 95 67 C-976 AFT (0) 24 112 TES IIKCH HOIST 7500/5000 (88) 84 C-H8A SIDE (0) N.A. 106 NO N.A. 124 78 C-H9G AFT (0) 10 45.5 YES • (HO) (92) C-I2IG SIDE (0) N.A. 112.5 • • C-l23R AFT (0) 12.1) 33. b TES +C-130E AFT (0) 12.5 41.6-45 fES SIDE (0) N.A, NO -f C-I31E NOTES: •f N.A. * ( ) - PRIMARY A I R C R A F T NOT APPLICABLE NO DATA NOMINAL CR APPROXIMATE 89 69-79 55.7 - 70.6 112.5 74.5 no 98 25.000 120 108 N.A. 100 72 (3300) �The installation and removal studies resulted in a required module envelope, as shown in Figure 35. The required and actual dimensions of the tank and power modules are shown. The C-47 aircraft, due to its small size and side-loading cargo door, places the greatest restriction on the MISS design. During the design effort it became apparent that, to be cost effective and minimize the number of tank modules, the system would be a tight fit in the C-47. As a result, the tank module must be loaded from the end, as shown in Figure 36. During the fit test of the actual MISS hardware into the C-47, this end-loading technique was used successfully. 4.1.5 Aircraft Spray Contamination Analysis of contamination possibilities on all ten aircraft was performed. Both normal spray operations and emergency dump were considered. Small throe-view drawings of the specified aircraft were used as an aid in this study. External MISS components were added to these drawings on the basis of preliminary component placement studies. The wing booms were 70 percent of the wing span in each case. Wing nozzle stations were spaced every eight feet on the booms, starting at the tip and working inboard. A minimum (of three nozzles) was used on each wing boom; on some long-span aircraft, four nozzles were used on each wing. Later design changes specified nozzles every 2 to 4 feet along the 70 percent span, but this design change does not affect the contamination data presented here. To provide for fuselage spray stations on side-loading aircraft, a single central nozr.le station extending down from the open cargo door was used. On tail-loading aircraft, a pair of central nozzle stations were used, with one nozzle extending outward from each open jump door. The dump line was assumed to be mounted in the open cargo or jump door, with the end of the tube protruding only slightly from the fuselage line. Normal spray patterns were superimposed on the drawings using an arbitrary expanding conical form. If portions of the aircraft appeared to fall within these spray patterns, a contamination possibility was assumed to exist. Likewise, the estimated dump pattern was superimposed on the aircraft and contamination possibilities were investigated. 75 �ALLOWED O POWER MODULE 60 85 LEHGTK (t»CKES) TiU MODULE 72 «9 WIDTH 56 HEIGHT f t » C H E S ) 0 = DETEftttfKEO FROM C-U7 LOAD (NO CHARTS. (2) = DETERMINED FROM C-«^ COMPAftTMEHT WIDTH Of 7$ ALLOWS 2 - 0 = IS IMCH AISLES. DETERMINED FROM C->»7 CARGO DOOft. fOrt* MODULE OFfSET IH C-*7 TO ALLOW ONE AISLE l> I»CHES WIDE Figure 35. Module Envelope 76 �DOOR FLOOR Figure 36. C-47 Installation �The results of the study are summarized in Table XIII. Note that three spray nozzle orientations are considered, ranging from straight aft to straight down. It appeared that a 45-degree down or straight-down orientation was attractive from the standpoint of reducing the possibility of wing contamination. The actual nozzle orientation selected was straight down. Emergency dump contamination/ although present/ is not considered to be a significant problem due to the overriding safety requirements for the dump. Results of the flight test of a C-123K Modular Internal Spray System at Eglin Air Force Base, Florida, indicated that: 1. No contamination resulted from the wing boom nozzle stations. 2. The right-hand fuselage nozzle station caused minor contamination of"the right-hand aft fuselage (apparently due to the vacuum created by the dump chute directly behind the nozzle station or due to the aircraft propeller rotation direction). ' 4.1.6 3. The emergency dump caused contamination of the aft fuselage up to the horizontal stabilizer, and slight internal contamination due to sprayback through the jump doors. All personnel present at the flight tests agreed tnat moving the dump chute to the rear of the jump door would prevent internal contamination. .The dump chute was relocated accordingly on subsequent MISS kits. - ; ' - - . . Spray Performance Contractual requirements stated that the effective ground swath width must be at least twice the applicable aircraft wing span when agent is disseminated at 100 feet abovs ground level (AGL). To accomplish this, it is necessary to take advantage of the dispersing effects of the wing tip vortices. «• Figure 37 illustrates the general nature of these vortices. As the vortex moves aft, it expands, forming a conical pattern. The swirling effect causes agent introduced into the vortex to disperse laterally. The size and strength of the vortex depends upon flight conditions and the specific aircraft but, in general, it can be expected to cause sufficient lateral dispersion to meet the swath width requirement. Propwash also can be expected to cause agent swirl, but generally it is not sufficient to guarantee a wide swath. 73 �TABLE XIII. CONTAMINATION POSSIBILITIES NORMAL SPRAY OPERATIONS NOZZLE ORIENTATION AIRCRAFT STRAIGHT AFT C-46D EMERGENCY DUMP A. B C-54G STRAIGHT DOWN «, B C-470 «5* MMI A. 1 C. D C-97G C-II8A A. B C-U9G A. S C-12IC C-I23K A, B C, £ C-I30E A, B C, E C-I3IE A. C. F NOTES: 0 = NO CONTAMINATION A N T I C I P A T E D A - POSSIBLE CONTAMINATION OF LOVER VU& SURFACE ABOVE ANO AFT OF NOZZLES B = POSSIBLE CONTAMINATION OF TIP OF HORIZONTAL STABILIZER c = LIKELY CONTAMINATION OF FUSELAGE SIOE 0 -- LIKELY CONTAMINATION OF HORIZONTAL STABILIZER (LOVER SUrffACE) E = POSSIBLE CONTAMINATION OF EXTERIOR OF CARGO RAMP .F -- POSSIBLE CONTAMIHATICN OF LO«R SURFACE OF HORIZONTAL STABILIZER G -- POSSIBLE CONTAMIUTICK OF TAIL BOM 79 �WING VOR1EX DISPERSION Figure . Wing Vortex E f f e c t 80 �A relatively uniform deposition level over the swath width is important for avoiding undue agent concentrations or voids. If a single tail spray nozzle station is used, a large peak would be expected along the aircraft flight path. It should be noted that effective swath width differs from total swath width, as illustrated in Figure 38. For efficient spraying, it is therefore desirable to have relatively, uniform deposition curve with steep ends. It must be pointed out that nozzle placement can have an effect on the ground spray pattern and therefore warranted investigation., However, nozzle placement can never be expected to achieve a perfect ground pattern, for it cannot overcome or change the basic airflow characteristic of a given aircraft. These characteristics determine the gross ground spray effects. Spray performance data was ~en«l"'"t**d as an aid to design studies. This data was based on a ' ray speed of 150 mph and assumed ideal conditions . , agent sprayed was to be evenly distributed in a sw a equal to twice the aircraft wing span with no peaks or je. Table XIV presents the spray performance data. Note that v.ie 3 ounce/acre deposition columns were based on four times the aircraft wing span. This is justified by previous low volume spray testing results, which show greater lateral drift of the fine low volume spray. Using the specified extremes of agent deposition, flow rates were calculated. Eased on total agen.t capacity and flow rate, maximum spray time was computed for both deposition level extremes. From a practical standpoint, the spray times for the 3 ounce/acre deposition level arc far in excess of normal mission time. In fact, they generally exceed the maximum airborne endurance cap3bilitics of the aircraft. Maximum area coverage was then calculated, based on spray time and area coverage rates. To actually achieve effective swath widths equal to those shown, it will be necessary to spray at greater than the indicated flow rates (due to deposition peaks and trail-off), which will, in turn, reduce spray time and area coverage figures. 4.2 CHEMICAL AGENTS Contractual requirepients dictated that the PWU-5/A MISS was to disseminate a variety of chemical agents, including defoliants, herbicides, pesticides, and fertilizers in the form of chemical solutions, suspensions and slurries. The range of physical properties for these agents as stated in the contract were: PROPERTY RANGE LOW HIGH Specific Oravity 1.0 2.0 Viscosity, Centipoise 1 350 81 �CURRENT AIR FORCE RESULTS DESIRED DEPOSITION LEVEL S«TH IIIOTH (FT) Figure 38. Effective Swath Width R2 �TABLE XIV. SPRAY PARAMETERS AIRCRAFT VELOCITY = 150 MPH AIRCRAFT SIATH IIOTH ( F T ) AGENT CAPACITY (GAL) SPECIFIC GRAVITY = 1.0 RECTANGULAR DISTRIBUTION FLOW RATES } 01 *eRC + 3 S»L'*CI£ SPRAY TIKE ) 02/ACU + (•IN) ) SAl/XCftC <"tH) AREA COVERAGE 1 SH'JCif j o:'tcic <CM») <cm> 3.CS 196 335 5.3 43.700 345 <»C«f$) (ACICS) C-45D 216 1024 C-i/C 190 480 2.7 173 178 2.7 20.600 158 C-54G 235 15*4 3.34 214 576 9.0 82.000 637 C-97G 283 3550 4.02 257 883 13.7 151,000 HBO c-iie* 235 2592 3.34 214 776 12.1 110.000 860 C-1I9G 219 1752 3.10 199 735 8.7 74.600 S79 C-I2IG 246 2592 3.48 224 745 11.8 112,000 870 C-123K 220 992 3.12 200 318 5.0 42.500 334 C-I30E 265 3968 3.76 241 1053 16.5 169.000 1320 C-13!E 211 960 3.00 192 320 4.6 37,500 292 * 8 A S E O ON FOUR TIMES NIKS SPAN. , �4.2.1 Agent Characteristics Using the above requirements, a survey of existing and potential future chemical agents was made to determine their chemical, physical, and toxicity characteristics. Table XV lists several such agents. As can be seen* most agents have specific gravities less than 1*5 and viscosities less than 50 centtpoise. Although there^ were no contractual toxicity requirements, the agent toxicity was a necessary consideration to provide a system which is safe for operating personnel. As shown in Table XV, certain of the pesticides have high toxicity. This toxicity dictated that the MISS agent transfer system be sealed to prevent agent or agent vapor leakage inside the aircraft. As a result, sanitarytype plumbing connections were used throughout the system and the tankage venting system was sealed and designed to vent harmful vapors overboard. Many of the wettable powder and suspension-type agents tend to settle if not agitated constantly. Agitation can be mechanical or can be accomplished by agent recirculation of at least 10 percent of the tankage volume per minute. The recirculation method was chosen for the MISS since it could be easily and inexpensively accomplished with the MISS centrifugal pump dissemination system. The MISS can rccirculate. over 500 gpm (250 gpii through each 500gallon tank) and therefore provide 50 percent tank volume recirculation. In addition, the tank agent pickup lines are designed to provide maximum agitation at the bottom of the tanks, allowing remixing of any settled agents. The contractual requirements for suspension and slurry-type agents also dictated the use of abrasion-resistant materials and mechanical-type pump seals in the agent transfer system. "Of particular interest is the capability requirement for slurrytype agents. Investigation into the various possible agents showed that the only true slurry-type agents were certain advance fertilizers which exhibited thixotropic viscosity characteristics, as shown in Figure 39. As can ba seen, thes<* fertilizers had viscosities well above the 350-centipoiso contractual limit. In addition, these fertilizer slurries were extremely abrasive and would severely limit mechanical component lifts if used. Table XVI shows several of the MISS agents and their typical application rates. As can be seen, they all fall within the 3 ounces to 3 gallons per acre contractual application rate requirer.ent. 4.2.2 Agent/Material Compatibility The chenical nature of the applicable MISS agents dictated certain r;ysten rwitcrials. Several materials were laboratory tested at r^on ter^erature and reflux temperatures with the chemical agents. :;',tii t.k;o corrosive and solvent action of the materials were �TABLE XV. PWU-5/A MODULAR INTERNAL SPRAY SYSTEM AGENTS SPECIFIC GRAVITY AGENT NAME VISCOSITY, Toxicmr* DENTIPOISE tD5B, mg^g DEFOLIANTS AGENT ORANGE ARENT IHITE AGENT BLUE 1 .28 1.14 1.336 <uo 12.5 550 3 030 1 .600 HERBICIDES TANDEX 1.5 350 3.000 36 <50 2.800 190-350 450 135 PESTICIDES MA LATH ION FENTHION OIBROU OURSBAN 1.2315 1.245 1.842-1.846 1.062-1.175 FERTILIZER N-Sol 32 (Urea~NN 4 NQ3) UREA SOLUTION 504. AMMONIUM PHOSPHATE 14-14-14 SUSPENSION * •UWIT 10JUC tO w = 1-20 45* 1.327 1.158 1.36 1 .404 43 28 3-18 20 2.0, 1.8 MOOU4IUY T O X I C lOy) = IW-7SD 29 280 NONE NONE NONE >5000 PRODUCT FORM LIQUID LIQUID WATER SOLUTION *P EC, IP. LO* VOLUME (LV) LY LV. EC, DUST EC, WATER SOLUTION WATER SOLUTION WATER SOLUTION WATER SUSPENSION SUGHUY TOXIC IDyj = 600*3000 �30,000 20,000 10,000 5,000 C9 C^ V* 1,000 , 0 10 20 » «0 SHCU RITE. IteWFtflB RN Figure 39. Thixotropic Nature of Slurried Fertilizer 86 �TABLE XVI. AGENT CONTRACT REQUIREMENTS AGENT APPLICATION RATES APPLICATION RATE 3 02 TO J (UL/ICHE PRODUCT FORM SUSPENSION. SOLUTION, SLURRY DEFOLIANTS ORANGE 3 GPA .LIQUID WHITE 3 GPA LIQUID BLUE 3 GPA WATER SOLUTION HERBICIDES TANOEX 1-2 GPA WET TABLE POWDER PESTICIDES MALATHION 3 OZ/ACRE LV FEN TH I ON 6 OZ/ACRE LV OIBROM 3 OZ/ACRE LV DURSBAN 3 OZ/ACRE LV FERTILIZERS UREA IIHWU 3 GPA 1-2 GPA 87 WATER SOLUTION WATER SUSPENSION �investigated, and the results of these tests were combined with previously collected data to analyze the select cost-effective piping, valving, tankage, sealing, and hose materials. The results of the most applicable tests are shown in Table XVII. Previous studies involving defoliants for military use indicated that Agent Blue has a heavy corrosive action upon aluminum and eliminated it as a candidate material without costly and troublesome protective coatings. Investigations of MF-1, 401, 301, 304, and 316 stainless steels indicated the use of 304 or 316 stainless for tanks and piping. The 304 was selected as being more cost effective. Several .plastic and elastomeric materials were investigated for use as seals, bushings, valves, hoses, etc. The results indicated that Teflon* , nylon, and cross-linked polyethylene were the most stable plastics, while fluorosilicone was the only truly acceptable elastomer (mostly due to the Xylene content of certain. . insecticidesy. Another problem concerning agent-material compatibility is the availability of the compatible materials in a usable and cost-effective product. As an example, cross-linked polyethylene is cost-effective and was used for high-pressure hoses, but it is not available for seals or flexible enough for suction hoses. Teflon9 was used for the centrifugal pump mechanical shaft seal and several valve seals (suitably reinforced with isolated elastoraeric material), since it was chemically compatible and available from manufacturers in those product forms. Cuctom seals, such as for the tank manhole, were compression molded from fluorosilicone. Nylon was utilised for nozzle valves. Silicone, reinforced with fiberglass cloth, was selected for the dump and vent hoses after laboratory testing with pure Xylene. Teflon® could have been used but was prohibitively expensive. 4. 1 AfiENT TRANSFER SYSTEM The agent transfer system consists of all those components which contain, move, or control the agent on board the aircraft. Section III of this report contains a description of the final MISS agent transfer system and the related pneumatic and electrical systems. The MISS Operation ami Maintenance Manual contains a complete description of "eacn agent transfer system operation. Several najor design changes were made to the agent transfer system during the course of the contract. Changes were nade to either increase system flexibility and performance or decrease cost. From the origination of the contract, a gasoline engine-driven centrifugal pump was selected as the best mechod for moving the aocnt. A pneumatic agent expulsion system was considered, but it was el initiated due to the complexity and danger of such a system 88 �TABLE XVII, PWU-5/A MODULAR INTERNAL SPRAY SYSTEM AGENT COMPATIBILITY 'INSECTICIDES SUBSTRATE DIBROK MALATHIQN HERBICIDES OURSBAN ORANGE r WHITE BLUE FERTILIZERS ; « •ETUIS "UNCHANGED ALUMINUM MIL3 STftL (UXUKEO) STAINLESS STEEL ; NOT SIQ. SIG. HIUH SIG. . , SIG. KOT SIG. "%t NOT SlGv '316 NOT SIG ' PLASTIC HOT SIQ. •NOT SIQ. *0 EFFECT NO EFFECT NOT SIG.flF SIG. ACID FREE) PASSIVE COAT ING FORKED y. SIG. SIC. IN KANT CASES. EROSION FROM ABRASION NOT 5|<i. EXCEL. ABRASIVE RESISTANCE * NYLON 66 UNCHANGED ?LEXIGLAS N.A. ; . UNCHANGED *UVEMT CRACK'S t DISSOLUTION EVIDENT NOT SIO. UNCHANGED POLYPROPYLENE WITHSTANDS SOLVENT SWELLING I CRAZING V. SLIGHT WITHSTANDS SOLVENT SWELLING I CRAZING CRQSSL INKED POLYETHYLENE SLIGHT SLIGHT SLIGHT WITHSTANDS SOLVENT SWELLING ( CRAZING MO.riEO CRCSSLINKED POLYETHYLENE TEFLON . NOT SIQ. NOT SIQ. NOT SIQ. WITHSTANDS HERBICIDE AGENTS UNCHANGED UNCHANGED UNCHANGED DOES XOT REACT WITH STD AQ CHEMICALS SIQ. SIQ. V. SIQ. SOLVENT SWELLING IN THESE AGENTS in N A. VERY SIQ. SIQ. JOLVINT SWELLING IN THESE AGENTS SILUONE rUMtR NOT S'G." NOT S'S? NOT SI<J." T AFFECTED I'Y HERBICIDE AGENTS FL'JCROSILiCONE RUdBER UNCHANGED UNCHANGED MOT SIO. ' NOT AFFECTED BY HERBICIDE AGENTS ~'*7AWeTH*!<E , 1 NOTES: "AS LONG AS PASSIVATEO AND THE COATING IS INTACT. NOT T0 BE USED FOR S10RKE. •IF NOT F3RHUUTED WITH XYLEHi. XYLENE 25 PERCENT SHELLS. C . �because a pneumatic expulsion system could not provide agent agitation as required for the various wettable powder suspensiontype agents. A centrifugal pump was selected for its inherent safety (can be run at stall conditions) and because it cou,ld pump suspension-type agents without being damaged. Figure 40 shows the agent transfer system schematic as originally proposed. This system used a single agent reservoir assembled from two end sections and several center sections depending on the load-carrying capacity of the aircraft. Filling was done directly into the tank using peripheral ground support equipment. Tandem centrifugal pumps were used and agent control valves were electrically operated. A single electromagnetic induction-type flowmeter was used to monitor agent flow. Wing boom nozzle valves' with spring-loaded poppets were proposed to seal agent at the nozzles when dissemination was stopped. One large dump valve was employed, and an air tank was used to pressurize the tank during emergency dump to decrease dump time. Detailed investigation of the center-of-gravity requirements for all ten aircraft indicated that a single tank could not adequately maintain fluid center of gravity, and a multiple tank concept was generated. Two sets of tanks were used, one set on each side of the power module. Each set of tanks was connected in series, and each set was provided with its own pickup (power module pump suction) and recirculation connections. By providing each tank with a remotely actuated vent valve, fluid movement could be controlled by opening or closing certain tank vents. Closing^all tank vents prevented movement of agent between tanks and fulfilled the aircraft center of gravity requirement. Opening the vent'.1 on the tanks furthest from the power module (outside tanks on both sides) allowed the tanks to sequentially empty from the furthest outside tanks to the tanks nearest the power module during dissemination. Closing the end tank vents when dissemination was stopped prevented further agent movement between tanks even with the agent being recirculated through both sets of tanks. This multiple tank concept with tank vent valves was utilized in the final PWU-5/A Modular Internal Spray System. Figure 41 shows the multiple tank system as used in the second major agent transfer system concept, which included several major changes over the original concept (Figure 30). A single large capacity centrifugal pump replaced the previous tandem pumps to decrease hardware costs and weight. The centrifugal pump was also used to suction fill and power drain the system, and a small ground pump was used for pump priming. Agent control valves were pneumatically operated with air being supplied by a pneumatic system built into the power module. The emergency dump valves on each tank were also pneumatically operated, but the air pressure was supplied by an isolated air reservoir which would maintain pressure even if the primary air cystem failed (leaked). The concept of pressurizing the tanks during emergency dump was eliminated due to the large volume of compressed air required and the 90 �RECIRCULATE VALVE VO SPRAY BOOM I- <Sert DRAIN—/ Figure 40. Agent Transfer System (Original Proposed Concept) �'iWO-WAT M CHECX VALVE -Jxt! THXEE-WV —V vO COUM.IKOS FOUR-WAT A HOZZLE H ^ VALVE, niEUMATIC ;: D SL VALVE, SOLEKOIO Jfr" 1' Figure 41. -w- VALVE, HAHUAL O FLOW HCTEI 1 -c*- VALVE, CLEC. HOTM H Agent Transfer Systen (Second Concept) �system complexity. Tank vent valves were electric motor-driven bali valves, selected to minimize hardware costs and complexity ajard also provide positive feedback indication of their open or closed position to the operator control panel. An electromagnetic induction flowmeter was used in conjunction with a flow totalizer to indicate total fluid volume on board' at ahy'-tfiven time. Pneumatically assisted diaphragm check valves were installed at each wing boom nozzle to provide absolute agent shutoff after dissemination and assure no agent leakage at the nozzles even when the aircraft underwent maximum airborne maneuvers. The agent transfer system was further refined as shown in Figure 42. As a result of flow model tests (paragraph 4.4 of this report), the pneumatically operated recirculation line valves were eliminated and the agent pickup (tank suction) valves were—changed from..... pneumatically operated to manual in order to reduce system complexity. The small ground pump, used to prime the main centrifugal pump, was eliminated in favor of an air-activated eductor which used the primary power module air system pressure to create a vacuum in the centrifugal pump and draw agent into the pump. Adoption of the eductor greatly simplified the cys'cem and ground support operations and allowed the centrifugal pump to be easily primed at any time.- even if prime were lost during system operation. Figure 43 shows the fourth agent transfer system concept. The pickup tubes inside the tanks were changed so that both tubes in each tank picked up agent off the tank bottom. This was done to increase system flexibility by allowing the suction and recirculatio'h connections at the tank to be interchanged for ^different aircraft applications as required. Also, this positioning of the tubes provides maximum agitation (during recirculation} at the bottom of the tank to insure complete nixing and suspension of wettable powder-type agents. The electromagnetic induction flowmeter system was eliminated because several spray agents did not exhibit sufficient electrical conductivity, the induction flowmeters could not withstand airborne.vibrations, and the peripheral equipment for the induction flowmeters was extremely heavy and co'stly. Dual turbine flowmeters were selected to monitor agent dissemination rate. The low volume system reads agent flow rates from 0 to 60 gpm and includes a fine mesh agent strainer. The high volume system reads 0 to 600 gpm. Dual flowmeters were required to meet the +5.0 percent agent flowrate monitoring contractual requirement. The fill bypass system was eliminated with on-board agent volume being indicated by separate liquid level sensors in each tank. An air purge system was added to allow purging of the wing boom system after final mission dissemination. For the final MISS agent transfer system, the recirculation line check valve was eliminated as a result of preliminary system tests, and the low volume agent strainer was moved upstream of the flowmeter to prevent foreign matter from fouling tht: flowmeter turbine. 93 �AIU BUHP srsuis MOT JHII») Yt« *»wfe LEGEND: r vo VALVE. HW8AL TMIITIU *=£» ^ttitei = VALVE. MOTOR ACTUATED = VALVE. PKEtWWTIC ACTUATED = CHECK VALVE nil fMT tUtl Figure 42. Agent Transfer System (Third Concept) �4g T_ig TANK VENT (TYP FILL PICKUP PICKUP r> RECIRCUUT PMUp (PNEUMATIC S DUMP SYSTEMS HOT SHOWH) 21 DRAIN LEGEND: EHUCTOR 100 PSI AIR-OJ VALVE, MANUAL * H.V. FLOKMETER L.V. FLOWMETER ^ VALVE, PNEUMATIC H.V. THROTTLE L.V. THROTTLE loo MESH STRAINER!! VALVE, ELECTRIC MOTOR y^-Tj SPRAY VALVE CHECK VALVE AIR PURGE - 100 PSI AIR £H Figure 43. Agent Transfer-System (Fourth Concept) �•4 ..48 PLASTIC AGENT TRANSFER SYSTEM PLOW MODEL To investigate all phases of operations of the multi-tank agent »transfer system concepts, DTL built the one-quarter scale plastic flow model shown in Figure 44. The model utilized eight agent reservoirs and was equipped with all the piping, valving, and electrical controls required for complete system operation. The tanks had a scale volume of 325 gallons each. Figure 45 shows the flow model schematic and controls. The following operational modes were investigated with the model level and with the model sloped to the horizontal (aircraft nose up or nose down): • *•< • Suction filling • Recirculation/agitation • Dissemination with and without recirculation 4-4.1 Suction Filling To suction fill, the pump was switched on> and the fill switch was thrown. This opened all tank solenoid vent valves and closed the pickup shutoff valves. The recirculation valve was manually opened. To prime the pump the 55-gallon drum we^s pressurized to 2 psig, forcing agent through the suction fill recirculation line into the reservdirs. When filling at a scaled flow rate equivalent to 350 gpm, the outermost tanks filled slightly faster than the innermost tanks. As each tank filled, its magnetic float closed the upper reed switch, closing that tank's vent valve, which prevented further filling of that tank. When all tanks were filled, the recirculation switch was thrown, opening the pickup shutoff valves, causing the system to enter the recirculation mode. The suction fill valve was then closed by hand, and the fill switch was turned off. When filling with the model on an angle to the horizontal (such as the C-47), the lower tanks filled first due to the fluid head caused by the upper tanks. Closing the lower tanks' vent valves prevented those tanks from filling and allowed the upper tanks to continue filling. 4.4.2 RGcirculation In the recirculation mode, agent was pulled from the innermost tanks by the pump and forced into the outermost tanks. In full recirculation, the model pumped at a scale flow rate equivalent to 600 gpm, moving 300 gpm through each tank. Thus, each tank had a 90 percent volume/minute recirculation rate (300 gpm/325gallon capacity). Qfi �* -j-r* vo Figure .44,- Plastic Agent Transfer System-Flow Model i . >__ —1 . As"**"*-**.* �•SOLENOID VENT VALVES ^y?^xjf CENTRIFIGAL ELECTRIC PUMP DISSEMINATE VALVES SUCTION FILL LINE oo PRESSURE <USE;0MLY INITIALLY PRIME PUMP) RECIRCULATIQN VALVE POKER OK FILL OISS. RECIRC DISSEMINATE LINE MANUAL VALVE I 1 lAJ SOLENOID VALVE O—"O REED SWITCH (-> Figure 45. ) MAGNETIC FLOAT Plastic Flow Model Schematic : �The fluid level in each tank remained constant regardless of model orientation since sach tank vent was closed. To test the mixing capability of the scaled 1300 gpm' through each tank, dye was introduced into one end tank. With all tanks onehalf full, the dye dispensed evenly through the first four tanks within 1-1/2 minutes and through all eight tanks within five minutes. With all tanks full of fluid, the dye evenly dispersed throughout all eight tanks within nine minutes. 4.4.3 Dissemination ..When the dissemination switch was thrown, the solenoid dissemination valve opened disseminating the fluid into the 55-gallon drum, and the two outermost tank solenoid vent valves opened. Various dissemination rates were tried up to a scale 600 gpm. While disseminating, the outermost tanks emptied first, then the next outermost, etc. As the innermost tanks emptied, their pickup shutoff solenoid valves closed independently just before the pickup tube started to suck air. This arrangement assured maximum agent would be disseminated in case the tanks were filled somewhat unevenly. When disseminating with the model on a slope to the horizontal, the upper four tanks emptied slightly sooner than the lower four tanks, but nearly all agent was disseminated due to the automatic pickup shutoff valves. This automatic pickup shutoff concept was later eliminated from the final system concept "due to complexity and expense. The dissemination process was identical with or without recirculation. When recirculating through an empty tank, the fluid passed right through the tank and did not fill it, since fluid was being withdrawn at a faster rate than it was being introduced (dissemination+recirculation-recirculation). 4.5 TANK MODULE The modular concept of the MISS dictated that as many components and parts of the system be designed in such a manner that they could be assembled together in appropriate combinations in order that the payload capacity of each aircraft be exploited. The agent reservoir, as a primary part of the system, received the closest attention in modularizing the spray system. First, the .maximum pay load capacities of the four primary arid six secondary aircraft were obtained. The estimated weights of the power module, spray booms, and interconnecting plumbing were subtracted from those payload weights to obtain the estimated specific gravity of 1.0 or Water at a nominal 8.34 Ib/gal. If specific gravity 2.0 agent is used, the agent volume in the tank would be halved. Coincident with the weight analysis, dimensional constraints were evaluated to establish the width, height, and length of the power module and agent reservoir. 99 �Secondly, these estimated weights and dimensional requirements were applied to ths power module and agent reservoir, and various cargo* compartment arrangements were made for all aircraft. It soon became apparent that the. control of the aircraft center of gravi'ty was of critical importance. The center of gravity of each aircraft had to be within very specific limits from empty to full payload capacity. Since the agents to be sprayed were liquid, constraints against its movement during aircraft flight were also to be imposed. For this reason, the original tank concept, as shown in Figure 46, was abandoned. The approach was then taken to place the pov/er module on the center of gravity and split the agent into two series of tanks, one set forward and one set aft of the power module. By extracting from both sets of tanks at the same rate during spraying, the aircraft center of gravity would not change from full to empty. The tanks are separate, connected only by an agent transfer tube at the tank bottom with each tank's vent being individually controlled. Closing a tank's vent prevents movement of agent into or out of the tank. This solves the problem of slosh or movement of agent between adjacent tanks. During dissemination, only the vents on the tanks furthest from the power module are opened, allowing the tanks, to empty sequentially from the outside tanks inward. The first split series tank module concept is shown in Figure 46. The tanks had a capacity of 325 gallons each and were 42 inches in diameter. The cradle was designed with captive castors; integral dump, vent and recirculation lines; and built-in ferklift slots. The tank ends included agent inlet and outlet tubes and an integral emergency dump valve. The fill port was offset to reduce the module height. Upon further study, it was decided to change the tank capacity to 500 gallons by increasing its diameter to 48 inches. Tfyis was done to substantially decrease the number of tank modules in each aircraft installation, and thus reduce cost, parasitic*hardware weight, installation time, and system complexity. The inlet and outlet ports were moved underneath the tank (Figure 48) to allow both end-to-end and side-by-sido installation possibilities. The inlet and outlet tubes were curved up, over, and down inside the tank to provide maximum recirculation agitation at t»ie tank bottom and to allow either tube to be used as the suction port. Using the 500-gallon tank concept, the nearly finalized tank nodule was generated, as shown in Figure 49. Because the tanks were designed for the possibility of side-by-side installation, the integral dump, vent, and recirculation lines were removed. A completely new, lightweight cradle was designed and included captive castors, lifting jacks, and forklift slots! Eye bolts v/ere provided for sling lifting and aircraft tie-down. An 100 �"V" BAND FWD RECIRCULATION MIXING JET EMERGENCY DUMP VALVE Figure 46. Tank Module (Original Concept) �POWER MODULE Figure 47. Split Series Tank Module (First Concept) �o CO IHLET AND OUTLET PARTS- Figuire '48. 500-Gallon Tank �FILLER CAP VENT VALVE ACTUATOR FILLER CAP TANK TIE DOWH EYES SCREW JACK FORK LIFT ELECTRICAL JUNCTION BOX DUMP VALVE •RETRACTABLE CASTORS Figure 49. 500-Gallon Tank Module �electrical junction box was provided for the liquid level indicator and motor-driven vent valve electronics. Both the electrical cable and dump valve air connections were designed to allow the tanks to be connected in scries to minimize wiring and air hose connecting errors and simplify installation. The tank fill port was increased in size to three inches and a screen was added to trap foreign matter if the tanks were filled through their fill ports. The fill cap, liquid level indicator, and tank vent were mounted on a manhole cover, and the manhole was sized to allow entry into the tank if desired. An internal agent slosh baffle was added which consisted of a curved, perforated sheet in the center of the tank, covering the bottom half of the tank's circular cross-section. This plate was designed to adequately control slosh at minimal cost and weight by taking advantage of the inherent strength of a curved sheet. . — The final MISS tank module was the same as shown in Figure 49 except the vent line and valve were increased in size from 1 to 2 inches in diameter to decrease emergency dump time. Detailed evaluation of reservoir and power module arrangement in each aircraft is presented in paragraph 4.1. As can be seen from Figures 15, 20, 21, 22, and 23 of paragraph 4.1, slight variances from the concept of symmetrical tanks around the power module were necessary to insure compatibility with all aircraft. 4.6 POWER MODULE The power module must contain plumbing, valving, electrical diagnostic equipment and controls,'and a._power''SQurce andjnust be " designed to mate with all aircraft configurations and meet, floor;-, loading requirements. During the design" and development effort, consideration was given to ease of operation, accessibility of f components, balancing of fluid paths, and weight and safety ~ requirements. Several preliminary and subsequent designs of the power module were made to incorporate the various system changes. One early design is shown in Figure 50 and incorporated J£h.e PE90-7 engine which was also used on the final design*,. It-had an electromagnetic induction flowmetar which was later eliminated in favor of dual turbine-type flowmeters. Captive castors and lifting jacks were incorporated to simplify aircraft installation and removal. The operator seat was attached to the power module,, with the control console located as shown. The power module, which is almost finalized, is shown in Figure 51. This module was designed by taking all necessary components and generating several sketches of different plumbing positioning concepts. The most functional design was selected, and the actual hardware assembly was fabricated. During fabrication, the cradle was simultaneously designed and fabricated to adequately support the various components. All controls were positioned within easy 105 �CONTROL CONSOLE PE9Q-7 AIR-COOLED 1KG IHE (fSN 2805-633-6689) FLWHETER ^OPERATOR'S SEAT (REMOVED FOR CLARITY)/""^. PULLET (BELT GUARD OHITTW FOR CLARITY) A I* COMPRESSOR DISSEMINATION LIKE OII-OFF VALVE OISSLHIKATION LIME OUTLET 01 SUM I NAT I ON LINE XAKUAL THROTTLE VALV PICKUP LINE ON-OfF YAL?E (?. PLACES) tECIRCUUTIOII LINE MANUAL TffltOTTlE SALTS CElTRfFUOAL fUMP Figure 50. RtCIRCULATION LINE OII-OFF VALVE (2 PUCES) -> Power Module (Early Design) �DISSEMINATION RtCIRCULATION TANK SUCTION SCREW JACK COMPRESSOR PUMP RETRACTABLE CASTORS (») Figure .51. Pow^r Module (Later Concept) �reach of the operator, and the operator seat was designed to be positioned in front of, and separately tied down from, the power module. The control box was designed with a hinged panel to permit easy access to the control box components. The final MISS power module design (see Figures 5, 6, 7 and 3 in Section III of this report) included some minor cradle and plumbing changes. The lower cradle channels were inverted to provide better aircraft floor loading, angled corner cradle supports were replaced with gussets, an idler pully was ad<3ed to the air compres"sor drive belt, and the system battery and emergency dump air reservoir were added to a structure behind and above the control box. A circuit breaker box was added below the main control panel, and a second primary air reservoir, was ..added underneath 'tffd pump drive train. 4.7 INTERNAL PLUMBING The MISS internal plumbing includes the tanks/power module agent hoses, the dump, vent, and engine exhaust systems, and the internal dissemination hoses and hardware. Laboratory agent compatibility tests were conducted on agent hoses to determine acceptable materials (see paragraph 4.2 of this report). For actual locations of internal plumbing on the various aircraft, see the respective aircraft Class II modification documentation. 4.7.1 Agent Hoses Two types of agent hoses are required: High pressure hose used., for agent dissemination and recirculation, and, suction hose used to connect between the tanks and to connect the power module to the inside tanks. These hoses must be compatible with all MISS agents. In addition, the hose must be flexible enough to allow connection at the desired points. As a result of preliminary laboratory chemical agent compatibility testing, Teflon*- or nylon-.lined hoses were determined to be acceptable. A survey of available hoses indicated that nylonlined hosas were not manufactured to rr.eet the MISS requirements, and TetIon* hoses were extremely costly. Further research indicated that a cross-linked polyethylene-lined hose was available to meet the 100 psi high pressure hose requirement. Although extremely stiff, this hose waa selected to reduce costs without sacrificing system performance. A Teflon®-lined duct was selected for suction line applications, and tha system was designed accordingly. The cross-linked polyethylene-lined hose worked perfectly during the remainder of the program, but the Teflon*-lined suction duct exhibited both leakage at the Teflon* liner seam and suction collapse of the liner. After several attempts by the manufacturer 108 �to correct these problems, they discontinued their effort and agreed that their product was misrepresented and should not be for fluid service, Th«j failure of the suction duct created a problem because it was 'rejKttKsanely flexible and the suction portion of- the system had been diasigned around this duct flexibility. The resulting search indicated that no hoses were available to meet the chemical compatibility requirements, match the duct flexibility, and be relatively inexpensive. As an interim solution, vinyl hoses were provided on the prototype system. Vinyl is not compatible with all agents but sufficed for Air Force system flight testing Using glycerin and water as an agent simulant. An all Teflon® hose was located which met the compatibility and flexibility requirements, but was extremely expensive and lacked good seal-ing at the end fittings. The final solution to the problem was an all stainless steel bellows hose with the end flanges welded on. This hose was then specified for all MISS suction hose applications. - - 4.7.2 ~* Internal Dissemination Hardware High wing aircraft had to use two fuselage hose assemblies to feed the separate wing boom assemblies, and it was decided to design the spray system to include fuselage spray stations at the jump doors. For lower performance aircraft such as the C-123, this was accomplished by constructing a stainless steel tee which was bolted to the cargo floor using existing cargo tie-down points. This tee was designed to accept the single 3-inch-diameter dissemination hose from the power module and distribute the agent to :> 'the twin fuselage hose assemblies. '," '". • JAt the point of attachment of the fuselage hose assemblies, nozzle spray stations were incorporated. For high performance aircraft such as the C-130, twin 3-inch hose dissemination lines from the power module were connected to individual elbows which subsequently fed the fuselage hose assemblies and the fuselage spray stations. For low wing, low performance aircraft such as the C-47, a single 2-inch dissemination line was run from the power_;module, out through the side cargo door, under the fuselage, and connected directly to the wing boom system. Since nozzle stations were placed uniformly along the wing boom system, including under the fuselage, fuselage spray stations were not required. 4.7.3 Dump System The dump system was Originally conceived as exhausting through the aircraft rear jump door to eliminate metal-cutting operations. The Mse of modular tanks which could be installed in various configurations then dictated that the dump system also be modular. To achieve this, a 10- inch-diameter silicone-coated glar.s duct was selected for the main dump duct which has sufficient capacity to accept four tank module 4-inch-diameter dump ducts. A -i2-inch 109 �nodular length was selected for the 10-inch duct, and connections were mede to the 4-inch-diameter tank dump ports with stainless steel tees and band clamps. A dump chute was located at the jump door which projected about 12 inches into the windstream to minimize dump contamination of fuselage. This dump chute was beveled at 4b« facing aft to allow the windstream to create a slight vacuum condition in the dump line and thus reduce dump time. The dump chute was designed to be mounted with a plate, which was bonded to the aircraft floor with silicone adhesive. 4.7.4 Vent System The vent system consists of modular lengths of a main 3-inch•diameter silicone-coated glass duct attached to the 2-inch-diameter tank vent ducts with stainless steel tees and band clamps. The tank vent hoses and vent valves were originally designed as 1-inch diameter but were later changed to 2-inch diameter to decrease dump time. A vent chute was utilized in the aft jump door which projected into the airstream. This vent chute was chamfered 30° facing forward to allow slight ram air pressurization of the tanks to decrease emergency dump time. 4.7.5 Engine Exhaust The engine exhaust was ducted from the engine spray arrester to the exhaust chute at the aft jump door using 3-inch-diameter silicone-coated glass duct. Due to the Air Force objection to the silicone glass duct, it was replaced with asbestos-packed stainless steel exhaust hose. For certain aircraft such as the C-123, the exhaust hose was? secured to the overhead pa!heliivg,usTng mounting brackets,'bonded to the aircraft with silicone adhesive! For other aircraft, the exhaust hose was secured tc existing aircraft internal structure using standard hose brackets and band clamps. 4.8 EXTERNAL PLUMBING Aircraft external plumbing includes the nozzles and nozzle valves, wing boom system and fuselage hose assemblies. Complete descriptions and installation instructions for the various aircraft MISS installation wing boom systems can be found in the applicable aircraft Class II modification documentation. During the MISS program, Class II modification documentation packages were generated for the C-47, C-123, and C-130 aircraft. 4.8.1 Nozzles and Nozzle Valves The original nozzle/nozzle valve approach is shown in Figure 52 and used a spring-check valve method of sealing the nozzle when dissemination was terminated. The nozzle and valve were customfabricated parts. This concept was abandoned when further investigation of the sealing pressure requirements at the nozzle valve 110 �S'. .. NYLON OR STAINLESS STEEL CAP STAINLESS STEEL COMPRESSION SPRING NYLON OR STAINLESS STEEL' POPPET NYLON OR STAINLESS STEEL BODY Figure 52. Check Valve-Type Nozzle 11 1 �indicated that a spring-check valve could not seal against agent presssures generated within the wing boom when certain larger aircraft saw maximum lateral airborne g-loadings. In addition, the custom nozzle approach was expensive and did not comply with the concept of using readily available hardware when possible. . Research of standard valves revealed that an inexpensive, small diaphragm check valve was available (Figure 53). The checking function of the valve was increased by supplying compressed air behind the diaphragm at all times except during spraying. When air pressure is not available, such as during aircraft downtime, the check valve spring will continue to seal up to 5-psig agent pressure to prevent leakage at the airfield. The valve is fail safe in that it will allow spraying even if the air source fails. In addition, the inherent design of the valve prevents "water hammer" in the dissemination pluiribing. After testing and rejecting Teflon'*' and silicone, a fluorosilicone diaphragm was added to the agent side of the standard fairprene diaphragm to insure chemical compatibility with the agents. (See Category I Reliability Test Reports in Appendix II of this report.) The complete nozzle valve assembly was successfully cycled through a 5-year life during Category I testing, and the ability of the valve to prevent water hammer was also demonstrated successfully. Standard, inexpensive, and readily available vee-type stainless steel nozzles were selected for use with the diaphragm check valves. For optimum droplet size control, different nozzles are required for different spray rate ranges. ... '• ' 4.8.2 Wing Boom System Several wing boom constructions were considered; Round, elliptical, full aerodynamic fairing, and aft fairing. The round pipe design was considered to create too much drag. The elliptical was more streamlined but presented end connection and mounting difficulties. The full aerodynamic fairing was optimum from a drag standpoint but required costly fabrication techniques. The aft fairing design was selected as being the best tradeoff between drag, cost, and complexity, and the nozzle valve nylon air line was routed through the aft wing boom fairing. Modular wing boom lengths of 8 feet and approximately 4 feet, with nozzle stations spaced every 2 feet (2 each on 4-foot boom, 4 each on 8-foot boom), were selected from preliminary layouts of the wing boom system on all applicable aircraft. Flow rates for the larger aircraft, such as the C-130, dictated the 2-inch-diameter wing boom ,?,gent pipe. The C-123 required special wi.ig boom sections to pass under the nacelle fuel tanks and were equipped with a spray station located on the nacelle centerline to try and fill in the spray pattern void created by the propellers. The C-130 system used special heat-resistant, 4-foot boom sections behind the engines which were manufactured without nozzle stations end used copper air line in place of the standard nylon. 11 -> �OUTLET CONN. ISLET CONN. NYLON BODY ALUMINUM 60NHET AIRLINE Co SPRING NL STAINLESS STEEC DIAPH( DIAPHRAGM , FAIRPRENE ISTD.) TAINLESS STEEL SEAT FLOUROSILICONE DIAPHRAGM Figure 53. Nozzle Valve Assembly �At first the wing boom end connections were the non^-flexible tubing type,, but analysis of the larger aircraft indicated that a rigid wing boom system would not be compatible with aircraft wing flexufe during flight. As a result, a flex-type wing boom system, as shown in Figure 54, was designed. Wing boom connect.rons allowed axial flexing as shown but prevented axial rotation and end movement. The wing boom strut bolts were positioned to allow the struts to sway during wing flexure, and an inboard brace was added to prevent side movement of the wing boom. The C-123 nacelle wing boom sections were equipped with slip joints to allow the fuel nacelles to be jettisoned, and the boom air line was equipped with quick-disconnects which actuated after the boom began to separate. Silicone O-rings were added to protect the connector, seals from the agents since the standard seals were not compatible with ail agents. Contractor testing of the wing boom systems for the C-47, C-123, and C-130 indicated that the wing boom self-restrained connectors do not restrain over 100-psi pressure- when used with stainless steel pipe, although they are rated for 150-psi working pressure. Also, the connector seals are not adequately protected from the agents with the added silicone 0-ring, and fluorosilicone seals cannot be used for self-restrained type connectors. As a result, it is recommended that the self-restrained connectors be replaced with non-self-restrained connectors of the same type (allow boom flexure), fluorosilicone gaskets be used for complete agent compatibility, and the restraining function be accomplished with external mechanical ties. , Three different wing boom brackets were designed to pllow attachment of the struts. One was designed to mate with the airfoil porx/ons of the wing boom (Figure 55). This design was vulnerable to overtorquing the nut and deforming the curved tab at the rear of the bracket. As a result, a two-piece bracket was designed which bolted together at both the front and rear. Another bracket was designed to attach to the boom connectors, and the third bracket to attach to the wing boom pipe at the nozzle stations. Both of these designs used band clamps for attachment.., The three bracket types were required to allow variable positioning of the bonded mounting plates bonded to the wing surface. A telescoping strut was designed to allow complete installation flexibility. The strut uses a band clamp to fix its length during system installation and is subsequently riveted after the entire wing boom assembly is installed. The telescoping strut was originally aluminum but was changed to stainless steel to increase strength and chemical agent resistance. �IING »!NS BOOM END VIE* UNFLEXED FLEXED Figure 54. Dynamic Wing Boom Operation �— Figure 55. Wing Boom Strap Assembly f �*>8'3 Fuselage Hose Assemblies The fuselage hose assemblies consist of the same type of high pressure hose as used for internal plumbing and include an external air line to supply compressed air to the nozzle valves. The hose assemblies are attached to brackets which are bonded to " fuselage skin with silicone adhesive. .rvn:: -.-.. . ;. 4.9 ELECTRICAL SYSTEM The design of the electrical system was finalized after the agent transfer system design was completed. The foremost design objective was to keep the system as simple as possible and thus make it easy to understand, check out, and repair. Because the MISS may be used in remote areas and foreign countries, the electrical "system was designed so that it can be completely diagnosed with ..... a volt-ohm meter. These design criteria ruled out the use of sophisticated solid state electronics; the MISS uses conventional relays for all logic circuitry. The use of relays required more wiring, but the additional wiring expense was justified to keep the circuitry uncomplicated. Ai; electrical system relays, switches, and indicator lights are a single type to reduce logistics. Every individual electrical circuit is protected by its own circuit breaker. All circuitry was positioned for easy access and replacement, and each individual wire in the system is coded to correspond to the system wiring diagram. ..4.10 GROUND OPERATIONS Ground operations may be defined to include the following: • Fill the agent tanks from 55-gallon drums, open agent containers, or tanker trucks. • Drain the system into above containers. • Flush the system, including tanks. • Wash down the aircraft if contaminated. During the development effort, it became apparent that the centrifugal pump, used in the MISS agent transfer system, could be used as the power source for all ground operations and simultaneously reduce the quantity of ground-based support equipment. A selfpriming p.ump could have been used, but it would have required hand priming when the system was completely dry, and it would ; have weighed more than the non-self-priming type pumps. It became apparent that the air supply, already on the power module, could be used to actuate a pneumatic eductor, which, in turn, 117 �would create a vacuum condition in the centrifugal pump. By Attaching a ground suction hose to the suction side of the pump, the eductor could be turned off and the centrifugal pump would continue to fill t^e system. To prevent overfilling the tanks, each tank was equipped with a level switch which would close its vent valves when the tank was filled. When all. tanks" in a given system are filled, the engine magneto is shorted. to-'.ptevetnt overpressurlzation of the tanks. Turning off the fill switch allows the engine to be restarted for recirculation and/or spraying. Figure 56 shows an operator filling the system from 55-gallon drums using the drum suction probe connected to the suction fill hose. The drum suction probe is equipped with a valve which is shut off when transferring the probe from one drum to another. Closing this suction probe valve will cause the centrifugal pump to cavitate but will not -cause pump damage if closed for short periods of time. Figure 57 shows ground filling directly from a tanker truck. Filling the MISS with wettable powder-type agents can be accomplished by filling the system as explained above with the liquid carrier agent and introducing the powdered agent directly into the tanks through the 3-inch fill caps. Mixing the agent can be accomplished by placing the system in the recirculation mode. If the powdered agent is toxic, it can be mixed remotely using a spare tank and power module, as shown in Figure 58, and pumped onboard using the ground power module. Draining is accomplished by attaching the ground support hose to the power drain connection on the power module and using the onboard centrifugal pump to draw agent from the tank$; and pumpt it into the ground agent containers. " . System flushing is accomplished by suction filling with flushing agent and operating the system in the recirculation mode. To minimize the amount of flushing agent needed, a tank washing probe is supplied (Figure 59). This probe is attached with a hose to the power drain connection on the power module and moved from tank T'td-tank as required. : -Aircraft washing is accomplished --Jith a trigger-operated washing gun, attached with up to 100 feet of hose to the power drain connection. The gun is a variable spray-type, allowing the operator to select a cone spray, solid stream, or complete shut-off as desired. All hose/probe/washing gun connections are the quick-disconnect type to provide leak-tight connections with minimal effort. 118 �vo Figur'e 56. Field Fill �Figuro 57. Airfield Fill �ISJ T^y^y^l^ gy''-Jj' "~i m in T — -"-•--- •• ._g^- Figure 58. Mixing/Filling Operation with Wettable Powders �FLUSHING PROBE TO POWER DRAIN OUTLET ON POWER MODULE Figure 59. Tank Flushing 122 �4.11 RELIABILITY AND MAINTAINABILITY A basic functional level breakdown of the system is shown in Figure 60. These diagrams were generated by functionally dissecting each block. The process stops when the next dissection would result in specific part identification. ~ • . Analytical reliability and maintainability studies were not completed due to a change in the scope of the contract. Several key hardware components were cycle tested through a 5-year life, as explained in paragraph 4.14, Category I Testing. Reliability requirements were that the system have a probability of mission success oC 0.99 at a confidence level of 90 percent when disseminating an agent with viscosity of 350 .cp at. a .flow rate of three gallons per acre. Maintainability requirements were that the system be capable of operation away from a military installation for periods of up to six months with a spares kit containing only seals and nozzles. No field or higher maintenance was to be designed for a service life of 500 hours when disseminating agents Orange, Blue, and White. The nozzles {excluding tips, cores, and diaphragms) were to have a minimum predicted service life of 400 hours when disseminating agents Orange, Blue, and White. The nozzle tips and cores were to retain their calibration accuracy for a minimum time period of 10 hours. The flowmeter was to retain its calibration accuracy for a minimum period of 10 hours when disseminating agents Orange, Blue, and White. 4.12 SAFETY CONSIDERATIONS • Requirements specified that operational use of the dispenser system, including ground loading, must not be hazardous to personnel. As a result, the complete agent transfer system (including tankage) was designed as a sealed system with all agent vapors vented overboard both during ground and flight operations. ' In addition, both the lead-acid power module battery and the gas tank vents were routed overboard. All power train mechanisms {belts, pulley, etc.) were adequately shielded from operating personnel. A centrifugal pump was used as the prime agent mover and, due to system design, the pump could be operated at stall conditions without danger to the equipment or operating personnel. The power and tank nodules were provided with captive castors to simplify system installation and removal and minimize danger to personnel. Pressure relief valves were provided on both the primary and emergency dump pneumatic systems, and all electrical systems were protected by individual circuit breakers. Adequate system instruments and controls provided the operator with complete system monitoring capabilities. All indicator lights were the press-to-test type. 123 �i• ! MODULAR NTERNAL SPRAY SYSTEM • I 1 POWER AND CONTROL MODULE STRUCTURE AGENT TRANSFER STRUCTURE INTERNAL AIRCRAFT EXTERNAL AIRCRAFT PLUMBING PLUMBING SYSTEM RESERVOIR MODULE 1 STRUCTURE STRUCTURE 1 tO 1 1 EMERGENCY AGENT 1 AGENT FLOW SYSTEM IHSTRUXEN- STORAGE DUMP SYSTEM r CONTROLS PQKER TAT ION r 1 ELECTRICAL I PNEUMATIC Figure 60. MANUAL X3 o Functional Level Diagram for the Modular Internal Spray System ; �' ELECTRICAL 1 1 1 I WIRING SOLID STATE DEVICES CONNECTORS RELAYS 1 SWITCHES METERS to (J\ 1 I LIGHTS SOLENOIDS I MOTORS (•) PNEUMATIC 1 1 I 1 1 VALVES Figure 60. 1 VALVE ACTUATORS FITTINGS REGULATORS AIR RESERVOIRS COMPRESSOR Functional Level Diagram for the Modular Internal Spray System (Concluded) �The entire- system is structurally sound, conforming to all applicable aircraft technical orders. The internal hardware is tied c?own to withstand normal flight and crash g loads. The external hardware is designed to withstand the maximum flight speed of each applicable aircraft. *4'>.i3'c*"VALtiE ENGINEERING . . ' * • • Throughout the development phase, the MISS was constantly analyzed to reduce costs without compromising performance, reliability, or maintainability. Specific examples of cost savings are: • Used standard off-the-shelf hardware extensively. • Used Government-furnished engine to reduce logistic problems. • Selected modified cross-linked polyethylene high pressure hose to replace costly TPE hose. • • Designed the agent transfer system to adequately control e.g. while minimizing the number of hardware components. • Selected 500-gallon-capacity tank modules to replace previous 325-gdlon tanks, thus reducing costs, installation time, and plumbing complexity. • Replaced TFE dump and vent ducts with silicone-coated glass at a substantial cost savings. • Changed flange seals to reduce seal, costs by 90 percent without compromising performance. • Designed the electrical system to use a single type of switch and relay to minimize logistics. • 4.14 Provided complete ground support capabilities built into the power module. Changed to corrosion weight flanges to reduce hardware costs and parasitic weight. CATEGORY I TESTING Category I Contractor Testing was performed by DTL in three phases: Component Testing, Reliability Testing, and Reliability Retesting. Appendix II contains summaries of these reports. Component testing was performed to determine operating characteristics of prime system components such as the pneumatically operated valves, eductor, air compressor, and fLowmeters. Also included in the tests were agent/material compatibility, ground 126 �operations, 500-gailon tank sealing, and emergency dump. Reliability re-testing consisted of several cycling tests with the nozzle valve to verify a 5-year diaphragm life. All components tested performed as designed and exceeded the 5year life requirement. 4.15 CATEGORY II TESTING The MISS C-123K system installation and aircraft modification was performed at Eglin Air Force Base, Florida from 27 April 1971 to 7 May 1971,. The installation progressed smoothly/ and only a few pieces of minor hardware were modified for improved functionability. System flight tests were started on 17 May 1971 and included: • Dry system flight compatibility. • High volume spray, dump and manual dump using water as an agent. • Full takeoff and landing (880 gallons glycerin/water solution). • High volume spray at 240 gpm using glycerin/water solution; included turns while spraying. • Full load flight compatibility. • Low volume spraying. During all tests, the system performed well with no major complications. The self-supporting features of the system proved effective. The aircraft pilot said the system felt solid, did not adversely affsct flight characteristics, and agent slosh was not perceptible even with the tanks half full (maximum slosh condition). The system operator stated the operation was simple, straightforward, and all controls were positioned for easy handling. Slight spray contamination of the right aft fuselage from the right-hand fuselage spray station was eliminated by plugging that spray nozzle. The contamination was apparently due to the vacuum created by the dump chute or due to the direction of the propeller vortices, since the left-hand fuselage spray station caused no contamination. Emergency dump contamination of the fuselage was as expected, but some internal spray-back was apparent since the diarap chute was mounted forward in the jump door. The dump chvte was consequently positioned aft in the 'jump door for future MISS aircraft designs. The pilot felt that manual emergency dumping took too long for combat missions but would be fine for noncombat-type spraying. 127 �SECTION V CONCLUSIONS AND RECOMMENDATIONS 1. Flight characteristics of the C-123 aircraft arr not adversely affected by the installation of the PWU-5/A MIf.L kit. 2. Maximum payload capabilities of all ten applicable aircraft are effectively utilized. 3. The system self-supporting features perform effectively. 4. The system exceeds required flow rates for all ten aircraft. 5. The system can be readily installed at the organizational level" using standard tools. 6. The system is safe. 7. The spray nozzle valves effectively prevent agent leakage during maximum airborne maneuvers. 8. The flowmeter system is functional and meets the contractual accuracy requirements. 9. The emergency dump system will dump at least one-half the agent payload in 45 seconds. 10. Operator and pilot controls provide effective system monitoring and adjustment and meet human engineering requirements. 11. The agent transfer system provides effective recirculation agitation. 12. The system extensively utilizes standard, readily available hardware. 13. The agent reservoir design adequately prevents agent slosh. 14. The sequential tank-emptying design allows maximum modular installation flexibility. 15. Attachment of external hardware and limited internal', hardware by bonding is an effective modification method. 16. Polysulfide or polysulfide/epoxy adhesive should be investigated to replace the epoxy wing boom bonding agent; the PWU5/A MISS installation would th^n require no permanent aircraft modification. 129 �17. The self-restraining wing boom connectors should be replaced with non-self-restraining connectors of the same type and used with fluorosilicone seals. Connection restraint should bo done with mechanical ties between wing boom sections. 18. A cable system should be designed to allow manual emergency dump operation from the operator's console. 130 �APPENDIX I ELECTRICAL SYSTEM DESCRIPTION X.I MAIN POWER SYSTEM The electrical power system consists of a 24-volt lead-acid aircraft battery (AN3150-2A), a 30-volt carbon pile voltage regulator (FSN 6110-373-8691), a 10-ampere maximum reverse current relay (FSN 2925-554-6956), and a 50-ampere, 28.5-volt aircraft direct current generator {FSN 2920-873-4396).Figure 1-1 shows a simplified diagram of the main power circuitry. When the generator voltage reaches 26 to 27 volts, the generator is connected to the battery by the reverse cur-rent relay allowing charging current to flow. The charging voltage is regulated to 30 volts by the carbon pile voltage regulator. When the engine speed is decreased, the generator voltage drops, causing a reverse current to flow, discharging the battery through the generator. The reverse current relay disconnects the generator from the battery when the reverse current exceeds 10 amperes (engine idle). 1.2 CIRCUIT BREAKERS The main power is monitored by the ammeter before being distributed to the secondary circuit breakers by the primary circuit breaker, CB-1, which is a d.c. 50-ampere, medium delay circuit breaker. The medium delay allows 'all tank vent valve motors to Start at , once without causing nuisance trips. The secondary circuit breakers are shown in Table 1-1, and their delay curves are shown in' Figure 1-2. All circuit breakers are double pole. Each of the circuit breakers is equipped with an auxiliary microswitch which, when the circuit breaker is tripped, will light the breaker-tripped indicator light on the main control panel. The toggle action on these circuit breakers is trip-free, making it impossible to hold the circuit closed against a fault. All circuit breakers are .weather-proofed. 1.3 FLOWMETER The flowmeter is supplied with 24-28 Vdc by circuit breeiker CB-2 through connector P-ll, as shown in Figure 1-3. Inputs from the 1-inch and 3-inch turbine meter magnetic pickups are received at the flowmeter instrumentation package through cables W-4 and W-5. These are two-couductor shielded cables with the shields; insulated at the flowmeter connector an<? grounded at the instrumentation package connector. 131 �—5 AMMETER ••MEG 121 S H pig jig 1 BAT CUTOUT RELAY 122 122 122 123 124 L+ J19 MAIN POWER TO SYSTEM I F+ VOLTAGE REGULATOR P19 -f—-f 0+ C8-1 ELECTRICAL BOX POKER MODULE Figure 1-1. * l- Main Power Circuitry �TABLE 1-1 SECONDARY CIRCUIT BREAKERS BREAKER LOAD ( m a x ) R A T I N G (amps) DELAY .080 1,00 1 3.U50 7.50 1 .3WJ 2.50 1 CB-5 PUMP PRIME *4.920 2.50 1 CB-6 DRAiN 44.500 10.00 2 CB-7 A I R PURGE .820 2.50 1 CB-8 AGENT LEVEL .1*00 1.00 1 CB-9 SPRAY 5.980 10.00 2 CB-10 DUMP 20.7M3 30.00 2 19.360 30.00 2 19.360 30.00 2 CB-2 FLOWMETER CB-3 ENGINE CB-i* PANEL LIGHTS OJ CB-11 VENT CB-12 PILOT ! �tmi E.-:r.T«±=: -i^m^ pr.".'.rfi'::.Tr-T_;"._"...'.".- ^p_._~ APC oc convc (m 'e ^ «a|4*%M " - »« ~ «»* tat w* "*» •*» M« w« - !?-"v."Mt ^ ^=?5f **f??!?'?=*^ Ml"' B &3E: Pp||P^pa^ ^.ta-t-vfe^T I N ^™fe^^^^F^fp^^^ —rr - -^-i tr=;t-.tr-?i:=~ n-f--*— r «- --71 ,_. ~.]~ I 7.-. t ijii...rz I Figure 1-2. Circuit Brea.:er Delay Curves 134 �I I y-JIH PICKO. 1 INCH MFTF1* dU ! ff I 1 r~ Jl 3 PI3-\ r 1 - 1 i_ L PM —i _ l« / -r-L 1 1_ P <^" rv _J "*,. \^ 1 /-\ ^J i I * i V J PICKUP ItCH hETER f"~ 1 I i i i •— [ ' 1 1 "" PM FLOWMETER IHSTRUHEHTATIOh M3 "~"""jf ^~ PIS 1 JU-J* -c1 1 ^T f \ —> 1 L MS JM -v 1 i' . -J— ^ STUFF1MG TUBE / JI8-L-*- JI-V -»• pj-V -*J BOX S*^\ -^ Av POWER MODULE Figure 1-3. I * -JI2 12 s~K rt , , _ . _ . . V\ r -X 1 1 1 -^ L_EI.ECTRICAL 211-28 VOC INPUT I \ ' . x-JIB . / Flowmeter Circuit • | v_ PII •*--P18-L •*•-JI8-L -»--JlJ , -. �1.4 ENGINE Power is supplied to the engine electrical controls through circuit breaker CB-3, as shown in Figure 1-4. When the ignition switch (S-l) is switched on, power is supplied to the hourmeter., and ground is supplied to the starter pushbutton (8-13?. When S-l is in the off position, the engine magneto is grounded and 24 Vdc is supplied to the normally opened contact of the oil pressure-actuated microswitch (S-16). If S-l is switched off with the engine running (S-16 actuated to the normally opened position by oil pressure), 24 Vdc is supplied to the fuel shutoff solenoid until oil pressure decreased, allowing S-17 to deactuate to the normally closed position. This function prevents possible engine backfiring if the. ignition switch (S-l) is switched off with the engine operating at high throttle -settings. If the oil pressure drops too low with the engine running (S-l), S-16 deactuates and the fuel shutoff solenoid is energized with power from the magneto. 1.5 PANEL LIGHTS Power is supplied to the two gooseneck panel lights through CB-4. Each of these lights has its own intensity-controlling rheostat. •1.6 PUMP PRIME Power is supplied to the pump prime switch through circuit breaker CB-5. The pump prime switch opens the vent valves on the end tanks, removes power from the closed side of the vent valves, and energizes the eductor air solenoid valve. 1.7 DRAIN Power is supplied to the drain switch '-hrough circuit breaker CB-6. The drain switch opens the vent valves on the end tanks and removes power from the closed side of the vent valves. 1.8 AIR PURGE Power is supplied to the air purge switch through circuit breaker CB-7. The air purge switch energizes the air purge solenoid and the wing boom nozzle valve air solenoid. The positive power coming from CB-7 is in series with the spray switch so that the air purge switch will not function unless the spray switch is in the off position. 1.9 AGENT LEVEL Power is supplied to the agent level system through circuit breaker CB-8. The power is dropped through a 75-ohm, 25-watt resistor or a 50-ohm, 25-watt resistor, depending on the number of tanks in the system used. The total number of tanks in the 136 �—I OIL PRESSURE-ACTUATED MICROSWITCH SI6 p —- fr *—G PI-F!JI-F 1— '16 TB5-!) —16—• • SI3 P| E Jl £ 20 19 17 16NIT ION SWITCH SI M'KJJI-K no NO ' STARTER PUSHBUTTON I STARTER MAGNETO PI6-T T 9 FUEt SHUTOFF SOLENOID lO I HOURHETER I I I I I I I f I I t JI-2 JI-Y P l - O l^_J LJ. PI-Y CB-3 »-i 10 POWER MODULE J ; i I i I i I I I | Figure 1-4. Engine Control Circuit 137 �system used is selected on the number of tanks switch (S-12) at the top of the control panel. This switch also programs the automatic engine cutoff circuitry for the number of tanks used. (Refer to Figures 1-5 and 1-6.) The agent level system consists of a tank selector switch (S-5) and a dual meter readout (K-2). The tank selector switch receives the incoming signals from the tank sending units. Tanks are selected in pairs to be read out on the dual meter. The sending units in the tanks consist of a sealed resistance comb running from the top to the bottom of the tank (70 ohms) with a sealed reed switch at the top. A floating magnetic runner causes the resistance of the circuit to change and actuates the reed switch at the top when the tank is full. The closing of this reed switch on each tank actuates some or all of relays K-9 through K-16, depending on the number of tanks used. The relays form part of a 2 to 8 input "and" gate, which shuts the engine down when all tanks are full. This automatic shut-down will only occur when the fill switch is in the "on" position. I.10 SPRAY The spray function, as shown in Figure 1-7, is supplied with power through circuit breaker CB-9 and controlled by switch S-6 on the main control pnnel and switch S-14 on the pilot's control box. Thuce two switches are wired in series so that the decision to spray must involve both the operator and the pilot. Positive power from cn-9 is supplied to terminals 2 and 11 of the operator's spray switch, S-6. When S-6 is switched on, the operator's indicator light, L-9, on the main control panel is illuminated arid' positive power is supplied to the pilot's control box through CB-12, lighting the operator's indicator light on the pilot's control box, L-15. Terminal 5 of S-6 is part of the six input "and" circuits which supplys a closed signal to the vent valves. When S-6 is switched on, this closed signal is interrupted. Terminal 8 of S-6 is in series with the air purge function so that air purge cannot be operated during the spray function. When S-14, the pilot's spray switch, is switched on, the end vent valves are opened through power from terminal 2. Terminal 5 of S-14 has received power from S-6 through CB-12. When S-14 is switched on, the spray solenoid and the wing boom nozzle air solenoid are energized with power from terminal 5. Terminal 3 of S-14 has power provided by CB-9. When S-14 is switched on, the pilot's spray, light, L-ll, on the pilot's control box is illuminated with power from terminal 3. The pilot's spray light on the main control panel, L-10, is also illuminated. 7o summarize this function, when the operator actuates his spray switch, the operator's spray lights on the main control panel and <,n the pilot's box are both illuminated. When the pilot actuates 138 �TO JI6-AA LIQUID LEVEL TANK SELECTOR SIUC.4 « -^f. 75 OHH.20 W A T T J4 P4 A.A A K K vv— TT, 1 1 ,-7f I •l' JI7.AA M! AGENi LEVEL KETER A B C D E F G H J J4 J3 D C B A J3 A B C 0 E F G H J „ -> P4 P3 0 C B A P3 Rl 1 36 | 34 SO C KM. 20 W A T T t, .«^r:— 1j j J. a 2 * S2 " ^-w -*—< 1 1-« * 34 PI8 Jl{ j, 6 j a Ji PI G { a i pi vk OF 4 -V C8-8 -/ */ P I 8 J I 8 4* l GROUHO i NUMBER TANKS SWITCH 35 h f T 1— 28V DC MAIN POWER vo 39 HI 42 43 44 45 ' " «> OL UJ 1— 119 > PIS\ 119 52 PI9 JI9 at PI9 HG . JK ac-j ^f = JI9 PI9 Figure 1-5. Agent Level System Circuit �f TANK 7 +28VDC T4NKS TAKK "1 x1 T&NK I 1 1 1 ' ec 1^1 1=1 X l~l 1= 1 1 ee x IriJ 1=1 TANK 2 1 TANK H .TANK 5- V / V 6» 12 HUMBER.IOF TANKS C-47 Figure 1-6. Liquid Level System Automatic Engine Shut-off Electrical Schematic — »• TO MAGNETO (OMLY OPERATES WHEN FILL SWITCH IS OH) �W I N G BOOM A I R NOZZLE SOLENOID Figure 1-7. Spray Circuitry �his spray switch, the pilot's box and the main control panel indicators ar6 illuminated/ the end tank vent valves are opened, the wing boom nozzle air solenoid is energized, and the spray solenoid is energized. The same order of events occurs if the pilot's spray switch is actuated before the operator's spray switch. However, the first switch to be turned off is the one which de-energizes the two solenoids and closes the vent valves. 1.11 DUMP The dump function, as shown in Figure 1-8, is supplied with power through circuit breaker CB-10 and controlled by switch S-7 on the main control panel and switch S-15 on the pilot's control box. These two switches are wired in parallel so that either the operator or the- pilot can initiate the dump function. Positive power from CB-10 is supplied to terminals 2 and 8 of switch S-7, the operator's dump switch. Negative power from CB-10 is supplied directly to the dump solenoid through P-l and P-21. When S-7 is switched on, the operator's dump light, L-13, is illuminated, K-18 is energized through P-19 and D-19 cutting off the closed vent valve signal, the pilot's dump light, L-12, is illuminated, and all vent valves are opened through S-9. The pilot's dump switch will perform these same functions. 1.12 VENT VALVES A logic diagram of this system is shown in Figure 1-9, and a schematic is shown in Figure 1-10. These figures show only one vent valve circuit since all are similar. Power is supplied to the vent valve system through circuit breaker CB-11. When the fill switch, S-8, is switched on, the vent valve is opened through the normally closed contacts of relay K-l. The open indicator light on the main control panel for that vent valve will light as will the closed indicator light when the valve is closed. When this tank is full, the agent level full switch is closed energizing relay K-l. The normally closed contacts on K-l open, cutting off the open signal to the vent valve. The normally open contacts close providing a closed signal to the vent valve through S-8. Besides K-l being energized, relay K-10L is also energized, which forms part of the engine shut-down circuit when all of the tanks are full. (See Figure 1-6.) Only when tho fill switch is in the off position is power supplied to the S-9 open/closed switch. This switch either opens or closes the vent valves independent of the fill system. The closed signal to the vent valves flows through a normally closed pole on: • K-18, dump relay. • S-7, dump switch. • S-G, spray switch. 142 �ELECTRICAL BOX 87 DI9 ?! LL> P19 JI9 -R 016 TO WIRE #28 -R 44- • i •52KI8 il l S-9 JI8-M 55 j- i I l_. J5-0 Jl-e JI-A6 JI-M PS-O PS-F PI-H PI-AG x-K • •- DUMP SOLENOID '• C8I2 -5H- POWER MODULE P6-G J6-G 5552 S-,5 " LI2 I I P I L O T ' S CONTROLS Figure 1-8. Dump System Circuitry 143 TO S-9 JI-P 86 1)21 Tf: _ 6 ^—i --B-j pi-p �RELAY Kl ENERGIZED FLOAT SWITCH OPEN 'I " 1 I CLOSED RELAY Kl TANK FULL N.O. CLOSED I . J FILL RELAY Kl ON SWITCH OFF POWER TO OPEN/CLOSE SWITCH N.C. IN OPEN OPEN ; INDICATION LIGHT IN CLOSED INDICATION LIGHT , Figure 1-9. VENT OUT OUT PILOT'S SPRAY RELAY KI9 Vent Valve Control System Logic Diagram (One Valve) a UJ V) VALVE �VEMT VALVE (IN OPEH POSITIOH) FILL +28V Kl D2 OPES/CLOSE SWITCH S9 I OPEM^ | ^T>-2" FILL SWITCH SS OFF • » / ! < | "•"W «^..j i I I K! Figure 1-10. Vent Valve Control System Schematic (One Valve) �• K-ly, pilot spray switch. • S-3, drain switch. • S-2, pump prime switch. The diodes (D-l and D-2 in Figure 1-10) in the vent valve circuitry are to prevent unwanted interaction between different tank systems. 146 �APPENDIX II CATEGORY I TESTING REPORTS Category I MISP testing consisted of the following: • Component Tests • Reliability Tests • Reliability Retests Summaries of the results of these tests are given in the following sections. , II.I CATEGORY I COMPONENT TEST RESULTS II.1.1 Introduction From 25 May 1970 to 31 August 1970, DTL conducted the following MISS component tests: 1. Nozzle Valve 2. Motor-Driven Vent Valve 3. Dump Valve with Actuator 4. Spray Valve with Actuator 5. Sealing of 500-Gallon Tank Assembly 6. Agent/Material Compatibility 7. Centrifugal Pump Eductor 8. Suction Filling (55-Gallon Drums) 9. Air Compressor : 10. Flowmeters 11. Emergency Dump System (500-Gallon Tank) 12. Emergency Dump (4 each 500-Gallon Tanks) 147 �II.1.2 Results Summary All components met or exceeded design parameters, except emergency dunp. The 1-inch-diameter vent valve and ver.t tubes restricted tank venting too severely and dictated the use of 2-iuch-diameter vent valves and vent lines. In addition, the dump chute and vent chute, which project into the air stream through the aircraft jump doors, were designed to allow ram air pressurization of the vent system and a slight vacuum condition in the dump duct system With these changes, emergency dump time requirements were met. 11.1.2.1 Nozzle Valve The valve sealed drip tight against 58-psig water pressure with 40-psig air behind the diaphragm. With 0 psig air pressure, the valve sealed.against approximately 6.5 psig water pressure. The valve absolutely eliminates water hammer effects uince it readily opens at water pressures above the nominal sealing pressure. 11.1.2.2 Vent Valve At 24 Vdc, the average opening and closing times were 1.9 seconds. 11.1.2.3 Dump Valve With 100-psig air pressure, the average opening and closing times were less than 0;4 second. 11.1.2.4 Spray Valve Opening time Ccin be varied from 0.14 to 1.06 seconds, and closing time can be varied from 0.45 to 1.25 seconds. 11.1.2.5 Sealing of 500-Gallon Tank Assembly All tanks were tested to 20.-psig hydrostatic pressure. remained leak tight and structurally integral. 11.1.2.6 Agent/Material Compatibility Agents used were: • The tanks Dibrom (4.6 Ib/gal - 3 oz/acre solution) Orange White Blue Modified Cross-linked Polyethylene Hose The modified cross-linked polyethylene hose withstood all agents at 140°F for 3-1/2 months with no degradation. 148 �• TFE Lined 4-inch Suction Duct The TFE liner withstood all agents at 140°F for two months without degradation. Constant exposure of the duct exterior to agents may cause slight delamination of the fiberglass layers. • Silicone Vent and Dump Ducts The silicone vent and dump ducts withstood all agents at 140°F for one month without degradation and withstood Orange, White and Blue for two months without degradation. The Xylene content of the Dibrom decomposed the silicone aftar two months of constant exposure at 140°F. This is equivalent to about eight months of constant liquid (agent) contact. Xylene will permeate the silicone duct in six days at ambient temperature. After drying, Xylene will repermeate the silicone after two days. II.1.2.7 • Eductor-Centrifugal Pump 50-Foot-Long, 2-Inch-Diameter Suction Hose Height of Suction Lift 57 inches 108 inches 16.5 feet Time to Prime (sec) Maximum Fill Rate (gpm) Engine RPM 15.4 17.9 26.0 145 130 125 1000 1000 1000 50-Foot-Long, 3-Inch-Diameter Suction Hose System modification will have to be made to allow connection of 3-inch hose for ground fill - test performed for information only. 'Height of Suction Lift 57 inches 108 inches 16.5 feet II.1.2.8 Maximum Time to Prime (seel Fill Rate 24.4 28.5 41.0 390 390 250 Engine RPM (gpm) 1300 1300 1300 Suction Filling (55-Gallon Drum) These tests were performed using the 50-foot-long, 2-inch-diameter suction hose with the drum probe assembly attached. Approximately one gallon of water was left in each 55-gallon drum when the probe began sucking air. 149 �Maximum Fill Rate (gpm) Time to Prime (sec ) Height of Suction Lift 57 inches 20.0 108 inches 16.5 feet 22.5 27.0 II.1.2.9 Engine RPM 75 70 50' 1000 1000 1000 Air Compressor Engine RPM Time to Fill All Three Air Reservoirs to 128 psig from 0 psicf ( sec ) 283 197 144 120 112 1000 1500 2000 2500 2750 (max ) II.1.2.10 Flowmeters Size Flowmeter (inch) Flow Range (gpm) 3 3 3 3 1 1 1 1 Indicated Flow (gpm) 0-600 0-600 0-200 0-200 0-60 0-60 0-20 0-20 100 300 : 100 50 41 15 15 1.5 Actual Flow (gpm) 100.977 288.11 100.469 51.311 40.644 15.048 15.128 1.5948 Percent Error 0.97 3.96 0.47 2.62 0.86 0.32 0.85 6.32* II.1.2.11 Emergency Dump, Single 500-Gallon Tank Using 1-inch-diameter vent valve and 84 inches of 1-inch-diameter vent line, time to dump one-half a full tank was 61 seconds. Water was used. * Reading e rror was excessive percentage of error shown. 150 �With the fill cap off, the time to dump one-half a full tank of water was 40 seconds. Using a 2-inch-diameter ball vent valve with 5 feet of 2-inch vent hose, time to dump one-half a full tank of water was 41.7 seconds. Addition of a blower which simulated ram air pressurization of the vent duct (about 6 inches of water pressure) decreased dump time by about 3 seconds. II. 1.2. 12 Emergency Dump, Four 500-Gallon Tanks Four 500-gallon tanks were manifolded into a single 10-inch-diameter duct. Using the 1-inch-diameter vent valves, one-half the agent (water) was dumped in 61 seconds. With the fill caps removed, the tank nearest the dump discharge expelled one-half of its agent (water) in 42 seconds, and the fourth tank (furthest from discharge) expelled one-half of its agent within 48 seconds. The average time was 45 seconds. This test did not include ram air presaurization of the vent system nor the slight vacuum condition in the dump duct, both of which will decrease dump time and will occur during any aircraft flight. II. 1.3 Conclusions All component testing has been successfully completed. With the previously described modifications to the emergency dump system, all system components are expected to equal or exceed the system design requirements. II. 2 CATEGORY I RELIABILITY TESTING RESULTS I I . 2.1 Introduction From 13 May 1970 to 9 June 1970, DTL conducted reliability tests of the following components: • Vent valve with actuator • Nozzle valve • Spray valve with actuator • Dump valve with actuator The context and results of these tests are explained on the Test Information Sheets that follow. Included, also, is an explanation of Standard Component Certification. 151 �II.2.2 Vent Valve Test Information Sheet TEST CATEGORY: COMPONENT OR SYSTEM: Reliability Vent Valve (KcCannaflo 600, 1-inch F602-S3-T ball valve DATE AND TIME TEST INITIATED: DATE AND TIME TEST COMPLETED: TEST OBJECTIVE: with Ramcon 8B-4 (WP) motor actuator). 13 May 1970, 0900 hour's 22 May 1970, 1145 hours The ball vent valve controls venting of the agent reservoirs and operates during filling, pump prime, and spraying. Normal air pressure on the valve is less than 4 feet of water. Test objective is to determine valve cycles to failure or prove active life'is in excess of five years. 5-year life: 15 cycles/mission, 2/missions/day, 5 days/week, 52 weeks/year. Total: 39,000 maximum cycles/5 years. TEST DESCRIPTION: The vent valve with actuator was installed as shown below. Differential air pressure across the valve was 10 psig The valve was opened and closed every 10 seconds by applying 24 Vdc to the Ramcon Actuator using the DTL Electrical Cyclic Tester. TEST RESULTS: The ball valve and motor actuator underwent 39,125 open/close cycles without failure. The ball valve was bubble tight against 10 psig air pressure. TEST CONCLUSIONS: The vent valve assembly will exceed the 5-year life requirement. 152 �II.2.3 Nozzle Vent Test Information Sheet TEST CATEGORY: COMPONENT OR SYSTEM: DATE AND TIME TEST INITIATED: DATE AND TIME TEST COMPLETED: TEST OBJECTIVE: Reliability Nozzle Valve (Spraying Systems No. 12328-NY-3/4, modified) 27 May 1970, 0830 hours 1 June 1970, 1130 hours The nozzle valve is a diaphragm check valve modified to allow pressurization behind the diaphragm, increasing its sealing pressure. Normal air pressure behind the diaphragm valve will be 40 psig. Determine cycles to failure or prove active life is in excess of 5 years. 5-year life: 10 cycles/mission, 2 mission/day, 5 days/week', 52 weeks/year. Total: 26,000 maximum cycles/5 years TEST DESCRIPTION: The nozzle valve was installed as shown below. The water valves were adjusted so that water pressure on the diaphragm was 60 psig with the nozzle valve closed and 20 psig with the nozzle valve open. The nozzle valve was cycled open/closed by applying 24 Vdc to the ASCO 3-way valve using the DTL Electrical Cyclic Tester. Cycles were measured with a digital counter. DTL 7117 DTL 71 HI FAUCET 60 PSI WATER ={X} 90 PS' AIR 60442T ASCu 3 WAY 24 VDC VALVE SS WHIRLJET NOZZLE SPRAYING SYSTEMS 12328 3/4 IMCH HYLON CHECK VALVE 153 �TEST RESULTS: ' A standard nozzle valve was modified to allow air pressure behind the diaphragm and fitted with a 0.025-inch thick silicone-coated glass diaphragm. Air pressure was set at 50 psig. This diaphragm failed at 22,000 cycles due to a sharp edged stainless steel ring inside the valve. The ring was removed (does not degrade valve); all sharp edges which the diaphragm would rub against were broken. In addition, a sealing ridge in the valve bonnet which had partially cut through the diaphragm was removed. A new 0.025-inch-thick silicone diaphragm was fit and testing resumed. The diaphragm failed at 9485 cycles. Inspection of the diaphragm indicated that the glass fabric was powdering due to fatigue. Therefore, glass fabric was eliminated as a design choice. A 0.050-inch-thick Buna-N coated Nylon fabric diaphragm was fitted and testing resumed. Buna-N is not compatible with the MISS agents; the purpose of the test was to fatigue test the diaphragm fabric. The diaphragm pulled away from the edges where it was compressed between the bonnet and valve body. This failure occurred after 200 cycles. The bonnet was replaced with a standard bonnet complete with sealing ridge (machined off on previous bonnet). A 0.025-inch Buna-N coated nylon diaphragm was fitted and testing resumed using 40 psig air pressure. A total of 26,016 cycles was completed without failure. The diaphragm wets removed and visually inspected for damage. Only slight wear was apparent. The final diaphragm will be Fluorosilicone-coated Dacron. TEST CONCLUSIONS: Based on the test with Buna-N coated nylon, the final diapliragm should exceed the 5-year life requirements. Cyclic testing of the Fluorosilicone/Dacron diaphragms will be initiated as soon as they are received by DTL. 154 �II.2.4 Spray Valve Test Information Sheet TEST CATEGORY: COMPONENT OR SYSTEM: DATE AND TIME TEST INITIATED: DATE AND TIME TEST COMPLETED: TEST OBJECTIVE: Reliability Spray Valve (Weco Model 12, 3-inch butterfly valve with Worchester Model C38W pneumatic actuator) 22 May 1970, 1130 hours 27 May 1970, 1420 hours The spray valve is a fully open or fully closed valve which controls agent release to the spray booms. Test objective is to determine cycles to failure or . prove active life is in excess of five years. 5-year life: 10 cycles/mission, 2 missions/day, 5 days/week, 52 weeks/year Total: 26,000 maximum cycles/5 years TEST DESCRIPTION: The spray valve was mounted between 150-pound ASA flanges and mounted to the DTL water lines. Water pressure was 63 psig. The valve was opened and closed by supplying 24 vdc to the solenoid of the Worchester Actuator using the DTL Electrical Cyclic Tester. Cycles -were measured with a digital counter. Air pressure was 100 psig. ^ ORCHESTOft ACTUATOR c c WECO MODEL 12 3 INCH BUTTERFLY ICYCLIC TESTOR ^=<R£fi>"AIR PRESSURE PS I WATER MANUAL VALVE WATER MAIN PRESSURE = 63 PSIG TEST RESULTS: After 12,125 cycles, a slight leakage past the butterfly at the pivot points was noticed. The valve was left closed for two days, and the leakage stopped. At 26,025 cycles, the same leakage was noticed. The ASA 150-pound flanges were retightened, and the leak was reduced to about two drops/minute. 155 �The valve was left closed and mounted for two days. All leakage stopped. The valve was cycled ten times and remained leak-free. Visual inspection showed slight TFE butterfly disc seat wear. TEST CONCLUSIONS: Rapid cycling of the valve (about 12,000 cycles/6 hours) tended to relax the TFE butterfly disc seat seal and allowed slight leakage. After setting for two days, the TFE seat returned to its original sealing position, eliminating all leakage. Cycling the valve an additional ten times did not reproduce the leak. Based on the above, no leakage is expected during a normal 5-year life if the valve will be cycled about 20 times/day. II.2.5 Dump Valve Test Information Sheet TEST CATEGORY: COMPONENT OR SYSTEM: Reliability Dump Valve (Weco Model 12, 4-inch butterfly valve with Model B38N Worchester actuator mounted) DATE AND TIME TEST INITIATED: DATE AND TIME TEST COMPLETED: TEST OBJECTIVE: 2 June 1970, 1115 hours 9 June 1970, 1055 hours The dump valve is a fully open or fully closed valve, which controls release of agent from the tank to the emergency dump line. Agent pressure on butterfly is minimal (only the tank fluid head). Normal air operating pressure is 70 psig. • Test objective is to determine cycles to failure or prove active life is in excess of five years. 5-year life: 2 cycles/mission, 2 missions/day, 5 days/week, 52 weeks/year. Total: 5200 cycles/5 years. TEST DESCRIPTION: The dump valve with actuator was installed as shown below. The butterfly valve was mounted between bolted flanges with the butterfly disc irranersed in water and actuated, using regulated air pressure through a 4-way ASCO solenoid valve. The solenoid valve was actuated by applying 24 Vdc using the DTL Electrical Cyclic Tester. 156 �WORCHESTOR ACTUATOR HOUSE A I R « INCH WE GO BUTTERFLY MOUNTED IN CORROSION WEIGHT ORES FLANGES ASCO it-WAY SOLENOID VALVE TEST RESULTS: Valve would not open at 70 psig but required 110 psig After five cycles, required pressure dropped to 65 psig. Operating pressure was increased to 100 PSI. After 2000 cycles the valve was closed and let stand for 2-1/2 hours, after which 70 psi air was required to actuate (open) the valve. One-hundred psig cycling was continued. After 5500 cycles the valve remained leak tight. Visual inspection indicated no wear. The valve was closed and let set for one day; opening pressure was 72 psig. The valve was closed and let set for six additional days; opening pressure was 78 psig. TEST CONCLUSIONS: The 5-year life requirement has been met and .exceeded. The original actuation pressure of 70 ' -g will have to be increased, as will the or^g-'nal aii eservoir pressure of 100 psig. The air reservoir pressure can be increased to 125 psig maximum (maximum pressure available from the air compressor), and the valve actuator pressure can be increased to 110 psig. Further testing of the dump valve actuation system will be performed during Category I Component Testing, Both the individual valves and the dump system will be tested. Since minimal fluid pressure is seen by the valve, it may be possible to provide a spacer between the duir.p valve and its bolted flanges to allow less compression of the TFE seat, thus reducing the butterfly seating torque. This will not decrease the valve's sealing capabilities for the fluid pressures it will encounter. 157 �II.3 CATEGORY I RELIABILITY RETEST RESULTS II•3.1 Introduction From 14 July 1970 to 23 July 1970, DTL conducted reliability retests of the nozzle"v&lves'-with fluorosilicone diaphragm. The context of these tests are explained in the Test Information Sheets that follow. The final diaphragm configuration was cycled through 38,500 complete open/close cycles without any apparent wear on the components. A life duration of 7.38 years is equivalent to 38,400 cycles. II.3.2 Nozzle Valve Test Information Sheet TEST CATEGORY: COMPONENT OR SYSTEM: Reliability Nozzle Valve (Spraying Systems No. 12328-NY-3/4, modified) 14 July 1970, 1515 hours 23 July 1970, 1440 hours DATE AND TIME TEST INITIATED: DATE AND TIME TEST COMPLETED: TEST OBJECTIVE: Previous testing of the nozzle valve during May 1970 indicated that a glass fabric diaphr." gm v;as not applicable since the fabric powdered due to fatigue. A nylon fabric diaphragm was tested and found to exceed the 5-year life requirement. The nozzle valve was subsequently retested as explained below, using a dacron fabric diaphragm impregnated with Fluorosilicone (necessary for chemical agent compatibility). A 5-year life is represented by a total of 26,000 on/off cycles as follows: 10 cycles/mission, 2 missions/day, 5 days/week, 52 weeks/year. TEST DESCRIPTION: ' * The nozzle valve was installed exactly as was done for the previous tes -ng (see June 1970 Category I Reliability Testing Results). Water pressure on the diaphragm was 60 psig with the valve open (no air pressure behind the diaphragm). Air pressure behind the diaphragm was regulated to 40 psig. TEST RESULTS: A standard Spraying System valve was modified to allow air pressurization behind the diaphragm, and the stainless steel annu?,us insert was removed as was done for previous tests. A Fluorosilicone diaphragm was fitted �and the was the the valve was assembled hand tight. At 6,500 cycles valve was disassembled for inspection. The diaphragm severely cut where the bonnet sealing lip was holding diaphragm in place. The sealing lip was sanded down slightly to reduce the cutting effect, and a new diaphragm was fitted. The valve was reassembled. Testing was resumed and stopped after 27,621 cycles. The valve was disassembled and inspected. The diaphragm was cut at tne bonnet sealing lip. A new valve was modified for air pressure behind the diaphragm, the stainless annulus ring was removed, a new diaphragm was fitted, and testing was resumed. After 5,000 cycles, air was passing through the diaphragm. The diaphragm was again cut et the bonnet sealing lip. The bonnet sealing lip was measured at 0.027-inch high, and *:he standard Spraying Systems diaphragm was measured at 0.027-inch thick. Therefore, it was felt that the bonnet sealing lip should be cut down to 0.015-inch high to try to eliminate diaphragm cutting. A new bonnet was machined for a 0.015-inch high sealing lip. A new diaphragm was fitted and testing resumed. After 5,553 cycles, the test was stopped due to air leakage past the diaphragm. The diaphragm was cut. Aft'sis point it was fej.t that cutting the Fluorosilicone could Ijest be avoided by using the Fluorosilicone diaphragm in front of the standard Spraying Systems diaphragm and using a standard bonnet. This was tried and the test was stopped after 26,120 cycles. No failure was noticed, but the Fluorosilicone diaphragm was cut in one place (due to sealing lip on bonnet). The Spraying Systems diaphragm was uncut. Investigation of the slightly cut Fluorosilicone diaphragm indicated that overtightening of the bonnet clamping bolts was very likely the cause of the cutting. New diaphragms were fitted, the bolts were torqued to 15 in.-lb , and testing was resumed. Testing was stopped after 30,720 cycles. Inspection of the diaphragms showed no cutting, but the Fluorosilicone diaphragm did have impressions of the Spraying Systems diaphragm cloth pattern. Bolt torquing tests were performed and at 10 in.-lb the Fluorosilicone showed no effect; at Is in.-lb , the Fluorosilicone retained impressions of the Spraying Systems diaphragm cloth pattern. 159 �Now diaphragms were fitted to the torqued to 10 in.--lb, and testing was stopped after 38,400 cycles. phragms showed no cutting or wear test valve, the bolts resumed. The test Inspection of the diapoints. CONCLUSIONS^ The Spraying Systems No. 12328-NY-3/4 diaphragm check valves can be successfully used as a MISS wing boom nozzle valve by performing the following modifications: use the Fluorosilicone diaphragm in front of the Spraying System diaphragm; use a standard bonnet modified only to accept air pressurization behind the diaphragm; torque the bolts to 10-12 in.-lb. The standerd bolts should be replaced with the safety-wire-type bolts to prevent the possibility of accidental overtightening. 160 �APPENDIX III STRESS ANALYSIS This appendix contains detailed calculations for the 500-gallon MISS tank and cradle. For analysis of the tie-downs and aircraft external plumbing, refer to each individual aircraft Class II modification documentation. 161 �TANK SIZE AND WEIGHT ASME F&D TAN HEAD I I GA (.078) Ud IN. MAJOR RADIUS 2.88 IK. K I N RADIUS I IN. FLANGE BAFFLE ¥8.0 IN. OUTSIDE DIAMETER X. 14 GA (.078) 9.16 IN. — 52.0 IHCHES -70.38 INCHES OUTSIDE VOLUME: Tank Head - Cylinder 48-inch, 12 gage standard volume including dish and inside corner radius = 38.22 gallons Ours is 48-inch, 16 gage = 38.3 gal/head 52.0 long by 47.844 diameter Add 2 inches for heads flange .. = 54 inches long by 47.844 dia' meter Volume ..() (4'-844)2(54) (4. 329 * Vol Total Volume . 420.05 2 heads @ 38.3 = 76.6 i cylinder @ 420.05 496.65 Total Volume = 496.65 gallons AGENT WEIGHT: SG = 1.0, Tank Pull, (496.65) (1) (8.34) = 4142 Agent Weight = 4142 pounds SG =l.o' 162 �WEIGHT Tank Ends Based on 48-inch, 12 gage (.109) with 2-inch flange »" 74.9 pounds Less 1-inch flange ( ) (H) (48^.109) 1 (.109) (.28) « 4.59 76.31 We have .078- inch thick, not .109 ,0 Cylinder Total mo ~ (70.31) « 50.31 pounds each 52 inches long (H) (48-.078) (52) ( 0 8 (.28) * 170.9 .7) 2 each tank ends @ 50.31 * 100.62 1 each cylinder 170.9 271.52 Bare Tank Weight = 271.52 TANK & CRADLE ASSEMBLY WEIGHT Tank 1 each Baffle 15.0 1 each Tank Complete 271.52 1 each Cap, Wisco 0.5 1 each Filler Neck, Wisco 0.5 1 each Valve, Ball, Raincon Motor Driven 8.5 1 each Valve, 4-inch Butterfly, Weco w/Pneu Act 9.0 2 each Flange, 4-inch @ 8.25 16.5 1 each Tube, 4-inch OD x .065 wall 1.86 2 each Ferrule, 3-inch, Laddish @ .43 0.86 2 each Elbow, 3-inch Laddish @ 2.0 4.0 4 each Tri Clamp, Laddish, 3-inch @ 0.5 2.0 4 each Gasket, Laddish @ 0.5 0.1 2 each Elbow, 90°, 3-inch Tube @ 3.06 2 each Elbow, 45°, 3-inch Tube @ 1.7.7 1.54 1.3 feet Tube, 3-inch 2.80 1 each Float, Level Indicator, Pneumercator 5. CO (est) 1 each Float Mounting Hardware ?.oo (est) 1 each Miscellaneous Weld Rod, Electric Wire, Hardware 2C.OO (est) TOTAL TANK ASSY 365.74 pounds 163 �Cradle New (final) cradle 144 inches 88 inches. 61 inches" 164 inches" 80 inches 160 inches 200 inches 165 inches: 292 inches' 252 inches 4 each 4 4 4 1 2 2 4 4 1 1 1 1 each each each each each each each each each each each each 22.27 Angle 4 x 2-1/2 x 1/4 £ 1.856 Ib/ft 14.57 Angle 4 x 3 x 1/4 @ 1.988 Ib/ft , 5.97 Sheet .190 x 4 x 80" i .098 Ib/in, Sheet .190 x 8 x 54" @ .098 lb/inj 16.07 (2 each) 8.53 Angle 3 x 3 x 3/16 @ 1.28. Ib/ft Angle 1-1/2 x 1-1/2 x 1/8 @ .42 Ib/ft 5.59 (8 pieces 20" long) Angle 1-1/2 x 1-1/2 x 1/8 @ .42 Ib/ft 6.99 (8 pieces 25" long) , 16.17 Sheet 1/8 @ .098 Ib/in-^ Sheet 3/16 @ .098 lb/in4 28.62 48.72 Channel 5[2.32 @ 2.32 Ib/ft Castor, Darnell @ 3.18 12.70 6.24 Strap Assy, Marman @ 3.12 Pivot Block @ 2.9 11.60 Ball Lbk Pins, Carr Lane @ .12 0.50 Lot Aluminum Weld Rod 5356 8.0 0.2 Padding, Strap @ 0.1 Jack, Marvel @ 5.0 10.0 Corner Block @ 4.0 16.0 Eye Bolts, @ 4.0 16.0 Lot Paint 10.0 Electric Box, Elco 5. Electric Harness Assy 5. Lot Electric Wiring & Misc _ 5. TOTAL CRADLE 279.78 pounds TOTAL CRADLE ASSEMBLY =279^78 pounds DRY TOTAL TANK & CRADLE ASSEMBLIES = 645.52 pounds WET TOTAL TANK & CRADLE ASSEMBLIES = 4788 pounds Full SG = 1.0 agent 164 �TANK HEAD STRENGTH P = U.OoDJU A 6'&e where A V*. T U . J. t (Pressed Metal Handbook) __ «. i rt pg. -4A-10 P = Design pressure (psi) (Maximum working pressure) t = Wall thickness (inch) * 0.078 S = Maximum allow _e stress (psi) » 16,000 psi (200°F) page 2A-8f 304ss L - Inside crown radius (inch) 48.0 Pmax (.885)(J8T+ (0.1)(.078) T 29.37 psi Maximum loading Pressure = (8g)(Fluid Head Pressure) Fluid Head Pressure = "£%«"• (-433 if » n^ = 2 «526 psi Maximum Loading Pressure = (8) (2.526) Maximum Loading Pressure =20.21 psi Safety factor on working stress ©r working pressure §F = 1.45 on working stress (ASME) which has SF = 4 on material stress 165 �TANK HEAD BUTT WELD STRENGTH where S = Maximum allowable stress t = Wall thickness E = Joint efficiency (single butt weld without backing strip) R = Tank radius _ _ _ (2) (16,000) (.078) (.6) F Pmax « 62.40 psi Maximum Loading Pressure = 20.21 psi S.F. = 3.09 on working pressure TANK SHELL STRENGTH (INCLUDING LONG. WELD) Pmax = S E t R = = = = P max "" S^ T E +0 (Pressed Metals Handbook, pg. 2A-18) Maximum allowable working stress 60% joint efficiency Wall thickness 14 gage (.078) Radius (16,000) (.0.78) 24 + (.6) (.078) Pmax = 31.14 psi Maximum Loading Pressure - 20.21 psi (8g forward - pressure § forward tank end) S.F. = 1.54 on working pressure 166 �TANK SLOSH PLATE 750 INCH DIAMETER HOLES, 1-1/2 INCH CENTERS 221 OPEN TOTAL WEIGHT = 15 IB Pressure: Assume tank 1/2 full sg = 2.0 agent at 8 g's, full 35" head is seen by baffle plate. p = (§ ( . 433 () ! (2) (8g) Pmax = 20.21 psi Stress: For a 30" radius curved plate PR _ (20.21) (30) t ~ r .078 w •w a = 7773 psi 167 (14 gage-.078 thick) Assume �The perforated plate appears like .0 o o o oo LTD o o 2.60 IN. .75 IN. -J Cross sectional area is reduced by .75-0 inch in 2.60 inches which is 28.8% decrease in area or 71% the cross section area of a solid plate. Stress concentration: Approximate like 1.5 IN. Fron Shigley page 613, Kfc » 2.18 Therefore, a <7773 23,866 psi For 304ss, SF = Noto: o viri 30 23.886 3 kpsi minimum S.F. = 1.26 This is conservative since full 8g fluid head will never be :;ocii by the baffle plate. 168 �TANK/CRADLE INTERFACE Tank (full sg - 1.0) « 4493 pounds (page 1 & 2) Maximum Down Load Factor = 4.5g (normal and crash) Maximum Forward Load Factor = 8.0g (crash). [3g normal! Maximum Up Load Factor = 3.0g (normal) Maximum Side Load Factor = 1.5g (normal & crash) Then, loading of tank is as follows: t 67HO LB (35,9*4) (35,944) 6740 LB FORWARD (OR LATERAL DEPEND I Hi OK AIRCRAFT) 13,479 LB 35,944 LB 20,219 LB 169 �Vertical Load per Strap = 13,479/4 = 3370 pounds per strap 1,685 LB Strap is : MBB90857 .080 thick 301 Cres 1/4 Hard. 3/8 - 24 bolt (9350 yield) 431 Cres Minimum Band Yield Strength 12,000 pounds (page 45, Aeroquip 821-A) qp - ^,000 SF ~ 1685 S.F. = 7.12 yield HORIZONTAL FORWARD LOADING Tank is prevented from slipping by interference at the lower tank supports 170 �1 F (STRAP t^AD) 35,944 13.0 IN. 35,W L8 AT 89 CRASH f II.0 EM. * 0 A 4-30.5 IN. (F)(30.5) =(35,944)(13.0) F » 15,320 Strap Strength = £ » 7660 pounds SF = 12000 7660 S.P. « 1.57 Load/bolt = 7660 pounds Bolt strength = 9350 yield S.P. = 1.22 171 �HORIZONTAL LOAD BEARING Load/bearing pad 35944 17,972'pounds 17,972 THICK H- &S BOTH SIDCS OF CRADLE WEB. BOTH SIDES OF TANK. 1 U.O ALL DIMENSIONS IN INCHES Weld Shear Total of 10" v/eld fillet 1/8 fillet Shear area = (10)(.125) = 1.25 inches 304ss ° yield = 30 kpsi e yield ».15 kpsi (1.25)(15 kpsi) = 18,750 pounds yield S.F. yield = 1.04 crash conditions 172 �7ANK TEAROUT I • 17,972 LB - -- r V ^ - ,„. hi 1 «- 2.0 -J 0.190 ALL DIMENSIONS IN INCHES Moment = (17,942) (.190) = 3408 in-lb $ l.< F = i p = 1704 pounds z Weld Shear: 4" weld 1/8 fillet A = (4) (.125) = 0.50 in2 (15K)(0.50) - 7500 pounds maximum load 7500 SF . , , =» 4.4 @ Crash Condition yield Skin Tear Out: 4" long x .078 wall = .312 in2 (.312) (15K) = 4.68K SF = 4'68K SF . , , = 2.75 @ Crash Condition NOTK: All these calculations are based on conservative assumption that no friction exists at the pads. 173 �I.ATKRAL LOADING Assume like: 17,972 SAME STRAP LOADS IF TANX PIVOTS AT BOTTOM 17,972 2 Straps at 8986 Strap Force = 8986 SF = ^QOPA f • SF « 1.33 @ 8g crash 8986 yield Bolt Force = 8986 SF = , SF = 1.04 e 8g crash yield _ 174 �STRAP BOLT ATTACHMENT TWO !/>» INCH GUSSETS IK LIKE WITH OUTSIDE GUSSETS TANGENT TO .190 IN. THICK TANK LOWER WEB SUPPORT BOTH GUSSETS 5086-H32 -I/if 0.75 IN. l»— 1.50 —*l INCH Shear: Area = 7" of 1/4" fillet weld + 3/4" 5083-HO (welded) Area Weld « ( 7 . 0 ) ( . 7 0 7 ) ( . 2 5 ) = 1.24 Area Plate = (1.5) (.75) = 1.13 Allowable Load - (1.2.4) ( 3 . 5 K ) + ( 1 . 1 3 ) ( 8 K ) t 6061-TO e yield =• 13,380 pounds t 5086-HO e yield Actual Load = 8987 S.F. = 1.4 on yield, @ 8g crash 175 �PLATE BENDING 6986 i 1.0 INCH ASSUME ENDS FIXED *J M (maximum) = 1/8 WL = (1/8) (8986) (1.0) M (maximum) = 1123 in-lb « (2.0 - . 5 ) (.75)3 Stress Concentration K=2.0 (Page 613 Shigley) n - v®L = (2.0) (1123) (.375) I .0527 a = 15,981 Material is 5086-H112, o. = 16K SF = 1.001 on 8g crash yield 176 �A.\GLK SUPPORTS 6986 LB I I I II 38' I 1/2 x 1/8 5086- F cos 34° + F_ cos 45° + Fr cos 38° = 8986 pounds A B v, F Pi x ;83 + F0 x .707 + F_x.787 - 8986 pounds V- B Assume load split evenly between the 3 members .*. Load/Member 8986 = 2995 pounds Worst Member is @ 45' .*. Load = 2995 Load = 4237 pounds 177 �Tension: A = 0.36 in2 o = 11,769 psi 5086-H112 o . ,, = 14 kpsi minimum (HO condition) SF = 1.19 @ 8g crash yield CRADLE STRUCTURE - 8G SIDE LOADING 35.9H1 18 REACTION 4 x 2 - 1 / 2 ANGLE 35,91(4 LB f II' i- 4; ;•i r < F2 1 ^ F ,/-* = 691 L B / I H . H< i 1 F 3 .52 IN »- 69 IN. • 5528 LB J*Rs* 4.0 IN. 15.0 IN. 7.0 IN. 0, (5528) (4) = (15) = 1474 pounds 16,497 pounds 178 �Beam fixed at paints F,, F,,'F'3, and F4. Find beam failure point between F~ and F~. x 2-1/2 x \h IM. 0.190 IN. .643 IK. Angle: AA = 1.58 in2, I =0.81 Nt Axis @ 0.57 Plate: Area = (.190) (4.5) = 0,855 in2 Nt Axis @ 1.3T- IM00 = 0 (1.58)(0.57) + (.855) (1.35) = y (2.435) y « 0.843 Angle I— = 0.81 -f (1.58) (.843 - .57)2 = .9277 179 �Plate I-- = () (2.3)3 ' * <-855)-(.843 - .775)2 * 0.3729 Distance between supports =29.0 For beam in uniform loading of moment in center of beam * 691 Ib/in with fixed ends, * '(Jr) (691> ^29) 2 \ax = 24'213 My , »._i in lb - - = (24.213K)(1.8) £-_ o max = 33,527 kpsi Material is 5086-H111 extrusion °ult = 36 kpsi SPult =1.07 8g crash . This is conservative since the tank was considered to add no strength. 180 �STRENGTH AT SUPPORTS I/I IN. GUSIFT 16,917 IB 8G CRASH 1-1/2 x l - t / 2 x 6086-HIII Shear: Cannot shear since load puts 1-1/2 x 1-1/2 x 1/8 angle plus 1/8 sheet in tension. Tension: Length of 1/8-inch plate needed to hold 16,947 pounds. 0= A A= o 'Lmin Sheet is 5086-H32 , . . _ . _ 16,947 °ult = 4°kpS1' min ~ (40K)(.125) L . =3.38 inches Tnin _ . Obviously strong enough 181 �LONGITUDINAL BEAM BENDING The tank support chalks.can be considered rigid members. • 1 6 , 9 4 7 LB Assume load is carried equally by all four longitudinal members, This is conservative since cross-bracing structures actually distribute load. W = 16,947 K- 60 ALL DIMCHSIOKS IN where "S" is summary of all INCHES four longitudinal beams s =. i/y Upper beams : S = Y~QQ Lower beams : x 2= I-44 S = (3.00) (2) =6.00 in 182 �0 sa (16947)(18) 7 . 44 . o » 41 kpsi . °ult *40 This is okay since cross-bracing and friction forces were neglected. DOWNWARD G LOADING- Two cradle straps -2Fcos 32° = 20419 F = 20419 (4TU8477 6026 pounds Assume 1/8 x 8 belly strap must support total 6026 pounds Tension: o - A = T8TT1/8) ! • o = 6026 psi °yld = 2S kpsi SF = 4.6 Entire chalk structure is overly strong. 183 �TIE-DOWN LOADS 32,010 -»» 10,330 Maximum loads as determined by aero tie-downs: TOP 17,620 SIDE VERTICAL COLUMN Compressure load = 17/520 pounds _ For pinned ends - (20). ^ (17, 520) -• ( n 2 ) ( l 0 . 3 - x 106) I , mm °-0546 Beam is 3 x 3 x 3/16 < Imih =0.38 SF = 7.60 134 �Convpressure Stress = x^bft 16 222 * Psi ' SF - 18 Yl* comp. SF = i:n y j eld •" "" '" END Tensile Load = 32,010 pounds 4 x 3 x 1/4angle A = 1.69 o » 18,940 psi 01 v SF s 1^7910- ' SF - 1 . 1 1 yld LONGITUDINAL BEAMS 4 x 2-1/2 x 1/2 angle SIE; = 21 F75T . A - 1.58 . SF » 3.21 yield 185 ' " �WELD SHEAR (END ANGLE) To break the weld, block must pull out of corner. Weld length in shear =2.75 + 4.25 + 2.25 +3.5 Shear length •» 12.75 inches 1/4 Fillet e'ult • 21 kpsi Strength = (.707)(.25)(12.75)(21K) ~ 47,320 pounds Maximum load = 32,010 SF - 1.47 ult (crash @ 3g) x 3 x (/<( IN. 5086 I/"» FILLET WF.LO EH0 ANGLE TO CLOCK, THEN WELD L O N G I T U D I N A L ANflLE TO BLOCK AND ENb ANGLE * x 3 x i/x IN. /» 5086 CUT TO 1 x 2 1/7. x I / I OR STO U x 3 x 1/4 IF AVAILABLE 186 �CORNER BLOCK DETAIL MUST HAVE FUSION OF ALL 3 PARTS EQUAL TO lh FILLET TOP VIW SIDE VIEW /'/ / / rl. •I ll il H II / /'. \l I / o / / / / / 187 / / / / / / I-8UHC-28 3 |M. BEEP TYP C' BORE .675 DEEP TYP �EYE BOLTS Use 3014T shoulder eye bolt 1-inch shank, 1-8UNC-2A thread,, 2-1/2-inch shank. Macarco, Ult load = 40,000 pounds If the maximum load imposed is vector sum of maximum component loads, • • • • • . ' • Maximum load = 37,924 pounds SF = 1.054 ult This is conservative since more than one tie-down will be used for the maximum load condition. Also, maximum normal load = 3/8 crash load. THREAD SHEAR ' Thread is 1-8UNC-2B Engagement - 1.90 inches minimum Shear area » (J|)(n)(50%)(1.90) = 2.794 in2 Material is 5868H32 ' cult = 25 kpsi Maximum load permissible = 69,850 pounds SF = 1.84 ult 188 • �INITIAL DISTRIBUTION AF3C CSDHM) 1 HOS USAF (AFXOWO) 1 HOS USAF (KDPA) 1 HOS USAF (SAFKDE1 1 ASD (ENYS) 1 TAG CDORO) ,1 AUL (AUL-LSE-70-239) • 1 TECH INFO (ARPA) ' 1 DDRSE (TECH LIB) .'X DDR6E (OEM TECH) 1 SMUEA-TS-L (TECH'LIB) 2SHJEA-D 1 USA ENGR RSD LABS . • '2 USNWC (TECH LIB) 2 USN WEAPONS LAB (TECH LIB) ; 1 DESERET TEST CTR (TECH LIB) 4 DTC-STEPD-TC-AFLO 1 USA COMBAT DEVCOMD (CSGSB-ST) 1 DDC 2 AMCRD-WB 5 : VJRAMA (MMCTB) 2 OOAMA (MMNOP) HQ PACAF (IGY) DL DLOSL DLIF ' 1 1 1 2 1 189 ' (The reverse of this page is blank) �UNCIASSTFIED • Srcunt* DOCUMENT CONTROL DATA -ft& 0 lj Ho* »f ( I , fcorf,D> «l»in<.t( II, OMIC.IMA IIN«i- AC t*»Y» V (C<U|»nfr* UNCLASSIFIED Corporation/Defense Technology Laboratories P. 0, Box 1201, 333 Brokaw Road San Jose, California 95108 1 . CHOW* * IW-5/A MODULAR INTERNAL SPRAY SYSTEM « oucniPfive NOTcsfTyp* »t r*pw( Mdinchnlw <fa>*«> Final Report - July 1969 to September 1 7 91 » AuTM6Rts7ffiratn«Mr,«M4dl< Larry R, Ramsauer 1 HEPORT D A T E ' . 194 **. C Q N T R A C t OR ^RAMT NO. AFATL-TR-72-13 r-1 on '- Task No. OS „ Work Unit No. 000 NUU«C<«I| OMIOINA1OR-I F08635-69-C-0213 fc. PBOJEC T NO. lib. HO.'or i >«. T O T A L wo. or PACE* January 1972 ' OIH CR REPORT NCfS) lAnf aUtft nu«b«» AMI «t^r *• M«l«Mff AFATL-TR-72-13 |O. pISTOIBUTIOM S T A T E M E N T Distribution limited to U. S. Government agencies only; this report documents test and evaluation; distribution limitation applied January^ 1972 . Other requests for this document must be referred to the Air Force Armament Laboiatory (DLIF), Eglin Air Force Base, Florida 32542. II. SUPPLEMENTARY NOTES Available in DDC 12- SPONSORING Mlt.lt A R V A C T I V I T V Air Force Armament Laboratory Air Force Systems Command Eglin Air Force Basc,^ Florida. 52542 The PWU-5/A Modular Internal Spray System has been designed and developed to fit ten cargo/utility-type aircraft, including the C-47, C-54, C-123, and C-130. The system was designed to disseminate herbicides, pesticides, and fertilizers in cher.ical solution, suspension or slurry form, at ground deposition rates-from 3 ounces/acre to 3 gallons/acre with a minimum swath width of 2 times tha applicable aircraft wing span. The system is completely self-supporting, requiring no aircraft power/ and includes provisions for suction filling, agent recirculation/agitation, dissemination, system flushing, aircraft wasMown, and emergency dumping of the full agent payload. The system used aerospace adhesive to secure all external hardware, allowing system installation with minimal aircraft modification. A complete C-123K MISS was installed and flight tested at Eglin Air Force Base, Florida. The system was subjected to the complete flight envelope and functioned as designed. Flight- test results indicated that manual operation of the emergency dump took too long to initiate. Also, the dump chute should be moved to the aft portion of the jump door to minimize emergency dump contamination and the right-hand fuselage spray station should be capped off to eliminate fuselage spray contamination. DO, UNCLASSIFIED Security Cl*ssificatiM« �•Sceuii'y CU«tiflc»tion ^ • V4. LINK A K f V WOKO* NOLI Modular Internal Spray System Modular System Aircraft Spray Dissemination Herbicide Dissemination Pesticide Dissemination Fertilizer Dissemination Aircraft Modular System Internal Spray Tanks Cargo Aircraft Spray System Utility Aircraft Spray System •T . - ' . " . LINK C LINK t NOLI ROLC WT • I - ' :• .• • • - UNCLASSIFIED Security C'lassifiCi •TT ��80X7 UNCLASSIFIED/UNLIMITED PLEASE DO NOT RETURN THIS DOCUMENT TO DTIC EACH ACTIVITY IS RESPONSIBLE FOR DESTRUCTION OF THIS DOCUMENT ACCORDING TO APPLICABLE REGULATIONS. UNCLASSIFIED/UNLIMITED � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 026 Folder The folder containing the original item. 0379 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Ramsauer, Larry R. Description An account of the resource <strong>Corporate Author: </strong>Defense Technology Laboratories, FMC Corporation Date A point or period of time associated with an event in the lifecycle of the resource 1972-01-01 Title A name given to the resource PWU-5/A Modular Internal Spray System Subject The topic of the resource spray equipment Ranch Hand aircraft herbicide application https://www.nal.usda.gov/exhibits/speccoll/files/original/75817586d378a65a30c088018f1d1e61.pdf f10d5688d35900b5266cb9c5935e91cc PDF Text Text Item ID Number 00376 Author Harrington, John J. Defense Technology Laboratories, FMC Corporation ROpOPt/APtiClO TitlO Spray Tank Unit, Aircraft, PAU-8/A Journal/Book Title Year 1™ Month/Day A ril Color IJ Number of Images 145 DOSCrlpton Notes Avn P ' ' *-• Young had this item filed under the category "Equipment - How Developed, How Used"; contract no. F08635-68-C-0090, task no. 07, work unit no. 00 Monday, January 29, 2001 Page 376 of 382 �Harrington, J. J., 1971 ED/UNLIMITED Spray^Tank Unit Aircraft, PAU-8/A, AD 892*614 v " "' * ^ x?¥ ." -. Technical Report distributed by Defense Technical Information Center DEFENSE LOGISTICS AGENCY Cameron Station .Alexandria, Virginia 22314 ^ROMEDICAL LIBRAE JAN 11 1980 UNCLASSIFIED/UNLIMITED �THIS REPORT HAS BEEN DELIMITED AND CLEARED FOR PUBLIC RELEASE UNDER DOD DIRECTIVE 5200,20 AND NO RESTRICTIONS ARE IMPOSED UPON ITS USE AND DISCLOSURE, DISTRIBUTION STATEMENT A APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED, �I o f\ = : ^ I I.I n- I2'5 2.2 ^ 2 0 - 1.8 11.25 11.4 11.6 MICROCOPY RESOLUTION TEST CHART �AFATL-TR-71-46 SPRAY TANK UNIT, AIRCRAFT, PAU-8/A DEFENSE TECHNOLOGY LABORATORIES FMC CORPORATION TECHNICAL REPORT AFATL-TR-71-46 APRIL 1971 Distribution limited to U. S. Government agencies only; kOtNMif^^mM^AtM^faJuuuiuaa^ distribution limitation applied April 1971. Other requests for this document must be referred to the Air Force Armament Laboratory (DLIF) , Eg1in Air Force Base, Florida 32542. AIR FORCE ARMAMENT LABORATORY AIR FORCt SYSTIMS COMMAND • UNITID STATCS AIR FORCI IGLIN AIR FORCE BASE, FLORIDA �Spray Tank Unit, Aircraft, PAU-8/A John J. Harrington Distribution limited to U. S. Government agencies only; M-hfaw«*BiMUiitt^iUMMM*>JRfp4wMW4 distribution limitation applied April 1971. Other requests for this document must be referred to the Air Force Armament Laboratory (DLIF), Eglin Air Force Base, Florida 32542. �FOREWORD This report documents work performed by the Defense Technology Laboratories (DTL) of the FMC Corporation, San Jose, California, under Contract F08635-68-C-0090, with the Air Force Arnament Laboratory, Eqlin Air Force Base, Florida. Program monitors for the Armament Laboratory were Mr. Michael E. Flynn and Captain Harold L. Hebert (DLIF) . This design, development, fabrication and testinq of the Spray Tank Unit, Aircraft, PAU-8/A, was conducted from 17 May 1968 through 28 February 1971 by DTL under the direction of Mr. A. H. Bussey, Proqram Manager and Mr. John J. Harrington, Project Enqineer. Technical personnel assianed to the program vere Messrs. L. R. Ramsauer, F. A. Hettinger, D. N. Singletary, ?.. ".:. "riebel, D. E. Knutsen, G. A. Powell and A. R. Janes. This report has been reviewed and is approved. . ^ ___. Franklin* "cl. DavitesT'colonel, USAF Chief, Flame, Incendiary and Explosives Division 11 �ABSTRACT A modular spray system for anticrop chemicals was designed, developed, fabricated and tested. The system is capable of external carriage on high and low performance aircraft in four possible configurations using either one, two, three, or four modules. Each of the 50-gallon modules is completely interchangeable and can spray at rates from 15 to 150 gallons per minute. The modules use a compressed-air/gas reservoir to pressurize the agent reservoir and force the agent out the nczzle. Support equipment,designed and delivered with the dispenser, included the loading and handling adapter kit for the MJ-1 and MHU-83E bomb lift trucks, the checkout unit,and the anticontamination kit for use with the F-4 aircraft. Nozzle tests were conducted from aircraft at 198 to 504 knots. Droplet sizes of 105 to 555 micron mmd were obtained with the single nodule configuration at air speeds of 214 to 354 knots. Full scale flow model tests of the agent tank lead to the development of a module which expels 99 percent of the agent from the module at a flow rate of 150 gallons per minute. Scale wind tunnel and jettison flight tests were conducted to support the desicn of a stable two-module configuration. rg*r * JEV»t Distribution limited to U. S. Government agencies only; ijuiuiL, faJJil'LaLlun and distribution limitation aoclied April 1971. Other requests for this document must be referre to the Air Force Armament Laboratory (DLIF) , Eglin Air Fcr'cs Base, Florida 32542. iii (The reverse of this page is blank) �FRSCjSDINO PAGE BUNK-NOT FILMED TABLE OF CONTENTS Section I II Title Page 1 2 2 2 INTRODUCTION SYSTEM DESCRIPTION 2.1 2.2 2.3 Physical Data and 6 2.4 III Detailed Description of 6 23 MODULE DEVELOPMENT 3.1 IV V 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 MODULE ADAPTER DEVELOPMENT 4.1 4.2 4.3 4.4 4.5 4.6 4.7 Testing and Modification DISPENSER TEST UNIT DEVELOPMENT 5.1 5.2 5.3 .. . . , , , 23 25 30 39 41 52 57 57 59 65 65 65 66 70 71 71 72 73 73 73 73 �TABLE OF CONTENTS (CONCLUDED) Section Title VI LOADING AND HANDLING ADAPTER DEVELOPMENT 6.1 Requirements Page 78 78 6.2 78 6.3 VII Design Objectives Design 78 Design Objectives Design 86 86 CONTAMINATION HARDWARE DEVELOPMENT 89 &. 1 8.2 IX 86 86 7.2 7.3 VIII SHIPPING CONTAINER DEVELOPMENT 7.1 Requirements 89 89 Requirements Design TESTING . 91 9.1 Two-Module Wind Tunnel Tests 9.2 Two-Module Captive Flight and Jettison Test 9.3 9.4 X Aircraft Physical Compatibility Tests Spray Droplet Size and Dispenser Airworthinesss Test 91 100 105 105 112 10.1 10.2 XI MAINTAINABILITY AND RELIABILITY 112 117 Maintainability Reliability SUMMARY 126 vi �LIST OF FIGURES Figures 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 ,23 24 25 ,26 27 Title Aircraft Spray Tank Unit, PAU-8/A Aircraft Spray Tank Unit, PAU-8/A (Four Configurations) Electrical Test Unit Loading and Handling Adapter Assembly (Modification Kit for MJ-1 and MHU-83/E Bomb Lift Trucks) Turning Vane Kit „ Tank Assembly Agent Transfer System . . . . .'. PAU-8/A System Schematic — Agent Dispensing System Shipping Container Nitrogen Storage and Control System Test Nozzle No. 1 GFE Nozzle , Test Nozzle No. 2 Test Nozzle No. 3 Prototype Nozzle No. 1 Prototype Nozzle No. 2 Prototype Nozzle No. 3 Production Nozzle , Tank Assembly (Agent Tank) Nylon Cap and Nipple Flow Model of GFE Design Module With Flapper Plate Module With Standpipe Bulkhead Flow Model With Standpipe Bulkhead Flow Module With Central Settling Chamber . Central Settling Chamber vii Page 3 5 8 9 10 11 13 14 15 21 28 33 34 35 36 37 37 38 40 42 48 5: 31 53 54 55 56 �LIST OF FIGURES Figures (Continued) Title Testing Fixture ......... . •- • Page ............. 60 29 30 Module Adapter Designs ........... . ......... 67 PAU-8/A Multiple Module Configurations ............... , ............. 68 31 32 Module Adapter....................... ...... 72 MJ-1 Table and MHU-83/E Fork Adapter ....... V* 33 Two-Module PAU-8/A on Loading and Handling Adapter................. — . ....... 80 34 Four-Module PAU-8/A on Loading and Handling Adapter................. .......... 81 35 Three-Module PAU-8/A on Loading and Handling Adapter . . .......................... 82 Loading and Handling Adapter frTith Tilt-Adjusting Blocks for Use With A-l Aircraft ............................... 84 Loading and Handling Adapter With Tilt-Adjusting Blocks for Use With F-4 Outboard Stations .......... . ........... 85 36 37 38 Shipping Container with Cover Removed 39 Contamination Hardware (Turning Vane Kit).................... .............. 90 Configuration No. 1 - Basic Two-Module Dispenser ....................... 92 40 ...... 87 41 Configuration No. 2 - Four Short Fins.......................... ....... 93 42 Configuration No. 3 - Combination (Multi-Surface) Stabilizer ... .............. 93 43 Configuration No. 4 - Vertical Fin ........ . 44 Configuration No. 5 - Drag Plates 45 46 Wind Tunnel Test Results ...... . ..... ....... 95 Wind Tunnel Configuration Comparisons ................. . . ...... ...... 96 . Longitudinal Stability of PAU-8/A Two-Module Configuration ....... . . ....... 9.7 ... 47 viii .......... 94 94 �LIST OF FIGURES (Continued) Figures 48 49 50 51 52 53 54 55 56 57 58 Title Lateral Stability of PAU-8/A Two-Module Configuration Axial Force Characteristics of PAU-8/A Two-Module Configuration Two-Module PAU-8/A on F-86 Aircraft (Sixty-Five Percent Scale) Captive Flight Flow Patterns PAU-8/A Drop Zone Layout Production Nozzle Functional Level Troubleshooting Guide . . System Schematic Mission Profile for Sequential Dissemination Reliability Model , Line Checkout and Preparation Procedures ix Page 98 99 101 104 107 Ill 114 115 119 121 122 �LIST OF TABLES Table I II III IV V VI VII VIII IX X XI XII XIII XIV Title Physical Data and Operational Characteristics Sequence of Operation Environmental Tests on the Transfer System Agent Absorption of Nylon 6/6 40 Percent Glass Filled Mechanical Properties of Rubber Material Immersed in Herbicide Agents for Seventy-Two Hours at Ambient Temperature ... PAU-8/A Maximum Loadings Two-Module Wind Tunnel Configurations Tested Flight Maneuvers for Two-Module Captive Flight Tests Fit Test Compatibility Summary PAU-8/A Spray Tests Results Nozzle Descriptions Maintainability Data Success Probabilities for Subsystems Reliability Data Page 7 20 31 61 63 69 92 102 106 ^ 108 v -^10 118 120 124 �I INTRODUCTION This f inal report describes the work performed in the desian, development, fabrication and testing of an Aircraft Spray Tank Unit, PAU-8/A. (Prior to 29 June 1970, the PAU-8/A was known as the TMU-G6/A, Chemical Anticrop Dispenser, and is referred to by that name in some portions o* this report.) The program documented herein was conducted for the purpose of improving the design of a previously developed sprav tank. The desian improvement was for a chemical anticrop spray tank of modular design, consisting of nose cone, identical liquid container modules, module mating assembly, tail cone, liquid transfer and power unit, and dissemination apparatus. The system is capable of operating in four configurations, using either one, two, three, or four modules, which can be operated either simultaneously or in sequence. The four-rodule configuration has a capacity of 200 gallons (50 gallons per module). All nodules are equipped with both 14- and 30-inch lug suspensions and all are completely interchangeable. The tank is suitable for external carriage on high and low performance ground support aircraft employed in counterinsurgency (COIN) and tactical operations. The system provides the capability of attackina both large and small crop-growing areas. Under tnis proaram a dispenser was desianed; subsystems, r.odels and full scale prototypes were fabricated and tested for performance; and test items were delivered to the Air Force for R&D Engineering Tests. Subjects discussed in this report include development of the module, module adapter, dispenser test unit, loading and handling adapter, shipping container, contamination, subsystems testing, and system demonstration testing. �SECTION II SYSTEM 2 •1 DESCRIPTION PURPOSE OF THC EQUIPMENT The Aircraft Spray Tank Unit, PAU-8/A, is used for d«. .ivering chemical anticrop agents. The system is designed for external carriage on high and low performance ground support aircraft employed in counterinsurgency (COIN) and tactical operations and provides the capability of attacking both laroe and snail crop-growing areas. 2.2 GENERAL DESCRIPTION The PAU-8/A (Figure 1 and Figure 2) is of modular construetier.. Each module is capable of being used as a spray tank 'since each contains the necessary controls, valves, pylon attachments, nozzles, etc. for disseminating anticrop agents. The system can also be used in a two-, three-, or four-module configuration. Thus, the PAU-8/A can be arranged to match the load carryincr ability of the aircraft pylon selec .-d for use. An adapter is provided to assemble the modules whenever multiple-module configurations are required. The assembly requires an appropriate set of fins and electrical interconnections. Picture 1 depicts fin arrangements and principal dimensions. The spray tank is designed for use on the F-4, F-100, F-105, F-lll, A-1E, A-7, and A-26 aircraft, and may be used on other aircraft where adequate clearance and suitable pylons exist. Aircraft electrical provisions are required for operatina the tank. Each module consists of a fifty-gallon agent tank, a transfer system, an electrical control system, and a dissemination valve and nozzle. The agent tank is 13 inches in diameter, 106 inches long, and is fabricated from aluminum forging, castings, and rolled sheet aluminum. The interior of the tank has a protective coating to prevent the corrosive action of the anticrop agents from attacking the tank interior. The transfer system consists of a compressed-air/gas pressure reservoir, an arming valve, two check valves, a pressure switch, pressure regulator, low-pressure relief valve, charging valve, filter, pressure gage, high-pressure relief valve, and two bleed valves. These items, along with the electrical control system, are located at the forward end of the modulo and are housed in the forward fairino inclosure. A pneumatically �W tTCM *, SUSPENSION LUC. MAY ftC USCD m PL 30-mCM, FOA-ICONFICUR«rtON 01 Figure X. Aircraft Spray �fiOLT-UACHINE AIRCRAFT WARNC3S A&SY, I N?E_RJMOOULE __ CMfM'ICAI AM^t icAo^ 41 N6i« JS.99JJI* ; FIN , SHORT 12 13 14 AOAPTER, MODULE CAP, FIN HOLDER «*. SUSPENSION LUC. MAV sr USED IN FH.*£C OP ^TEM 12, LJG " - ' i SO-IMCH, FOR -lCOMPlftUKATiON CNLY AS SHOWN IN VIEW B^B 6 LUG, SUSPENSION 17 ' 3O INC WIRC.LOCK WASHER RAD.^WAY BRACE. IHNER PAD." SWAY INNER FIUI9TCR HD PIN.QUICK RELEASE ! 1. Aircraft Spray Tank Unit, PAU-8/A (The reverse of this page is blank.) �.Ji'raagaCTjfKCi«*iA.i.i.* - Figure 2. Aircraft Spray Tank Unit, PAU-8/A (Four Configurations) �operated valve provides the on-off control for dissemination, and an adjustable nozzle is mounted at the aft end of the module. An aft aluminum rairing inclosure is provided for the valve and nozzle. Operation of the system requires two actions by the pilot: (1) Closinc? a cockpi'. arming switch which'arms the system and releases stored high-pressure air/gas into the agent tank.at a rerulatecl pressure, and (2) depressing the "pickle button" on z'.'.e pilot control stick which opens the dissemination valve and ?.lLcv:s the aaent under pressure to be directed to the nozzle ?.sser.cly. Dissemination continues until the pilot releases the button which closes the dissemination valve. Nozzle adjustment is set prior to flight to vary the flow rate (from 15 to 150 gallons per minute per module). The modules in the multimodule configuration can be operated simultaneously or in sequence. 2.3 PHYSICAL DATA AND OPERATIONAL CHARACTERISTICS Physical data and operational characteristics of the system are shown in Table I. 2.4 DETAILED DESCRIPTION OF SPRAY SYSTEM Equipment furnished for the PAU-8/A system includes the spray tank unit (.Multi-Module) , an' electrical test unit (Figure 3), loading and handling adapter assembly (Figure 4), and turning vane kit (Figure 5). 2.4.1 2.4.1.1 Spray Tank Construction - General Each of the four modules of the PAU-8/A contains the necessary controls, valves, pressure reservoir, pylon attachments, nozzles, etc. for disseminating chemical anticrop agents. The nodule consists of a tank assembly which stores the.agent, a pneumatic system which pressurizes the agent tank, and the agent-dispensing system for control of agent, dispersal. Interconnection of the aircraft control system and the PAU-S/A system, is provided through an electrical connector rcur.ted in a well aft of the mounting lugs. The assembly of a cv:c-, three-, or four-module configuration requires a module �TABLE I. PHYSICAL DATA AND OPERATIONAL CHARACTERISTICS PHYSICAL DATA SINGLE MODULE DISPENSER Store (overall) Length Maximum Diameter Weight Modules Small Fins Large Fins Mating Assembly Straps Weifht Total (Empty) Agent (i.fl Specific Gravity) Weight F i l l e d (1.0 Specific Gravity) Agent (1.2 Specific Gravity) Weight Filled (1.2 Specific Gravity) Agent (1.4 Specific Gravity) Weight Filled (!.4 Specific Gravity) Agent Capaci ty Lugs (Per Hil-Std-8591) TWO-MODULE DISPENSER THREE-MODULE DISPENSER FOUR-MODULE DISPEKSER 135.51nches 32.5lnches 135.5lnches 13 Inches 135.5!nches 32. 5 Inches 214 Pounds 12 Pounds 429 12 8 31 15 Pounds Pounds Pounds Pounds Pounds 644 6 16 31 22 Pounds Pounds Pounds Pounds Pounds 858 12 16 31 30 Pounds Pounds Pounds Pounds Pounds 495 872 1367 1048 1543 1220 1715 Pounds Pounds Pounds Pounds Pounds Pounds Pounds 719 1303 202? 1572 2291 1830 2549 Pouncs Ps'jr.ds Pounds Pounds Pounds Pounds Pounds 947 1744 2631 2096 3043 244Q 3387 Pounds Pounds Pounds Pounds Pounds pounds Pounds 226 435 8B2 524 750 610 836 Pounds Pounds Pounds Pounds Pounds Pounds Pounds 50 Gallons 14 & 30 Inches 135.5lnches 32.5tnches 100 Gallons 150 Gallons 2C9 Gallons 3Q Inches 30 Inches 30 Inches STA. 65.9 STA. 69.2 4 Small 2 Large STA. 65.5 STA. 69.0 2 Smal 1 4 Large STA. 64.9 STA. 68.8 4 Small 4 Large STA, 64.8 STA. 68.8 Agent Flow Rate 15 -150GPM 15-3QQGPM 55 -45QGFM 15 -6QOGPM Electtical Data 28 VOC 1 Amp 28 VOC 2 Amp 28 VOC 3 Amp 28 VOC 4 Anp 151 3/4 "Long 33 1/4" Wide 41 3<8"High No. of Fins Required Center of Gravity Position Center of Gravi ty Empty Center of Gravity Full (1.0 Specific Gravity) 4 Small Shipping Container None None None �00 Fiaure 3. Electrical Test Unit �ADJUSTING 3LCT,KS FOR A-1 AND F - 4 1RCP.AFT VO :i HOLD-DOBN BOLTS • cv.-^* .••• •^•^.' "X:-- •*.-^:-: '-*•••'. ".'::--.>.;;'.'1^ ^^:"&^^\ ''•^tti-Z:'*'---??;?-'-* .. ^ : S| •v^-y->.vy?;« •.'>.''-: .;'>-.VulS ^•"'••^•yra ^V:^V^:^.. Vl - ->v^3 . . . Figure 4. Loading and Handling Adapter Assembly (Modification Kit for MJ-1 and MHU-83/E Bomb Lift Trucks) ; .^>s' 'V-J»< �Figure 5. Turning Vane Kit adapter. Two high-strength stainless steel straps are used to attach each module to the adapter. 2.4.1.2 Tank Assembly The tank assembly (Figure 6} of the module is 13 inches in diameter and approximately 106 inches long, fabricated from aluminum forging, castings, and rolled sheet metal. The hardback is an aluminum forging containing provisions for 14-^inch and 30-inch lugs for attaching the dispenser to the aircraft pylon. Two hand-support bulkheads are welded to the hardback forgihgs to support the tank when assembled to the module adapter. The inner tank or settling chamber, with a capacity of approximately seven gallons, is located between these two bulkheads. 10 �FIU PORT tHHER TMK STROHGBACK PICK-UP STARDPIPE BULKHEAD Figure 6. Tank Assembly �The skin is a 1/8-inch aluminum rolled sheet fitting around the band-support bulkheads and butting against the hardback. The skin is welded to the bulkheads and hardback. The tank is closed at the aft end by an aluminum casting v/elded to the skin. The forward end is closed with a drav/n aluminum bulkhead welded to the skin. A pick-up tube runs from the inner tank to the aft bulkhead and is welded to the rear band support sulkhead and the aft bulkhead. The end bulkheads contain provisions for mounting the pressure reservoir with attached valves, electrical control box, and nozzles. The tank also contains fore and aft filler caps and fin attachment provisions. The inside is coated to protect the aluminum from the corrosive action of the agent. 2.4.1.3 Agent Transfer System (Pneumatic System) The pneumatic system (Figure 7) consists of a 3,000 psi pressure reservoir, an arming valve, two check valves, a filler valve, a pressure gage, a pressure switch, pressure reaulatcr valve, low-pressure relief valve, and a high-pressure relief valve. These items, along with the electrical junction box, are located at the forward end of the module and are housed in the forward fairing. Two bleed valves are provided to vent the residual pressure in the agent tank prior to servicing the module. The fluid-transport-system schematic (Figure 8) shows the arrangement of the equipment. • The pressure reservoir is attached to the front bulkhead of the tank by six screws. A single bolt retains the forward fairing. The aft end of the forward fairing rests against the skin of the tank. The arming valve, pressure regulator and interconnecting piping are attached to a mounting plate which is bolted to the pressure reservoir. 2.4.1.4 Agent Dispensing The dispensing system (Figure 9) consists of a dissemination control valve (shut-off valve) and the adjustable nozzle located at the aft end of the agent tank. The dissemination control valve, housed in the aft fairing, is operated bv pneumatic pressure piped from the pressure reservoir. The nozzle and dissemination valve are attached to the aft I'ulk'i.cad with four bolts. The aft fairinn engages the rear i".tlkho.ui and is attached to the nozzle by four screws. 12 �Fioure 7. Ayent Transfer System 13 �H I G H PRESSURE GAS IS P U M P E D I M J S»ST£» HERE |~' »IRCIUFT~I COCKPIT C H » « : i N C V A L V E -»* ., ' Jj -^X MlCH-PR£S$!jl»E 6AS F I L T E K — • v3ISS£"l««»t <m£> S«ITCN CAUGE HIGH-PRESSURE G»S S T O t l C E CONTAINER (3:00 pi.i) —NOTE: COMPONENTS INSIOE C 3 T T E O L I N E ADE A T T A C H E D 10 T H E S V S ' E V M A N I F O L D L O C A T E D I N IhE NOSE O F T H E PRESSURE S*ITCH A:E«T CHECK VALVE GAS-PRESSURE «GtlATOR_ . I ' 10*-»R{SSURE BLEE3 VALVES I.. «.PBESSURE OEUEF VALVE • •• Fill PORTS •UM STRAINERS ALtAYS HIGH PRESSURE 000 H I G H PRESSURE tHEN 10 1 PRESSURE IHEN AMiEO D I S S E M I N A T I O N rilOT VALVE . D I S S E M I N A T I O N VAIVE ACIUAIOR A • INNER.: "•' TANK ;:j TO ATHOSPHERE ENT INTO AID3SPHERE ACENT PROTECTIVELY AOlUSTAfLE COATED AGENT TANK O I S S E B I N A I I O N BALI VALVE ANT I-SLOSH CHAMBER Figure 8. AGENT P I C K - U I P TUBE PAU-8/A System Schematic 14 �Figure 9. Agent Dispensing System �2.4.1.5 Module Adapter Assembly The module adapter consists of two castings joined together with a tube. The forward casting contains four locator pins to rate with the modules. The straps for nolding the modules are attached to each casting of the adapter by ball-lok pins. 2.4.2 2.4.2.1 Principles of Operation Basic Principles The operating principle of the system consist's of pressurizing the agent tank with filtered air or nitrogen which forces the agent to flow from the tank through the adjustable spray nozzle. A> Fill Ports - The tank can be filled through either the forward or the aft fill port. The fill ports are equipped with strainers to prevent the filler hoses from entering and damaging the inner coating of the tank and to prevent large foreign particles from entering the tank. If the agent tank is pressurized above five psi, the filler caps cannot be removed until the tank is bled to about two psi. The bleed valves must be left open during agent filling to allow cr.e air to bleed out of the inner tank; otherwise, the tank will r.ct fill. B. Tank Pressurization and Regulation - The pressure reservoir is filled through the charging valve located on the large r.anifold mounted on the reservoir. The gas going through the charging valve passes through a 10-micron filter before entering the pressure reservoir. The reservoir has a volume of 650 cubic inches and is charged from 1,200 psi to 3,000 psi, decendino upon the operating temperature. A high-pressure gage mounted, on the reservoir reads the pressure in the gas reservoir. The pressure reservoir has enough volume to go through a temperature cycle from +160°F to -65? F and still have enough pressure remaining to completely empty the agent tank at the low temperature. The hicrh-pressure relief valve, mounted on the reservoir next to the pressure gage, prevents the reservoir from being over-pressurized and allows gas to be relieved at high temperatures. The valve opens at 3,400 psi and reseats at 3,100 psi. 16 �A pressure switch, mounted on the large manifold of the pressure reservoir, performs a switching function when the tank is empty. The switch opens at.250 ± 50 psi and remains open until the pressure in the reservoir drops to 200 + 10 psi, at which time it closes. The solenoid-operated arming valve is located in the large manifold and is controlled by the arming switch in the aircraft cockpit. Actuation of the arming valve allows the high pressure gas to flow to the pressure regulator located in the large manifold. The ourlet operating-pressure of the regulator is 55 ± 5 psig; the nonflow or lock-up pressure outlet of the regulator is 71 psig. There are two outlets from the regulator: one to the dissemination valve and the other to the agent tank. After the gas leaves the regulator on the way to the agent tank, it first passes through a check valve and then by a low-pressure relief valve. This low-pressure relief valve prevents over-pressurization of the tank in case of failure of the regulator. The valve cracks (opens) at 85 psig and reseats at 75 psig. Before entering the agent tank, the reaulated eras passes through a second check valve. A section of nylon tubing conriectincr this second check valve to the tank acts as a trap to reduce the amount of acrent in contact with the seat on the check valve to prevent build-up of crystallized agent on the seat.The two bleed valves mounted on the forward bulkhead are for bleeding the pressure from the agent tank before the filler caps can be renoved and for venting the internal settling chamber during filling. C. Dissemination Control.Valve and Nozzle - The dissemination control (shut-off) valve and nozzle are located at the aft end of the agent tank. This is a pneumatically operated ball valve whose operation is controlled by a solenoid-operated pilot valve through a piston, rack, and gear. The pilot valve controls regulated air piped from the regulator to the piston. Actuation of the pilot valve is controlled bv the bomb switch (pickle button) located on the control stick of the aircraft. When the dissemination control valve is open, the pressurized air in the agent tank forces the agent into the settling chamber through the stand-pipe and out through the agent pick-up tube. The settling chamber allows the air mixed with the agent to separate from the aqent before entering the agent pick-up tube, thus insuring that no air passes out of the nozzle until the agent tank is empty. This inner tank is the last to empty 17 �during dissemination and prevents the uncovering of the aaent pick-up tube and subsequent loss of tank pressurization during the nose-up or -down flight. The nozzle assembly, located aft of the dissemination con~r:l -.-.live consists'of a housing, diaphragm, and nozzle adjustr = r.-; «l=e*.-e. The dianhraqm is made of a flexible rubber over s-iffsr.ers and is threaded to the housing at the aft end. The nozzle adjustment sleeve is threaded to the housing and fits over the diaphragm. The nozzle is adjusted by screwing the sleeve in and out; two setting labels provide for adjustments from 0 to 16 and from 1 to 15. When pressurized agent is flowing through the nozzle, it forces the flexible diaphragm to move back until the sti'feners come to rest against the nozzle sleeve. When the nozzle sleeve is screwed all the wav in, the orifice in the diaphragm is small; screwing the sloeve out enlarges the orifice and adjusts the flow rate. The nozzle sleeve is held at the desired setting by a ball detent. Two drain ports are provided in the agent tank; one is located in the bottom of the aft bulkhead for draining the main tank; the other is located in the side of the rear band-support bulkhead for draining the inner settling chamber. A third port is located in the upper rear of the aft bulkhead. This port is for a pressure gage to be used during calibration of the tank* D. Electrical Control - The electrical circuitry (Figure 8) in the PAL'-8/A consists of control circuitry for operating the arming and dispensing control valve. The control circuitry provides the means for arming the module and opening and closing the dissemination control valve. Operation is from the controls located in -che aircraft cockpit. The circuitry includes a selector switch mounted in each module for selecting the mode_ of operating the multi-module system (simultaneous or sequential) . The system utilizes 28 VDC supplied from the aircraft system. Two control functions are required for arming and operation of the rodules. The arning switch applies power to the arming circuit. When this circuit is enerqized, power is applied to the coll of the armino relay and to the solenoid of the orminq "nlvc which- opens the valve and nllows the aqont tank to be pressurisod. �Dissemination is obtained by operating the bomb release (pickle button) on the pilot's control column. This circuit, when energized, applies power through the arming relay to the dissemination solenoid control valve. When the bomb release switch is released, power is removed and the control solenoid closes, shutting off the flow of agent to the nozzles. A selector mode switch is installed on a junction box assembly mounted in the forward end of each module. The selector switch provides four positions: Position No. 1 --sequential rrodule usaoe; Position No. 2 — simultaneous usage of two modules, followed by the remaining two modules^. Position Mo. 3 -simultaneous usage of three modules, followed by the remaining module, and Position No. 4 -- simultaneous usage of all four modules. Although there is a selector switch in aach module, only the top switch needs to be set to get the desired sequence. The remaining switches can be in any position without affecting the sequence. Sequencing of the modules is achieved through the use of the pressure switch. When' module pressure drops below 200 psi (agent tank empty), the switch moves to the NC position (normally closed), diverting power through the selector switch to the next module, or modules, in sequence. The sequence of operation for two-, three-, and fourmodule dispensers is shown in Table II. A safety switch (arming switch) is used to prevent aircraft power from inadvertently entering the system while on the ground. The safety switch is located on the forward bulkhead just aft of the nose fairing and is actuated by a quick release ball-lok pin, which is inserted through the top side of the module. A red "REMOVE BEFORE FLIGHT" streamer is attached to the switch actuation pin. 2.4.3 Shipping Container The shipping container (Figure 10) is a wooden, wirebound container fabricated from plywood and timber consisting of a base, side assembly, saddle and saddle retainer, and cover assembly. The side and ends are held together with wire and, when assembled, interlock into the base with a cleat at the bottom of the sides. The retainers are held in place on the base between blocking pieces. The saddles interlock in the retainers and are held to the dispenser by two 0.75 in by 0.023 inch straps. The fins are stowed in two boxes mounted to 19 �TABLE II. SWITCH POSITION TYPE OF DISPENSING Sequential 1 SEQUENCE OF OPERATION TWO-MODULE CONFIGURATION THREE-MODULE CONFIGURATION I .». t A ® o". 0 ««. to o 2 • Simul taneous (Two Modules) 3 Sitnul tnneous (Three Modules) 4 Simultaneous (Four Modules) FOUR-MODULE CONFIGURATION «2» ^ »2« 0 ©Q �^^^ti^^^-^f^^ Figure 10. Shipping Container �the base and the covers to the fin storage compartments arc held in place fcv one strap on each compartment. The container cover is secured by four straps which qo around the entire container. The fcur-r.odule configuration is rotated 45 degrees from its r.rrr.al upricrht position to reduce the storage and shipping volure rf the container. 2.4.4 Dispenser Test Unit A test unit (Figure 3) is used to aid in monitoring and functionally checking the system as well as for functional checks of the aircraft and pylon control circuitry. 2.4.5 Loading and Handling Adapter Since the two-, three-, and four-module configurations will not fit on the standard adapters furnished with the MJ-1 and MKU-83/E bomb lift trucks, a special adapter is furnished with the system so that these two bomb lift trucks can be used to load any configuration on the aircraft. This loading and handling adapter allows the two-bomb lift trucks to load on the outboard stations of the F-4 (which have a 7-1/3-degree cant angle) and on the Al-E (which has an incidence angle of 30-1/2 degrees), as well as on other aircraft pylons. 2.4.6 Contamination Control Adapter Kit (Turning Vane) This hit is supplied for use with the F-4 aircraft to reduce the spray contamination of the under side of the wing. The kit is desierned for use with the three-module configuration. 22 �SECTION III MODULE DEVELOPMENT 3.1 MODULE REQUIREMENTS • Deliver chemical anticrop aqonts, future chemical agents, and plant grov/th hormones. • Be suitable for external carriage on high-and low-performance, ground-support aircraft employed in counterinsurgency and tactical operations. • Be of modular design. • Have identical liquid containers. • Have a dissemination apparatus with off-on capability. • Capat-le of operating in various configurations, using single modules and combinations of ttvo, three, and four modules. • Operate modules simultaneously or in sequence. • Agent container modules shall be completely interchangeable. • Four-module configuration shall have a capacity of at least 200 gallons. • Modules shall be equipped with 14-inch and 30-inch lug suspensions. • The number and combinations of modules shall be determined by the weight capability of the given station. • Modules shall be readily and quickly filled and serviced while suspended on tne aircraft. • Be compatible with armament circuitry of each aircraft. • Cause no appreciable degradation to the aircraft operational performance. • Be capable of delivering agent with a specific gravity of 0.80 to 1.40 and pH within the range of 3.0 to 8.5". • Capable of storage of agents for a minimum of six months, 23 �Capable of five-year storage with no loss of perforrar.ce. Ar aircraft operational speeds of 200, 325, and 500 KIAS, be capable of disseminating a liquid agent with l.U specific gravity so that the spray will be mostly in the particle-size range of 200 to 400 ricrons ness median diameter (mud) and with less than 10 percent by volume of the agent being outside the range of 100 to 500 microns raid. Arming and dissemination shall be two separate and distinct actions. Dissemination shall continue until bomb switch is released. i All configurations shall be capable of carriage to speeds of 1.5 Mach at 35,000 feet and up to Mach 0.90 at sea level. Function at speeds of 150 to 600 KIAS within lead factor envelopes of MII.-A-8591C. Safe ejection from any aircraft station with minimum limitations to ejection speed of the aircraft. Capable of delivering agents at 25, 75, and 150 gallons per minute at speeds from 200 to 500 KIAS. All configurations shall be capable of simultaneous operation with minimum requirements for electrical power from the aircraft. The empty weight of one nose cone, one tail cone, one agent module and associated control and piping equ'1^ment shall not exceed 250 pounds. Minimum of three man-hour mean time to repair four ules. Dd- The failure rate of the item shall be no greater than 10 percent. Minimum of parts are to be for one time use. 24 �3. 2 AGENT TSANSFTR gysrp! The purpose of the 'anent transfer svsten is to force the 50 qallons of aaent through the dissemination nozzle and out the rcdulo into the atmosphere. In addition, the agent transfer system is also designed to: • Occupy minimum space. • Be lioht woioht. r • ur.etion with hiah reliability under a vurietv of environmental conditions. • 'eouire minimum maintenance. • Be easily repaired. • Provide a constant flow rate throuahout a aiver. settir.r. • Control the flow of agent. • Be safe to operate and service. 3.2.1 Fluid Control Three basic methods of movina the aaent v«ere investigated; • Pur.pma the aoor.t out of the tank bv an electrically or pneuratically driven punp. • Contair.ina the aaent in a bladder and forcing it out by pneuratic or nechanical means. • Pressurizina the aaent in its tank bv a pneumatic svster and control lino the flew bv the control valve. An invest ioation of these methoas indicated that the and power consurption of a pump ssysten would be prohibitive. ?,~c that the cost of an effective bladder s"ster. would be rue'.' hir>.« er than that of a pressurized tank system. The desior.ec: .".sentransfer svsten stores er.ouoh compressed eras' oneroy to fcrce tr.5 a{?ent out" of a tank and to operate the aaent flow control valve, To accomplish this function, the system must contain the relieving components: 25 �• High pressure gas storage reservoir. • G-is charging valve and filter. • >?as pressure gage. • High pressure relief valve. • Pressure activated electrical switch. • Electrically operated preurtatic control valve. • Pr.our.atic pressure regulator. • Lev-pressure check valve. • Lev-pressure relief valve. • Low-pressure bleed valve. These components nay be joined into a system in two ways. They r.ay be connected together by pneumatic lines and fittings, cr i-y a r.anifcld which would connect and support the components. If there is r.o need to separate the individual components to fulfill the systor. function, a manifold offers the following advantages over pneumatic connecting lines: (1) higher reliability due to decreased susceptibility to x'ibration and shock and fewer external joints to develop leaks, (2) greater maintainability lecause of easier access to individual system eler.ents, and (3) lever overall cost due to the reduction in the nurrber of pneuratic fittings required, the greater reliability, and the re.'.-.-.c^d assembly and maintenance. Because it was both desirable -.r.^ feasible to locate most of the components in the nose of the r;dule, a r.ar.ifold system was employed. Tests were conducted on four GFE modules for the purpose of .•eterrir.ir.c! their operational qualities. These tests supported i.-.e selections of the above components. The tests indicated ir.at: • Failure of the burst plug used to prevent the tank from over-pressurization was due to fatigue. • The fittings used to connect the system's components leaked. • Failure of the arming valve allowed the agent tank to be pressurized before arr.ing occurred. 26 �• Failure of the check valve located between the arming solenoid and regulator allowed fluid to enter the arming valve and the dissemination pilot valve in the rear of the nodule. The energy source of the agent transfer system is 3,000 psi nitrogen or air stored in the high-pressure container. The system is controlled by electrical signals initiated by the pilot. Fellowinq is a breakdown of agent pneumatic transfer syster. crrpcr.ents (Figure 11), explaining the function, perfcrr.ance requirements, and special features of each: '. 1) Tre hicTh-pressure gas storage reservoir is a hollow , sphere, the two halves or which are drawn irom shatter-proof steel and welded together. Lugs for bolting the sphere directly to the forward bulkhead of the module and bosses for attaching two r.anifolds are welded to the outside of the sphere. Each sphere is tested for weld integrity, heat treated, and then subjected tc a serios of pressure tests before it is accepted for use ir. ~he syster.. The sphere is designed to withstand 2-1/2 tires the actual system pressure of 3,000 psig. {2} The electrically—operated pneumatic control valve (arr.ir.a valve) controls the flow of high" pressure" etas from the reservoir to the rest of the system. It is normally closed (to subject as few parts as possible to high pressure gas) except when the syster. is functioning. This reduces the hazard of dar.agir.g the aircraft if the module is danaced in flight, ar.i reduces the nur.ber of potential leak points. V.'hen the ar~ switch is en, the arming valve opens, allowing pressurized gas to flcv through the system into the agent tank. The system can be disarr.ed by turning the arming switch off. The valve is a spring return type and automatically closes when the solenoid is de-energized. This type of aruing valve ailovcs the pilot to disarm the system after it has been armed in the event the mission is discontinued, and, in the event of a power failure, the syster a-utomatically returns to an unarmed configuration. The tar.k re-ains pressurized after the arming valve is closed. (3) The gas charging valve is a stainless steel device threaded, into the system manifold which allows the pressure sphere to be filled*with gas while the module is on the ground. A' ten-ricron filter is incorporated in the charging valve to keep contaminants from entering the systcro. �LOW-PRESSURE CHECK V A L V E ( 7 REGULATOR OUTLET PORT PNEUMATIC-/PRESSURE ( 8 REGULATORv 4 J5>STEW MiNlFOLD HIGH-PRESSURE RELIEF VALVE REGUL4TE!) OOTLET TO D I S S E M I N A T E ULVE GAS , , PRESSURE(10J GAUGE V FILTER HIGH-PRESSURE GAS STORAGE ELECTRICALLY-OPERATED PNEuHATIC CONTROL VALVE Figure 11. Nitrogen Storage and Control System 28 �(4) Manifolds are attached to the pressure sphere to replace mounting brackets and pneumatic lines. They are machined blocks ported in such a manner as to properly connect the transfer system components attached. (5) The low-prassure relief valve is necessary to guarantee that the"pressure"In the agent tank will not exceed 92 psig even if the pressure regulator fails. In the event cf regulator failure, the valve will vent the pressurized gas into the atmosphere at a sufficient flow rate to prevent the agent tank from being over-pressurized. When the tank pressure drops to 75 psig, the valve reseats itself. (6) The pressure-activated electrical switch is located ir. the manifold between the reservoir and the arming valve. Its pressure sensing components are set to throw an electrical switch from one pole to another when the pressure in the sphere falls below 200 psig. This action interfaces with the system logic in such a manner as tot (a) allow the system to be armed only if the sphere pressure is greater than 200 psig; (b) automatically turn the dissemination valve off when the sphers pressure reaches 200 psig; (c) automatically initiate the next programmed step in the dissemination sequence. (7) The low-pressure check valves permit fluid or gas flow ir. cr.e direction only I Their purpose is to prevent the flow of ager.*: hack up the pneumatic lines from the agent tank to the resz cf the aaent transfer system pneumatic components. Two c'r.eck valves are used to insure that the agent does not back up into the agent transfer system; thus, one check valve could fail without any harmful effects to the system. (The second valve was added after failure of the check valves on the GFE modules.) (8) The pneumatic pressure regulator is designed to maintain a constant flowing pressure of approximately 55 psig in the agent tank. No-flow pressure is 71 psig. (9) and (10) The jiigh-pressure relief valve anc the gas pressure gage are both riounted on a small rr.anifolc! which attaches to the pressure sphere to provide a good view of the gas pressure gage. This gage is designed with a color coded scale to simplify the charging procedure and to add to the safety cf the system by providing accurate indication of the gas pressure. The high pressure relief valve increases the safety of the syster. by negating the possibility of over-charging the pressure sphere. This valve opens to allow gas to escape when the reservoir gas pressure reaches 3,400 psig and remains open until the gas pressure in the reservoir has fallen to 3,100 psig. At 29 �3,100 p'si'g the valve reseats itself. The low-pressure bleed valves located on the forward bulkhead cf the module allow the low pressure part of the system tc ce bled to atr.cspheric pressure in order to remove the tank fill caps. The valves have been designed and located in such a way that the module nose cone cannot be attached to the module until these valves are closed, thus assuring that the module cannot be flown with the valves open. 3.2." Component Testing Two agent transfer system units (Figure 11) underwent environmental tests to insure the design would meet specifications. These tests are listed in Table III. During low temperature (-65°F) tests, the solenoid arming valve stuck and leaked, and the low pressure relief valve leaked. These problems were solved by better surface finish on the base of the solenoid valve, changing the 0-rings to silicone rubber, and better alignment of the poppet with the base and solenoid. This reduced the amount of pull required to operate the valve. The seat of the relief valve was changed to silicone rubber. Atter these changes were made, the units were retested and found acceotable. 3.3 DISSEMINATION SYSTEM The purpose of the dissemination system is to control the start and stop of the agent flow, the flow rate, and tc disser.ir.ate defoliant agents in such a manner that they reach the crcur.d vegetation in 20C-to 400-micron diameter particles, after ejection, from high speed aircraft at an altitude of 100 feet. There are two basic methods of controlling the start and stop of the flow. • • Electromagnetically, or Electropneumatically. An investigation of the power requirements to operate the valve in less than 75 milliseconds indicates that the available electrical power was inadequate -o do anything other than perform a control function. Because of the lack of electrical power, the electropneur.atic systen was chosen so that the 30 �TABU-! III. ENVIRONMENTAL TKSTS ON TliK TRANSFER SYSTEM TEST UNIT •• I..1NIT : S y s t e n Leak And P e r f o m a n c p X X Lo» P f e s s u i e Per M I L - S T D - 3 1 0 8 . Method 5GO I - Piocptline M X High T e m p e r a t u r e Per HIL-SID-810B. Method 531.1 - Pioceduie 1 X Lo* T e m p e r a t u r e Per MIL-STD-3108. Method 502. 1 - Pioceduie 1 X Tenpeialiire Shock Per MIL-STD-8ICB. Method 533.1 - Pioceduie I X Tempera t u r e - A I ti iude Per HiL-$TD-8IOB, Method 5 0 4 . 1 - Piocedure 1 X Hunidity Pei MIL-STO-8IOB, Metliod 537.1 - Piocedure 1 X Fungus Per MIL-STD-8IOB. Method 503 1 - Piocedure 1 X Sr.lt Fog P 5 f M I L - S T O - 8 I 3 B . M e t h o d 503 1 - P i o c e d u r e 1 X Sand And Ous.t Per MIL-STO-8IQB. Method 510.1 - Procedure 1 X txplosive Atmosphere Per HIL-STO-610B. Method 511. 1 - Pioceduie 1 X Acceleration Per MIL-STD-610B. Method 5 1 3 . 1 - P r o c e d u r e 1 X Vibration Per MIL-GTO-BinB. Method 514.1 - Procedure 1. Equipment Class 1 Mounting A, Figure 5 1 4 . 1 . C u r v e 0 X Acoustical Noise Pei MIL-STD-8IOB. Method 515 - Pioceduie 1 X S^ten A c c e p t a n c e ( S y s t e m Leak And P e r f o r m a n c e ) X 31 X �ccr.pressed gas within the module could perform the power operaticr.s. To accomplish the desired function of dissemination, the following items are required: • Dissemination pilot valve (solenoid valve). • Dissemination valve pneumatic actuator. • Dissemination valve. • Nozzle. All components are attached to the aft bulkhead of the module to reduce the opening time of the dissemination valve. (The pilot valve, the pneumatic actuator and the dissemination valve comprise one modular assembly.) The first two components are required to operate the dissemination valve through a signal from the cockpit of the aircraft. They are inclosed in a stainless steel housing attached to the top of the valve. Each of these components has been designed to withstand agent contamination, both structurally and functionally. When the pilot gives the arm command to the module, regulated 60 psig gas is introduced into the inlet port of the pilot valve. When the dissemination signal activates the pilot valve solenoid, the regulated gas is allowed to enter the cr.eur.atic actuator piston cylinder. The gas pressure drives the piston to the other enc of its cylinder. This opens the dissemination ball valve chrough a rack and pinion gear. When the solenoid pilot valve is deactivated, the air from the actuator piston is bled off and the piston is spring returned. This closes the ball valve. This type of valve assembly was selected because it offers the highest reliability, smallest size, lightest weight, lowest pressure drop through the valve, and the lowest cost due to its design. The valve will open completely within 75 milliseconds of the pilot's command. To develop a nozzle, a series of static and flight tests (Section X) was conducted. The results of these developmental tests indicated that: • The orifice size had small effect on the size of the particles ultimately striking the ground. • 7hi> rol.T*:iV'.' vc-' -cii_y of air striking the ejected part iolo:'. find .1 major of foot on tlu-ir size. �• 'i'hc primary effect of varying agent flow rate on droplet size was due to the resulting changes in slip stream* particle relative velocity and not to internal turbulence. Nozzle desiqn evolved in the following manner: To generate data, a nozzle was designed, fabricated and tested. This first nozzle (Test Nozzle No. 1, Figure 12) was designed so that agent flow rate, orifice size, nnd agent shear direction could be varied. Using Test Nozzle No. 1 and the GFE nozzle, (Figure 13) static and flight tests were conducted. As a result of these tests, more simplified test nozzles were designed to further study nozzle configurations under dynamic conditior.r . '"ORIFICE PLATE Figure 12. Test Nozzle No. 1 Test Nozzle No. 2 used one- and two-orifice plates with deflectors (Figure 14). Test Nozzle No. 3 (Figure 15) used conical nozzles with different size restricting orifices up-stream from the exit nozzle to regulate flow. From aircraft flight tests with these nozzles, it was determined that a variable size orifice could be used to get the proper droplet size as well as to control the flow rate. Prototype Nozzle No. 1 (Figure 16) using an elastic diaphragm backed up with metal stiffeners bonded on the diaphragm was then fabricated. This first prototype was used in static tests to demonstrate the design. Prototype Nozzle Ho. 2 (Figure 17) consisted of a stainless steel housing with a molded diaphragm and with stiffeners -elded into the diaphragm. When the nozzle underwent static tests, the molded stiffeners prevented the elastic diaphragm frc~ stretching, causing it to tear. A flat free-floating stiffer.er was designed to overcome the tearing problem. Prototype No. 3 (Figure 18) underwent successful static cycling and flight testing. After these tests, the nozzle housing was redesigned for weight reduction and to simplify fabrication and production. Polypropylene was selected to mold the nozzle 33 �Figure 13. 34 GFE Nozzle �Figure 14. Test Nozzle No. 2 sleeve and body because, in addition to being easy to mold, it is also resistant to the agents used. The nozzle allows the agent to pass through the circular orifice, which can be varied from 3/8-inch diar.eter to 1-1/4inch diameter by rotating the adjustment sleeve surrounding the orifice. The body of molded polypropylene connects the nozzle orifice to the dissemination valve, functions as an agent accumulator in order to reduce fluid turbulence, and -supports the nozzle orifice diaphragm, adjustment sleeve, and tail cone. The adjustment sleeve, also of molded polypropylene, controls the orifice size and protects the nozzle diaphracr. from damage during loading and storage. The nozzle diaphrasr. (molded fluorosilicone rubber with a 3/8-inch diameter orifice in its center) is molded to a threaded stainless steel ir.sert. Tec flat stainless steel inserts are held to the orifice by retainers molded in the rubber. They run radially fror. the ^orifice to the outer perimeter of the diaphragm. When the dissemination valve is opened, agent flows into the nozzle, * fills it, and pressurizes the inside face of the nozzle dia.phragra. The diaphragm deforms under the pressure with an out- 35 �Figure 15. Test Nozzle No. 3 36 �&M ADJUSTMENT SCt£»ED IN TO DIAPHRAGM THIS »UO*S 3tWH»*uM TO Mill MUM EJECTION VELOCITY. 3UT. OuT«»80, INCKEASINu 9<IFlC£ SUE. EJECTION VELOCITY AND MAINTAIN MINIMUM 9u»H«AaM EIPANSION AND. THUS. o FLOW. Figure 16. rrotctype Nozzle No. 1 VALVE ZLE 0«IFICE SITTING LASEL N02ZLE ADJUSTMENT SLEEVE N022LE AMVSTXNT DETENT ACCUNULATO* TUBE ORIFICE Figure Prototype Nozzle So. 2 37 �Figure IS. Prototype Kozzle No. 3 �ward buKTo which enlaraes the orifice. Ordinarily, the diarhraam would tend to form a hyperboloid when pressurized; however, 'the flat inserts cause it to.fern a cone. This allows the orifice diameter to be precisely controlled by the adjustment sleeve, which has a hole in it larger than the laraest orifice diameter desired, but smaller than the diaphragm's outer diameter. This annular end cap is prepositioned to the desired distances outside the diaphragm by screwing the adjustment sleeve in or out (Fioure 19), Thus, when the pressurized agent deforms the diaphragm, the adjustment sleeve end cap determines the central angle of the cone formed and, consequently, the orifice diameter. The nozzle orifice diameter adjustment is easily race external to the module. The tail cone need not be removed to reach the adjustment sleeve. 3.4 ELECTRICAL CONTROL CIRCUITRY The system is operated and controlled electrically fror the aircraft. The two circuits available to operate the system are: (1) the arming circuit and (2) the fire circuit, pickle circuit, or dissemination circuit (in the PAU-8/A it will be referred to as the dissemination circuit). The system must be capable of being armed and disseminated through electrical commands from the pilot. The electrical c'.ntrols intorfaco with tho pneumatic system through the arming sol'j.'Vi! •:, 'iissomination solenoid, and pressure switch. The sys'.or rust also Le capnblo of several different configurations cf sequential dissemination. To provide these configurations, a pressure switch and a mode selector switch are required. To provide safety, an arming switch (safety switch) and an arming relay are required. The system operates on 25 VDC with a current drain of 1.06 arps per module when armed and disseminating. The power breakuowr. is as follows: Dissemination Solenoid Arr.ing Solenoid Arr.ir.o Relay Coil 0.5 amps 0.5 amps 0.06 ar.ps If all four modules are disseminating simultaneously, the total current drain is 4,23 amps. The longest drain with all four modules disseminating at orce is approximately two ninutes (25 sal/min for 50 gallons). Therefore, the largest drain on the aircraft power would be 0.141 ampere-hours per frur-rodule configuration. The 4.24 amps per four-r.oc.ule configuration is 39 �NOZZLE SETTING NO. ! X -Nf , p 1 \ "& ' „__ I 1 \ NOZZLE SETTING NO. Figure 19. Production Nozzle belcv the 5 ar.ps maximum allowable on some aircraft stations. A rode selector switch is mounted on each junction box. Hcvever, when r.ore than one module is used, only the mode svitc;-. in V.o.iule No. 1 is operable; the other rode switches have r.c controlling function. Mode position Tio. 1 disseminates rcaules sequentially; top, left, right, then hotter, . o e "d ccsiticr. \ 6 2 disseminates modules tcpand rioht simultaneously, '. t.-en .eft and bettors simultaneously. Mode position No. 3 disser.ir.ates modules top, right and left simultaneously, then botton. Mode position \ o •! disseminates all modules simultan'. eously. Table II sl.ows other modes of operation for the twoand three-module configurations. The electrical system operates in the following manner: When' the red-flagged* arning pin (REMOVE BEFORE FLIGHT) is rerovec, it allows th. two poles on the arming switch to close. One pole permits ar: ing, the other dissemination. Actuation �of the arr.ir.g switch by the pilot provides 28 VDC power through the arminq switch (safety switch) and the pressure switch'to the arming solenoid, which operates the arming valve. It also energizes the arming relay coil. Activating tre arming relay coil closes a set of contacts, making dissemination possible. Before the circuit can be armed, the pressure switch r.ust be in the high position which only occurs when the pressure in the high-pressure gas container is greater than 200 psi. When the pilot depresses the dissemination butcon, 28 VDC is supplied to the dissemination solenoid through the arninc switch and the arming relav contacts. V.'hen the tank is fully disseminated (pressure below 200 psi), the pressure switch supplies power to the next module for dissemination. The pilot ray start and stop dissemination by releasing and depressing the pickle button. Three plugs are located on the junction box. One connects the module to the circuit, another connects other modules together electrically, and the last is a test plug. Also mounted in the junction box are two zener diodes. These diodes allow parallel operation of the arming valve and relay at normal operating voltage of 28 VDC, but will isolate these components for continuity testing at 6 VDC. 3.5 CENTER SECTION (AGENT TANK) The center section (Figure 20), basically a 13-inch OD tube connecting the fore and aft bulkheads, provides the following r.ajcr functions: * Attaches to the bomb racks * Is the major strength component * Contains the agent * Contains two fill ports * Attaches tc the module adapter * Accepts up to four stabilizing fins * Provides mounting for all other hardware (pneumatic sy?tem, disseminate mechanism, etc,) Paragraph 3.5.1 gives the design philosophy for each subcomponent in the center section and paragraph 3.5.2 summarizes 41 �FILL PORT FILL CAP AFT BULKHEAD INNER TANK STRONGBACK BAND SUPPORT BULKHEADS DOUBLES ELECTRICAL CONDUIT FORWARD BULKHEAD Figure 20. Tank Assembly (Agent Tank) �tho flow tests which wore conduct ml to optimise ."Mont flow itynarics witliin Lite cor.tor sfetion of the modulo. Sootior. IX discusses the fit tests and wind tunnel tests which al#o ir.fluer.ceti the design. 3.5.1 Component Parts The center section (agent tank assembly) consists of the following major components (Figure 20): • Strongback (forged) • Skin (13-inch OD tube) (rolled sheet) • Forward bulkhead (drawn sheet) • Aft bulkhead (cast) • Bank support bulkheads (cast) • Inner tank (formed sheet) • Fill ports and caps (wrought aluminum; Nylon 6/6, 40 percent glass; stainless steel) • Pick-up tube (formed aluminum tubing) • Stainless steel pipe • Electrical conduit The design philosophy for each of these components is explained in the following paragraphs. All components except parts of the fill ports and caps are made fron aluminum to keep hardware weight down commensurate with strength requirements. Alloy 5083 is used exclusively for all forged and wrought components; 5083 provides an excellent corJbination of strength, impact and fatigue resistance, we3 debility, and resistance to corrosion and stress cracki". Cast components (aft bulkhead, bank support bulkheads) are made fron either 356 or 357 aluminum casting alloy to provide high strenqth and light weight. 3.5.1.L Strongback The nodule Strongback incorporates both 14-inch and 30-inch 43 �lugs, has an electrical cavity aft of the rear 30-ir.ch lug (to .accept pylon unbilical cord), and provides bearing area for the sway.ijrace pads of the following bomb racks: • MK51 • - F-100/Type I • F-100 'Type III • !!AU-9/A and MAU-9A/A • MAU-12B/A • F-105/Multi-Weapon Adapter • F-105/Universal B/D Pylon Tiie hardware delivered is compatible with these racks. The sway Jbrace pads vv'ere riot made compatible with MIL-STD-8591C until after design approval; therefore, the hardware is compatible with the racks only. The strongback is also able to withstand the high-lug and sway-brace forces which are generated with the systen in the four-module configuration. The stronqback could have been either forged, cast, or rolled and machined from thick plate; however, rolling and machining is costly for any production quantity. While both casting and forging provide excellent design flexibility, forging produces a more integral part which requires considerably less inspection and, therefore, reduces cost. Because of this, forging was the fabrication method selected. Threads are cut directly in the strongback to mount the 14-inch and 30-inch lugs. Rigorous testing shewed that this aaethod of lug mounting provided excessive strength while keeping costs and weight at a minimum. Separate external highstrength steel pads are bolted to recesses in the strongback to provide adequate sway-brace pad-bearing resistance and to alter the basic 13-inch OD store configuration to allow mounting cf the store to the seven specified bomb racks. 3512 ... Skin The skin is a 13-inch OD tube which mates with the strongback and circumscribes th£ fore, aft and band-support bulkheads. 44 �It must withstand 55 psig internal operating pressure and all imposed environmental loadings during handling and flight. The skin is made from rolled and welded 5083-H323 aluminum, 1/8inch thick. Rolling and welding was selected because it is a far less expensive method of forming a tube with irregular cutouts. 3.5.1.3 Bottom Doubler The bottom dcubler strengthens the underside of the store, providing a cradling area for handling. MIL-STD-8591C dictates dcubler size and strength. The doubler is adequate to support a single nodule on forklifts, but the loading and handling fixture must be used for the two-, three-, or four-module configuration. The doubler is made from simple rolled rectangular plates, fillet-welded to the module skin. Three plates are used to provide locating recesses for the mating adapter bands. 3.5.1.4 Forward Bulkhead The forward bulkhead closes the front end of the center section and provides mounting support for the pressure sphere and all pneumatic hardware, electrical tubes, bleed tubes and nose cone. The bulkhead can either be cast, forged, machined from stock, or drawn from sheet. Castina and forging provide excellent high-strength components; however, both require secondary machining operations and the resulting parts are too heavy. Machining from stock is excessively costly for large components such as the forward bulkhead. Drawing the front bulkhead fron sheet aluminum provides an inexpensive part (requires little machining) which will meet all strength requirements. 3.5.1.5 Aft Bulkhead The aft bulkhead closes the rear of the center section and provides support for the fins, aft fairing, dissemination valve and electrical tube, and incorporates a pressure gage port (for checking tank pressure), and drain plug. Because of the high fin loading, a bulkhead drawn from sheet aluminum cannot be used. Forging and casting are the major alternatives, both of which require many machine operations. Forging requires more costly tooling for small quantities and long lead time on the first order, but provides a part which requires little inspection. Casting provides a part with less strength but since it 45 �is adequate for the aft bulkhead and less expensive than forging, the aft bulkhead was cast from 357 aluminum. Bani-Support Bulkheads 7;-.e bar.i-support bulkheads are located inside the center section skin directly under the mating adapter band strars. The bulkheads are fillet-welded to the strongback, the assembly fitted inside the skin, and the bulkheads plug-welded to the skin. The band-support bulkheads must be able to withstand the band and mating adapter loads. These bulkheads also form the ends as well as house the drain plug for the inner tank. Casting was selected as providing the least expensive, most applicable fabrication process because of the thin dip webs and complicated shape. 3.5.1.7 Inner Tank The inner tank is essentially an elliptical tube welded between the band-support bulkheads. This inner tank provides a settling chamber and is used to optimize agent flow dynamics. Agent is transferred to the inner tank from between the bandsupport bulkheads of the main tank, picked up (pick-up tube) inside the inner tank, and fed to the disseminating mechanism at the aft end of the store. Aluminum sheet (5083) is ferried and welded to form the tank. The transfer tube and the pickup tube are formed from standard tubing and welded in place. 3.5.1.8 Pick-up Tube The pick-up tube passes through the center of the module and runs from the inner tank to the aft bulkhead» This tube carries the agent from the inner tank to the dissemination valve at the aft bulkhead. The tube is welded to the aft bandsupport bulkhead and to the aft bulkhead. This tube is made from aluminum tubing bent at one end and swaged at the other. The tube was swaged to match the inside diameter of the dissemination valve. 3.5.1.9 Standpipe The standpipe, made from rectangular aluminum tubing, and weldod to the bottom of the inner tank, carries the agent from the main tank to the inner tank. 46 �3.5.1.10 Electrical Conduit The electrical conduit is a small aluminum tube which passes fron the front bulkhead to the umbilical in the strongback to the aft bulkhead. This tube is used to run the electrical control wires and pneumatic lines. 3.5.1.11 Fill Ports and Caps Fill ports are recessed into the skin near the fore ard aft bulkheads to accept the filler caps and nipples (Figure 21). The nipples are of the flange type, utilizing a port-type seal (o-ring) and are made entirely from Nylon 6/6, 40 percent glass-filled. This nylon is compatible with the various agents and enables the nipples to be injection molded for low production costs. The quantity produced under this contract did not warrant the cost of tooling to have them injection molded and were, therefore, machined from extrusions. Screens are incorporated in the nipples to limit the size of foreign matter which may enter the module. The screens can be removed from the nipples by simply removing a snap ring. The cap is a ball-lok type with a pressure locking device, preventing cap unlocking when internal tank pressure is over five psig. The cap is a custom design and uses Nylon 6/6, (40 percent glass) for most components. Where required, 300 series stainless steel is used (ball bearings, etc.). The nylon caps ana nipples are much lighter than metal caps and nipples. Color ceding on the cap indicates when the cap is locked or un-> locked and a note on the cap explains the color coding. 3.5.2 Coating Material The severe corrosion of aluminum requires that it be protected (through coating) from contact with the herbicide agents, particularly agent Blue. Coatings must also withstand the flexing of the dispenser under operational conditions. Those possessing physical properties which permit elor.ga-irr. in excess of 100 percent are able to withstand the fiexir.g. The more brittle coatings, such as the phenolics, crack under these conditions, and, while polyurethane possesses suitable physical properties, agent Orange causes polyurethane material to swell. Silicone coat:.ngs exhibit excellent physical properties and the herbicides do not cause the fluorosilicone dispersion coatings to swell. Several fluorosilicone dispersion coating materials were considered but none had all of the 47 �.Si****cr«A^jf "si^^^SiS'CC1" "<* jS&*"'k* ***'***^' *V'*tl"' *5»>*sV: .iFr*C.^' ;5'.iiv •fuxvr.. tT"\!r"*iJitt' 1 w ) ^< Figure 21. Nylon Cap and Nipple �properties desired. Most of the materials had the desired physical properties but were not suitable for coating the irside of the tank since they required the use of a primer which must be applied in a thin even coat. This could not be done on the inside of the closed tank. Dow Corning Corporation developed a fluorosilicone in conjunction with agent material compatability studies conducted during this program. To insure proper coating, a 13-inch diameter by 10-inch long module section with bulkheads was made with removable ends. This section was coated with the fluorosilicone material and inspected to determine methods of applying the material. From these coating tests, it was determined that rotation about two axis would be required to get a complete coating of the inside of the module-. 3.5.3 Agent Flow During the first part of the program, ground flow tests were conducted with the GFE TMU-66/A modules. These tests re-4 vealed that the pick-up tube system began to suck air around three-fifths empty when the tank was continuously discharged at flow rates of 150 gpm. The cause could not be determined from the modules and, to further study this phenomena, a full* size plastic flow model was built (Figure 22) around the design of the GFE. This design used a tube near the aft end to pick up the agent and pipe it to the dissemination mechanism. A bulkhead with flapper plate, slightly forward of the pick-up tube (Figure 23) was employed to keep the agent near the pickup tube (for a short time) during aircraft deceleration or a nose-down condition. Although the flapper plate performed its intended function, it also caused the system to exhaust its air supply through the pick-up tube while considerable agent was still in the store. This is cnaracteristic of a flapper plate since a differential fluid head across the plate is required to cause agent flow through the plate opening (equal air pressure exists on both sides of the plate). When the aft (or lower) fluid level drops near the pick-up tube opening, air at 55 psig flows freely out the pick-up tube, exhausting the internal air supply with substantial agent remaining in the store. Figure 22 shows this differential head in the flow model at a flow rate of approximately 90 gpm. The differential head at 150 gpm is approximately twice that shown. One additional drawback to the flapper plate design is that it employs a moving component, and the highly corrosive nature of the agents would cause sticking of the flapper after short periods of use. 49 �o Figure �FLAPPER PLATE SLOPE DUE TO OPEN CHANNEL FLOW 55 psig BULKHEAD WITH FLAPPER PLATE AFT FORE FLUID FLOW Figure 23. PICK-UP TUBEModule With Flapper Plate 51 �The first alternate system investigated employed a sealed bulkhead and used a standpipe type transfer tube as shown in Figuras 24 and 25. The standpipe design works on the principle that any agent (or air) which passes through the picJ.-up tube ~ust first pass through the standpipe. Thus, the aft chamber (around the pick-up tube) remains full until the fore chamber is nearly empty. In addition, as, the aft chamber drains, the sr.ar.dpipe continues to scavenge the forward section of the r.cdule, almost draining it of agent. To allow complete filling, both the fore and aft chambers must be vented during the filling operation. Figure 25 shows the aft chamber full while the fore chamber is only about half full. The major problem encountered with the standpipe bulkhead concept was eg shift. Testing indicated that approximately seve.i gallons capacity in the aft chamber would be required. This will cause a eg shift of about 15 inches when the aft chamber is full and the fore chamber empty. Since only a ±3-inch c;; shift can be tolerated (MIL-STD-8591C) , further design improvements were investigated. A seven-gallon separate chamber was designed to fit between the band support bulkheads. This general design was used for extensive testing before the final design (Figure 26 and 27) was arrived at. The first standpipe used was round, which allowed the formation of vortices and passed excessive air into the settling'chamber. The rectangular tube standpipe eliminated the vortices . Another problem which occurred in the settling chamber was turbulence, which mixed the air in the settling chamber with the fluid and then forced the mixture out the pick-up tube. To reduce the turbulence in the area of the pick-up tube, the anti-turbulence bulkhead was placed in the settling chamber. This keeps the turbulence in the front of the settling chamber and away from the pick-up tube. The tests performed on the final flow model incorporating the seven-gallon inner tank showed total fluid left after dissemination is under one pint at all fj.ow rates (25, 75, 150 gpm) . Estimated fluid in the entire model when the disseminate valve first passes air is about one quart. 'Die central-tank settling chamber performs well, providing controlled dissemination for about 99.75 percent of the store's agent capacity. 3.6 NOSE CONE The nose cone acts as a wind screen covering the forward v>iu ur.v.t ic- vlovicvs and mates with the forward bulkhead. It is �STANDPIPE BULKHEAD SLOPE DUE TO OPEN CHANNEL FLOW — PtCK-UP TUBE FORE =3 AFT FLUID OR AIR FLOW- Figure 24. Module With Standpipe Bulkhead 53 �I'THl Figure 25. Flow Model With Standpipe Bulkhead �Ul Figure 26. Flow Module V7ith Central Settling Chamber �BAND-SUPPORT BULKHEADS (STRONGBACK NOT SHOWN FOR CLARITY) TUBE FOR FILLING ANT I TURBULENCE BULKHEAD ..CENTRAL SEVENGALLON TANK TO DISSEMINATOR ui SLOPE DUE TO OPEN CHANNEL FLOW AFT FORE Figure 27. Central Settling Chamber �held in place by a single bolt at the apex of the cone which preloads it against the forward bulkhead/skin assembly. This single bolt technique is used to provide an easy method of removal, since the nose cone will be removed and replaced numerous times during the module life. The nose cone is spun from 6061-0 aluminum alloy and heat treated to the T6 condition for scrength. Metal spinning is the least expensive and most proven method of fairing fabrication for the quantity required by this program and a metal fairing meets all strength and functionability criteria. Other processes such as fiberglass layup, filament winding, etc., are far too expensive for the small weight advantage. A plate is welded to the apex for the nose bolt. A bolt rather than a stud with a nut was used so that there would be no exposed threads which could become damaged. 3.7 TAIL CONE The tail cone is a hemisphere of spun aluminum used to cover the dissemination valve and nozzle assembly. It is attached to the nozzle assembly by four screws and serves as support for the nozzle assembly. The forward edge of the tail cone engages the aft bulkhead. 3.8 FINS The purpose of the fins is to provide stability in the event of store jettison. Two fin sizes (a 10-1/2-inch span and a 16-inch span) are required for compatibility with the four different module configurations and all carrier aircraft. Fin chordwise profile was minimized, commensurate wit:-, strength considerations. Aerodynamic characteristics of the 5tores. w j e j t i j ; ; J i er_^cr^^L'^ "vTous program. Wind tunnel tests and jettison tests (Section IX) on the two-module configuration were conducted during this program to design fins and fin configuration for a stable two-module configuration. The two-module configuration was considered to be unstable under the previous program. Fit tests (Section IX) on the aircraft involved in this program were conducted to verify the paper study on the clearance of the fins. Numerous manufacturing techniques have beer, considered for both metal and plastic fins. 57 �• Metal forming and welding (various configurations) • Die casting and welding (metal) • Injection molding and ultrasonic welding (plastic) • Rotational molding - foam filling (plastic) • Fiberglass layup - foam filled The type of manufacturing process is obviously dependent upon the type of fin material. Metal fins are strong and can be made with proven techniques but are excessively heavy and costly. Plastic fins are relatively new but offer the following advantages: • Very low cost • Extremely lightweight • Xonconductive and resistant to defoliant agents • Will readily grind off without sparking if they contact the runway during hard landings. Because of these advantages, considerable effort was made to develop a plastic fin. Rotational molding was selected as the meth<"d of fabrication because of the low cost of tooling and parts for prototype and limited production. Ir, addition, rotational molding produces an integral fin without seams. Nylon, glass filled nylon, glass filled celcon, and polyethylene were used to fabricate sample parts. The nylon was considered too brittle for handling in case it was dropped on a corner. Glass filled nylon had flow problems in the mold and did not produce satisfactory parts. The glass filled celcon exhibited porosity and low strength because of the porosity. The polyethylene fins filled properly and exhibited strength which was considered adequate for the design loads. Polyethylene fins were fabricated and delivered to the Air Force for flight testing. The polyethylene fins failed when tested on the F-4 aircraft at 550 knots. Information obtained after the flight test indicated that the design loads were too low because of the irregular flow under the wing stations of the F-4. a Davis, Ronald E., Flow Field Characteristics Beneath the F-4C Aircraft at Mach Numbers 0.50 and 0.85. Arnold Engineering Development Center, Arnold Air Force Station, Tennessee, AEDC-TR-70-8, February 1970, Unclassified. 58 �Because of the lack of. time to further carry out the development of the low cost plastic fins, the effort was discontinued. A fiberglass-foam filled fin with the same external, configuration was designed, fabricated, and tested. Figure 28 shows the load being applied with a foam pad to simulate aerodynamic load. The fiberglass-foam filled fin was about five times as strong as the polyethylene fin. 3.9 MATERIAL SELECTION The process of material selection for this system was difficult, not only because it must be designed to withstand che action of more than one chemical agent, but also because these agents (Agents Orange, White/ and Blue) belong to different chemical families. Since one agent is a mixture of an inorganic salt and an inorganic acid, the materials, particularly the metals, must be selected to resist attack from this acid-salt combination. The plastics and rubbers must not only resist this acid but also the solvent, swelling action of the other agents which are organic compounds. Many plastics and rubbers will meet the first of these requirements but will not meet the second. Therefore, it was necessary to test each material for its resistance to all three agents. 3.9.1 Aluminum The aluminum alloys 5083 and 5086 were considered for use in the PAU-8/A module. The 5086 alloy is less corrosive resistant than the 5083. Both alloys were subjected to t:-.e ccrrosive effects of the three agents at ambient temperature ar.r. at 130°F for several weeks. Agents White and Orange have lit_l= corrosive effect on aluminum; however, it is heavily attacked by Agent Blue. Agent Blue attacks unprotected 5083 alloy at the rate of one mil per week and 5086 alloy at three mils per week at 130°F. The rate of corrosion at ambient (77°F) is about 10 percent of the rate at the elevated temperature. These results indicate that 5083 alloy should be chosen over 5086 and that it must be protected with a corrosion and solvent resistant coating when exposed to the agents. 3.9.2 Stainless Steels Grades 304 and 316 stainless steel resisted the corrosive effect of the three agents at ambient temperature and at 130°F for several weeks without visible corrosion. Microscopic examination of the metal surfaces indicated that no corrosion and 59 �: • • • % i I 1 £•«•*.::• :> • ^2:^ ; 'itli fesf' !• -m^;-€^ v*V«i- i<s";;" :.•«•?''«*'i'-i^O Kii;'> -.*.. ' Figure 28. Fin Testing Fixture 60 �very little film formation had occurred. These steels should withstand tine corrosive action of the herbicide agents for extended service. 3.9.3 Plastic Nylon. Nylon resists a wide range of organic and inorganic substances. It is not affected by, nor does it affect, lubricating oils and greases, aliphatic and aromatic hydrocarbons (including the conventional fuels), or thr common esters, ketones, ethers and amides. It resists most inorganic reagents, and unlike many metals, it is not affected by electrolytic corrosion. Zytel 38 has the highest acid resistance of the nylon series. Since Nylon 6/6, 40 percent glass filled, resists solvent swelling and acid attack by Agents Orange, White, and Blue, it was selected for use in the construction of the caps for the fill ports. Table IV summarizes solvent retention of the nylon. rASLE IV. AGEIJT ABSORPTION OF NYLON 6/6 40 PERCENT GLASS FILLED PERCENT SOLVENT RETENTION AGENT WEIGHT PERCENT Deionized Water 0.30 Agent W h i t e 0.79 Agent Blue 0.34 Agent Orange 0.25 61 �Polypropylene. Samples of the polypropylene 20 percent glass filled underwent testing in contact with Agents Orange, V.'hite, and Blue without any effects of swelling or acid attack by the agents. 3.9.4 Rubber Gasket and O-ring Selection. Neoprene and Buna rubbers normally used as gasket and O-ring materials are severely swollen by Agent Orange with ultimate loss of the mechanical properties. Fluorocarbon, Viton1, and ethylene-propylene rubbers were testud for loss of mechanical properties and swelling in the three agents. Tensile sample bars and volume swelling samples wer« immersed in each agent for 72 hours at ambient te.'perature. Ethylene propylene is the only rubber which could withstand the solvent swellinci of Agent Orange. Viton® and acid resistant Viton®both swelled to about 20 percent volume increase. Agent Blue blisters the latter two rubbers but does not. in general, alter their mechanical properties. Ethylenepropylene rubber was selected for gasket and O-ring application because of its resistance to solvent swelling. Table V summarizes the test results of these materials. Nozzle Diaphragm. This application requires a high performance rubber with high elongation (>500 percent)« Neoprene can be obtained in elongations above 500 percent but tests indicate that it is decomposed by contact with Agent Orange. Silicone rubbers have a high resistance to solvents. Fluorosilicone rubbers undergo solvent swelling to only about 10 percent increase in volume, whereas tne silicone rubbers swell to over 150 percent. A fluorosilicone rubber (Dow Corning LS-2332V) was selected for use due to its superior resistance and high (500+ percent) elongation. 3.9.5 Coating Material Fluorosilicone was chosen for the coating material for the inside of the agent tank because of its elongation and its ability to withstand swelling when exposed to herbicides. Fluorosilicone coated aluminum samples underwent long term explosure to the three agents at temperatures of 130°F without any change noted. Bond peel tests were conducted with the fluorosilicone coating. Samples were prepared as follows: • 1 Solvent cleaned and degreased Trademark 62 �TABLE V. SAVPLE MATERIAL MECHANICAL PROPERTIES OF RUBBER MATERIAL IMMERSED IN HERBICIDE AGENTS FOR SEVENTY-TWO HOURS AT AMBIENT TEMPERATURE TENSILE (psi) AGENT ELONGATION (PERCENT) HARDNESS (OURO) "A" VOLUME SWELL (PERCENT) As R e c e i ved 2,354 225 73 Orange 2.262 275 62 22.94 Blue 2,174 250 66 10.24 White 1.750 250 70 7.70 E t h y 1 ene As R e c e ived 2.345 200 76 -- P r o p y 1 ene Orange 2.267 225 75 3.92 Blue 2,191 200 77 0.22 2J53 200 76 1.00 V i 1 0n ^ U) White i | Acid- As Received 2,205 350 62 -- Res i s t a n t Orange 2,130 275 56 18 90 Viton® Blue Win te 2.059 300 62 4.75 1.945 400 61 5.64 �• Sand blasted • Solvent cleaned, degreased, .and primed • Sand blasted and primed (50:50 mixture Dow Corninq 1200 primer and Naptha) . The mixture was used because of "chalking" of the primer at high concentrations. The sample preparation list is given in increased peel strength. The solvent cleaned and degreased surface Xi?as the lowest strength but was considered to be strong enough. 64 �SECTION IV MODULE ADAPTER DEVELOPMENT 4.1 MODULE ADAPTER REQUIREMENTS The module adapter must: • • Be capable of carriage in configurations using two, three, and four modules; the number and combinations of modules to be carried on each station on each aircraft to be determined by the weight capability of that station; any combination of modules to be readily and quickly filled and serviced on the ground or when suspended on the aircraft. • Afford maximum usage of payload capacity for each aircraft. • 4.2 Be capable of carriage on the F-4, F-100, F-105, and A-l aircraft with consideration also given to the F-lll A-7, and A-26 aircraft. Be capable of carriage at speeds of up to 1.5 Mach at 35,000 feet and up to Mach 0.9 at sea level. ANALYSIS OF THE PROBLEM For the previous effort, the module adapter had two primary functions. First, the adapter provided a method of attaching the TMU-66/A modules in the required three- or four-module configurations (a two-module configuration was not a requirement at that time) which allowed up to four modules to be mounted on d single bomb rack. Second, the adapter provided housing for an electrical junction box which controlled the module dissemination sequence. During design analysis, determination was made that the individual module was a more suitable place for the central electronics, and the second adapter function was dropped. Thus, the objectives of the mating adapter design became: • A low-cost, functional, and reliable method of attaching the PAU-8/A modules in the required configurations, • Structurally capable of supporting the modules in all configurations, and • Lightweight. 65 �4.3 .SYSTEMS ANALYZED s The module (mating) adapter consists of two main parts, the supporting structure and the attaching mechanism. Various designs were considered in this program. To keep weight and corrosion at a minimum, aluminum was selected for all supporting structures. The five supporting structura designs considered (Figure 29) were as follows: (1) A simple (continuous) extrusion (2) Three castings or forging with exterior plates riveted or welded in place (3) A large central square mechanical tube with formed supports (4) Three main castings or forgings welded to a section of internal mechanical tubing (5) Two main castings or forging^ welded to a section of internal mechanical tubing. The methods of attachment considered were (1) modules bolted directly to the support structure,(2) modules connected by latches or cams, and (3) modules secured to the support structure by straps which passed around each module. A compressed vertical-spacing module-adapter configuration was also investigated. A comparison of the normal spacing and the cor.pressed vertical spacing is shown in Figure 30. By cor.pressing the vertical spacing so that only one inch separates the upper and lower modules, the overall depth of the configuration was reduced some 5.5 inches while the width was increased by 7.5 inches. Since the primary purpose for considering the compressed configuration was to increase the number of modules that could be carried on certain aircraft, as well as easing loading problems, a comparison was made of the maximum module-loading capacity of the specified aircraft. Table VI indicates the maximum number of modules that could be carried on these aircraft, utilizing wing stations only. Physical and weight compatibility were controlling parameters. Multiple pylon loadings were evaluated to check store-to-store clearance in determining maximum aircraft loadings. The only aircraft affected by store-tostore clearance considerations was the A-7; however, some aircraft store jettison would have to be accomplished in a set pattern to avoid store-to-store collision during separation. 66 �(I) CONTINUOUS EXTRUSION (2) CASTINGS WITH EXTERIOR PLATES [' (3) LARGE SQUARE TUBE WITH [I IK FORMED SUPPORTS (4) THREE BULKHEADS WITH CENTRAL TUBE Figure 29. (S) TWO BULKHEADS WITH CENTRAL TUBE Module Adapter Designs 67 �NORMAL SPACING o\ CO COMPRESSED VERTICAL SPACING Figure 30. PAU-8/A Multiple Module Configurations �TABLE VI. AIRCRAFT PAU-8/A MAXIMUM LOADINGS MAXIMUM NUMBER OF MODULES PER AIRCRAFT NORMAL SPACING | COMPRESSED VERTICAL SPACING F-100 6 io a 6 F-4 12 IB 3 F-111 (26° Sweep) 32 3 32 3 F-111 (72.5° Sweep) 123 123 A-1 2 8b A-7 20 LOSS 6 F-105 GAIN 4 4 vo A-26 a 4a Requires Reduced Agent Loading (Slight O v e r l o a d ) Requires Reduced Agent Loading, Plus Acceptance Of 0.5 Inch Ground C l e a r a n c e ( W o r s t Case) 6 16 4a 4 . �Using compressed vertical-spacing would cause both gains and losses in maximum loading capabilities, depending upon the aircraft involved. Other advantages and disadvantages of the compressed configuration have been determined, and the overall evaluation, based on present studies, is as follows: Advantages of Compressed Vertical Spacing: • • • Increases F-4C/D maximum loading by four modules per aircraft Eases loading problems on the F-r4C/D Increases A-IE maximum loading by six modules, if 1/2inch ground clearance (worst case) is acceptable. Disadvantages of Compressed Vertical Spacing: • Reduces F-105 maximum loading by four modules • Reduces A-7D maximum loading by four modules • Increases difficulty of filling lower module (two-and four-module configurations) • Negates multiple-module wind tunnel data generated during previous effort. Since the disadvantages outweigh the advantages, normal spacing was retained for development. 4.4 DESIGN CONSIDERATIONS The five support structure designs were compared on the. basis of the mating adapter design objectives. The results are summarized below: (1) The single extrusion method would have fewer parts but would be extremely heavy compared with the other designs. An extrusion with multiple hollows would reduce weight, but tooling costs would be extremely high. (2) Casting or forging three bulkheads and attaching exterior plates would result in a heavy part, and fabrication would be more costly than the other designs. (3) The large central square mechanical tube with formed supports would be lightweight, but fabrication costs would be almost as high as in the second design. 70 �In addition, the square tubing would have to be custom excruded which would increase the cost above Design No. 2. (4) Three cast or forged bulkheads welded to a section of internal mechanical tubing would combine low weight and low cost, but the design itself would not be as satisfactory as other designs. (5) Two cast bulkheads welded to a section of internal mechanical tubing would be the lightest and cheapest of all designs analyzed. Cast bulkheads would be slightly less expensive than forged bulkheads and would still possess the required strength. The round central tube-would provide sufficient bulkhead support with minimal cost and weight. Of the three attaching mechanisms analyzed, the strapping method was the most satisfactory. Since the latch or cam-type attachment would require module and mating adapter reinforcements to decrease localized stresses caused by this type attaching mechanism, the overall cost of the strap would not exceed that of latches or cams. In addition, the strap with its accessible take-up bolt would provide the easiest type of attachment. 4.5 SYSTEM SELECTED The selected design consists of two cast bulkheads ccr.r.sc.ed with a round central tube (Figure 31). A strap surrounds each mounted module and is secured to the bulkhead with quickrelease ball-lok pins. A take-up bolt is used to tighten the bands. The forward bulkhead contains four locator pins which support forward and aft module loadings while simultaneously locating each module when mounting. Aluminum-silicon-magnesium alloy 357 provides high strength cast bulkheads with good capability. The tube is standard 6061 aluminum stock, a low cost and weldable material for easy adapter fabrication. The high strength stainless steel straps, trunnions, and ball-lok pins in the support assembly provide a functional, reliable method of module attachment. The steel take-up bolt has electrolytic nickel-coating to prevent corrosion and to minimize wear. 4.6 PRODUCIBILITY ANALYSIS Fabrication can be accomplished through established 71 �BULKHEAD CENTRAL TUBE REMOVABLE STRAP Figure 31. Module Adapter manufacturing procedures. The two sand-cast bulkheads are identical except that the forward bulkhead has one additional machine operation in which the holes for the dowel pins are machined.. The dowel pins are press fitted to the bulkhead and each bulkhead is then fillet welded to the central tube. The band, formed from standard size strap and spot welded around machined trunnions, is designed for easy production. The balllok pin and take-up bolt aro both stock items. 4.7 TESTING AND MODIFICATION During acceleration tests conducted at Picatinny Arsenal, Dover, New Jersey, under the direction of Armament Laboratory personnel, the module adapter failed at 9 g. The failure occurred in the forward bulkhead casting at the top dowel pin and mode of failure was tearing of the edge. To overcome this weakness, a one-inch thick 5083 aluminum plate was welded to the forward face of the forward bulkhead and a longer dowel pin vis used in the bulkhead to increase the bearing area of the cir.. Later structural tests conducted at Wright-Patterson Air Fcrc-e Base, Ohio, indicated that the reinforced bulkhead was r.ore than adequate. 72 �SlsOTlON V DISPENSER TKST UNIT DEVELOPMENT 5.1 REQUIREMENTS The dispenser test unit provides a functional check of the r.odules and aircraft arming system prior to takeoff, 5.2 DESIGN OBJECTIVES The design objectives for the unit were as follows: • Capable of checking the major circuits in the system and the connections between thess circuits. • Capable of checking the electrical power of the aircraft at the;pylon. • Capable of arming the system and operating the dissemination circuit both before and after the system is loaded on the aircraft, and after the system is connected to the aircraft circuitry. • Capable of checking one, two, three, or four modules sequentially during any one test. • Easily operated, compact, portable and rugged. • Reliable and relatively maintenance-free. 5.3 DESIGN' The test unit is self-contained. Batteries are utilized to supply 28VDC for module functioning and a 6-volt battery is used for continuity checking. This provides the capability for complete evaluation of a fully-charged tactically-ready PAU8/A. Rechargeable lead-dioxide batteries were selected for use because of their long shelf life, wide operating temperature range, high cycle life, and low cost. The test unit requires five inputs from the items being checked: one from each module and one from the aircraft. These must be plugged in before the start of each test. These inputs are provided by a 15-foot cable connecting the test unit to the dispenser and the aircraft. The red-flagged arming pin must be pulled from each module before testing. After pulling the arming pin, all of the indicator lights on the test unit must be tested to ensure proper functioning. The lights are of the press-to-test type. 73 �The test unit has ten test modes for checking the continuity of the control, arming, dissemination, and ground circuitry and for checking switch contacts, arming and dissemination functions, the aircraft electrical system, battery voltages of both 6- and 28-"olt batteries, and battery charging requirements. The main selector switch is used to select the mode desired. "ode Or.e; Continuity The main selector switch is turned to the "continuity check" position. The continuity section consists of a locking toggle switch, a momentary switch, and a rotary switch. The rotary switch makes possible the testing of one, two, three, or four modules sequentially. After selection of the module to be tested, the "ready" switch is actuated to light six red indicators marked as follows: (1) Arming Switch Pole #1; (2) Arming Switch Pole =2; (3) Arming Solenoid; (4) Dissemination Solenoid: (5) Arming Relay Coil; and (6) Arming Relay Contacts. The "step" switch is then actuated. A motor steps this switch through eight positions in less than a second. In each of the eight positions, a continuity check is marie on a major portion of the control circuitry. If the circuit checked is continuous, the appropriate red indicator light goes out. Positions No. 1 and No. 2 check the continuity of the pressure switch circuitry. One of the amber lights marked "Pressure Switch Low" or "Pressure Switch High" must go on, indicating which position the pressure switch is in. Simultaneously, the remainder of the checkout circuitry is then automatically programmed for checkout in tne appropriate mode: low or high pressure. Position No. 3 checks the continuity of Arming Switch Pole No. 1, and Position No. 4 checks the continuity of Arming Switch Pole No. 2. If either of these two lights stays on, there is a discontinuity in that portion of the circuit. If both of these lights stay on, there is a strong possibility that the red-flagged arming pin has not been pulled. In this case, the pin must be pulled before continuing wich the rest of the test. Position No. 5 checks the continuity of the arming solenoid valve. If the circuit is continuous, the appropriate red indicator light will go out. 74 �Position No. 6 checks the continuity of the dissemination solenoid valve. If the circuit is continuous, the appropriate red indicator light will go out. t"-*.*^ Position No. 7 checks the continuity of the arming relay coil. If the circuit is continuous, the appropriate red indicator light will go out. Position No. 8 checks the contacts of the arr.ing relay for the possibility of a short. If no shorts exist, the appropriate red indicator light will go out. If any of.the lights stay on, the ready switch may be reset and the check may be made again by actuating the step switch. If the light or lights stay on again, the corresponding section of the circuitry must be repaired. The red light will stay on until the system is repaired, replaced, or until the test unit is switched to another mode. Before switching to another mode, the ready switch must be returned to the reset position. Mode Two; Arm Check The main selector switch is turned to the "arm check" position. All four green indicator lights in the arm check section should light sequentially as the arm check selector switch is ro.ated from 1 to 4. This check is an intermodular continuity test of the arming circuitry. The light numbers are directly related to the module numbers; for example, a continuity check of the arming circuitry traversing the interconnection cable and mating plugs and receptacles to module No. 1 will involve light No. 1, a check of module No. 2 will involve light No. 2, etc. If one or more of these lights fail to light, there is a discontinuity in the indicated circuitry. Mode Throe; Dissemination Check The main selector switch is turned to the "dissemination check" position. All four green indicator lights in the dissemination check section should light sequentially as the dissemination check selector switch is rotated from 1 to 4. This check is an intermodular continuity test of the dissemination circuitry. The light numbers are directly related to the module numbers; for example, a continuity check of the dissemination circuitry traversing the interconnection cable and mating plugs and receptacles at module No. 1 will involve light No. 1, a check of module No. 2 will involve light No. 2, etc. If one or more of these lights do not light, there is a discontinuity in the indicated circuitry. 75 �Mode Four; Ground Check The main selector switch is turned to the "ground check" pcsicicr.. The ;r>omentary switch in the ground check section is -;-.er. r.cvec. t<. the "check" position. All four green indicator lights should go on. This check is an intermodular continuity test of the ground circuitry. The light numbers are directly related to the module numbers. If one or more of these lights fail to go on, there is a discontinuity in the indicated circuitry. Mode Five; Switch Check This is a test of the continuity of the switch contacts and it also indicates which position the junction box mode selector switch is in. The main selector switch of the test unit is turned to the "switch check" position and the momentary swjtch in the switch check section is moved to the "ch-eck" position. There are four green indicator lights in chis section. If the junction box switch is in Mode No. 1, only light No. 1 will light; if in Mode No. 2, lights No. 1 and No. 2 should go on; if in Mode No. 3, lights No. 1, No. 2, and No. 3 should go on, and if in Mode No. 4, all four lights should go on. If any of the lights that should light do not, a discontinuity exists in the switch contacts of switch circuitry. Mode Six; Function In this mode it is possible to arm the PAU-8/A and to disseminate the agents in any of the usual configurations. The main selector switch is turned to the "function" position. The system may then be armed and the dissemination function activated by the toggle switches located in the function section of the test panel. Mode Seven; Aircraft Check Mode No. 7 is a check of the electrical system of the aircraft. The main selector switch is turned to the "aircraft check" position. When the pilot actuates the arm switch in the aircraft, the red arm light in the function section should light. When the pilot depresses the pickle button in the aircraft, the red disseminate light in the tunction section should light. If either or both lights fail to operate, a failure is indicated in the electrical system of the aircraft. 76 �Mode Eiaht and Nine; Battery Check Modes No. 8 and No. 9 are voltage checks of the 28-volt and 6-volt batteries, respectively. After the main selector switch is turned to the proper position, the voltmeter is checked for a reading to determine whether the battery needs charging. At full discharge, the 28-volt battery will read 26.25 volts and the 6-volt battery will read 5.25 volts. Mode Ten; Battery Charge If the meter indicates that either battery needs charging, the main selector switch should be changed to the "battery charge" rtode. In this mode, both batteries are put on charge until they register the proper voltage. When a battery is fully charged, the charging circuit automatically cuts off and puts the battery on a trickle charge. Two lights for each battery, located in the charging section, indicate which battery is charged or being charged. If any of the tests in modes one through six should give unsatisfactory results, the system shall be considered inoperable until repaired. 77 �SECTION VI LOADING AND HANDLING ADAPTER DEVELOPMENT 6.1 REQUIREMENTS A loading and handling adapter for the MJ-1 and MHU-83/E bomb lift trucks was required to load the PAU-8/A multi-module configurations on the aircraft. 6.2 DESIGN OBJECTIVES The design objectives for the adapter were as follows: • Must be compatible with the MJ-1 and MHU-83/E bomb lift trucks. • Must be compatible with all configurations of the dispenser (1, 2, 3, or 4 modules). • Must be capable of loading any of the required configurations on any station of the F-4, F-100, F-105, F-lll, A-l and A-7. Must aid in assembling the modules into 2, 3, and 4 module configurations. • 6.3 DESIGN The loading and handling adapter was made from aluminum for light weight during the ground handling operation of placing it on the bomb lift trucks. The adapter has a base plate (Figure 4) which can be mounted to the table of the MJ-1 bomb lift truck and to the standard fork-type adapter accessory of the MHU-83/E bomb lift truck (Figure 32). The height of the table of the MHU-83/E with a four-module configuration was in excess of an acceptable limit for the F-4 aircraft. As a result, it was necessary to use the bomb lift truck fork adapter in conjunction with the PAU-8/A loading and handling adapter base plate. Cradles are mounted to the base plate to support the modules (Figure 4). The centerline cradles support the one-, two-, and four-module configurations (Figure 33 and 34) and the outer' cradles support the three-module configuration (Figure 35). The bearing surfaces of the cradles are covered with rubber to cushion the modules and to prevent paint damage during handling. _ _ _ j ' • 78 �a. MJ-l Figure 32. b. MHU-83/E MJ-l Table and MHU-83/E Fork Adapter 79 �KHU-83/E TIE-DOVN STRAPS CENTERLINE CRADLE oo o HOLD-DOWN BOLT LOAD!KG AND HANDLING ADAPTER Figure 33. Two-Module PAU-8/A on Loading and Handling Adapter �LOADING AND HANDLING ADAPTER HOLD-DOM BOLT Fiyure 34. Four-Module PAU-8/A on Loading and Handling Adapter �OLTER CRADLES MHU-83/C TIE-OOIN STRAPS LOADING AND HANDLING ADAPTER oo ro MHU-83/E FORKS HOLD-DOKN BOLT Figure 35. Three-Module PAU-8/A on Loading and Handling Adapter �Since the MJ-1 and MUU-83/K tables arc lirdted in the amount they can be tilted, and the outboard station of the F-4 has a cant anule of 7-1/2 degrees and the A-1E has an incidence angle of 10-1/2 degrees, adapter blocks had to be provided for tiitina the modules on the adapter to accommodate these stations. Figures 36 and 37 show the adapter with blocks, in the A-IE and the P-4 loadina configurations, respectively. A mock-up of the loading and handling adapter was used v:iclv the MJ-1 bomb lift truck for the fit tests of"the F-4, F-100, F-105, and F-ill (Section IX). 83 �00 Figure 36. Loading and Handling Adapter With Tilt-Adjusting blocks for Use With A-l Aircraft �CO en i^m^m^'^mK'^ Figure 37. Loading and Handling Adapter With Tilt-Adjusting Blocks for Use With F-4 Outboard Stations �^SB- VII SHIPPING CONTAINER DEVELOPMENT 7.1 REQUIREMENTS ' • Shipping containers for the PAU-8/A must meet the following rejuirer.ents: • Capable of shipping the PAU-8/A in the four-module configuration. • Acceptable by common carrier for safe transportation at the lowest rate to the point of delivery. • Capable of withstanding storage, handling and reshipment with no degradation of the spray system. 7.2 DESIGN OBJECTIVES T'r.e shipping containers must be lightweight, with low cubic vclur.e, and must be producible at low cost. 7.3 DESIGN The following were considered in determining the most effective design for the four-module shipping container: • Whether systems should be shipped with fins attached or removed, • Whether systems should be shipped with the vertical centerline of the module assembly in the normal vertical orientation, or • Whether the systems should be shipped with the module assembly rotated 45 degrees from orientation. Shipping the PAU-8/A with the fins attached would require a very large and very heavy container; therefore, since the fins are easy to remove from and easy to attach to the modules, the container was designed for shipment of the system with fins rerr.oved but inclosed in the container. The 45-degree orientation was chosen (Figure 38) for weight, volume, and cost savings. By rotating the four-module configuration 45 degrees from the normal orientation, the volume of the container was 20 percent less than that required for the system shipped in the upright orientation. Since the structural members in such a container are of smaller cross section. 86 �Figure 38. Shipping Container with Cover Removed 87 �the weight savings would be approximately 75 percent. The 45degree rotation causes no problem in loading and unloading the system since the four-module assembly can be picked up from the lugs in a side module. This rotates the four-module configuration to about the 45-degree position for loading. The modules are supported in the. container by txvo saddles at the band-support bulkheads. The container is completely inclosed and the fins, the fin attachment bolts, and the lugs are in separate compartments within the container. The container is of the wire bond type and can be shipped and stored in a completely knocked down condition. To assemble the container, only the wire loops need to be connected together and eight steel straps applied, each around the two fin containers, one each around the two saddles, and four each 5.rr--r..i the too sides and bottom of the container. �SECTION VIII CONTAMINATION HARDWARE DEVELOPMENT 8.1 REQUIREMENTS Specific requirements for contamination hardware development were as follows: • • 8.2 Must be compatible with the three-module configuratior.. Must reduce aircraft contamination when used on the F-4 aircraft,. DESIGN At the time of the compatibility fit tests, the spray contamination on the inboard wing station of the F-4 was considered to be a problem. When flight tests were conducted at Eglin Air Force Base with single modules on the inboard wing stations of the F-4, excessive contamination occurred on the ving with the spray going up into the wheel well. Films taken of the spraying indicated that the air flow around the aft end of the r.odule was causing the spray to go up the aft of the pylon and into the wheel well. To prevent the air flow around the aft end of the module from being forced up, an air scoop was designed to pull air in from around the side of the module to the nozzle to reduce the influence of the upward air flow at the nozzle (Figure 39) . The prototype hardware was designed to fit the three-module configuration since this is the configuration most likely to be flown on the F-4. 89 �a. Side View b. Air Inlet Figure 39. Contamination Hardv.'are (Turning Vane Kit) 90 �SECTION IX TESTING • - .-Numerous static and dynamic tests were conducted cvirir.c . -the •.'.-programto evaluate and verify designs. The follov:ir.^ paragraphs summarize the major tests. 9.1 TWO-MODULE WIND TUNNEL TESTS Wind tunr.el tests using 16 percent scale rodels v.ere conducted to determine configuration modifications necessary to ensure stability of the PAU-8/A two-module configuration at Kach 0.5. (Previous wind tunnel tests on this conficuratic: resulted in the determination that the stability r.argir. v:as such as to r,ake aircraft-store separation unsafe and that minimum stability occurred at Mach 0.5.)" All tests were conducted in the four-foot Trisonic Wind Tunnel at Douglas Aerophysics Laboratory, El Segundo, California. The five configurations tested are described i.n Table VII and shown in •Figures 40 through 44. A total of 21 good runs, including a repeatability run, were made. On the basis of producibility and drag considerations, as well as stability effects, configuration No. 2 was considered best. The aerodynamic force and moment coefficient slopes of interest at lev; angles of attack or yaw are shown for the various configurations in Figure 45. Figure 46 is a closer look at stability margins and drag effects (a negative stability margin indicates the number of module diameters aft of the center of gravity where the center of pressure is located). Longitudinal stability is significantly affected only by configuration No. 3. However, longitudinal stability for the basic configuration is adequate and improvement in this direction is not as important as improvement in lateral stability. Lateral stability is significantly improved by any of the modifications. Configuration 5, however, produces a large increase in drag, which is detrimental to other flight characteristics. The aerodynamic data for the chosen configuration (No. 2) is presented in Figures 47, 48, anc. 49. b Air Force Armament Laboratory Technical Report AFATL-TR-69-65, Chemical Anticrop Dispenser Development, May 1969, UNCLASSIFIED 91 �TABLE VII. TWO-MODULE WIND TUNNEL CONFIGURATIONS TESTED CONFIGURATION NUMBER MODIFICATION DESCRIPTION Basic Two-Module Configuration 2 Four Short Fins 3 Combination Stabilizer (Figure 40) (Figure 41) (Multi-Surface) (Figure 42) 4 Vertical Fin (Figure 43) 5 Drag Plates (Figure 44) Figure 40. Configuration No, 1 - Basic Two-Module Dispenser 92 �Figure 41. Configuration No. 2 Four Short Fins Figure 42, Configuration No. 3 Combination (MultiSurface) Stabilizer 93 �Figure 43. Configuration No. 4 - Vertical Fin Figure 44. Configuration No. 5 - Drag Plates 94 �MACH 0.5 SMALL ANGLES PITCHING MOMENT NORMAL FORCE -0.8T C.. 0-H D 0-J 1 2 3 1 4 CONFIGURATION 2 3 4 CONFIGURATION vo YAWING MOMENT SIDE FORCE 0,8 T -0.4- J OJ 1 2 3 4 1 5 2 3 CONFIGURATION CONFIGURATION Figure 45. Wind Tunnel Tost Results 4 5 �0= 0° O f = 0-10° LONGITUDINAL , C T A f t 1 1 1 TV O 1 **D 1 L 1 1 T MARGIN. \ r •> SEFERENCE -| . I \ ««/ 0 1 2 3 «t COJiFIGUKATION cc= 0° -2- p- 0-10° — LATERAL ^, _ |— STABILITY ~" CONFIGURATION I REFERENCE MARGIN. (&) V. I 2 3 CONFIGURATION = /9= Q c ZERO-LIFT DRAG. CCKFIGtHATIOK REFERENCE 0 -i 2 3 CONFIGURATION Figure 46. Kind Tunnel Configuration Comparisons 96 �k»CH 0.5. /?= 0 (CONFIGURATION 2) y o -u- i -3, -2- - I- 05 10 15 ANGLE OF ATTACK, a (DEGREE) Figure 47. Longitudinal Stability of PAU-8/A Configuration 97 �Cn HACK 0.5. « =0 (CONFIGURATION 2} -7- -e- LL. U_ UJ 5S O -5- o UJ -H- O UJ t_) cc o 3 -3- -2- -I- 5 10 15 ANGLE OF YAW, ft (DEGREE) Figure 48. Lateral Stability of PAU-8/A Two-Module Configuration 9S 20 �HACK = 0.5 ( C O N F I G U R A T I O N 2) CJ a: i-o z —I C£ O — — u_ x u. 4 UJ O 5 10 15 ANGLE OF ATTACK, « (DEGREE) 2i = 0 UJ <_> cc t~ o = U. Ul —I «_> X cX I- U. UJ o S 10 IS ANGLE OF YAW, a(DEGREE) Figure 49, Axial Force Characteristics of Two-Module Configuration 99 20 �Kind tunnel data presents a confident picture of stability for the configuration chosen. Data scatter appeared small and repeatability was good, and Reynolds number effects were checked and found negligible. One run was performed at "ach 0.7 and showed only a slight increase in drag coefficient, indicating the lack of Mach number effects in this range. 9.2 TV:O-:-:ODULE CAPTIVE FLIGHT AND JETTISON TEST A series of flight tests was conducted to determine the qualitative captive flight and jettison characteristics of a two-module PAU-8/A dispenser. The test store was flown and ejected from Aero-7A bonb ejector rack on an F-86 aircraft. 9.2.1 TEST STORE The store used in the flight tests was a boiler plate replica of the two-module configuration. Due to limited ground clearance on the F-86 test aircraft, a full-scale two-module configuration could not be used; consequently, a sub-scale (65 percent) version was used (Figure 50). This scale was based oh ground clearance considerations for safe flight. The aerodynamic characteristics of the scale store were the same as the full-size item; the magnitude of the forces and moments was reduced due to the difference in scalo. To achieve dynamic similarity between the test store and the full-scale iteri, the mass and moment of inertia were scaled according to the methods of reference.c The "heavy model" technique, which results in an accurate portrayal of the store separation trajectory, was chosen. The test store represented the two-module configuration in the full condition. This was chosen because a full system results in the nir.ir.um stability margin. The scaled weight cf the test store was 655 pounds, with a mass moment of ir.ertia cf SO slug-ft- in both pitch and yaw. Flow tufts were applied to the aft end of the store in an effort to determine general flow patterns and flow separation points under various flight conditions. c XACA Report NACATIX 3907. similitude Relations for FreeMcv.ol vrir.a-Tur.nel Studies of Store-Dropping Problems, January 100 ��?.2.2 Captive Flight Tests ~'.-.e captive flight phase of the test consisted of two scrties ir. vhich air speeds up to 475 KIAS were achieved. Flow pa—err.s alor.g the tufted aft end of the store were determined through the use of the on-board camera. The primary flight conditions and maneuvers performed during the captive flight phases are shown in Table VIII. The straight and level flight phase was performed at a pressure altitude of 10,000 feet; maneuvers were performed at 5,000 feet. TABLE VIII. FLIGHT MANEUVERS FOR TWO-MODULE CAPTIVE FLIGHT TESTS MANEUVER AIRSPEED S t r a i g h t & Level 250 Straight & Level 300 Straight & Level 350 Straight & Level 400 Straight & Level 430 Straight & Level 450 Straight & Level 475 Left Yaw 325 R i g h t Yaw 325 Wings-Level P u l l o u t (2g) 325 Left R o l l 350 Right RolI 350 Landing Configuration 150 Landing Configuration 115 102 (KIAS) �Left wing down-trim was required at 350 KIAS; increases in speed beyond this point required less significant trim changes. Buffet onset for the F-86 with the two-module store was 430 KIAS, with the buffet increasing in severity as speed was increased. At 475 KIAS, the high frequency buffet was severe, and high speed tests were halted at this point. Yaw maneuvers indicated that the store greatly increased the lateral (directional) stability of the aircraft. Flow pattern films taken at 64 fran-.es per second indicated reasonable flow conditions during all Of the flight conditions investigated. In general, the captive flight flow followed the stream lines shown in Figure 51 even during maneuvers. Flow separation did not occur until the flow had reached the boattail, and the separation point tended to move forward as speed increased. At no time during the, flight tests did gross flow separation occur forward of the boattail. 9.2.3 f Jettison Test The store was ejected from the F-86 v/hile the aircraft was in level flight at 350 KIAS (367 KTAS) at an altitude of 2,500 feet AGL (approximately 4,800 feet MSL). A T-33. aircraft was used as a chase plane to view and film the jettison. Separation of the store from the F-86 aircraft was clean and positive. A slow roll to the left started shortly after ejection, and the store reached a roll angle of 90 degrees approximately 60 feet below the aircraft. The store was observed to be completely stable throughout its flight. The pilot reported that the ejection reaction on the aircraft was nild and that no handling difficulties were experienced at ejection. . 9.2.4 Conclusions Based on the results of this jettison test, and considering the wind tunnel data and results of the computer simulation of separation characteristics, it has been established that the two-module PAU-8/A configuration is a stable store which reacts to ejection in a normal manner. Its separation characteristics may, therefore, be predicted with the same degree of accuracy as any other high density, stable airborne store. In general, the two-module PAU-8/A configurations may be considered safe to jettison under normal fliaht conditions. 103 �-STREAM LINES SEPARATION POINTS: — 250-350 MAS — tOO KIAS —tSO KIAS -1(75 KIAS Figure 51. Captive Flight Flow Patterns 104 �9.3 AIRCRAFT PHYSICAL COMPATIBILITY TESTS The purpose of these tests was to verify aircraft/store physical compatibility findings from a previous study wherein aircraft compatibility drawings were used. Because certain detail features are sometimes omitted from compatibility drawings and since compatibility drawings are relatively small scale (1/16), fit tests provide a realistic, final check of physical compatibility. 9.3.1 Test Equipment Full-scale PAU-8/A mock-ups of fiberglass shells filled with lov; density foam were used for the fit tests. A mock-up module mating assembly and actual store fins were used to create one-, two-, three-, and four-module configurations as required. 9.3.2 Fit Tests The first series of fit tests was conducted at Nellis Air Force Base, Nevada, on the F-4, F-100, F-105, and F-lll aircraft. In addition, the MJ-1 and MHU-83/E bomb lift trucks were checked for compatibility. The MJ-1 with the proposed (simulated) loading and handling adapter plate was used for the fit tests. The second series of fit tests was conducted at the Naval Air Station, Lemoore, California, on Navy models of the A-l and A-7 aircraft. No storaoe handling gear was available for these tests, and the stores were mounted by hand. However, loading from the side with either the MJ-1 or the MHU-83/E appeared feasible for both aircraft. Table IX shows a sumnary of the fit tests results. 9.4 DROPLET SIZE AND DISPENSER AIRWORTHINESS TESTS Aircraft flight tests were conducted on: • GFE supplied modules and nozzles • GFE supplied modules and test nozzles • GFE supplied modules and prototype nozzles • Final module and nozzle design Six series of tests were conducted to determine the droplet size of the spray and airworthiness of the PAU-8/A. Droplet size samples were obtained by arranging 5x6-1/2 inch Kronekote cards as shown in Figure 52. All tests were conducted at Fallon Naval Auxiliary Air Station, Nevada (altitude —415C fee~ above sea level). All flights were made at 100 feet AGL. Table X sunmarizes test conditions and results. The nozzles used in the tests are described in Table XI. 105 �TABLE IX. WING WING AIRCRAFT STATION SWEEP o tr. F-1 F-i» F-IOO F-IOO F-IOO F-IOS F-IOS F-lll F-Itt F-lll F-llt F-lll F-ll! SINGLE MODULE TWO MODULES THREE MODULES FOUR MODULES 1 Yes 2 1 Yes No" Nod Yesa Yos Nod Nod Yes Yes 2 3 1 See Note b Yes 2 1 26' 26s 2 26" 26- c Yes Nod No No«' * Noc' d Yes NoC>" Yes c Yes Yes Yes No Yes Yes Yes d c SPRAY CONTAMINATION Quest i enable None c No No6' d Noc> d Probable Probable None Yes Possible c d No Yes Yes No ' Yes Yes None Probable Possible Yes Yes Yes None Yes Yes Yes Nod Yes Nod None Probable Yes Yes Nod Probable None Noc- d Probable 3 4 1 72.5" Yes Yes 2 72=5" Yes Yes Yes Yes d No Yes Yes No* Yes Yes Yes Yes Probable Yes Yes Yes Yes None A-l 1 A-7 1 A-7 A-7 2 3 Notes: FIT TEST COMPATIBILITY SUMMARY 3 a Requires Short Fins On Bottom, Long Fins On Top "Station Not Recommended Due To Possible Short Fin/Aileron Interference c Weight Incompatibility ^Physical Incompatibility �T 250 FEET 975 FEET 1 ! • • • * • * • • • • • • • • • • •• • • • • • • • • • • < w ^-SAMPLING CARD (TYP.) 500 FEET ••••••••••«*•••••••%•••••••' >•*•••••• 250 FEET >•*••••••< 25 K£T (TtP. 250 FEET 8 x 8-FOOT HARKER PANEL (TYP.) 2000 fEET 500 FEET PLASTIC PANEL 500 FEET (TOTAL OF 120 SAMPLING CiRDS) FLIGHT LIHE Figure 52. PAU-S/A Drop Zone Layout 107 �TABLE X. -1t *~ I -0 o ~! • — ; ; ! ^. i £ « "' ^- «j Q ; - ; :? - : ;j ---;. :s . - . , -; .. :> • « ! • • » * * *- -^ v 2 ;- * ti---' 2^T 1 •-. -V £S i EG EG EG j 3 i E 7 » ' 3-ji EG I 3 E -5 • 351 EG '-; si "-'C-iJ j T-IO-VS : f-si ! 3 , E : ; rj. P 5" •; : 370 c . j :s s« i F 51 | !o • E j* 7 - 1 ? tS • r 5' ' : r! E - « # * 'C t? '• f J 1 • ' o ' E >* 7 : •'.( si ; F ?i i a ' i •' s* 1 ! x j f * 'c is ' F t ' J ' '' :: : •4 5-6 i S . * 7' «.e .-j '* 5 7 ;j e E ; S, i 3f>3 Tv 0 • 350 . ! , i F- I T l ' '5 ' 364 1 51 ' 1 | - 76 ' 364 f !i ; F - S i ! i j • . T: ; :ro ? s» 1 i j . ; *£ ^ j j s-5 -rs i F 51 ' 'i ; :-s! J6i , :u ! :n p i 1 • : • ,7; i ;u • • ** •:• : ' t 51 ! (t.Ji 1 t j - 'SO : :?1 - ; SC 353 1 i - F 5i i 4 E *: • 3<i9 -J ?54 s; - rco s • -is . P r i • • ; 'o- ts P ss 2 E ' 7 4 ! :05 • • ; «c os ; F ?s 2 E ' 74 : cos • P-ci ; E . 75 - :03 -^3 ! F-fa 53 ! P - ? 5 ri ! F-S5 ? j E ,' 7 J' - C03 'i '. 1C- -sa j : '; ' ^ •: I :C •: 1 | S £3 ta .,5 • r - ? s ! i -. f i .: 7 t 54 i !S8 M S 54 s IS8 0 t 5S ; 504 S} ; 53 ! 504 • f ti t ' 1 1a I' I NS N* • 341 ' i \J \* f • '• \» 114 iu : 3f4 4 * : 5 * i * S •• -. , •: ' t • ' N» : \t-3S4 * ' : \» ' \* :J5 « • ' , I , it ! ^ i r -«; ' i - ,: : • : ! P ' • C - £tt } 22: ; « ' ' •: - . S 3 ! 358 5-5 , f- :•: 3 '• : -, • « ' j t-3 ! P I -4 3 -- ,-..> : 1 : • •: ' P • ' : s 4? . 3^6 f 3 :• ' ; ! f ' i ; 4 \E ^4 * 349 4 SE T« ' 2' 8 2 %E . 5 3 ' T ' 4 : r : NE c: : 3^ 11 « ! , „ . , , F M I . K J . » - Ic Sou Eli E j l i j l f f G!»C.I! 1 M eg . 4 1 r , , ( i 8, 1 C « > SG i - rnirs> . O^ 1 -H « ;•' \ C S - • # . . ' " 7 f !• ; e ' e : . ; 17 t.,-. .i 0 : - a' - 2 1 7 .• i, • i j j E ; 3 ' 35 1 f :• '3 ' ' : " ^i ~- O*t J j; • '>» S3 •it: s- REMARKS .V ** a--~ Si ,>^ " ; C- ' • i i » 1 * < -lic «"5i Ji^5 "*6 1 - 4 S- - 'ice tiinJ 'a; M I J I F o i Goo,' C.^t." £FE l»:«tiile * i! C : ' < » t 9 l s 5 , " • I47J 3- - 4 } .-;t, s; 5 . "i' ES EG ES EG o^^t ^~> -^ n.1 — t' — '*"'5 '."^ 5^" .«S. >v — -X -. > i~,« _ -» 4 if tS sS 6S re I i ii jf.^ '•*• "~^ i A ^ -^ !l '^ -*• -* ~- 7^ —• ft. • O ™ :t..i. .• - ^iw< , ««- a; ' ' S J 8-5 S-£ S-S f 6 PAU-S/A SPSAY TESTS RESULTS J 3i f Si ' 3J 1 S • " «S J 1 ^; m . EC EG ! 8C« « , «%4 ES ; M FO 23 8 ' S5 '• • FO s i 13 : : ->i 21 s i s ? * FO FC Z3 9 i ? ? ' j> ; » C ; *0 • FO FO : l\ »3 - - ? FO FO FO e: '} * $.2 • i; ' •js: • FO 4? '3 : is?7 " G 44 U "' $5 :: FO ! 4S 13 »S9 6 44 (4 ' if$ " FO 44 »4 1 I3J H?» 43 M ; iE3 FO TUP* 44 U S ^5 er£ M e t t l e Aiu* C o r t i o l s 4C t3 <j ^5 FO 2*. tr tu 5 f «» < i EG EG EG EG EG B t t 8 8 8 0 G * C '•3 15 is 75 15J f J *M 1? !J3 »S 150 I* 75 13 T5 »50 f • 53 8 f SC '•* 15* ;* ., " ^C M "k s. W » ' f.-* 4* » | A 1 * *t " - 1 C 1 5 ;| :*: ! ' vv? S^E M o d u l e ( t j t » ) *il!i N t » CfSiji* ' J^5 ' t*"ttais - ' ^t* Besign Woojl* Canplele I - * | j;j \ ^ ^^ ^ ^ : ': ?J3 ' ' x':3 ; -.11 \ti Of si (ii Voatl* C o r p l e l e 8 f l u * 1.34 SG • - Qia«?e 1.28 SC • - V t i t e 1. '4 SG HA - hat A o i l a U t B u u n j t « j l SG v S - ^ - t l i c S i .1 « t O s i f c r i p i >;.• > Q I ,c f i » - n «,::• SG -> t » » r > • » « . < i i n i i f i rc: jr:;^»*t ».••;? i « ' 4. SG , 4 : <,• • • » - t - 1QS �TABLE X. j .Z <* ! a> r^ ' »: ^* x -•I -•; ?' ;-f .-: 4; 4; 4j 44 4^ «J PAU-S/A SPRAY TESTS RESULTS (CONCLUDED) ? *t a , J :« £9 i i-18-69 , J 19-69 ! 3-19-69 ! 3--C-69 i 5-19-69 j 3 13-69 i » 20-03 ; 3 :0-69 • J-20-E9 ! ? .'3-C9 *— iS g oc -t _ ' Uj V i'a" •D 10 0 0 1 1 F-51 F-51 4 4 3 3 0 r 51 U ''I] "*cv ii^i •* *o ~~2- F-«! f-5! f-5i F-51 F-51 > *_ Z ci ^>-~- ^[^ .* 'V' ^ ~^ *i; <m'. _ F-t' F-51 ^" s s -7 »- ^*».-— ":o ""7' tt ^ ^~ -sU 7Q ."i 70 50 SO ,VJ4 NE 54 t«E 54 ft 67 w 6? SE 52 E 52 CO 61 :n o:uj *l i— .-j Ul 0 — «I eo 0 0 II 366 N ."23 *' W 342 223 333 223 3G9 ,\"4 ?4J - * » 0 0 0 0 c 1*1 *.(-—•* "L^ 'lj~. x :s 25 150 130 25 25 75 75 25 25 75 75 Path Njrn To South Eth,le-e Si, to I 1.11 SG ( S p e c i f i c G r a v i t y ) -1 Futl 0 - 1 0 . 8 3 SG G l y c e r c l -SC 1 -) G l y c e r i n e ) 1.25 SG TOP - T e t r a Potissiun Py rooheiphate (40*. S o U t i a n In H a t e O 1.45 SG E6 F3 G - 109 REMARKS _J 1 fs| «^ C* I-" Z-— , J •^ — ^ i 20 20 IS 16 20 20 19 19 20 20 19 19 f * V* < «TSI 4 «« Ol^> ?9i SCO Ne* Design Modul* C o m p l e t e 1 D," 134 ise 1T7 243 14* 163 US 15E «?7 B 0 * M New Design Nodule Complete - B.ue 1.34 SG - Orange 1.28 SG - W h i t e 1.14 SS - Not A v a i l a b l e O g l i n g T t t t �TABLE XI, NOZZLE DESCRIPTIONS ORIFICE '.::::.• a S. 5:< SJME I T e s t N:::ie N o . l 12 0.25 Diameter 0° Aft 12 2 T e s t N o z z l e No. I 12 0.25 Diameter 90° Down 12 3 GFE 32 0.25 Diameter 0° Aft 13 4 T e s t N o z z l e No.l 90° Down 12 5 Test N o z z l e No.l 192 0.062 Dianeter 90° Down 12 6 GFE 0° Aft 13 7 Test Nozzle No.l 192 0.062 Diameter 0° Aft 12 8 T e s t N o z z l e No. 2 2 0.2B1 Dimeter 9 T e s t N o z z l e No. 2 1 0.391 Diaraeter 10 Test N o z z l e No. 2 1 0.391 Dianeter W i t h Deflection 11 510. SIZE OS SETTING ( INCHES) 2 0.25x1.875 Slot 32 0.10 Diameter INJECTION ANGLE W I T H HORIZONTAL 20° Up And Down REFERENCE FIGURE 14A 148 30° Dpwn 14C Test N o z z l e No.2 1 0 . 1 8 7 x 0 . 675 S l o t 90° Down 14D 12 Test N o z z l e No.2 1 0 . 1 8 6 x 1 . 5 0 Slot 90° Down 14E 13 Test N o z z l e No. 3 1 0.75 Diameter 3 0° Aft ISA 14 T e s t N o z z l e No. 3 1 0.50 Diameter 0° Aft 158 15 P r o t o t y p e No. 3 1 No. 2 0° Aft 18 16 P r o t o t y p e No. 3 1 No. 8 0° Aft 18 17 P r o t o t y p e No. 3 1 0° Aft 18 18 Production 1 No. 1 0° Aft 19 & 53 19 Production 1 No. 5 0° Aft 19 & 53 20 3 0° Aft Production 1 No. 13 0° Aft 19 & 53 No. 14 F l o * R i t e C o n t r o l l e d U;i Strenni W i t h An O r i f i c e . 110 �Figure 53. Production Nozzle 111 �SECTION X MAINTAINABILITY AND RELIABILITY 10.1 MAINTAINABILITY The maintainability program for the PAU-8/A Spray Tank consisted of maintainability analysis, troubleshooting analysis, maintainability parameter predictions, and preventative maintenance. These four analyses combine to form a major indicator of system effectiveness. 10.1.1 Maintainability Analysis The first step of the maintainability analysis was to ziefir.e the operating environment and conditions. The syster. has i:eer. designed to operate on a variety of aircraft, but this v:ill not be a maintainability constraint since the operational procedures for the system are independent of the type of aircraft. The varied weather conditions will not impose any maintainability constraints as lone as the agent does not freeze in the tank. A set of r.ainte.-.ance and preflight operational procedures, based on qualitative maintainability recruirerents and constraints, was devised to form a base for the quantitative analysis. These procedures and associated assumptions are as follows: • A preventative maintenance schedule will be followed for all units. • The modules will be configured and prepared for mounting at the maintenance facility. • The system will be mounted and the functional verification test will be performed using the dispenser test unit. • Any failure during the functional test that is due to a component failure will require system removal for bench repair. • Failures due to non-defective components, i.e., improper hook-up, etc., will be corrected on-line and the functional test repeated. 112 �• After successful completion of the functional test and after the pressure reservoir is charged, the agent tank is filled. The maintenance strategy adopted is to make repairs at the component level. This means that if a valve fails, the valve is replaced but not repaired at the field maintenance shop level. If the valve is to be repaired, it will be done at a higher level in the maintenance hier. chy. This strategy -.-.-as adopted after considering the characteristics of the syster., skill level of the maintenance personnel, and available tools and equipment. The only special equipment needed at the field maintenance shop level will be the functional verification-(dispenser test) unit which is supplied. A rack, stand, or loading and handling adapter will be needed to hold the modules for shop maintenance. The personnel skill requirements should easily be net by Air Force mechanical or electrical technicians. The syster. design is such that one person will bo able to carry cut the preventative maintenance steps or correct a malfunction with proper technical data support. 10.1.2 Troubleshooting Guide A troubleshooting guide (Figure 54) was developed to give structure to the maintainability prediction. A schematic cf the syster. (Figure 55) is the major path. If the syster. is operational, there is no deviation from this path. Brar.chir.cr fror the major path is necessary when a failure is encountered. The branching continues until the cause of the failure is deterr.ir.ed. After the fault is found and corrected, the technician is directed back to the start of the functional test to verify system operation. As previously stated, the troubleshooting strategy is to replace components with no attempt to fix them at the field level of the maintenance hierarchy. Since it is likely that some of the malfunctions will be due to clogged lines and valves, all of the failures may not require component replacement. It is possible that cleaning the component which has been isolated by using the troubleshooting guide and the line leading in and out of the component will correct the problem. As a preventative maintenance measure, the lines and 0-rings associated with a component should be cleaned whenever the component is removed for inspection or when it is replaced. 113 �O «:. Figu.ve 54. Functional Level Troubleshooting Guide �PRESSURE, GAUGE TO DISSEMINATION SWITCH REGULATOR HIGH-PRESSURE RELIEF VALVE\ HSSEMINATION PILOT NOZZLE AGENT ( DISSEMINATION VALVE ACTUATOR -— BLEED VALVE 3 M( OK-PRESSURE TO NEXT MODULE CHECK / CHARGING VALVE GAS INPUT Figure 55. System Schematic RELIEF VALVE �10.1.3 Maintainability Prediction The calculated mean-time-to-repair (MTTR) for the PAD 8/A .is 44 r.ir.utes. The maintainability data and the calculations are giver, in paragraph 10.2.5. The task times used for calculating the MTTR are composed of fault location tine, fault correction time, and fix verification time. The fault location tires are based on following the troubleshooting guide; the fault correction times are estimated. Since the MTTR is well, below the three-hour specified requirement, measurements of component removal and replacement times were not necessary to ensure compliance with the maintainability specification. The system design is such that all components except one are readily accessible when the nose cone is removed. This easy access is the reason for the low MTTR. The only component that requires removal of another component for access is the 10-micron gas filter. The charging valve must be removed before the filter can be changed. This good maintainability design is the result of using the manifold in the pneumatic system. The manifold eliminates a considerable amount of tubing and fittings, thereby increasing the reliability and enhancing the maintainability of the system. 10.1.4 Preventative Maintenance The preventative maintenance requirements for the system have been minimized by careful design. Hermetically sealed relays are used to eliminate any periodic maintenance for the electrical system. Mesh filters are used in the fill ports to prevent large particles from getting into the system and clogging pneur.atic lines and valves. It appears that the unit will not require any special periodic maintenance. The one possible exception to this will be the gas filter which n.ay require periodic replacement or clear.ir.g during use. The diaphragm in the nozzle assembly will require periodic inspection during use. Accelerated life tests indicate that the diaphragm should withstand 1200 to 1500 cycles at r.axinur. opening of 150 GPM and more cycles at a lesser flow rate. 116 �10-1-5 Maintainability Data and Calculations The maintainability data is presented in Table XII. This data is used to calculate mean-time-to-repair (MTTR) fron the following formula: ?Aiti MTTR = ZAi >.i and t^ are the failure rate and task time, respectively, for the i^th conponent. When there is more th&>. one of a particular component and the task time is the same for all of them, the failure rate cap be multiplied by the quantity. The summation is overall maintainable components. The MTTR is calculated for a four module assembly: 5305 The n. is included since the repair time for all components will be the sarr.e in each module. En iX ifci ~ 2-30,114 Therefore, MTTR =43.5 Since the task times are estimates, only two significant digits will be retained. The MTTR will, therefore, be 44 minutes. 10.2 RELIABILITY The first step in the reliability analysis is to define the mission and to specify what constitutes a mission failure. Mission failure is specified as "any malfunction that may cause mission degradation". A sample mission profile is shown in Figure 56. For the reliability analysis, the mission can be 117 �TABLE XII. MAINTAINABILITY DATA QUANTITY FAILU3E/ TASK TIME ;' OF TOTAL MAIN. TIME (1) .(Tj_. P;s:«j?e S w i t c h 4 240.3 39 37.700 16.40 t r - n j 'ijlve 4 257.3 37 38.000 16.50 4 277.0 58 64.200 28. C3 c 9 .5 48 d IL I .843 flfl O ,30 COMPONENT .: j:'cr M, PI nXt ml JQ C-.-jctor J2. P2 4 7.2 48 1.380 0.60 Diode 8 o.e 36 230 OJQ R e l a y Kl 4 3.3 45 1,570 C.75 Selector Switch 4 2.0 53 424 0.18 Safety S*itch 4 24.3 32 3.050 1.32 F i l l e r Caps 8 24.3 6 1.105 0.43 Strap 4 G 1 in 244 O.II Bait 4 1.3 1 37 0.02 Charge V a l v e 4 12.2 26 1.270 0.55 B e l i e f V a l v e (H'gh Pressure) 4 20.0 33 2.640 1.15 Filter 4 6.0 26 624 0-27 P r e s s u r e Gauge 4 10.0 33 1.320 0.57 P r e s s u r e Vessel 4 5.4 69 1,495 0.65 Check V.ilve 4 13.1 40 2.100 0.91 Bleed V a l v e 8 12.2 41 4,000 1.74 S e l i e f V a l v e (Low Pressure) 4 20.0 35 2.800 1.22 -•iafjhrag.i 4 43 0 22 4.230 1.84 Sissermiation V a l v e 4 282.0 53 59.750 25.90 118 �(1) (2) (3) (4) (5) (6) (7) (8) (9) TAKEOFF CLIMB CRUISE (OUTBOUND) DESCENT DELIVERY CLIMB CRUISE (INBOUND) DESCENT UNO (T) Figure 56. TIME ( MINUTES) 0.4 20.0 1.4 4.0 (WORST CASE: 4 MODULES SEQUENTIAL) 9.0 20.0 2.2 '//// '//' '//// Mission Profile for Sequential Dissemination 119 �considered complete after segment five. The four-module sequential mode of operation was selected since it is the highest stress mode from a reliability point of view. The reliability model developed for the system is shown in Figure 57. The model is based on a functional partitioning of the system. For this sequential model, the probability of success is the product of the success probability of each subsystem;, i.e. , = P P P P P P P *A*B C D E F G (1) (Pv is the probability of successful mission operation of the X xth subsystem.) Two assumptions that affect the reliability analysis are made. The first assumption is that all required periodic preventative maintenance will be done. The second assumption is that for all missions, the modules will be given the preflight checkout using the dispenser test set. A functional flow diagrar. of the preflight procedure is shown in Figure 58. This assures that th« system is operational just prior to use, thereby allowing the reliability calculations to be made using operational time only. The data and the calculations for the probability of success for each module are given in paragraph 11.2.1. The results of the calculations are presented in Table XIII. TABLE XIII. SUCCESS PROBABILITIES FOP SUBSYSTEMS A = 0.90">87 P£ = 0.99934 B = 0.99999 P_ = 0.99845 r PG - 0.99989 P P P~ = 0.99989 C P D = 0.99989 �A B C 0 E F A. MODULE STRUCTURE E. NOZZLE AND DISSEMINATION SYSTEM B. MATING ASSEMBLY F. ARMIN3 AND REGULATING SYSTEM C. HIGH PRESSURE SYSTEM G. ELECTRICAL CONTROL SYSTEM 10 0. LOW PRESSURE SYSTEM Figure 57. Reliability Model G �SYSTEM OPERATIONAL SET SELECTOR SWITCH AND NOZZLE TO - DESIGNATED POSITION ^ PASS INFORM AIRCRAFT MAINTENANCE CREW CONNECT TEST SET AND PULL SAFETY PIN t FAIL TEST ARM AND FIRE CIRCUITS FAIL PASS AIRCRAFT SCHEDULED FOR MISSION PERFORM CONTINUITY TESTS MAKE PROPER CONNECTIONS CHECK ALL ELECTRICAL CONNECTIONS EXCLUSIVE "OR" NOT OK ( ) INCLUSIVE "OR" ? REPLACE SAFETY PIN AND NOSE CONE OK RETURN UNIT FOR BENCH MAINTENANCE Figure 58. Line Checkout and Preparation Procedure �from the data in Table XIII, the probability of mission success cai be calculated, using Equation (1). The result is PS = 0.997. This would give a failure rate of 0.3 percent, wnich is well under the ten percent specified in the contract. It is at this point that the implications of a development versus a production contract become important. The failure rate calculated above is based on a development contract where all of the units are inspected and tested. On a production basis, the failure rate could be higher since sampling techniques will be used for inspection and testing. In fact, since the inherent reliability is so high, a key factor in selecting sample size for the production testing will be the minimum acceptable failure rate. The inherent reliability of the module structure, i.e., welds and material, is so high that it has a negligible contribution to the probability of failure. This high inherent reliability is due to the large safety factors used iii the design. These high safety factors are a result of strict adherence to the design criteria in MIL-A-8591 and the need to maintain structural integrity under the severe test conditions specified in MIL-STD-810. This high structural reliability is achieved as long as 100 percent inspection of miterial and joints is done. Kith anything less than 100 percent inspection there is the possibility of a module with a bad weld or inferior material being shipped to the field. If this happens the achieved field reliability may be reduced. This distinguishes the field reliability from the design reliability. The reliability figure used in this report is a design reliability where 100 percent inspection was conducted. 10.2.1 Reliability Data and Calculations The reliability data is presented in Table XIV. The data was gathered and developed from the following sources: * MIL-HDBK-217A, Reliability Stress and Failure Rate Data for Electronic Equipment. • Bureau of Naval Weapons Failure Rate Data Handbook (FARADA), Volumes 1A and IB 123 �TABLE XIV. COMPONENT RELIABILITY DATA QUANTITY "i O P E R A T I N G FAILURE RA1E TIME FAIL/IO& HCHRS t • (HOURS] Ai P.M. Functional Unit Module S t r u c t u r e K i l l e r Caps Tank 8 11 0.5 24.3 18.7 : .nctional Unit w?:.Je A d a p t e r Strap Bolt 4 4 0.5 0.5 6.1 1.3 12.2 2.6 14.8 V, 0.5 0.5 0.5 0.5 0.5 0.5 12.2 . 20.0 6.0 10.0 5.4 REMARKS 24.4 40.0 12.0 20.0 10.8 1.0 Functional Unit Hign-Pressure System Charge Valve R e l i e f Valve Gas Fitter Pressure Gauge 0-Rings (Total For System) 0.5 . 97.2 37.4 134.6 Approx. Of Aqent Tank •— 4 4 4 <i 10 0.2 108.2 Functional Unit Low-Pressure System Check Valve Bleed Valve Relief Valve 4 8 4 0.5 0.5 0.5 13.1 12.2 20.0 26.2 48.8 40.0 1(5.0 Functional Unit Nozzle And Disseminator Assembly Diaphragm Dissemination P i l o t Valve 4 4 0.5 0.5 48 282 Functional Unit Arming And Regulating S> sten Pressure Switch Solenoid Valve Regulator 4 4 4 0.5 0.5 0.5 240.9 257.3 277.0 481.8 514.6 554.0 1550.4 Functional Unit Electrical Control System Connector Jl Connector 02 Diodes CR I, 2 Relay Kl Selector Switch S a f e t y Switch 4 4 8 4 4 4 0.5 0.5 0.5 0.5 0.5 0.5 9.i 7.2 0.8 9.3 2.0 24.3 19.2 14,4 3.2 18.6 4.0 48.6 108.0 , I.M 96 564 660 8 Pins Used 6 Pins Used �« Timmerman, P., Fault Data for the Prediction of Reliability^of Electronicancl^ Mechanical Equipment and Systems, Danish Atomic Engergy Commission Technical Report, February 1968. In cases where specific data could not be obtained, the similar equipment procedures as specified in MIL-HDBK-217A were vsed. 125 �SECTION XI SUMMARY The basic modular configuration was defined in the contract. The design evaluation was centered on improving the general design furnished under a previous contract. Irprcver.erts have been obtained in the areas of cost, more ccr.trclled. flov: conditions throughout the dissemination cycle, renter of gravity control, reliability, maintainability and weight reduction. The PAU-8/A Spray Tank consists of four modules, which are constructed to allow the system to be used in one-, two-, three-, or four-module configurations where aircraft pylon characteristics are limited by maximum weight, ground clearance, etc. The design and development effort resulted in a modular system which has an empty weight of 225 pounds per module, has flow rates of 15 to 150 gallons per minute per module, can be externally carried and operated on high and low performance aircraft, contains 50 gallons per module, and is structually sound and aerodynamically stable. Plow models of the internal sections of the agent tanks which simulated the GFE furnished tanks and the proposed design were constructed to study the flow problems within the tanks. Several test and prototype nozzles were fabricated and evaluated during development to ensure nozzle simplicity and reliability. Other equipment designed, developed, fabricated, tested, and delivered to support the PAU-8/A were the loading and handling adapter for use with the MJ-1 and the MHU-83/E bomb lift trucks, dispenser test sets to preflight check the modules and the arm and fire circuit of the aircraft as well as operate the modules for static ground operations, temporary storage ar.d shipping containers, and an adapter kit to reduce spray contamination of the F-4 aircraft. Kind tunnel tests and jettison tests provided data to establish aerodynamic stability and an adequate safety margin for jettison on all configurations. 126 �Aircraft compatibility studies were made with layouts and full scale mock-ups of the PAU-8/A on the F-4, F-100, F-105, F-lll, A-1E, and A-7 aircraft. Flight tests to study nozzle design, air flow, and the complete system were made on F-51 and F-86 aircraft with a single, full-scale module and a 65 percent scale of the twomodule configuration. Material compatibility studies were made to determine what metals could be used in contact with the agents. Studies were also made to determine what materials could be used to coat the metal to protect it from the effects of the agents. Eight complete four-module systems have been fabricated and delivered to the Air Force for P. & D Engineer* no Evaluation. 127 (The reverse of this page is blank) �FRSC£DIN3 PAGE BUNK.NOT FILMED �DOCUMENT CONTROL DATA - R & D '$v*.r,rt tlm\Mtifmt*. . hotly of . l tfputt ON 4 i s » ' i N i i « c r i . i T » 1t ..rpot.l* author J *« ctailitifd) *'"UNCLASSIFIED" Defense Technology Laboratories FMC Corporation San Jcse, California SPRAY TANK UNIT, AIRCRAFT, PAU-8/A t » c » i e * i » E N O T E } fTVp* ottrpetl mnd tnclullvr Oft**) inal Report - 17 Hay 1968 through 28^February 1971 John J. Harrington ?•. T O T A L NO April 1971 OF P A C E S 7b. NO OF R E F S 136 U. C O X T H A C T OR C R A N T M O »•. ORIGINATOR'S RCPQHT NUMB F08635-68-C-0090 6. PROJEC ' NO Task No. 07 •6. OTHER REPORT NO<*> {Any other nwotbcr* thmt may ttf «. Wbrk Unit to.. 00 to U. S. Government agencies _ f ~iil + liirdtation applied April 1971. Other requests for this document must be referred to the Air Force Armament Laboratory (DLIF), Eglin Air Force Base, Florida 325U2. IJ. SPONSORING MIUIT»BV A C T I V I T Y Available in DDC Air Force Armament Laboratory Air Force Systems Command » Eglin Air Fc : Base, Florida 325*42 e A modular spray system for .anticrop chemicals was designed, developed, fabricated and tested. The system is capable of external carriage on high and low performance aircraft in four possible configurations using either one, two, three, or four modules. Each of the 50-gallon modules is completely interchangeable and can spray at rates from 15 to 150 gallons per minute. The modules use a coinpressed-air/gas reservoir to pressurize the agent reservoir and force the agent out the nozzle. Support equipment, designed and delivered with the dispenser, included the loading and handling adapter kit for the MJ-1 and MHU-83Z bomb lift trucks, the checkout unit, and the anticontamination kit for use with the F-4 aircraft. Nozzle tests were conducted from aircraft at 198 to 504 knots. Droplet sizes of 105 to 555 micron rrmd were obtained with the single module configuration at air speeds of 214 to 354 knots. Full scale flow model tests of the agent tank lead to the development of a module which expels 99 percent of the agent fivm tl« nodule at a flow rate of 150 gallons per minute. Scale wind tunnel and jettison tlight tests were conducted to support the design of a stable two-module configuration. DD ,Fr\,1473 UNCLASSIFIED Srrunlv Clarification �*i*» ' j r i f y fll 1 4 I INK * ROCC WT t IN K H ROLL W1 PAU-8/A Aircraft Spray Tank Unit Dispenser Test Unit Anticrop Dispenser Anticrop Chemical Agents MJ-1 Bomb Lift Truck MHU-83/E Bomb Lift Truck UNCLASSIFIED Security Classification I IN* «OL t C wr ��UNCLASSIFIED/UNLIMITED PLEASE DO NOT RETURN THIS DOCUMENT TO DTIC EACH ACTIVITY IS RESPONSIBLE FOR DESTRUCTION OF THIS DOCUMENT ACCORDING TO APPLICABLE REGULATIONS. UNCLASSIFIED/UNLIMITED � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 026 Folder The folder containing the original item. 0376 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Harrington, John J. Description An account of the resource <strong>Corporate Author: </strong>Defense Technology Laboratories, FMC Corporation Date A point or period of time associated with an event in the lifecycle of the resource 1971-04-01 Title A name given to the resource Spray Tank Unit, Aircraft, PAU-8/A Subject The topic of the resource spray equipment Ranch Hand aircraft herbicide application https://www.nal.usda.gov/exhibits/speccoll/files/original/293c71af89da87614c118285fe2c4494.pdf 7f7f144e445462eed16aad842ebd06e1 PDF Text Text Item ID Number °0363 Author Smallwood, A. M. Corporate Author Hayes International Corporation RepOrt/ArtlClO Title lnternal Defoliant Dispenser A/A45Y-1 Journal/Book Title 1967 Month/Day Color Octot er > n Number of Images 62 DOSOrlptOH Notes ^lvin L- Youn9 nac) tnis item filecl under the category "Equipment - How Developed, How Used"; contracts AF 08(635)-3609 and AF 08(635-4894 Monday, January 29, 2001 Page 363 of 382 �Smallwood, A.M., 1967 /UNLIMITED Internal Defoliant Dispenser A/A 45Y-1 AD 833 990 Technical Report distributed by Defense Technical Information Center DEFENSE LOGISTICS AGENCY Cameron Station • Alexandria, Virginia 22314 ^ERQMEDICAE LIBRAI JAN 10 1980 UNCLASSIFIED/UNLIMITED COCUMENTS �THIS REPORT HAS BEEN DELIMITED AND CLEARED FOR PUBLIC RELEASE UNDER DOD DIRECTIVE 5200,20 AND NO RESTRICTIONS ARE IMPOSED UPON ITS USE AND DISCLOSURE, DISTRIBUTION STATEMENT A APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED, ��AFATL-TR-67-127 Internal Defoliant Dispenser A/A45Y-1 A. M. Small wood R. I Dear . A. R. O r t H J HAYES INTERNATIONAL CWPORATION T E C H N I C A L R E P O R T A F IT L - T R - 6 7 - I 2 7 OCTOBER 1967 This document is subject to special export controls and each transtnittal to foreign governments or foreign nationals may bo made only with prior approval of the Air Force Armament Laboratory (ATCB), Eglin AFB, Florida 3 AIR FORCE ARMAMENT LABORATORY AIR FORCE SYSTEMS COMMAND E G L I N A I R FORCE B A S E . F L O R I D A �INTLKNAL DEl'OLIANT DISPENSER A/AU5Y-1 A. M. Smallwood R. L. Dear A. R. Ortell Tills document is subject to special export controls ami each transmittal to foreign governments or I'ureign nationals may be made only with prior approval of the Air i'orce 'Armament Laboratory (ATCD), Eglin AID, Ilorula �FOREWORD Under Contracts AF 08(G35)-3609 and A F 08(G35)-4804, Hayes International Corporation, Birmingham, Alabama has developed the A A45Y-1 Internal Defoliant Dispenser as a quick in-out system for the C-130 and C-123 aircraft. This report, covering tlie period of October 19G5 thru October 196.7, formally records the engineering data generated under the above contracts including results, conclusions, and recommendations. This report is covered under project number 2525 and task o der number 02 and deals primarily with AF Contract AF 08(635)-<t894. The cognizant USA F'project engineers for this program were Lt Arnold \V. Blomqaist, Lt Jon II. Arvik, Lt W. J. Crea, Jr. and Lt K. A. Reynard of the Air Force Armament Laboratory, RTD, Biological-Chemical Division (ATCB), Eglin Air Force Base, Florida. Messrs. A.M. Smallwood (project engineer), R. L. Dear, and A.R. Ortell.wcrc the principal investigators and authors of this report. Mr. J. F. Cundiff provided considerable technical assistance in programming the digital computer for the program and writing the fh'id analysis. Messrs. F. J, Weatherbee, J. D. Stewart, and B. L. Lewis provided considerable technical assistance in the design of the A/A45Y-1 dispenser. Mr. J. L. Harrington, Chief of the Airborne Weapons Group, was responsible for the overall effort. Information in this report is embargoed under the Department of State International Traffic In Arms Regulations. This report may be released to foreign governments by departments or agencies of the U. S. Government subject to approval of the Air Force Armament Laboratory (ATCB) Kglin AFB, Florida 32542, or higher authority within the Department of the Air Force. Private individuals or firms require a Department of State export license. Publication of this report does not constitute Air Force approval of the report's findings or conclusions. It is published only for the exchange and stimulation of ideas. Nicholas H. Cox, Colonel, USAF Chief, Bio-Chemical Division ii �ABSTRACT Hayes International Corporation has developed the internal defoliant dispenser, A/A45Y-1,suitable for quick in-out installation in the C-1^0 and C-123 aircraft. The internal defoliant dispenser provides for loading, transporting, and dispensing of 058 gallons of defoliant chemical, and in case of an emergency, dumping the full load of chemical overboard in leas than one minute. The dispenser was designed to deliver agent at a concentration of three gallons per ncrc over an effective swath width of 120 feet from an altitude of 150 feet in either the C-123 or C-130 aircraft. The results of tests conducted at h'glin Air Force Base, Florida indicated that the optimum parameters for the C-K10 aircraft were an altitude of one hundred feet and a maximum swath of .seventy feet to obtain a concentration of three gallons per acre. The optimum parameters for the C-12;J aircraft were an altitude of 150 feet and a maximum swath of 10 icet for the same concentration. The fuselage-mounted spray boom does not deliver the defoliant agent far enough outboard to be affected by the action of the wingtip vortices. Previous testing with defoliant agent demonstrated that wing mounted booms subject the spray to these vortices and produce wider swath width. It is recommended that an optimized wing boom be developed in order to increase the swath width. This document is subject to special export controls and each transmittal to foreign governments or foreign nationals may be made only with prior approval of the Air Force Armament Laboratory (ATCH), l.'glin A F B , Florida :',2~>1'2. iii (The reverse side of this page is b l a n k . ) �BLANK PAGE �TABLE OF CONTENTS SECTION I H IE IV V INTRODUCTION DESCRIPTION OF A/A-I5Y-1. INTERNAL DEFOLIANT DISPENSER TANK AND CRADLE ASSEMBLY DUMP VALVE CONTROL CONSOLE MAGNETO SWITCH . CHOKE SWITCH START SWITCH THROTTLE SWITCH SPRAY VALVE SWITCH DUMP VALVE SWITCH FLOAT SWITCH OVERRIDE ENGINE TACHOMETER FLUID PRESSURE INDICATOR CIRCUIT BREAKERS SPRAY BOOM AIRCRAFT INSTALLATION DEVELOPMENT TEST OF THE A A-15Y-1 INTERNAL DEFOLIANT DISPENSER SYSTEM PERFORMANCE LIQflD LEVEL GAGE CALIBRATION CONVERSION FACTORS FOR VARIOUS AGENTS REFILL BY MEANS OF THE I N T E R N A L DEFOLIANT DISPENSER JET PUMP EMERGENCY DUMP TEST FLOW HATE TEST USING AN INDUCED PRESSURE . . . . SYSTEM PRESSURE LOSS ANALYSIS DISPENSER PERFORMANCE RANGE SUMMARY OF RESULTS AND CONSEQUENT RECOMMENDATIONS APPENDICES I SPRAY BOOM DRAG ANALYSIS n AIRCRAFT WEIGHT AND iw\LANCE IH STRESS ANALYSIS (C-123 AIRCRAFT) IV STRESS ANALYSIS (C-130 AIRCRAFT) V MILITARY SPECIFICATION REFERENCES PAGE 1 2 4 G G f, 7 7 7 8 8 8 9 9 9 9 10 13 17 17 17 IK 24 2-1 2-1 <17 r>:$ .r>r> f»7 05 99 127 Ml �LIST OF ILLUSTHATIONS FIGURE 1 2 3 4 5 6 7 8 9 10 11 12 13 1-1 15 16 17 18 19 20 21 22 23 24 25 26 D d f g II h^ K = = = = = - Major Components of Defoliant Dispenser Defoliant Dispenser (right side) Centrifugal Pump Dump Valve . Control Console Spray Boom and Associated Plumbing Installation in C-123 (left side) Installation in C-123 (right side) Typical Agent Deposition (C-123 Aircraft) Typical Agent Deposition (C-130 Aircraft) . . . .Refill Test Apparatus Refill Rate with Various Agents Using A 10-Foot Length of Refill Hose Refill Rate with Various Agents Using A 20-Foot Length of Refill Hose Refill Rate with Various Agents Using A 30-Foot Length of Refill Hose Refill Rate with Various Agents Using a 50-Foot Length of Refill Hose Emergency Dump Rate lor Various Agents with A/A45Y-1 Dump Valve Flow Rate Test Apparatus System Performance Test Results A/A45Y-1 Fluid Flow Schematic A/A45Y-1 Fuselage-Mounted Spray Boom System Pressure Loss A/A45Y-1 Dispenser Performance Range - Agent: Water. A/A45Y-1 Dispenser Performance Range - Agent: Orange or Purple A/A45Y-1 Dispenser Performance Range - Agent: Blue . A/A45Y-1 Dispenser Performance Range - Agent: White . Speed Penalty Determined From C-123 Speed/Power Data . 20 21 22 23 . . 25 26 27 29 35 4^ 49 . . .. . . 50 51 52 50 ^ LIST OF ABBREVIATIONS AND SYMBOLS internal diameter of pipe, feet internal diameter of pipe, inches friction factor in formula hj j ;i fLv"/D2g acceleration of gravity, 32.2 feet per second per second total head, feet of fluid loss of static pressure head due to fluid flow, feet of fluid resistance coefficient or velocity head loss in the formula, h L = Kv 2 /2g vi PAGE 4 5 7 y 9 10 n ..12 14 15 19 �LIST OF ABBREVIATIONS AND SYMBOLS (Concluded) L L/D P Q q R S = = = = = = length of pipe, feet equivalent length of a resistance to flow, pipe diameters pressure, pounds per square inch gauge rate of flow, gallons per minute rate of flow, cubic feet per second at flowing condition Reynolds number specific gravity of liquids relative to water, both at standard temperature (00°K) v A ft We = = = mean velocity of flow, feet per second differential between two points weight density of fluid, pounds per cubic feet absolute viscosity, pound mass |>cr foot second or poundal seconds |x>r square loot Me = absolute viscosity, slugs per loot second or pound force seconds per square foot vii (The reverse side of this page is blank.) �SECTION I INTRODUCTION The purpose of this technical rc|x>rt is to present engineering dnta generated under Contracts AF »8(G35)-3G09 and AF 08(G35)-4894. These contracts resulted in the development of the internal defoliant dispenser, A/A45V-1, designed to disseminate various chemical agents-utilizing C-123 and C-130 aircraft. The capability for quick installation and removal of the dispensing system with minimum modification to the aircraft was a prime requirement under these contracts. Compliance with this requirement resulted in the use of a fuselagemounted spray boom. Due to the narrow spray swath width generated by the fuselage-mounted boom, an Air Force-developed wing spray boom is used to achieve a wider swath width in current tactical applications. The report contains a description of the dispenser. This is followed by a section on development tests of the internal defoliant dispenser. System performance is then provided encompassing liquid level gage calibration, conversion factors for various agents, refill by jet-pump, emergency dump test, flow rate test using an induced pressure, fluid analysis of system with thirtyfoot fuselage-mounted spray boom and dispenser performance. Within the appendices arc fuselage spray-boom drug analysis, weight and balance analysis for C-123 and C-130 aircraft, stress analysis, and dispenser specifications. 1 (The reverse side of this page is blank.) �SECTION II DESCRIPTION OF A/A45Y-1 INTERNAL DEFOLIANT DISPENSER The A A-15Y-1 Internal Defoliant Dispenser is a complete airborne defoliant dispensing system. The dispenser is packaged to permit rapid installation into, and removal from, C-130 and C-123 aircraft, with only minor modifications required to the affected aircraft. 809 figures 1 and 2. . The Internal .Defoliant Dispenser, Part No. A/A45Y-1, provides for loading, transporting and dispensing of 958 gallons of defoliant chemical, and in case of an emergency, dumping the full load overboard in less than one minute. The tank and cradle assembly is mounted on detachable casters which are removed before anchoring in the host aircraft. A control console is electrically connected to the aircraft electrical system, controls and indicators in the flight compartment, and the electrically operated units within the system. Pressure is applied to defoliant chemical by an engine and pump assembly mounted on the cradle assembly. The defoliant is transported to a 30-foot fuselage-mounted spray boom. The fuselage boom incorporates eighteen (18) whirljet spray nozzles through which the defoliant chemical is discharged into the airstrcam. LEADING PARTICULARS Length (app) Width (app) Height (app) (without casters) Weight Empty Full Capacity Normal operating pressure Normal dispensing interval Emergency dump time Electrical system Dump valve operation Refill time (app) Dump valve Spray valve Suction valve 16 feet, 4 inches 4 feet, 10 inches G feet, 1905 Ibs 12, 055 Ibs with agent having a specific gravity of 1.27 958 gallons 55 +_ 5 psi 3 to 4 minutes Less than 1 minute 28 volts dc (supplied by host aircraft) Electrical or manual 15. 5 minutes with an agent having a specific gravity of 1.27 through a 50-foot length of refill line Electrical, 10-inch diameter Electrical, 3-inch diameter Manual, 3-?nch diameter The dispensing operation and emergency dump valve operation can be controlled from either the control console near the tank and cradle assembly or from the pilot's position in the flight compartment. The pump is capable of maintaining 55 \_ 5 psi pressure during the normal 3-1/2 minute (approx) period of operational sprnying. Refilling the lank assembly is accomplished with power and equipment contained within the dispensing system. �,TANK VENT MANHOLE COVER DUMP VALVE TANK ENGINE EXHAUST LIQUID LEVEL VIBRATION ISOLATOR SEGMENT CENTRIFUGAL PUMP MAIN SPRAT VALVE CONTROL CONSOLE TEMPERATURE INDICATOR JET PUMP REFILL CRADLE Figure 1. Major Components of Defoliant Dispenser Tank and Cradle Assembly The tank and cradle assembly is the major unit of the entire system comprising (1) a 058 gallon tank with baffles, manhole, tube connections and stabilizing and ticdown brackets: (2) an engine and pump assembly consisting of a four cylinder horizontally opposed engine and pump directly coupled to the engine crankshaft; and (.'!) a cradle equipped with four detachable casters which carries the tank and engine and pump assembly. A temperature gage and a fluid quantity gage ai-e installed in the tank. The engine is slightly modified from its original configuration to achieve adaptability to the requirements of the dispenser system. The detachable casters arc provided for limited mobility and arc removed after the unit has been positioned in the aircraft. �'Figure 2. Defoliant Dispenser (Right Side) �The defoliant in the tank is fed through a suction line to the pump (two assemblies used on C-130 aircraft). The pump driven by an air-cooled engine forces the defoliant through a discharge line to a spray valve. A recirdilation line is provided so that the defoliant will'reeirculate back through the tank when the spray valve is closed. \Vhen the spray valve is open, the defoliant is forced into the spray boom and atomized by spray nozzles. When the lank is empty, a float-pi>erated switch located in the tank automatically stops the engines. On C-130 aircraft, when either tank is empty, the engine of the empty unit will automatically shut down. The spray valve will not automatically close until the second unit's tank empties and the float switch is actuated. Tlu centrifugal pump (figure 3) consists essentially of an impeller and pump body and is driven by the engine through a direct drive. The speed of the engine controls the quantity of defoliant being dis|>ensed. The recalculation line incorporates a jet-pump (ejector) tank refilling system which utilizes the fluid left in the tank from prior operation to initially operate the jet pump. A temperature gage and liquid-level indicator located on the side of the tank indicate defoliant temperature and quantity respectively in the tank. Dump Valve The dump valve is an electrically or manually operated 10-inch diameter gate valve (figure -1). It is designed for horizontal (vertical flow) installation and liquid flow in only one direction. The bottom of the defoliant tank incorporates a vortex interrupter and adapter to which the dump valve is secured. The dump valve assembly is aligned with an opening in the belly of the aircraft. Tlus ojxming is covered by a spring-loaded door. A high speed motor coupled to an actuator provides 2-second operation of the dump valve in either direction. Valve-open condition is electrically indicated on the control console and on the pilot's instrument panel. Control .Console ft The control console is the nerve center of the defoliant system (figure 5). All functions arc controlled from this position; all monitoring equipment is located in this position; and the electrical supply is channeled and protected at this position. Prefabricated electrical cables tie the control console to all related parts of the system including the controls on the pilot's instrument panel and the aircraft electrical supply system. Tandem or single installations are controlled and monitored from tlie control console without any changes or alterations being performed. In the event of failure of the aircraft electrical system, (certain critical functions have an option of manual operation. Magneto Switch - The MAGNETO switch (AFT UNIT and F\VD UNIT) is a singlcpblci double-throw toggle switch used to control the engine magneto. In the down position the engine magneto is grounded. In the up position the ground is removed from the magneto permitting the engine to run (if lank is not empty). �Figure 3. Centrifugal Pump Choke Switch - The CHOKE switch (AFT UNIT and F\VD ITCIT) is a springloaded pushliutton switch used to control the solenoid that actuates the engine choke. When depressed, the CHOKE switch applies power to the engine choke solenoid. Sta_ Switch - The START switch (AFT ITs'IT and FU'I) I^IT) is a spring-loaded pusi iiitton switch used to control the engine starter. When depressed, the START switch applies power to the engine starter. The START switch is guarded to prevent accidental engagement of the engine starter. Throttle SwUch - The THROTTLE snitch (AFT UNIT and FU'I) UNIT) is a threeposition toggle switch spring-loaded to the neutral position. The switch lias INCREASE and DECREASE positions and is used to electrically control the engine throttle through a geared servo-motor, The engine throttle may be set at any intermediate position between minimum and maximum engine vpm by positioning the switch to INCREASE or DECREASE and releasing to the neutral position when desired engine RPM is reached. A governor on the engine m a i n t a i n s engine speed at a given setting. �Figure 4, Dump Valve Spray Valve Switch - The SPRAY VALVE switch is a single-pole double-throw toggle switch used to electrically open and close the spray valve. In the "OPEN position power is applied to open the spray valve. In the CLOSED position power is applied to close the spray valve. The SPRAY VALVE switch is guarded in the PILOT position. A cockpit SPRAY VALVE switch is also provided for control of the spraying operation by the pilot. Dump Valve Switch - The DUMP VALVE switch, located at the extreme left side of the control panel (figure 5), provides electrical control of the dump valve. The switch is provided with a guard which maintains the switch in the CLOSED position. Placing the switch in the OPEN position actuates the valve motor and opens the dump valve. The cockpit DUMP VALVE switch provides electrical control for opening of the dump valve by the pilot. Operation is in conjunction with the console DUMP VALVE switch. Placing either switch in the OPEN position actuates the dump valve motor and opens the dump valve. Float Switch Override - The FLOAT SWITCH OVERRIDE (AFT UNIT and FWD UNIT) is a single-pole double-throw toggle switch (with a holding cc.l) used to override the float switch (in tank) when the float switch has grounded the magneto. The FLOAT SWITCH OVERRIDE is spring-loaded in the down position and when �FLUID REFILL f t O A l SHITCM OvrKKIOt fwD UNtl A F T UH1T STARTIR AND CHOKf T H R O I T L C S IMOICATOR1 IPRA1 VALVf © OICBfAlt © © Figure 5. Control Console placed in the up position, enables the engine io be run when the tank is empty (in order to fill the tank using the pump). The holding coil holds the FLOAT SWITCH OVERRIDE in the up position until ihc float switch is actuated. Engine Tachometer - The engine tachometer is dual indicating (two needles) and indicates engine speed in hundreds of HPM. Fluid Pressure Indicator - The FLUID pressure indicator indicates fluid pi'ossurc in increments of 2 PSI. When properly calibrated this gage can be used as a flow-rate indicator. Circuit Breakers - Four circuit breakers (STARTER AND CHOKE, THROTTLES, INDICATORS, and SPRAY VALVE) control power to the control panel and provide protection from electrical overload and short circuits. Spray Boom The spray boom (figure (>) can accommodate 18 spray nozzles for dispensing the defoliant. The spray boom is constructed of 4-1/2-inch diameter steel tubing. The discharge line is off-set from the ccntcrlinc of the spray boom to allow the aircraft's ramp to operate with the dispenser installed. The spray boom is attached to the fuselage with six struts. �INSTALLATION SlUUTi SPRAT NOZZLI SPRAY BOOM INSTALLATION iTKUTS Figure C. Spray Boom and Associated Plumbing Aircraft Installation Installation of the dispenser in C-123 aircraft consists of towing the tank and cradle assembly (unfilled) into the aircraft and securing it to the aircraft floor utilizing twenty 10, 000-pound hook and chain assemblies and the cargo floor tie-down fittings (figures 7 and S). All piping and hose assemblies, and the dump valve chutes, are installed and the console assembly mounted to the aircraft floor. The spray boom and connecting struts are attached to outside fittings on the aircraft and the electrical cables are connected. In the case oJ the C-130 aircraft, two dispensers are installed in the same manner and ; interconnected. . 10 �Figure 7. Installation in 0123 (I,clt Si<!o) 11 �^'4- Figure 8. Installation in C-12.3 (Right Side) 12 �SECTION III DEVELOPMENT ThST OF THE A/A45Y-1 INTERNAL DEFOLIANT DISPENSER Development tests and evaluations of A/A45Y-1, In the C-130 and C-123 aircraft Force Base, Florida,, durlm; the period of for the C-130 and 26 June 1964 to 22 July objectives were to determine: the internal defoliant dispenser, were conducted by APGC, Ef-.lin Air 2 October 1963 to 20 December 1963 1964 for the C-123. The test compatibility of the dispenser with the aircraft capability of instillation servicing (refilling) capability removal'of the dispenser from the particular aircraft in accordance with Hayes* operation and maintenance manuals are.?, coverage capability. It was fouvi'l during these/evaluations that the dispensers were compatible with both aircraft. The aircraft commander reported no unitsu.il effects on the flight characteristics of either aircraft in transporting the loaded dispenser. Dispenser iiv-t .illation and removal tests scheduled for the C-130 aircraft were not accomplished due to desip.n chanr.es that affected the [-.round h a n d l i n g of the dispenser. Three i n s t a l l a t i o n and removal tents wen- conducted durin-.-, the C-123 test program. The three t»-sts (install and remove) required 12, 5, and It manhours, respectively. Thr> refillini-. procedure as recomnendcd by Hayes' operations and maintenance nanuals was satisfactory but somewhat inefficient (40 minutes per dispenser for the C-lJO aircraft). A r;e 1 f - 1 i 11 infeature was incorporated by Hayes prior to the C-123 test, program which reduced the time required to f i l l each tank iron 40 minutes to 20 ninultv; when fillinc, is done from 35-tviilon drum::. The area coverage capability test of the dispenser (s) in the C-130 and C-123 aircraft was conducted to determine ground concentration of defoliant: agent (gallons per acre), swath width (feet.), droplet si/.e (microns), and flow race (gallons per minute). The desired ground concentration of three gallons per acre for a 120-foot swath width was not obtained. Figure-; ') and 10 illustrate typical agent deposition from the tvo aircraft. In both test--;, the desired droplet size of 150 to 30G milrons mass median diameter was obtained. The maximum flow rate obtained during' the C-130 and C-123 tests were 390 and 275 gallons per minute, respectively. 13 �C-123 AIRCRAFT SWATH WIDTH (FEET) Figure 9. Typical Agent Deposition (C-123 Aircraft) �C-130 AIRCRAFT 6 CPA (GAL) 5GPA H o 4 CPA 03 O Q ' , 3GPA I 2 CPA — I GPA 210 180 150 120 90 60 30 30 SWATH WIDTH (FEET) Figure 10. Typical Agent Deposition (C-130 Aircraft) 60 90 �SECTION IV SYSTEM PERFORMANCE Liqiii d -Level Gago Ca lib rat ion Before any system performance tests could be conducted, it was necessary to calibrate the liquid-level gage which is mounted on the siiie of the defoliant dispenser. To calibrate this gage, the dispenser was first weighed in the empty condition and the weight recorded. The t.ank was then filled with water to the 1/4 mark on the gage and weighed. Water was then added until the 1/2 mark on the gage was reached, and the tank again weighed. Filling then continued to the 3/4 mark and the weight: recorded. The dispenser Was then filled to the "Full" level and the weight recorded. At this point, the water was pumped out through the spray valve until it reached the level at which the float switch cuts the system off. The dispenser was then weighed again and the weight recorded. This procedure was repeated twice to obtain an average weight for each level. From these weights, the volume (in gallons) was calculated for each level on the gage, The results were: Gage. Level Volume (Gal) Full 958 3/4 807 1/2 495 1/4 184 Float Switch Cut-Off 54 Conversion Factors for Various All system performance testing was conducted using water as the agent; however, values were also needed for the agents which are used in the system. For this reason, additional small-scale tests were conducted to determine factors whic. could be used to convert the values obtained for water to values for each agent. To determine chc conversion factors applicable to refilling the tank, a small pump rated au 2.3 gallons per minute was used to pump one gallon of water and one gallon of each agent from one container into another through 3/4-inch tubing. The time required to accomplish this for each liquid was recorded. The conversion factors were then calculated by dividing the average values of pur.iping time for each agent by the pumping time for water. 17 �Results wore as follows: Specific Gravity Viscosity (75°F) (Cent is tokos) Conversion Factor Purple 1.27 38.2 1.161 Orange 1.27 38.2 1.161 Blue 1.335 8.8 1.124 White (Tordon 101) 1.15 243.0 1.312 Agent In determining conversion factors applicable to the gravity dump time through the A/A45Y-1 dispenser's emergency dump valve, a Zahn #3 cup was used. Forty-four millilitcrs of each agent and water were allowed to flow through cup and the time recorded for each. Here, again, conversion factors were obtained by dividing the values for each agent by the value for water. Results were as follows: Agont Orange Conversion Factor . 0.90 Purple 0.90 Blue 0.85 White (Tordon 101) 1.45 Refill by Moans of tlio Internal poi'oll.-mt Dispenser Jet Pump The apparatus used in performing this test is illustrated in figure 11. It was set up such that the inlet end of the refill hose was at the same elevation as the jet pitnp so that induced head loss would not be present. Using a ten-foot section of refill hose (MIL-H-8974-32), the time was recorded for filling che dispenser to the 1/4 level on the liquid level gape. The water was then .pumped out until the float switch cut off the system. Time was then recorded for filling the system to the 1/2 level. This procedure was repeated for 3/4 and "Full". Three tests were run at each level in order to obtain an average time. Those tests were repeated using 20, 30, and 50-foot lengths of refill hose. The values of refill time obtained for water were converted to the agent values by the methods discussed in Lho previous section. Refill time as a function of quantity of liquid is presented in figures 12 through 15 for each agent. 18 �JET PUMP 59 GAL DRUM WATER SUPPLY LINE Figure 11. He-fill Test Apparatus �1000 FULL LEVEL (958 GAL) 3 4 LEVEL (807 GAL) 1/2 LEVEL (495 GAL) to o ORANGE OR PURPLE WHITE (TORDON 101) 1/4 LEVEL (1S4 GAL) 100 FLOAT SWITCH CUT-OFF LEVEL (54 GAL) 10 11 12 13 14 15 REFILL TIME (MINUTES) Figure 12. Refill Kate with Various Agents Using A 10-Foot Length of Refill Hose 16 1? 18 �1000 FULL LEVEL (958 GAL) 3 ' 4 LEVEL (807 GAL) 1 2 LEVEL (495 GAL) ORANGE OR PURPLE WHITE (TORDON 101) 1/4 LEVEL (184 GAL) 100 FLOAT SWITCH CUT-OFF LEVEL (54 GAL) 10 11 12 13 14 REFILL TIME (MINUTES) Figure 13. Refill Rate with Various Agents Using A 20-Foot Length of Refill Hose 15 16 17 18 �1000 FLOAT SWITCH CUT-OFF LEVEL (54 GAL) 11 12 13 14 15 Figure M. Kefill Hate with Various Agents Using A 30-Foot Length of Hel'ill Hosts 16 17 18 �1000 FULL LEVEL (958 GAL) 3 4 L E V E L (807 GAL) o 1/2 LEVEL (495 GAL) o ORANGE OR PURPLE 300 ^ WHITE (TORDON 101) 1/4 LEVEL (184 GAL) 200 100 FLOAT SWITCH CUT-OFF LEVEL (54 GAL) 1 2 3 8 9 10 11 12 13 14 15 REFILL TIME (MINUTES) Figure 15. He-fill Rate with Various Agents Using a 50-Foot Length of He-fill Hose 16 17 18 �Emergency Dump Test In determining the dump rate through the A/A45Y-1 emergency dump valve, the tank was filled with water three times to each of the liquid levels indicated on the liquid level gage. In each case, the valve was actuated electrically and the flow of water from the tank timed until the water level reached the float switch cut-off point (54 gallons). The values of time were converted for each agent and plotted as a function of gallons of water or agent to be dumped (figure 16). FlowRate Test Using an Induced Pressure The objective in conducting this test was to determine the flow rate of the dispenser for any given pressure or head. The apparatus used in the performance of this test is illustrated in figure 17. A flowmetcr (Scries 5000, Pottermeter) with a three-inch nominal inside diameter was mounted to the downstream side of the spray valve. A three-inch manual gate valve was mounted immediately downstream of the flowmeter. In addition, an indicator (Potter Aeronautical Corporation Model 519) was connected to the flowmetcr to indicate flow rate in gallons per minute. In conducting the test, pressure was induced into the system by manually changing the orifice area of the ga.te valve thus varying the restriction imposed upon the flow of water. At all times the level of the water in the tank was held between the "3/4 level" and "full" to iisure the same positive head of liquid on the suction side of the pump and a constant engine speed ot 3600 RPM was maintained. At each position of the gate valve blade, the spray valve was electrically actuated to the open position. The pressure from the indicator on the console and the flow rate from the flow indicator were recorded. The test was conducted three times, moving the valve blade from "closed" to "full open" in small increments, to insure reliable data. The test results were plotted in terms of induced back pressure versus flow rate. The conversion factors, previously discussed, were applied to the values for water and curves were plotted for the specific agents involved. These test results arc presented in figure 18. System Pressure Loss Analysis The purpose of this analysis is to ?.»«.ilytlcally determine the dispenser pressure loss at various fluid flow rates. In the following section the results of the analysis is combined with the previously mentioned flow rate test to form the dispenser performance range. The majority of the formulae used in this analysis is extracted from Reference 2. Many of the values used are extracted from Reference j{. When a formula or value taken from this paper is used, the page number ofl which it is found is noted on the right hand side of the page. 24 �1000 i i i r^ FULL LEVEL (958 GAL) 7 900 3 4 LEVEL (807 GAL) 800 \WATER BLUE- 7 700 ORANGE OR PURPLE' a. £00 500 1 7 LEVEL (495 GAL) z in O _J O \ WHITE T (TORDON 101) 3 O Ul (O 400 L 7 7 300 '/ 200 1.4 L E V E L (184 GAD- 100 FLOAT SWITCH CUT-OFF LEVEL (54 GAL) 10 20 30 40 50 60 70 DUMP TIME (SECONDS) Figure 1C. Emergency Dump Kate for Various Agents with A A'15Y-1 Dump Valve 80 �3 IN. MANUAL GATE VALVE Figure 17. Flow Rate Test Apparatus First of all, the line sizes must be determined. Determination of line size from tank to spray boom: Requirements: 400 p,pm @ 15 ft/sec v = 0.408 Q/d2 d = 0.408 Q/v 400 0 408 15 d = 3.298 inches 26 Page 3-2 �90 -t S 80 ID */> S a. o £ o S 70 60H i o 50 40- 30 20 0 100 200 FLOW RATE - CPM Figure 18. System Performance Test Results 400 �However, the 3-inc'i suction and discharge ports on the Gorwan-Rupp pump necessitated using 3-inch outside diameter (O.D.) tubing with a 0.0d25-inch wall thickness. Thus, a slit-Jit: increase in velocity occurs. The fuselage-mounted spray boom is constructed of 4.5-inch O.D. stainless steel tubing with a wall tliicknoss of 0.237 inches. The increase in line size in the boom was dictated by structural stiffness requirements for Ll.e C-130 aircraft which has a considerably greater speed capability than the. C-123 aircraft. The agent which is pumped through the tubing system shown in figure 19 has a specific gravity of 1.3 and a viscosity equal to 30.0 ccntistokes @ The total head is found in four parts. The first part to be. analyzed is the suction line; i.e., the section of line between the spray tank and the pump. Suction Head: Suction line velocity: Page 3-2 Equation 3-2 .408 .408 v = (2.S75)2 10.74 ft/sec Reynolds number: Page 3-2 Equation 3-3 32.2 /-Co. = JJJc 8.2 x 10-4 (81.2>(0.240)(19.74) (32.2) (8.2 x 10'4) Rc = 1.456 x 104 28 Page 11-5 �359.1 1 A =^ y WHtRL JET SPRAV NOZZLE - NO 3 < Bl?0 5C-ELBO* REDUCER OME INCH TO 3 i 1 IN POPPET V A L V E VEE B*Mt> COUPLING 3 IN DIA FLEX LINE 3 IN. POPPET CHECK VALVE 3 IN. VALVE - WOTOR OPERATED 3 IN VALVE - MANUALLY OPERATED PUMP - MOTOf! DRIVEN SUCTIOMCONE PIUKIO O U T L E T '1 IN LilA LINE TAIL BOOM - 4 1 2IN. 0 0 19. A/A45Y-1 Fluid Flow Schematic �Friction factor: For a 3-inch SolieiUilc-40 pipe at a flow having an RC = 1.456 x 10* the friction factor Is: f = 0.029 Page A-25 = £ - .'°4 = 1.38 C .029 Page A-26 Suction cone: L/D 12 inch radius 90° bend: L/D = 13.6 Page A-27 L/D = 7.5 Page A-27 30 Page A-30 12 inch radius 29° bend: Schedule 40 90° standard elbow: L/D = Exit into pimp: L/D = £ = —L. = f .029 34.43 Summation o£ L/D's: L/D = 1.38 + 13.6 + L/D L 7.5 + *= = 34.48 86.96 = (DHL/0) = L 30.0 + (69)(.4) 8.6 020 20.87 feet Total equivalent length oC pipe: L = 2/12 + L = 0.167 +.1.0 L 12/12 = + 53/12 + 4.417 * 26.,45 feet 30 + 20.87 20.87 �Head loss due to flow through suction cone, tubing, bends, and exit i n t o pinup: hL h, L = hi. = 0.1863 0.1863 = &— Page 3-2 Equation 3-5 d 2.875 19.368 foot of a«;cnt Head loss for 9-incli f l e x i b l e hose (3-inch O.D.): For AGO gpm, the pressure drop is 0.7 p s i / f t 0.7 p s i / f t x 0.75 ft hL = (0.525) (2. 31) hL = = (1.213)(1.3) = Anaconda Catalog G-700, Page D-5 0.525 psi 1.213 feet of water = 1.577 foot of agent Head loss for a 3-inch gate valve: The formula for A l l in inches is: For 400 gpin, /'-.I I hL = (7. 34) (1.3) = = AH = 0.0000:459Q2 7.34 inches O t 7 9 6 Fcot of agcnt Total Suction Head: hL = 14/12 + 19.368 + 1.577 + 0.796 hL = 1.167 + 19.368 + 1.577 + 0.796 hL = 22.908 feet of agent Next the head is found for the discharge l i n e ; i.e., the line between the ^ump and the spray boom.: The line velocity and the friction factor arc the same as for the suction line. i Sharp edged entrance to pump: L/D = £ = f -.* °.5 0.029 = 17.24 Page A-26 �Two (2) Schedule-40 90° standard elbows: L/D 45° - ()3) = 2(0 60.0 Page A-30 12-inch radius: L/D = (40(53 = 1.).3) 7.50 Page A-27 45° Miter bend: L/D 45° = 15.0 Page A-27 9-inch radius through fuselage: L/D = 12.0(.533) = 6.4 Summation of L/D's: L/D = 17.24 + 60.0 + 7.5 4- 15.0 + 6.4 L/D L = L/D(D) - •= 106.14 (106.14)(0*240) = 25.47 feet Total equivalent length of pipe: L = L = 14 18 21.5 . 26.75 . 192 , 46.625 . , , - , - , 12 + 12 + ~TT + ~W~ T T2 + ~12~ + 25 ' 47 1.167 + 1.500 + 1.792 + 2.229 + 16.00 + 3.885 + 25,47 L = 52.043 feet Head loss due to flow oF agent through elbows, bends, tubing, and sharp-edged entrance to pump: hT h. = L hL <= 0.1863 0.1863 ( . 2 ) (52.043)(19.74) 009 2.875 = 38.109 feet of agent Head loss for 3-inch check valve: 32 �Tlio formulae for the pressure drop and lici.nl loss thronj'.li t h i s chock valve are: 1 A P = .-0.005Q + l«l. = 2.0 CAP)(2.3l)(S) For tin- Q of /»00 npm: AP = 0 therefore However, for flow ralos loss than A 00 upm, there w i l l he a p p r e c i a b l e head loss. lleaJ loss Tor 'Uinch v.ate v a l v e : Tliis value is Hie same as for t h e \\mc v a l v e In the sue- 1 ion l i u o . iij = 0.7% feet of ai-.fnt Head loss for C l o x i b l o hose ( J - i n o l i O.D.): Tlu-ro are llireo (3) sod ions of f l e > - i h l e l i n e between the spr.iy valve and the spray boom. I, Pressni-e drop = .: K ». 'yS^JjJvjq 0.7 p s i / f t b (j = !),_ =, 20.80 feet (see l >-iiu-h f l e x hose in sue I ion l i n e ) (0.7 |>si/l'l)(:>O.K'))C>. •}]) (!..:>) = A 3.0 1 J foe( of at-ent T o t a l Dl.sehari',0 Head: -Ih. '- :W.lO l l h. 0.7'K. -I- 0.7'Xi + 4J.'M3 = 8 2 . 7 I A feet: of no'nL - �At this point in the system, the flow of agent leaves the 3-inch lino and enters the spray boom, which is shown in figure 20. The line size for the spray boom has .already been determined as 4.5-inch O.D. stainless steel pipe with a wall thickness of 0.237 inches. The nozzle arrangement is symmetrical about the centerline of the spray boom; however, the entrance to the boom is offset approximately six feet from the centerline. In this analysis, the worst condition, which is the longer section of spray boom. Is analyzed for a flow rate of 200 gpm. There are a total of eighteen nozzles on .the spray boom. Each nozzle dispenses agent at a rate of 400 gpm/18 nozzles or 22.22 gallons per minute. As the flow passes each nozzle, the total flow rate is reduced by this amount. With each chance in flow, the agent velocity, friction factor, and Reynold's number also change. These values must be recalculated at cacli nozzle location in order to find the head loss in the next section of line. In calculating the spray-boom head loss, the first head loss is encountered where the 3-inch O.D. discharge line exits into the 4.5-inch O.D. boom. This is calculated on the basis of a sharp-edged exit. K = L/D L 1.00 = - L/D(D) = L = Page A-26 34.48 (44) (,4) 3.8 020 81275 feet Head loss due to exit from discharge line: h. L h L = 0.1863 ~^d = 0 1863 ( , P29) (3.275) (19.74)2 0• " ' 2.875 hT = 6.059 feet of agent Station 0.0 to Sfation 149.63 /.a r,i 12.47 feet 34 �STA 25138 SI* 233 A3 STA 22163 STA 20ft] STA 19763 STA IBS 43 STA 1736} STA 16163 STA 1496} STA CC 4 SYMETRlCAL EXCEPT AS SHO»N If"fl'"T T 3-E I !—17 3 i- • 7 EQUAL SPACES — - 101 3 4 Figure 20. A, A45Y-1 I^usclagc-Mounted Spray Boom �Velocity: v v .408 Q/d 2 = ,408 = 20 ° (.2) 4062 .0 48 v = 16. 087 / 5.034 f i / s e c Reynolds number: Dv R0 32.2 /rc (81.12)(.3355)(5.034) 32.2 (8.2 x = R0 I0"f) 5190 Friction factor: f = 0.037 Head loss: "L IIT L .1863^ 1863 ( . 0 3 7 ) ( 1 2 . A 7 ) ( 5 . 0 3 4 ) 2 4.026 = ' j^ = = 0.541 foot of agent Station 149.63 to Station 161.63 L Q = = Q = 3G 1.0 feet 200 - 22.22 177.78 B pni �v .408 Q/il 2 = 177.78 v " .408 v = 4.47 1 } f l / s o c (4.02() 2 (8l.l2)(.333--,)(4.475) ( 3 2 . 2 ) ( 8 . 2 x 10*') Re 0.038 hL h, = ll| = ,18ft 3 .J863 =. - .015 s 4.026 fCH't Of flJ'.CMlt S l a t i o i i 161.63 I o S t a t i o n 173.63 L Q = = 177.78 - 1.0 foot 22.22 = 135.56 (4.026) 2 v R0 = = 3.<)H) it /sec _(».!. U) (.33!>5) ( 3 2 . 2 ) (8. 2 x 10-'1) Re = 1030.90 R0 = x 4037 x velocity velocity �f hL = (.040) (1.0).(3.916)3 .1863 . h^ = 0.040 0.028 feel of agent Station 173.63 to Station 185.63 L Q = v 155.56 = .408 Rc « - 1.0 feet 22.22 14 • , (4.026) 2 = = f .- l« T '= = = 3.356 ft/sec 3460 0.0415 (.0415)(1.0)(3.356) 2 1 nir 4.026 -,«<•-. J .1863 = 133.34 ft/sec 1030.90 x 3.356 Re , h = 0.022 feet of aj;cnt Station 185.63 to Station 197.63 L Q = 133.34 = - 38 1.0 feet 22.22 = 111.12 gpm �v v Re = /ft0 .408 = = 1T.I.12 (4.026)2 2.797 ft/sec 1030.90 x 2.797 t = = 2883 0,044 (P044)(1.0)(2.797): * f 4 7 0 2 6 ,0,, .1863 h^ = 0.016 feet of agent Station 197.63 to Station 209.63 L Q v = = 1.0 feet 111.12 - 22.22 88.90 408 " Rc = = 2 238 ft/sec - = 2307 0.047 1863 (•0^7)(1.0)(2.238) : 4.026 - L h, 88.90 gpm (1030.90)(2.238) = f h, = = 0.011 feet of agent 39 �Station 2 ' . 3 to Station 221.63 0)6 L Q - 88.90 = 1.0 Coct - 22.22 = 66.68 66.68 v = .408 R_ = 2 = (1030.<>C) (1.678) = 0 IL = = 1730 0-037 "^ hj 1.678 ft/soc 4,026 0.005 foot of ap.ont Station 221.63 to Station 233.63 L Q = 66.68 v - .408 R0 = = - 1.0 foot 22.22 , , , -.2 v { -t • VJ..O^ = 44.46 >-,pm = 1.119 f t / H o c (1030. «())< 1.110) 1 1 5'. -10 = = 0.055 1154 �hT . .1863 L 4.026 hL = 0.003 ffiet of agent Station 233.63 to Station 251.38 - Q - Rc .0 48 » 1.479 feet 22.22 gpm 22.22 (.2) 4062 = 0>559 Et/scc - (1030.90)(0.559) = h, L 576.27 1863 (0.ni)(l.A70)(0|.559)2 ' 4.020 hL * 0.002 feet of agent Total Spray Room Head Exit from discharge line Station 0.0 to Station 149.63 Station 149.63 to Station 161.63 Station 161.63 to Station 173.63 Station 173.63 to Station 185.63 Station 185.63 to Station 197.63 Station 197.63 to Station 209.63 Station 209.63 to Station 221.63 Station 221.63 to Station 233.63 Station 233.63 to Station 251.38 Total Spray Boom Head 6.059 feet 0.541 0.035 0.028 0.022 0.016 0.011 0.005 0.003 0.002 6.722 foot of agent 41 �An illustration of the plumbing through which the flow of agent travels from the point it leaves the spray boom until it enters the airstream is presented also in figure 20. Since the maximum pressure change between pump and nozzle occurs at the outboard nor.sle (Station 251.38), the head loss is calculated at this station. In leaving the spray boom, the agent flows through a sudden contraction. However, the flow must also make a 30° turn. In order to properly analyze this condition, the L/D ratio is found for a sudden contraction and also a 30° miter bend. Head Loss -_ Spray Boom to Check Valve; Flow; Q = 22.22 gpm Velocity: v= -^TiToi^ v «' 8.239 ft/sec Reynolds number: R e (81.12)(.087)(S.239) (32.2)(8.2 x 10"4) Re = 2203 Friction factor; f = 0.050 30° Miter bend: L/D = 8.0 Sudden contraction: d^ = 1.049 inches; d., * 4.026 inches T • 4.026 rr d 42 Page A-27 �K = 0.43 Page A-26 K 0.43 f " 0.05 L/D 8.6 Summation of L/D's: 3.0 + 8.6 L/D 16.6 L « L/D(D) -f- 5'875 L = L 16.6(.087) + 0.490 = L 1.444 -t- 0.490 = 1.934 feet Head loss: h = L 1863 ( . 5 ) d.934) (8.239)2 000 ' 1.049 hj ** 1.166 feet of agent Check valve head loss: Pressure drop = 1.85 psl @ 22.22 gpra h^ = 5.556 feet of agent Contraction upstream of 3/4 inch street elbow: dj^ = 0.719 inches d2 = li = 0.801 d2. K = O f 12 45 43 0.897 inches James, Pond' & Clark, Inc. Catalog,Pg 6. �22.22 v » 17.537 ft/sec R = (81. 12) ( 0 ) (17. 537) .6 (32. 2) ( . 2 x 10"4) 8 Re = 3233 f - 0.045 , K " I 0.12 0.045 •' = 2 67 6 ' L = L/D(D) = (2.667) .(P-719) L * 0.160 feet hj = .1863 (-045)(0.160)(17.537)2 h^ = 0.573 feet of agent 90° street elbow: L/D = 50 Average internal diameter V = 408 - = 0.88 inches 22.22 (.82 08) v = 11.707 ft/sec R = (81.12)(.073)(11.707) (32.2)(8.2 x 10"4) Rc = 2626 f = 0.0475 44 . �L h 10 = L/D(D) = = L S.O—^ « 3.67 feet 1863 (•M75)(3.67)(11.707)2 ' . 0.88 HL = 5.058 feet of agent Contraction downstream of 3/4-inch street elbow: di = 0.500 Inches dl d£ = 0.941 inches _ 0.500 ~ °5 '3 K = 0.32 v = 0.408 .(2.2!-2..2). (0.50) 2 R = 36.263 ft/sec (81.12)(.042)(36 263) (32.2)(8.2 x I ' ) D4 = e „ 0.042 T/n L/D = — = --—•• 32 = 7 7 f 0.042 L/D(D) = L = 0.317 feet = 1863 ( 0 2 ( . 1 ) 3 . 6 ) .4)037(6232 0.50 hL = 6.523 feet of agent Spray Nozzle: From the data available in the Spray Systems Company Catalog 25, a formula was derived to calculate the pressure required to dispense a known flow of agent. The formula is: 45 �P = 0.069215 f Q per Kozzle 12 I Conversion Factor I The value of the conversion factor can also be extracted from this catalog if the specific gravity of the agent is known. QPN = 22.22 gpm C.F. 0.877 0.069215 P •= 44.431 psi (44.431 lb/in2)(144 in2/ft2) 81.12 lbs/ft3 = 78.872 feet of agent Total head loss downstream of spray boom: Spray boom to check valve: Check valve: Upstream contraction: 90° street elbow: Dowastream contraction: Spray nozzle: 1.166 feet 5.556 0.573 5.058 6.523 78.872 97.748 feet of agent Total pump head for 400 gpm: Suction head: Discharge head; Spray boom head: Head downstream of spray boom: Total Mead ( 0 gpm) 40 22.903 82.714 6.722 97.748 H 210.092 feet of agent This analysis demonstrates the procedure lor determining the total head for a certain agent at a certain flow rate. The head for any flow rate can he calculated in the same manner. Likewise the total head £an be found for any liquid agent hy changing the values for specific gravity, viscosity, and the spray nozzle conversion factor. 46 �This procedure has been programmed for the IBM Model 360-30 computer. The program was exercised for four different agents currently being used in conjunction with the A/A45Y-1 system in addition to water. Flow rates ranging from 1 to 400 gpm were analyzed. The agents and their characteristics are shown in the following cable. Liquid Agent Viscosity (? 80°F (Ccntistokcs) Specific Gravity Water Orange Purple Blue White (Tordon 101) 1.000 1.270 1.270 1.335 1.150 . Spray Nozzle Conversion Factor 1.00 38.2 38.2 8.8 243.0 ' 1.000 0.887 0.887 0.865 0.931 The results of the computer tabulations were plotted for total head (feet) versus flow rate (gpm) and are illustrated in figure 21. Dispenser Performance Range Successful operation of the dispenser depends upon the ability of the crew to recognize the dispenser's capabilities and limitations. The dispenser performance information presented herein is sufficient in scope to permit an estimate of what may be expected of the dispenser under normal conditions. In order to determine the operating range of the dispenser, it was necessary to perform a test to establish the pump performance curve and secondly, to mathematically perform a fluid analysis of the entire dispenser from the tank to the spray nozzles. This test and analysis has bo:;,-! explained in the two previous sections. Figures 22 through 25 combine the aforementioned test and analysis curves to establish the operating range of the dispenser for various chemical agents. The intersection of the two curves represents the maximum flow rate obtainable at 3600 engine KPM. In using these graphs, locate the desired flow rate on the horizontal scale of the appropriate agent graph; move vertically to the point of intersection with the theoretical system loss curve; then move horizontally and read the required pressure from the vertical scale. The speed (rpm) of the engine must be adjusted while spraying, so that che required pressure is indicated on the pressure indicator located on the control console. The cross-hatched area labeled "Operating Range" encompasses all values of back pressures or pressure losses that the system can theoretically pump against as a function of engine speed and flow rate. 47 �UJ UJ u. < UJ £ 200 FLOW RATE - GPM Figure 21. System Pressure Loss 300 400 �9080- 70- UI HI u. 1 a < itto o o_ UJ X 50100 40UJ D. 302010- o- 200 FLOW RATE - GPM Figure 22. A/A45Y-1 Dispenser Performance Range - Agent: Water �300 90- 200 ,-PUMP PERFORMANCE CURVE - 3600 RPM 80- 70- tu ui m en o 60- 1U X i ////, 50- UJ 100 u en a. 40- as m ^h s ^OPERATING; RAKGE ^ 30- 20- 10- 0- 100 200 300 FLOW RATE - GPM Figure 23. A/A45Y-1 Dispenser Performance Range -Agent: Orange or Purple 400 �9080- 7060Q. i 01 o: UJ HI u. 1 o < til X 5040- Of Q. 30 - 20- 10- 0- 100 200 FLOW RATE - GPM Figure 24. A/A45Y-1 Dispenser Performance Range - Agent: Blue 400 �300 90- 200 ^Tmrr-^ 8070to o 60- ui ui X a. V//7WK 50100 UJ ce A M L3 UI tfs ae. • PUMP PERFORMANCE CURVE - 3400 40- X -MAXIMUM PERFORMANCE POINT CL 30- \THEORETICAL SYSTEM LOSS CURVE 100J 100 200 300 FLOW RATE - GPM Figure 25. A/A45Y-1 Dispenser Performance Range - Agent: White 400 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 025 Folder The folder containing the original item. 0363 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Smallwood, A. M. R. L. Dear A.R. Ortell Description An account of the resource <strong>Corporate Author: </strong>Hayes International Corporation Date A point or period of time associated with an event in the lifecycle of the resource 1967-10-01 Title A name given to the resource Internal Defoliant Dispenser A/A45Y-1 Subject The topic of the resource spray equipment Ranch Hand aircraft herbicide application https://www.nal.usda.gov/exhibits/speccoll/files/original/015a729b1af5623d424441746a06bc4d.pdf 0d438b62c4671f25db3c1b731cdd1b84 PDF Text Text Item ID Number 00355 Author Scheidecker, Robert N. Corporate Author u.s. Air Force Minutes: A/A45Y-1 Internal Defoliant Dispenser System Support Conference, 25 and 26 August 1966 Journal/Book Title Year 1966 Month/Day Au ust Color M Number of Images 1 DBSCrlptOU Notes pages 32-34 missing; figures 4 and 17 incomplete. This item was filed by Alvin L. Young under the category Military Use of Herbicides (item no. 65) and under the category Equipment, How Developed (item no. 356) 9 Monday, January 29, 2001 Page 356 of 382 �Item No.: 356 Author(s): Scheidecker, Robert N. Editor/Translator: Corporate Author: Article/Report Title: Minutes: A/A45Y-1 Internal Defoliant Dispenser System Support Conference, 25 and 26 August 1966 Journal/Book Title: Date: August 1966 Publisher: This item was filed by Alvin L.Young under the category Military Use of Herbicides (item no. 65) and under the category Equipment, How Developed (item no. 356). Item no. 356 is a duplicate of item no. 65 Please see item no. 65 for the complete document. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 024 Folder The folder containing the original item. 0356 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Scheidecker, Robert N. Description An account of the resource <strong>Corporate Author: </strong>U.S. Air Force Date A point or period of time associated with an event in the lifecycle of the resource 1966-08-01 Title A name given to the resource Minutes: A/A45Y-1 Internal Defoliant Dispenser System Support Conference, 25 and 26 August 1966 Subject The topic of the resource spray equipment Ranch Hand aircraft herbicide application https://www.nal.usda.gov/exhibits/speccoll/files/original/1315041a21c910eaaa5eb001942c60a0.pdf dd86b9720e49a795f08aaf172cf6baa3 PDF Text Text Item ID Number ou354 Author Corporate Author U -S- Army Test and Evaluation Command, U.S. Army Av Report/Article Title Report of Test USATECOM Project Numbers 5-4-3001 01 and -02, Integrated Engineering/Service Test of an Interim Defoliant System Conducted Jointly by the U.S. Army and U.S. Air Force, Part I - Service Test Journal/Book Title Year 1965 Month/Day Ma Color Number of Images y 25 D 52 ^'vin ^- Young had this item filed under the category "Equipment - How Developed, How Used"; DA Project No. 1C543603D432; USATECOM Project No. 5-43001-02 Monday, January 29, 2001 Page 354 of 382 �6 UNCLASSIFIED Project w». t 5-q- jooc owd - ox Terf" Defense Documentation Center Defense Logistics Agency Cameron Station • Alexandria, Virginia UNCLASSIFIED �-•••.• • , . . . . - • . • . » -•-••••_ ' •• : •.' ..v. •'•-!;•;••'•.•.!'.'•• • - • - . - ; > • ' : • * .i.-:'/j:f,\--;: J;"v,."^;r.-:>' "'.i/i-';"^'^,!^ ::: :; '.$•. '-vV^^-'. "?V.''t'^'t^'fi" ;. '^: ' �K REPORT OV TEST PROJECT NUMBERS 5-4-3001-01 «nd -02 INTEGRATED ENGINEERINC/SERVICE TEST OF AN INTERIM DEFOLIANT SYSTEM CONDUCTED JOINTLY BY THE US ARMY AND US A» FORCE PART I - SERVICE TEST. USATECOM PROJECT NO. «-4-30<H-0? PA PROJECT NO. !CS43(>0-iD432 28MAY1S55 Jli U S ARMY AVIATION TEST BOARD FORT RUCKER, ALABAMA TIS A ' �NOTICE: Hher government or other drawings, specifications or other data are used for any purpose other than in connection with a definitely related government procurement operation, the U. S. Government thereby incurs no responsibility, nor any obligation •whatsoever; and the fact that the Government nay have formulated, furnished, or in any way supplied the said drawings, specifications, or other data is not to be regarded by implication or othervise as In any manner licensing the bolder or any other person or corporation, or conveying any rights or permission to manufacture, use or sell any patented Invention that may in any way be related thereto. �COPY DEPARTMENT OF THE ARMY HEADQUARTERS, US ARMY TEST AND EVALUATION COMMAND Aberdeen Proving Ground, Maryland 21005 AMSTE-NB 17 Jun 1965 SUBJECT: Final Report of ES Test of an Interim Defoliant System Conducted Jointly by U. S. Army and U. S. Air Force, USATECOM Project 5-4-3001-01/02, DA Project 1B543603D432 TO: Commanding General, U. S. Army Materiel Command, ATTN: AMCPM-AI, Washington, D. C. 20315 Commanding General, U. S. Army Combat Developments Command, ATTN: USACDC LnO. USATECOM, Aberdeen Proving Ground, Md. 21005 1. References: a. Report of Test Project 5-4-3001-01/02, ES Test of Interim Defoliant System, Conducted Jointly by U. S. Army and U. S. Air Force Parti, Service Test, USATECOM Project 5-4-3001-02, 28 May 1965, U. S. Army Aviation Test Board. (Incl 1). b. Appendix n to above, classified CONFIDENTIAL. (Incl 2) c. Final Report of ES Test of Interim Defoliant System Conducted Jointly by U. S. Army and U. S. Air Force, Part n, Physical and Climatic Tests, USATECOM Project 5-4-3001-01, May 1965, Dugway Proving Ground. (Incl 3) d. Final Report of ES Test of Interim Defoliant System Conducted Jointly by U. S. Army and U. S. Air Force, Part IH, Dissemination Tests, May 1965, Dugway Proving Ground, classified CONFIDENTIAL. (Incl 4) COPY �£OP Y ' AMSTE-NB 17 Jun 1965 SUBJECT; Final Report of ES Test of an Interim Defoliant System ' Conducted Jointly by U. S. Army and U. S. Air Force, I USATECOM Project 5-4-3001-01/02, DA Project 1B543603D432 2. The final report consisting of three parts, reference 1, has been reviewed by this Headquarters and the USA TECOM evaluation of the Interim Defoliant System is as stated in the following paragraphs. 3. Tanks were filled using gravity flow from 55 gallon drums in . the absence of standard filling equipment. It is not expected that the use of hand pump (FSN 4930-255-9132) wil1 create any problems. 4. Standardized ground equipment of the type necessary for handling and mounting the spray tank did not exist in the Army inventory at the time of this ES test. 5. The maintenance package, which consisted of Review Manuscripts MP 3-1040-240-12 and -20P, was evaluated and considered unsuitable. The system was not operated long enough to give adequate data for determination of the spare parts list requirements. 6. Two (2) deficiencies were found during engineering and service tests, as follows: a. Rupture of forward coupling hose during a high internal pressure condition. b. Rupture of rear coupling hose during a high internal pressure condition. Corrective modifications were incorporated into the systems prior to their delivery to U. S. Air Force for the service test. 7. The system, as tested, complied with the operational characteristics of the approved SDR, except for reliability. 8. The modifications incorporated in the Defoliant Systems delivered to the U. S. Air Force for their service test should correct the 2 COPY �CO£Y_ AMSTE-NB 17 Jun 1965 SUBJECT: Final Report of ES Teat of.an Interim Defoliant System Conducted Jointly by U. S. Army and U. S. Air Force, USATECOM Project 5-4-3001-01/C2, DA Project 1B543603D432 deficiencies and shortcomings found in this test. The U. S. Air Force testing should be monitored closely to determine the suitability of these corrections and to compile data to complete the maintenance package, to evaluate agent transfer equipment and system reliability. The requirement for a confirmatory or check test should be determined after results of U.S. Air Force testing has been evaluated. 9. Conclusions: a. The interim defeliant system should be suitable for Army use on the armed OV-1C Airplane after the deficiencies and shortcomings have been corrected. b. The interim defeliant system was found to be compatible with the armed OV-1C Airplane.. c. The flight time alloted for the service and dissemination tests was insufficient to determine adequately the reliability and life of the system and to compile an adequate spare parts list. 10. It is recommended that: a. Provided that the reliability requirement is achieved, the interim defeliant system, modified to correct the deficiencies and shortcomings, be considered suitable for Army use on the armed OV-1C Airplane. COPY �COPY_ b. The results of the U. S. Air Force serivce test of the modified system be reviewed to determine any requirement for further Army testing. c. The Review Manuscripts MP 3-1040-240-12 and-20P should be revised prior to production procurement of the interim defoliant system. i . , , . •_: :, ,.-.. .: , FOR THE COMMANDER: r 4 Incls as USANC - 5 cys of each Incl USA CDC - 10 cys of each Incl .;..:•. i Copies furnished: OLIVER H. ASPINWALL, JR. Capt, AGC Asst Admin Officer CO, USAMC, ATTN: AMCRD-DB (w/1 cy of each Incl) CO, USAMUCOM (w/1 cy of each Incl) CO, USA Edgewood Arsenal (w/5 cy of each Incl) CO, DPG (w/o Incls) Pres, USAAVNNTED (w/0 Incls) 4 COPY �DEPARTMENT OF THE ARMY UNITED STATES ARMY AVIATION TEST BOARD "Fort Rucker, Alabama 36362 REPORT OF TEST USATECOM PROJECT NUMBERS S-4-3001-01 and -02 INTEGRATED ENGINEERING/SERVICE TEST V 'OF AN INTERIM DEFOLIANT SYSTEM CONDUCTED JOINTLY BY THE "US ARMY AND US AIR FORCE PART I - SERVICE TEST. USATECOM PROJECT NO. 5-4-3001-02 DA PROJECT NO. 1C543603D432 DDC AVAILABILITY NOTICE US Government agencies may obtain copies of this report directly from DDC. Other qualified DDG users shall request through Commanding General, US Army Materiel Command, ATTN: AMCPM-MO, Washington D.C. 20315. l Bf niff.nwi QtJABTEBS PENDING Colonel, Artillery President �I Previous page was blank, therefore not filmed. I �I Previous page was blank, therefore not filmed. [ ABSTRACT This report on the Integrated Engineering /Service Test of the Interim Defoliant System consists of three parts. Dugway Proving Ground is responsible for the Physical Test and the Dissemination Test, and reports of these tests will be submitted later. The Service Test of the Interim Defoliant System on the armed OV-1C was conducted by the USAAVNTBD at Dugway Proving Ground, Utah, during the period 14 September through 6 October 1964. Two deficiencies and three shortcomings were found during this test. It was concluded that the interim defoliant system should be suitable for Army use after correction of the deficiencies and shortcomings, that the system was compatible with the armed OV-1C Airplane, that the Review Manuscripts MP 31040-240-12 and -20P should be revised prior to production procurement of the system, and that the time allotted for test was insufficient to compile an adequate spare parts list. It was recommended that the interim defoliant system be considered suitable for Army use on the armed OV-1C when the deficiencies and shortcomings are corrected and that the results of the US Air Force service test be reviewed to determine any requirement for further Army testing. �previous page was blank, therefore not filmed. I DEPARTMENT OF THE ARMY UNITED STATES ARMY AVIATION TEST BOARD Fort Rucker, Alabama 36362 REPORT OF TEST PART I - SERVICE TEST OF AN INTERIM DEFOLIANT SYSTEM Table of Contents Page No. SECTION 1 - GENERAL 1. 1, 1.2. 1. 3. 1.4. 1.5. 1. 6. 1.7. 1.8. 1.9. 1. 10. . References Authority Test Objectives Responsibilities Description of Materiel Background Findings Discussion Conclusions Recommendations , SECTION 2 - DETAILS AND RESULTS OF SUBTESTS . . . 2.0. 2.1. 2. 2. 2.3. 2.4. Introduction. . . Installation Requirements Flight Safety Aspects and Dimension Data . . . Operational Data. ; . . . . . Rocket and Machine-Gun Firing During Spray Operation 2.5. Servicing Requirements . 2. 6. Evaluation of Safety Aspects. • vii 1 1 2 2 3 3 8 9 16 16 16 17 19 19 20 21 22 25 26 �Table of Contents (Continued) Page No. SECTION 3 - APPENDICES 27 I. Test Data IL Comparison with the SDR (Classified CONFIDENTIAL: presented under separate cover) m. Deficiencies and Shortcomings IV. Detailed Description of Materiel V. Coordination VI. Distribution List viii l-l II>1 III-l IV-1 V-l VI-1 �SECTION 1 - GENERAL 1.1. REFERENCES. a. Letter, STEDP-CB, Headquarters, Dugway Proving Ground, 20 February 1964, subject: "Dugway Proving Ground Test Plan . ... (OPGTP) C 432, Integrated Engineering/Service Test of an Interim Defoliant System Conducted Jointly by the US Army and US Air Force, USATECOM Project No. 5-4-3001-01 and -02, " with one inclosure. b. Letter, AM3TE-NBC, Headquarters, US Army Test and Evaluation Command, 30 March 1964, subject: "Test Directive, USATECOM Project No. 5-4-3001-03, ED Test of Interim Defoliant System for OV-1 Mohawk, " with two inclosures. c. Letter, CDCMR-U, Headquarters, US Army Comb&t Developments Command, 4 May 1964, subject: "Department of the Army (DA) Approved Small Development Requirement (SDR) for an Interim Defoliant System, " with o n e inclosure. ••• " d. Letter, AMCRD-SR, Headquarters, US Army Materiel Command, 25 May 1964, subject: "Department of the Army (DA) Approved Small Development Requirement (SDR) for an Interim Defoliant System." e. Letter, AMSTE-NBC, Headquarters, US Army Test and Evaluation Command, 19 June 1964, subject: "Engineering/Service Test of Interim Defoliant System, USATECOM Project No. 5-4-3001-00. " f. Review Manuscript, MP 3-1040-240-12, "Operator and Organizational Maintenance Manual, Spray Tank, Biological, Airplane, E44 (End Item Code 958)," Department of the Army, June 1964, as corrected 8 September 1964. g. Summary Report 64-10, "Automatic Spot Counter and Sixer, " Dugway Proving Ground, July 1964. h. Letter, BUWEPS RAAD-131/14: CMM, 31 August 1964, subject: "Model OV-1 Aircraft - Recommended Flight Operating Limitations (Armament Aircraft); Revision to. " �i. Review Manuscript, MP 3-1040-240-20P, "Organizational Maintenance Repair Parts and Special Tools Lasts for Spray Tank, Biological, Airplane, E44, (FSN ), (End Item Code 958), " Department of the Army. 1.2. 1.2. 1. Directive. . , Letter, AMSTE-BG, Headquarters, US Army Test and Evaluation Command, 10 December 1963, subject: "Directive for Conducting an Integrated Engineering /Service Test of an Interim Defoliant System for the OV-1 (Mohawk) Aircraft Jointly with the US Air Force, USATECOM Project No. 5-4-3001-00," as amended 30 January 1964. 1. 2. 2. Purpose. To determine the suitability of the interim defoliant system on the OV-1 (Mohawk) for the purpose of recommending type classification. 1. 3. TEST OBJECTIVES. 1.3.1. Primary. To determine whether the performance, reliability, maintenance requirements, and suitability of the Army Interim Defoliant System for the OV-1 (Mohawk) Aircraft meet the SDR. 1.3.2. Secondary. 1. 3. 2.1. To determine whether the interim defoliant system will interfere with the defensive capability of the OV-1 armed with machine guns and rocket subsystems and whether the use of such systems will adversely affect the spray tanks. 1.3. 2. 2. To obtain data for prediction of contamination densities and area coverages for a variety of release heights and wind velocities. �1.4. : RESPONSIBILITIES. . 1.4. 1. Dugway Proving Ground. , . -L •" • . \ ' ' ^' I—• : .Dugway Proving Ground was responsible for: 1.4.1.1. Consolidating and coordinating the plan of teat. ',<••, • '' 1.4.1.2. Providing support for the Service Test accomplished at Dugway Proving Ground. , ; : 1.4. 1. 3. Conducting the Physical and Dissemination Testa. 1.4,1.4. Providing a representative to monitor the Climatic Test conducted by the US Air Force for the US Army. * -, : .v 1.4. i.5. Providing USATECOM with part IE, Physical Te«t (to include US Air Force Climatic Test) and part m, Dissemination Test, of the report of test. ; • . _ ' • • " * • • . 1 *4'2' " US Arm • ' • . - • • . - ' - - • - ' - y Aviation Test Board (USA.AVNTBD). The USAAVNTBD was responsible for: 1.4.2. 1. Providing support for, and participating in, the Dissemination Test accomplished at Dugway Proving Ground, Utah. 1. 4. 2. 2. Conducting the Service Test. 1.4. 2. 3. Providing USATECOM with part I, Service Test, of the report of test. 1.4.3. US Army Biological Laboratories. The US Army Biological L/aboratorieB were responuible for providing the defoliant system for all tests. 1.5. DESCRIPTION OF MATERjEL. The defoliant system consists of two E-44 biological onvay tanko designed to epray chemical agents from an rirplane fitted for external wing stores. The system was installed on an armed OV-1C Airplane. A detailed description is contained in appendix IV. �Figure 1. Nose-cone section with four-bladed ram-air drive turbine. 1. 5.1. Tank. , The tacks are modified Aero 1C 150-gallon auxiliary fuel tanks. The npse-cone section contains a variable pitch, four-bladed, ram-air drive turbine which is coupled directly to a centrifugal pump (figures 1 and 2). The pump provides the pressure necessary to disseminate the agent at a rate up to 350 gallons per minute. The nose-cone section was protected by an aluminum bulkhead which reduced the tank capacity to 134 gallons. On the armed OV-1C Airplane, �Figure 2. Nose-cone section with upper cowling removed. the tank was further limited to a capacity of 80 gallons of agent by the store - station weight limitations. The tail section houses a motoroperated gate valve which controls the fluid flow from the chemical transfer line (pump output) to a spray boom horizontally mounted on the rear of the tank. (See figure 3.) The spray boom has 32 tapped outlets which accommodate the number of nozzles for the desired dissemination rate (figures 4 and 5). �Figure 3. .Tail section with inspection plate removed showing motoroperated gate valve. 1.5.2. Agent, The defoliant agent used during testing consisted of a 50/50 mixture of LNA and LNB called "Orange" (Chemical Corps purchase description: 198-2-47EA, Herbicide Mixtuve, Orange). The agent was dyed with six grams of Dupont Oil Rerl (C. I. 258) per liter of agent for test purposes. 6 , �Figure 4. Rear view of the interim defoliant system installed on wing station No. 4, showing the Spray boom with 32 nozzles installed. An LAU 32/A 2. 75-inch FFAR pod is mounted on wing station 6 with the XM-14 50-caliber machine-gun pod on wing station 5. 1.5.3. Controls. The gate valve and turbine brake are electrically controlled from the armu.ment panel in the cockpit, utilizing the 28-volt d. c. electrical system. "" " �Figure 5. 1.6. Close-up view of spray boom nozzles. BACKGROUND. 1. 6.1. The requirement for the defoliant system is contained in subparagraph 129d(4), appendix E, of the Combat Developments Objectives Guide. 1.6.2. The US Army Biological Laboratories were the prime contractor for developing the defoliant system for use by both the US Army and US Air Force. �1. 6. 3. The defoliant system was given a safety- of -flight release on 31 August 1964 (reference h). , <• - * j. \ ' - \* ' . * t '• -. .'V-O/' 1 "^* f 1.6.4. A coordination' meeting of all participating agencies was held at Dugway Proving Ground, Utah, on 23 March 1965. The following resulted: . ' . - . .^ •*"- , . - - > > 1.6.4.1. The USATECOM representative authorized: v *-*vC*' 1 "". . ' ' , "' "'• "W*--1 a. Submission of a three -part report of test instead of one integrated report. Part I, the Service Test report, contains a complete "Section I - General" (including findings, conclusions, and recommendations of all the parts of test), and is the responsibility of the USAAVNTBD. Part II, the Physical Test, includes the Climatic Test conducted by the US Air Force. Part ffl is the Dissemination Test. Dugway Proving Ground is responsible for parts n and in and will submit these parts directly to USATECOM. '- *** j •- - ' ' : ' ' : . b. Use of pertinent data from the US Air Force test with the modified tanks to evaluate the maintenance package and refilling procedures. If possible, previous Dissemination Test data based on prediction will be confirmed. > • ' . ' • .• • 1. 6. 4. 2. Suitability of the maintenance and refilling data obtained from the US Air Force service test on the modified tanks will determine the requirement for a check test. Two tanks will be modified and made available for a check test if required. 1.7. FINDINGS. 1.7.1. General. ...,< l . v 1. 7. 1. 1. The system was installed on the armed CV-1C Airplane with adequate clearances and without exceeding center -of-gravity (e.g.) limits in any configuration. Initial installation and system check-out including filling time required 7. 72 man-hours. (Tanks were filled after being mounted on the aircraft. ) The only reconfiguration of the airplane was disconnecting the electrical cannon plugs for the Aero 65 racks on wing stations 3 and 4. The spray tank wiring was connected directly into the wing outlet located in the pylon; therefore, only manual jettison was possible. �- "" '-''.' ." ^iv%~ . "- ""-£.' '•'"'7..'V3 - • ^ ' : ..' <-- %;••:•• :,-| .*>**£&. -'• ^ : k \::^-?-.3*i .-.'•! 4 '""""J;.-'4 -' Jt ':^S'^S ^/..V;^'' 7fc« Iv^-^i^/^^^k ''i^ " • ^ >y fc^ ^^5*^- vJ^4f:^^.v-v;-r^^r?4i^V .-. - ' llfe'iS Figure '6. Gravity-f?o\v filling of installed spray tank usi:ig a 55gallon drum and an MJ-3 loading trailer. 10 �Figure 7. The MJ-3 loading trailer with load spreader supporting a spray tank in position. 1. 7.1. 2. Gravity-flow filling of the system (used to fill tanks mounted on the airplane) required 1.5 man-hours. No special transfer equipment was provided. Equipment uscr' \vaa a 55-gallon drum with attached nozzle (figure,6). A simpler and faster method of filling the tank is needed. No difficulty was encountered in filling the tank when external stores were carried on wing stations I, 2, 5, and 6. 1.7.1.3. The use of MJ-3 loading trailers which incorporate a lift platform expedited mounting and filling operations (figure 7). The only other ground-handling equipment utilized was a utility transport 11 �Figure 8. Utility transport trailer with two spray tanks installed. trailer (figure 8) capable of carrying two full tanks. This equipment is not Army standard. Mounting empty tanks on the wing stations and then filling them with agent was faster and safer than mounting full tanks. 1. 7.1. 4. The tank and packaging were not damaged and had not deteriorated, and the tank was functional after exposure to the following tests (details are contained in part U, Physical Test): a. High temperature b. Low temperature 12 �c. Temperature chock d. Rain "' e. " ' •' - '• • Humidity f. ' '"' " ' • " """• '• ; -: "- : »* Salt spray g. Sand and dust .. ... „ .1 h. Incline impact (except for splitting of cleats in shipping , i. Corner-wise drop j. Rough road haul crate) . , . _ k . Slosh . , .-..'.".'•; 1. Ground transportation vibration m. Air transportation vibration (packaging was damaged but tr>^ tank was operable) 1, 7.1. 5. Safety features of the system were considered adequate; however, there was nc de-vice to prevent spillage through the overflow tube during ground handling and accelerations. The agent was a. mild skin irritant and harmful to macadam surfaces. Spills on a sod field would cause discoloration which could be an undesirable tactical feature as it would invite attention to the area by cir craft. 1.7. 1.6. The maintenance package, which consisted of Review Manuscripts MP 3-1040-240-12 and -20P, was evaluated and considered unsuitable. The system was not operated long enough to give adequate data to determine a spare parts list required. No special skills or tools were required for maintenance performed during »hi? tsst. 1.7.2. Effects of the System on the Airplane Performance. 1.7,2.1. Degradation of airplane performance was minimal. No agent impinged on the airplane surfaces during spraying runs utilizing either maximum or lesser flow rates. All electrical controls in the system ops-rated satisfactorily (see appendix I). 13 �.1.7.2.2. Armament firing during spraying was satisfactory. There was no significant effect on the system operation from the firing of machine guns and rockets. When rockets were fired from stations 2 and 5, a thin layer of rocket waste materiel was deposited on one side of the *pray boom. Also, a fin-retainer button released when the rockets fired made a small dent in the spray boom. Neither of these impingements affected the operation of the system. 1.7.3. Dissemination Performance. fordetaUsT) (See part TIT, Dissemination Test, 1.7.3.1. The maximum flow rate of the system was approximately 700 gallons per minute. Lower flow rates were obtained by decreasing the number of spray nozzles prior to takeoff. 1. 7. 3.2. During 200-Vnot spraying runs utilizing the maximum flow rate, the system produced a particle-size distribution having a mas« medium diameter of 250 to 300 microns. 1.7.3.3. A deposit rate of three gallons per acre over an area greater than or equal to 20 acres can be attained under most operational conditions. 1. 7.4. Deficiencies. Two deficiencies were found during the Service and Dissemination Tests: a. Rupture of the forward coupling hose during a high internal pressure condition (figure 9). b. Rupture of the rear coupling hose during a high internal pressure condition (figure 9). These deficiencies have been corrected and the modifications incorporated in the systems delivered to the US Air Force for their service test. A complete list of deficiencies and shortcomings is contained in appendix 1«7.5. Compliance with tlvs Sm«J? Development Requirement (SDR). * The system as tested complied with the operational characteristice of the approved SDR. 14 �firm Figure 9. Ruptured forward coupling hose with torn teflon line (above) and ruptured rear coupling hose prior to removal (below). 15 �1. 8. DISCUSSION. The modifications incorporated in the defoliant systems delivered to the US Air Force for their service test should correct the deficiencies and shortcomings found in this test. The US Air Force testing should be monitored closely to determine the suitability of these corrections and to compile data to complete the maintenance package and evaluate agent transfer equipment. The requirement for a confirmatory or check test could be determined after the results of the US Air Force test are evaluated. , ' ' 1.9. CONCLUSIONS. 1. 9.1. The interim defoliant system should be suitable for Army use on the armed OV-1C Airplane after the deficiencies and shortcomings have been corrected. . '• 1. 9.2. The interim defoliant system was found to be compatible with the armed OV-1C Airplane. • - , 1. 9. 3. The Review Manuscripts MP 3-1040-240-12 and -20P should be revised prior to production procurement of the interim defoliant system. 1. 9.4. The flight, time allotted for the Service and Dissemination Tests was insufficient to determine adequately the life of the system and to compile an adequate spare parts list. 1.10. RECOMMENDATIONS. It is recommended that; 1. 10.1. The interim defoliant system, modified to correct the deficiencies and shortcomings, be considered suitable for Army use on the armed OV-1C Airplane. 1.10. 2. The results of the US Air Force service test of the modified system b* reviewed to determine any requirement for farther Army testing. • 16 �SECTION 2 DETAILS AND RESULTS OF SUBTESTS 17 �I Previous page was blank, therefore not filmed. I SECTION 2 - DETAILS AND RESULTS OF SUBTESTS 2.0. INTRODUCTION. The service teat was conducted at Dugway Proving Ground, Utah, uuring the period 14 September through 6 October 1964. A total of 13 spraying missions were attempted with the interim defoliant system installed on the armed OV-1C Airplane; ten missions were successfully accomplished. ' . . <„.-,i 2.1. INSTALLATION REQUIREMENTS. 2.1.1. Objective. • '•:••• . - . . • . . - . • • • : - • ::; ,-..-.-»( y V.T.;-. Y To determine installation requirements. 2.1.2. Method. , t . -• . The defoliant system was installed using both empty and full tanks. The time and equipment required to uncrate the system and install it were determined. The tanks were installed using the MJ-3 loading trailers. After a full spray tank was mounted on the Aero 65A rack on one wing, the MJ-3 loading trailer platform was lowered slightly to insure that the rack-mounting lugs had locked. The trailer platform left in this position precluded a high wing condition on the opposite wing' and assisted in mounting the second full spray tank. 2. 1. 3. Results. 2, 1. 3.1. A total of 6. 22 man-hours was required for initial installation and checkout. Time and equipment required for uncrating and initial installation is as follows: a. Uncrating Time: 6 men @ 25 minutes = 2. 5 man-hours Equipment used: MJ-3 loading trailer b. Installation on aircraft (1) First spray tank empty, minus spray boom: ... Time: 4 men @ 20 minutes = 1. 33 man-hours Equipment used: MJ-3 loading trailer 19 �...... (2) Second spray tank empty, minus spray boom:" Time: 4 men @ 16 minutes = 1. 06 man-hours" .,.,..,-.;•; ^Equipment used: MJ-3 loading trailer ; ., , . . . c. -v Electrical check, - J J Time: 2 men @ 10 minutes = 0. 33 man-hour Equipment used: Airplane electrical system and armament stores controls .--'..V ••_'-.';• d. Spray boom installation - (two tanks) .• , • , Time: 4 men @ 15 minutes = 1.0 man-hour ' 2. 1. 3. 2. Average time to install defoliant system empty: Time: 4 men @ 36 minutes = 2. 4 man-hours •;..: - , Equipment used: Two MJ-3 loading trailers < 3 2.1.3.3. Average time to install defoliant system full: •;; t- ; (•,:-•<. . , Time: 4 men @ 40 minutes = 2. 67 man-hours Equipment used: Two MJ-3 loading trailers ; . • • - : ',; ... 2. 1. 3.4. Initial installation and system checkout including filling time required 7. 72 man-hours. The only reconfiguration of the airplane was disconnecting the electrical cannon plugs for the Aero 65 racks on wing stations 3 and 4. . • -. . .•• 2. 1. 4. Analysis. Not applicable. 2.2. FLIGHT SAFETY ASPECTS AND DIMENSION DATA. 2. 2. 1. Objective. Determine flight safety aspects and dimension data. 2. 2. 2. Method. 2. 2. 2. 1. Weight and balance were computed for takeoff weight with full internal fuel, a two-man crew, and each spray tank filled to 80 20 �gallons. Landing weight was computed-for a 30-minute fuel reserve, two-man crew, and empty spray tanks. .£..';.. 2. 2. 2. 2. Weight and balance were computed for takeoff weight full internal fuel, a two-man crew, the spray tank full (80 gallons each), and two XM-14 machine gun pods and two LAU 32/A rocket pods all with full complements of ammunition. Landing weight was computed for a 30-minute fuel reserve, a two-man crew, empty spray tanks, empty machine gun pods, and empty LAU 32/A pods. 2. 2. 2. 3. The installation was measured to determine applicable dimensions. 2. 2. 2. 4. The system was weighed empty and filled (80 gallons of agent per tank). - - . ; . . - . ; . \- : •:-.••;-.-..-,. \-_ •; 2. 2. 3. Results. 2. 2. 3.1. Both configurations were within takeoff and landing e.g. and gross-weight limitations. DD Forms 365F are contained in . appendix I. ...... . , .....-,.- / .,/-. 2. 2. 3. 2. Ground clearances were adequate. Clearance from spray tank to ground was 21. 75 inches. 2. 2. 3. 3. Clearance from the spray boom and the closest point on the aircraft, the inboard end of the ailerons was 36. 0 inches and was adequate. 2. 2. 3. 4. Weight of the defoliant system empty was 443. 52 pounds, and weight with 80 gallons of agent per tank was 2149. 12 pounds. 2.2.4. Analysis. Not applicable. 2.3. OPERATIONAL DATA. 2. 3. 1. Objective. To determine operational data on the defoliant system with specified flow rates of 700 (normal) and 350 gallons per minute. 21 �2. 3. 2. Method. 2. 3. 2. 1. : The flow rate was set on the ground at 700 gallons per minute. The airplane proceeded along flight path and altitude designated by DPG. test officer at a true airspeed of 200 knots. The spray operation was initiated and discontinued over designated points. The test was performed twice. -.A-'-;"'.". .' ' - : . .".--. -..-v,' -. ,> V 'i-.-^..r :*;,:; •.,-!•2. 3. 2. 2. This test was repeated using a flow rate setting of 350 gallons per minute.::;;,;,;.^ ,*,-., - r - ,., i: -,.• :.•-.-:.• = <:,<,•>:; -.: ;/.v ••:ci*z.U»r;;*i: y-fil J .'•,-> .•• • a "Q, -2?. '.:.'< :";!:.• 2. 3. 3. Results. (For dissemination data, see part III, Dissemination Test. ) 2. 3. 3. 1. No agent impinged on the aircraft. 2. 3. 3. 2. ON-OFF control was effective; however, after closure of the gate valve, agent remaining in the spray boom was emitted as a fine : : ! mist for approximately eight seconds. • : 2. 3. 3. 3. Degradation of airplane performance was minimal. 2. 3.4., Analysis. Not applicable. 2.4. ROCKET AND MACHINE-GUN FIRING DURING SPRAY OPERATION. 2.4.1. Objective. To determine the effect that firing of rockets and machine guns has on the defoliant system and its operation. . 2.4.2. Method. 2.4.2.1. Test Configuration 1. .. With defoliant system tanks mounted on wing stations 3 and 4, LAU 32/A 2. 75-inch FFAR pods mounted on wing stations 1 and 6, and XM-14 50-caliber machine-gun pods mounted on wing stations 2 22 �Figure 10. Front view of interim defoliant spray tank mounted on wing station 3, LAU 32/A FFAR pod on wing station 2, and XM-14 50-caliber machine-gun pod on wing station 1. and 5 (figure 4), delivery of the spray was initiated in the firing range area. Rockets and machine guns were fired during spray delivery. 2. 4. 2. 2. Test Configuration 2. With defoliant system tanks mounted on wing stations 3 and 4, LAU 32/A 2. 75-inch Folding Fin Aerial Rocket (FFAR) pods mounted on wing stations 2 and 5, and XM-14 50-caliber machine-gun pods mounted on wing stations 1 and 6 (figure 10), delivery of the spray was initiated in the firing range area. Rockets and machine guns were fired during spray delivery. 23 �2. 4. 3. Results. 2.4.3.1. Test Configuration I. ", 2. 4. 3. 1. 1. Rocket and gun blast had no apparent effect on defoliant system operation. 1; ••, > 2.4. 3. 1.2. Rocket and machine-gun blast had no effect on spray system ' components. Spent rounds and links ejected downward from the machinegun pods were well clear of the spray boom. V , '. 2.4. 3. 1.3l No difficulties were encountered in using firing controls while disseminating spray. As the ON-OFF controls for the spray tanks a->-e on the BOMB fuze circuit, the rocket and gun-firing circuits are not affected. .. , (, •::. ""'-.' - ; V' ,'. • ' •": : ' '., • V ' ' ' ' . 2.4. 3. 1. 4. The spray tanks can be installed and filled with the weapon ' systems mounted in this configuration. 2.4.3.2. Test Configuration 2. • '" ' - . , . . : • „ _ - ~ , - ' 2. 4. 3. 2. 1. Rocket and gun blast had no apparent effect on defoliant system operation, ,. , 2. 4. 3. 2. 2. Gun blast had no effect on spray system components. Rocket blast, deposited a thin layer of waste material on one side of the spray boom. One rocket fin-retainer button dented the forward edge of one side of the spray boom. 2. 4. 3. 2.'3. No difficulties were encountered in using firing controls while disseminating spray. As the ON-OFF controls for the spray tanks were on the BOMB fuzing circuit, the rocket and gun-firing circxtits were not affected. 2. 4. 3. 2. 4. The spray tanks can be installed and filled with the w pon systems mounted in this configuration. 2. 4. 4. Analysis. , Because of impingement on the spray boom of burned material and the fin-retainer button, continued use of test configuration 2 could have a damaging effect on the spray boom. ' 24 ^ �2.5. SERVICING REQUIREMENTS. 2. 5.1. Objective. To determine time, equipment, and personnel requirements to fill the spray tanks. _ , „,_ i - r ; . v ,_: 2.5.2. Method. . i; ' ^ ^ ' - The tanks were installed full 11 times. Twice the tanks were installed empty and filled on the airplane. The time, equipment, and personnel required for each filling operation were observed and recorded. Ease of filling was evaluated. Scales were used for test purposes and would not be required for tactical employment. - i i: - . . _ : * • . • • ' - 2.5.3. Results. - . •• - ..•*•. . ' 2. 5. 3. 1. Standard filling equipment was not available with the defoliant system during the period of the Service Teat. The filling equipment consists of a hand-driven, dispensing pump (FSN 4930-255-9132). Gravity-flow filling using one MJ-3 loading trailer to elevate the supply drum required three men an average of 30 minutes (1. 5 man-hours) to fill two spray tanks mounted on the airplane. 2. 5. 3. 2. A comparison between loading filled tanks (80 gallons) using the MJ-3 loading trailer and filling the tanks when installed on the airplans was made. Time required to load filled tanks averaged 2. 67 man-hours. Time required to fill the tanks installed on the airplane averaged 1. 5 man-hours. 2. 5. 3. 3. The filled spray tank, loaded on the MJ-3 loading trailer, could be moved around without difficulty on smooth terrain by three men. A minimum of two men was required to move the fully-loaded spray tank on the MJ-3. Three men accomplished this task with more ease and efficiency. The lack of baffles within the tank permitted sloshing during movement; therefore, one man stabilised the filled tank while two pulled the trailer. 2. 5. 3. 4. Using two MJ-3 loading trailers to remove the two spray tanks from the airplane, place on scales for measured filling, pick up, reinstall, and hook up on the airplane required an average e'«.psed time of 47 minute*. This action was accomplished by four men. 25 �2.5.4. Analysis. Not applicable. 2.6. EVALUATION OF SAFETY ASPECTS. 2.6.1. ; Objective. ;, ; .;,,,. . To determine data for compliance with USATECOM Regulation 385-7, "Safety Confirmation." 2. 6. 2. Method. Safety aspects were evaluated during system operation. Effects of the system on aircraft operation were qualitatively evaluated. 2.6.3. Results. . .: . . .'.. ., .: 2.6.3.1. Safety features were adequate. 2. 6. 3. 2. The spray tanks were jettisoned safely at Patuxent River, Maryland (reference g, section 1). • ?••'. 2. 6.4. Analysis. Not applicable. 26 �SECTION 3 - APPENDICES 27 �APPENDIX I TEST DATA �WEIGHT AND IAUNCE CLEARANCE FORM F r. o. JW» Air •»» TACTICU. 17 S«Dt»nbtr 19*4 MOT 10 62-58S1 C*j*. Ktach KBehMlAAP MMHT ZDtfoIiutSpny 9 4. 5 M«C MWUIK ( A*B CWM O Tufa oa Wlnf 5. $Utfa»185 (3«ad4) DOTDMtmOH Or UMD i 00 400 ? Tufty OWVTU HAW MI 1 fWt/MM taMraxUM«. «*. »tfto< f«t •*#><•* toMf <uirf CIOTT rfwA* tmlfftH* JM««« • 4I 9 7.1 comtEcriom <«* in •on/ 160 K»Uoai uci* B.T n ( 297 0, HttWHL ( »>nii MJ. run ( MTO c« mro TOTM. WDCHT KMOVia 10 TiiuoorT cmaincii (fknmcM) TOTAL KIOKT WOCO TAODIT C-«.»I%M. o.c.b«m. •CT wnmcs (*/. in i_i 159 2 4 .2 Q. i 76 UTOOCl MTO UMITATICNS 1AWMT <»0 tsiso (ttJ 11994 • PtXMISSIKE C.G.TAK10TT 3. Sprty 160 *»lloni crniuTio Lioona amcmo* > Bmntf r«/M«* /real owrMnt >ypHffl>»>» T. O. < ApplivM* 1* *«a* v«4At (*•*. Ml. • AffUoOti* lofmt <**tl<t («•/. /». DD 1 ,{' 2.1. nniuno UMOM c «. p flaeaMtMxw. 154.60 <arwr>r>) / a / F. J. Kir sen WCtf KT AMO »ILAMCt AUTMOKTT L 7 k. t �WEIGHT AND BALANCE CLEARANCE FORM F DATE 17 September 1964 Masnvnup/rueMT'iia Teat r o. i-if-tt * TACTICAL <vst KtveKse FOK THAHSTORT missions} WVLAWTYPI moM JOV-1C Michael AAF SCRHU.NO. 10 62-5851 Michael AAF REMARKS REF 2 Defoliant Stray Tankt on Wing Station 185(3 and 4) Ft. Rocker, Ala. PHOT Cape. -Kindt ITEM 1 OIL ( 1 MOM/ I 0 S 3 2 3 S CM.) $ • INDEX OR WEKHT •ASK AMPLANC (FV«« Ov( C) 2 2 XM-14 Caliber .50 Machine Gun Podi on Wing Station 21 3 (2 and 5) 2 IAU 32/A 2.75H FFAR Rocket Launcber Pods on Wing Station 237 (1 and 6) fMOI-tf-tf HOME STATION r 9 1. S S. 3 OKTRIOIiriON OF LOAD fRIW a CAMS mo not ««« i^P*. .*»; '*>*/W's5 185 2 Tanks k,i»..i: '^in>. f*1. **-jw3 4 0 0 t 4 4 213 2 M.C. Podl 4 > fl if J , ft 237 2 LAU 32/A 8 1 1 p. 5 NO 2 •tlGHI 400 2 t. 0 7 3. 4 COMPUTER PLATE NO. (tfMtf) fmrtl n*nt i furructfMU to tho pilot lor •hitting tomd antf <h».'K4 Imktot .~/ ImiuliKt «*ouM kt «<,(«/. 60.. 4 S 1 2 D 8 3 1 9 9 2. 6 O^IUTING WEIGHT COMPT. CALIBER ROUNDS wsm^iMi&s CORRECTIOKS (Kif. II) CHAN6CS (-f IT -) rim COMrT. 1 INDEX OH MOM/ WEIGHT 1 5 e « Is S 7 FORWARD t 7 0 6 4 4 2 2 5 2 160 gtllota acent me 1500 rdi. immo. 14 2.75" rockets 2 1 2. 5 7 9. 9 t 2. 1 1 9 3 0 3 1 0. 6 EXTERNAL KOCXCTI 297 BUILT IN ( «*0 BOM* RAT ( <M-> EXTERNAL ( (M.) I WATER MJ. FUND ( 0*U 9 10 JATO OR RATO 11 12 13 14 CORRECTIONS d ' TOTAL WEIGHT REMOVED - TOTAL WEIGHT ADDED + + *CT DIFFERENCE (Rtf. Ill LIMITATIONS tCROS* WT. TAUOFF (».. 1S413 I PERMISSIBLE C. O. TAKEOFF • PERMISSIBLE C. C. LANC1NS P t 12S63 >£nt.r cottmtmnt ui» J. App lembt* to trot* weight (A*/. JJ). *App Ue«ftA» to tfrow weight (/?•/. /J). ™^r» 1 • dinf vafiM* /rom current mpplic*t>l» T. O. 9 TAKEOFF C O. IN SI 14. A. c. OR m. 1 6 4 1 3 2 |6 3 7. 160.71 7 JATO OR RATO AMMUNITION ttrayIrocketx,50caL, FUEL 2 4 0 3 1 4 5 0 3 3 4. S 2 3 3. 7 ?<£$**** 156.36 156.36 ttfff^vlrtf} TAKEOFF CONDITION (GprrRftrf) BOMBS 1 GROSS WT. LAKCMhG (M.) rww TAKEOFF CONDITION (CAmmcM) 15 16 ESTIMATED LANOING CONOTTION CSTIMATtD LANDING C. G. COMPUTED BY (-SifnarBrt) Bgtff&IStom /s/ F. J. Kirsch WEIGHT AND ftALAHCC AUTHDRITy <<tfful«r<) PILOT (Slf.1«f«r«) 1 Z S 6 3 2 0 6 9, 5 *. 164.73 �APPENDIX n COMPARISON WITH THE SDR (Classified CONFIDENTIAL,; Presented Under Separate Cover) �APPENDIX in DEFICIENCIES AND"SHORTCOMINGS - -.'•.•/'.•'" 'Tif-ftTi-' 'I' •' A. Deficienciea. The following deficiencies were found during the Service and Dissemination Tests: •,,* - • ; ; . ; , ; ../•- •-,>'. Deficiency Suggested Corrective Action 1. The forward coupling hose (centrifugal pump to transfer line) ruptured during s. 700gallon-per-minute dissemination and rocket firing run at approximately 200 knots true airspeed. Replace with hose which can withstand high pressures generated during spraying. 2. The rear coupling hose (gate valve to spr.ay boom) ruptured during 350-gallon-perminute -dis s eminatica flight at approximately 200 knots true airspeed. Replace with hose which can withstand maximum pressures generated during spraying. Remarks x This suggested modification has been in- ,. eluded in the tanks sent to the USAF. ; This suggested modification has been included in the tanks sent to the USAF. ... B. Shortcomings. The following shortcomings were found during the Service and Dissemination Tests: Shortcoming 1. Removal of the nose cone upper cowling (a structural member of the nose cone) for inspection and/or msiwouuii-' 2. caused the lower , Suggested Corrective Action Weld the lower half of the cowling to the tank section. in-i Remarks This suggested modification has been included in the tanks sent to the USAF. �U: Suggested . Corrective Action Shortcoming hall of the cowling to displace downward. The resulting misalignment caused difficulty in reinstalling the upper cowling. Remarks ; 2. 'There was no method of preventing agent over-flow after filling the tank to 80 gallons in a level attitude, when the tank was tilted, raised, accelerated, transported or during normal ground handling. Change to a different method of limiting the tank capacity to 80 gallons. ' 3. Wire to the ram air turbine solenoid control separated in flight. Exercise better quality control in wiring the turbine controls. 4. The cleats split in the bottom of the shipping crate. Provide shock-resistant cleats and fastenings for Level-A packaging of the item. Ill-2 ' This suggested " modification has been included in the tanks sent to the USAF. The wire was too short and was under tension. �APPENDIX IV DETAILED DESCRIPTION OF MATERIEL 1. General. defoliant system consists of two F— 44 biological spray tanks. The spray tank is a modified Aero 1 .50-gallon auxiliary "- ' fuel tank'.' The capacity was. limited to 80 gallons of agent by an over- ; flow stand pipe. ' The system is operated by the 28 -volt d. c. electrical system controlled from the armament panel in the cockpit. The spray unit develops pressure for spraying by means of a centrifugal pump, " directly coupled to a variable pitch, four-bladed, ram-air driv turbine. The centrifugal pump transfers fluids from the main tank section through a suction line, and forces the fluids at high pressure through the transfer line to a gate valve control, to the spray boom. ' I'-i'HY;- •-•':-.- ',:'-.•••-• .l;-i.r •; > :•*»•;'•:<:-'.••" o.';r: , • • • - ; • . ' • ; . • . 4 •••.-; ;?b 7,-^ »:•••..••;••£ \-iV't 2. Major Components. .... , . ., .. % . .,, K... ...,,„.,.,,...; :v/,i* ,,<*} hi - ' • • . ( , : ; - . •:.•'••; :•:--•• :.-',-". _-<->r, ••• > .-. -•' ! .-.-. -.- . :,.,,. . . - ; , • ( - . , . .... , ^ r • ,.,f. ~ - . . , v ; . v . . : .. ,: The spray tank consists of three major components; the nose-, cone section, tank section, and tail section. , , t : ,,....., a. Nose-Cone Section. ........ >..,'•-,.. The nose -cone section contains the variable pitch, fourbladed, ram-air drive turbine which is mounted on a support plate. The rain-air drive turbine is directly coupled to the centrifugal pump. The centrifugal pump is connected to the suction line transfer lines by two teflon-lined rubber hoses. Electrical wiring is introduced into the nose -cone section through a conduit line. Access to the nose -cone section is accomplished by removal of the upper cowl. , b. Tank Section. This section contains the suction line and a check valve to keep the pump primed during intermittent operation. This section also contains the transfer line and an electrical conduit through the tank body. Drainage is provided by a drain plug on the bottom of the tank. Two access plates are provided on the left mid-section of the tank to accomplish maintenance and inspection of the fluid storage area. Suspension lugs with 14-inch spacing are provided. A cable with a quick-disconnect fitting on the tank end provides for electrical control IV-1 �from the airplane. An attached lanyard on the quick-disconnect fitting allows emergency separation if the spray tank is jettisoned. c. Tail Section. •MMWV^^MMMBMBMH^W • ., ., I ,'„! .Ll f ?c j ••*>••• . *"i. , * t I ....... The tail section houses an electric-motor-operated gate valve which controls the fluid flow from the transfer line to the spray boom. The spray boom is connected to the gate valve by a teflon-lined hose. The spray boom is attached to the horizontal fins with six mounting clamps. An access door is provided for maintenance and ' ' inspection of the aft section. A modified Aero 1C tail cone fairing fits over the spray boom. - , . , . . . v . - . , . , . . - , . . . ' • . . . — ..r..,,..,, . ,.., :,..,; .*,. ,,,-*.,.. ', ( . '"'3. •' Details of Operating Components and Operation. ;; •'"*•' The ram-air drive turbine incorporates a solenoid-operated brake. In the de-energized state, the ram-air drive turbine is in a braked condition with the propellers feathered. When the solenoid is energized, the propellers unfeather and rotate in a counter-clockwise direction until the ram-air drive is in the governed range of 3600 to 4000 r. p. m. at 200 knots. The ram-air drive is directly coupled to the centrifugal pump and at a drive speed of 3800 r. p. m., the pump is capable of delivering 300 gallons per minute, depending on the number of nozzles selected for the spray boom. The slide-terminating motoroperated gate valve io controlled by a stepping solenoid. Controls for operation are on the BC MB fuze circuit on the armament panel in the cockpit. The TAIL position of the BOMB fuze circuit energizes the ram-air drive brake solenoid only, and the NOSE and TAIL, position energize the ram-air drive brake solenoid, the gate valve stepping solenoid, and the gate valve motor. After the desired airspeed is attained, the armament circuit breakers are pushed in, armament power is switched on, and the BOMB fuze switch is placed in TAIL, position. To begin spraying, the BOMB fuze switch is moved through the SAFE position to the NOSE and TAIL, position, which opens the gate valve. The switch is then returned to the TAIL, position. To terminate the spraying operation, the switch is again moved to the NOSE and TAIL position, which permits the gate valve to close. The switch is then placed in the SAFE position. 4. Weights and Measurements of the Defoliant Tank. a. Capacity: 80 gallons IV-2 �b. Weight: Empty Full 221.76 pounds 1074.56 pounds c. Overall Length: 166.10 inches d. Diameter: 21.16 inches (maximum) e. Center of Gravity: Empty Full 77. 50 inches 79.18 inches f. Spray Boom: Length 73.0 inches Number of orifices: 32 IV-3 �APPENDIX V COORDINATION The following ageacie* participated in the review of the final report: US Army Aviation School US Army Combat Developments Command Aviation Agency �AP US Ar»r Arlrtta* T«» ktW, tat tactar. Atetoav. »»»•« «t UtMtCOM Nifrg *». % 4 MM-M. FM I S«*fc» TMI rf •» hurt* Ctafattuc S*tm M^BCM *Mlr kr *• US A»r •* «» A* N»w. CM IW)Mt N^ ICMMOXMU, n Mn- IMS. K r*^S »» OM. TW US-AMr *•«•«*• TM iMHl »» •*!««« U» »«rHc« M« w <W I ..... i nifcHm »>•«• «• tt» mM4 ov-» HIM 1^ rii.il, mat Omt dw M«!M W UM US AJ> ta« «r*lM Ml AD US Atmr ArtMMB TM *OM< tat tachw. AtofcMm. M^ni W U1ATICCM T»i|nt I Hit I - Wnta TM. << UMTICOM IW^A �» "•' i.'4 • " • • • ' Vv ""•'"•'.•' > * • • - / ."L /'^ • •• •' :iW'V«fr' ". X t V i •.#••• T - irV y . i"* ' ' 1 ,'" '^Sl'irTjr?,-W3^:*W '/•*•' " •• tr'1'* r .r-'** r 'JH' * ' •> * • JC "**• *•'? , ** ' **•' -«•(»"'*'• "- � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 024 Folder The folder containing the original item. 0354 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Description An account of the resource <strong>Corporate Author: </strong>U.S. Army Test and Evaluation Command, U.S. Army Aviation Test Board, Fort Rucker, Alabama Date A point or period of time associated with an event in the lifecycle of the resource May 25 1965 Title A name given to the resource Report of Test USATECOM Project Numbers 5-4-3001-01 and -02, Integrated Engineering/Service Test of an Interim Defoliant System Conducted Jointly by the U.S. Army and U.S. Air Force, Part I - Service Test Subject The topic of the resource spray equipment Ranch Hand aircraft herbicide application https://www.nal.usda.gov/exhibits/speccoll/files/original/bc319e3111ea0218ef09e3aae8852d2d.pdf 04e7e763c1b62eddf0b80cf3ed977a60 PDF Text Text Item ID Number Author Corporate Author Report/Article Title 00338 Brown, James W. [U.S. Air Force, U.S. Department of Agriculture, and U.S.J (Modification and Calibration of Defoliation Equipment KC-123 First Modification) Journal/Book Title Year Month/Day Color Number of Images Doscrlpton Notes 185 This item was filed by Alvin L. Young under the category Military Use of Herbicides (item no. 61) and under the category Equipment, How Developed (item 338); OSD/ARPA Order 256-62, Amendment 4; Supplement: Graphs of Spray Deposit not included Tuesday, January 23, 2001 Page 338 of 341 �Item No.: 338 Author(s): Brown, James W. and Donald Whittam Editor/Translator: Corporate Author: Article/Report Title: Modification and Calibration of Defoliation Equipment (C-123 First Modification) Journal/Book Title: Date: July 1962 Publisher: This item was filed by Alvin L.Young under the category Military Use of Herbicides (item no. 61) and under the category Equipment, How Developed (item no. 338). Item no. 338 is a duplicate of item no. 61 Please see item no. 61 for the complete document. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 021 Folder The folder containing the original item. 0338 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Brown, James W. Donald Whittam Description An account of the resource <strong>Corporate Author: </strong>U.S. Air Force, U.S. Department of Agriculture, and U.S. Army (Cml Corp) Date A point or period of time associated with an event in the lifecycle of the resource 1962-07-01 Title A name given to the resource Modification and Calibration of Defoliation Equipment (C-123 First Modification) Subject The topic of the resource spray equipment Ranch Hand aircraft herbicide application https://www.nal.usda.gov/exhibits/speccoll/files/original/c4cfba3f574bb8c7e8c9ecb2f4bf86e4.pdf e038bae0e5ce4f04b5c35a1b48452b2c PDF Text Text Item ID Number °0322 Author Corporate Author RepOrt/ArtJClB TitlB Vu-Graphs of Operational Aspects of Operation Ranch Hand Journal/Book Title Year °00° Month/Day Color Number of Images 0 5 Descriptor! Notes Monday, January 22, 2001 Page 322 of 341 ��7^ ��CONSOLE OPERATOR A/A 45 Y-I Spray System OPERATION RANCH HAND SOUTH VIETNAM 1967 ALViN L Y'J'JKG, .Vbpr, USAF Consultant, L/wiioiir.-iOiViul Sciences CONSOLE OPERATOR A/A 45 Y-! Spray System OPERATION RANCH HAND SOUTH VIETNAM 1967 ALVIN L YOUNG, Major, USAF Consultant, Environmental Sciences ��ALVIN I. * Consultar.t, �I 1 �SPAtff stiStGf W*«D" Q,rcfArr. etc-/23 ALVIM L. YGU?-^, A.-Vj-or, USAF ��ALVIN L YGU!'-G; A.'-,;--, � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 020 Folder The folder containing the original item. 0322 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Vu-Graphs of Operational Aspects of Operation Ranch Hand Subject The topic of the resource spray equipment Ranch Hand aircraft defoliation https://www.nal.usda.gov/exhibits/speccoll/files/original/9515a0a5298a768106c7e70e7cf7f48f.pdf 18aca7d062ec991475a82e567eb3c695 PDF Text Text Item ID Number 00321 Author Corporate Author Report/Article TitlG Typescript: Captain Buckingham's Planned Itinerary; with typescript: listing of names and addresses; with manuscript: notes Journal/Book Title Year 0000 Month/Day Color Number of Images 6 Doscrlpton Notes Monday, January 22, 2001 Page 321 of 341 �CAPTAIN BUCKINGHAM'S PLANNED ITINERARY Sunday, May 8 Fly to Nashville, TN (615) 893-0^73 Monday, May 9 Fly to Memphis, TN Drive to Carrollton, MS Conduct interview with: Lt Col Carl W. Marshall Box 121 Carrollton, MS 38917 (601) 237-6733 or 237-6222 Tuesday, May 10 Complete interview with Marshall Drive toward De Funiak Springs, FL Wednesday May 11 Complete drive to De Funiak Springs Conduct interview with: Major Marcus B, Keene, Jr. P.O. Box 562 De Funiak Springs, FL 32^33 892-7605 Thursday, May 12 Drive to Crystal River, FL Conduct interview with: Major Charles F. Hagerty Box 174 Crystal River, FL 32629, ( 0 ) 795-3671 9^ Friday May 13 Complete interview with Hagerty Drive to Cocoa Beach, FL Conduct interview with: Dr. James W. Brown 468 Barrello Lane Cocoa Beach, FL 32931 (305) 783-989^ Saturday May 14 Complete interview with Brown Sunday May 15 Fly back to Washington �RET'D GRADE DATE OF RETIREMENT NAME /•A /?& SSAN Hagerty, Charles F, .26^08^9 MAJ January 19? 0 /^ /#»^ /:V/ <?'*/*/*/ ..'/? /•< tf Archibald, William J. X^J'-e <$&^^^ t t /•- /• Overman, Harry S. /riY&^sT, 336 2 f ^ 0*48228952 / MAJ> July.l9?0 ^X? ^/> Sf'tr**/ 7 312129>25 LTC July 196 THE FOLLOWING MAY ALSO BE RETIRED, OR THEY MAY BE IN THE RESERVES Adkins, Lloyd H. Unknown (AFSN A03065103) Devlin, Michael W. , Jr. Unknown (AFSN A0303?452 Robinson, William F., J^. >5538400L / X>r 77, /?*cA&W "/ , John R. , ' 56(^06^78 Marshall, C.W. / # ' M/ ?// Stammer, E.D. ' Unknown (AFSN A0936656) Unknown (AFSN �.) Deirffe, d, S)/ t& 3 tSr*^ Tveo? <2w^v ^rt^ cT i U'^ PL C- H 0^ ^- 3 - A/A } (0 *~ 1*2.'' \e> �67 Z. Zfdl f Jr I ^ u c ^ , (A - W* AC® /I u n ^ v U 10 O ( �V 9.t* C ' &> it : &n 7 X). 3o ^ PC 1" I M- Lar-mw UJ. HAt\-C^ �c)£ ) �&Q£0f 0 'A / -^ , / 72^ ^ Z fa ' ^/cow /nw^M/n ' / / � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 020 Folder The folder containing the original item. 0321 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Typescript: Captain Buckingham's Planned Itinerary; with typescript: listing of names and addresses; with manuscript: notes Subject The topic of the resource spray equipment Ranch Hand aircraft USAF history https://www.nal.usda.gov/exhibits/speccoll/files/original/bbe3dd5ae7a23003154d445c92e1fa7b.pdf 2829adad1af30d0df77eb7a31551d451 PDF Text Text Item ID Number 0031G Author Young, Alvin L. Corporate Author Manuscript: Meeting Notes: Meeting with Dr. Terry Biery and Lt. Col. George Rowcliffe at AF/Pest Control Board Meeting, WRAMC, Washington, D.C., 13 September 1979 Journal/Book Title Year 000 ° Month/Day Color Ll Number of Images 4 Desoripton Notes Monday, January 22, 2001 Page 316 of 341 �13 £c ���- TV L. &jgtfo '. ^r A,<"oa ^i r^€^oUoi^j0etc LA& ^r'csQ*^ V � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 020 Folder The folder containing the original item. 0316 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Young, Alvin L. Title A name given to the resource Manuscript: Meeting Notes: Meeting with Dr. Terry Biery and Lt. Col. George Rowcliffe at AF/Pest Control Board Meeting, WRAMC, Washington, D.C., 13 September 1979 Subject The topic of the resource spray equipment Ranch Hand aircraft https://www.nal.usda.gov/exhibits/speccoll/files/original/d63fdf18766b44889cd427ad6da9b1aa.pdf f76476d1854a1fc777aa8b0114d6accb PDF Text Text Item ID Number 00314 Author Corporate Author RODOrt/ArtiClO TitlO Typescripts: Special Aerial Spray Flight Information from 4500 Air Base Wing History 1962, 1963; History of C123B, Serial Number 56-4362 Journal/Book Titlo Year 000 ° Month/Day Color ' Number of Images 12 DOSCrlptOU NOtOS "em includes routing and transmittla slip, Aircraft Record Request Form, History of C-123B, Serial Number 56-4362, and Special Aerial Spray Filght from 4500 ABW History Jan-Jun 1962, Jul-Dec 1962, JanJun 1963, and Jul-Dec 1963 Monday, January 22, 2001 Page 314 of 341 �Date ROUTING AND TRANSM TO: (Name, office symbol, room number, building, Agency/Post) 1 . Initials /£,~~-~W^, 3. (/s~^> 4g cs^ 4. '/ SLIP. Date - > c > * ^ ^ ^ -~v-» u"^ js*4*j -P/CTT^ 5. Action Approval As Requested Circulate Comment Coordination , , File For Clearance For Correction For Your Information Investigate Justify Note and Return Per Conversation Prepare Reply See Me Signature REMARKS 7 tff *, Cf, DO NO'ruse this form as a RECORD of approvals, concurrences, disposals, — A -2.1 clearances, and similar actions ) FROM7(N^me, org.'symbo;, Agency/Post) Room No.—Bldg. Phone No. 5041-102 GI'O : 107V () - 241-530 ( OPTIONAL FORM 41 (Rev. Prescribed by GSA FPMR (41 CfR) 101-11.206 7-76) �SUBJECT: Request for Material DATE: ^ 24 April 1979 Aircraft record request TOi FROM: USAF/OEHL/EC Attn: Capt Livingston Brooks AFB, TX 1. Material requested | y| is attached. 78235 | | will have to be compiled. [__] is being forwarded under separate cover. | ] will be distributed automatically. Q ] will be sent as soon as possible. 2. Material requested cannot be provided because it [ ] is n o t available. The Albert F. Simp ton H Uteri col Rataorch Center, USAF HO A Maxwell AFB, AL 36112 [ ] cannot be loaned. [ _ ) i s i n single copy. [_ ] cannot be reproduced. [2~] i s classified. 3. Material requested is available on 16 mm microfilm, roll number(s) Although the Research Center maintains rigid microfilm processing quality controls, readability of offered microfilm cannot be guaranteed. While most is highly readable, some is not because of the poor quality of the original document and inherent limitations in all copying processes, as well as some reading equipment. 4. Material requested may be purchased for $ . . Make check or money order for exact amount stated and payable to , AFO, Maxwell AFB, AL 36112, and send it to AFSHRC/HOA. 5. Because of backlog of work, a delay of. .is anticipated in providing the material. 6. A large backlog of official requests makes it impossible to provide the material requested. 7. Forwarded to you for appropriate action and direct reply to the requestor, who (has) (has not) been notified of this referral. 8. Suggest you submit your request to: 9. Information concerning unit emblems may be requested from AFMPC (DPMASA) Randolph AFB, TX 78148. See A P R 900-3 for emblem procedure. 10. For availability of photography submit request to: ["_'] 1361 AVS, ATTN: Photo Depository Section, 1221 S. Fern St., Arlington VA 22202, [ | Audiovisual Records Div, National Archives, Washington DC 20408. 11. Suggest you visit our Center at Maxwell AFB to do your research. See attached brochure. 12. Before coming to Maxwell AFB for research, contact the Office of the Secretary of the Air Force (SAFOIP), Washington, D.C. 20330, to obtain proper authorization for access to our documentation collection. 13. Please refer to: [7| Maurer (adj.). Air Force Combat Units of World War II (Washington: USGPO, 1961; New York: Franklin Watts, 1963). Now out of print. f " | Maurer (ed.), Combat Squadrons of the Air Force, World War II (Washington: USGPO, 1969). Available from Superintendent of ' Documents (D 301.26/6:C73/2), $8.25. |~ | Craven and Cote (eds.). The Army Air Forces in World War II (Chicago: University of Chicago Press, 7 vols., 1948-1958), Vols II, III, V, VII ar« available from publisher, $20.00 a volume. [" | Futrell, The United States Air Force in Korea (New York: Duell, Sloan and Pnarce, 1961). Out of print. | j Cresswell & Berger, United States Air Force History, An Annotated Bibliography (Washington, D.C.: Air Force Office of History, 1«»), Supt of Documents, GPO (0870«-0307), 50 cents. | ~ | Mueller & Carson, The Army Air Forces in World War II: Combat Chronology, 1941-1945 (Washington: USGPO, 1 975). from Superintendent of Documents, GPO (0870-00334), $14.30. | Available | Item 16 for list of references on your subject. |" J Your local library (or these or other published materials. 14. Request for extension granted. New suspense date will be: 15. Request return of material forwarded on Document Receipt Number dated , with a suspense date of ..... 16."Remarks: Reference our several tefephone conversations, attached are the following items: Aircraft record data for S/N 56-4362 and extracts from the 4500th Air Base Wing histories, January 1962-December 1963. 16mm microfilm copies of the 315th Special Operations Wing will be forwarded as soon as they are processed. I still cannot identify the other serial number. During 1966, S/N 54-568 was at Davis-Monthan and England AFB; S/N 55-4568 was stationed at Eglin AFB. TYPED NAME AND TITLE JUDY G. ENDICOTT Chief of Circulation 3800 0-245 PREV EDIT WILL BE USED SIGN A' �C-125B, Serial Number 56-4562 13 Sep Sep Jul Dec Mar *May **Jul **Jan **Apr 57 57 58 61 62 62 63 64 66 **Sep 66 Delivered to the USAF To 463d Troop Carrier Wg (TAG), Ardmore AFB, OK To 464th Troop Carrier Wg (TAG), Pope AFB, NC To 346th Troop Carrier Sq (9AF, TAG), Pope AFB, NC To 347th Troop Carrier Sq (9AF, TAG), Pope AFB, NC To 4500th Air Base Wg (TAG), Langley AFB, VA To 315th Air Div Hq (PACAF), Tan Son Nhut AB, RVN To 2d Air Division Hq (PACAF), Tan Son Nhut AF, RVN To 377th Combat Support Gp (PACAF), Tan Son Nhut AB, RVN To 315th Air Commando Wg (later designated Special Operations Wg, then Tactical Airlift Wg), stationed various times at Tan Son Nhut AB, Bien Hoa AB, and Phan Rang AB, RVN Aircraft record indicates that 56-4362 was modified to UC123B in Nov 1967. The record also indicates that this aircraft returned to the States in Jun 1968 and was modified to UC-123K, returning to the 315SOW in Sep 1968. Feb 72 To Hayes Aircraft Corp, Dothan AL for contract work Aug 72 To 911th Tactical Airlift Gp (AFRES), Pittsburgh PA Dec 72 To 901th Tactical Airlift Gp (AFRES), Laurence G. Hanscorn AFB, MA Sep 73 Assigned to same unit, but moved to Westover MA and "U" dropped from UC-123K Apr 74 To 731st Tactical Airlift Squadron (AFRES), Westover AFB, MA Nov 77 To Hayes Aircraft Corporation, Dothan AL last entry as of Oct 78 *Probably used for aerial spraying or defoliation **Possibly used for spraying/defoliation �63 Foreign Clearance: The f o r e i g n clearance section of base operations provided briefings for 233 flights to foreign destinations. The number included, 15 B-57 a i r c r a f t to Bermuda on 2 and 3 June; 20 F-100 a i r c r a f t to France on 11 and 12 June; 35 high flight a i r c r a f t ; 18 T - 2 9 navigator training flights; and, 180 other departures. It provided additional support in cooperation with the Coast Guard for the air search for the missing KB-50 discussed previously in this chapter. Special Aerial Spray Flight The Special Aerial Spray Flight was a section of the n o n - O / T authorization of the 4500th Air Base Wing. Its purpose is to p e r f o r m aerial spray missions in conformance with AFR 90-3, dated 21 March 1958, and TAG Supplement 90-3, dated 15 March 1961. The policies and responsibilities are outlined in these regulations. Training pilots to qualify as both C-123 pilots and spray pilots was a p r i m a r y problem. Pilots w e r e either qualified in one phase or the other during the entire period and at the close of the reporting period no pilot assigned to the flight was a qualified spray pilot in the C-123 aircraft. C r e w s w e r e being trained and plans indicated c r e w s qualified in b o t h phases would be available soon. Shortage of personnel in administ r a t i v e and a i r c r e w p o s i t i o n s t o g e t h e r with absence of personnel on TDY ( r o u t e d problem:) in every are.i of t h i s operation. �64 At the close of the reporting period, tests w e r e being conducted using herbicides with the Advance R e s e a r c h P r o j e c t s Agency of U. S. Government. During the period three spraying missions were conducted at Langley AFB. The statistics follow: Area sprayed. Insecticide used Flying time Total cost Cost per acre 36, 414 acres 13, 970 gallons 10: 55 hours $20, 903. 56 $0. 61 average \ Standardization Board During the period of this report, the Standardization Board has given 200 pilot and navigator standardization checks. A new standardization program has been initiated for all multi-engine support a i r c r a f t . This program includes new w.ritten examinations and a more comprehensive flight check. The two assigned personnel of the Wing Standardization Board attended the TAG SEG School. The Wing Standardization Board has only one major w r i t e - u p during the IG Inspection. This w r i t e - u p was for not being properly manned. All flight mechanics have been given a new w r i t t e n examina- tion in their appropriate a i r c r a f t . The Standardization/Evaluation Review Panel has'held one meeting d u r i n g the period of this r e p o r t . Major H e r b e r t W. Jones a s s u m e d the �65 the installation of a pony teletype circuit which, speeds the delivery of NOTAMs. Plans called for a passenger lounge, an improved dispatch section, and an improved snack bar. The Foreign Clearance section provided foreign clearance briefings to 233 flights clearing to foreign destinations. Of this number, 48 were high flight aircraft, 16 were T-29 navigation training flights, and 189 others which included many flights from the 4505th Air Refueling Wing. The section was host in providing a four-hour navigation orientation program for 150 ROTC Cadets in August. In October and November, the Foreign Clearance section moved to temporary facilities to provide space for crews standing alert during the Cuban operation. Special Aerial Spray Flight The Special Aerial Spray Flight, a section of the non Operations/ Training authorization of the 4500th Air Base Wing for the purpose of performing Aerial Spray Missions in accordance with AFR 91-22, was the responsibility of the Commander, 4500th Air Base Wing. The responsibilities included development of aerial insecticide dispersal techniques in cooperation with other government agencies, �66 training aircrews for the performance of spray missions, and maintaining a repository of special flying and technical skills for expansion, disaster relief, and tactical operations. The spray flight also maintained, published and distributed to interested agencies biological and operational information concerning the aerial spray program. During this period 16 bases were approved for aerial spray work; however, only 11 bases were serviced because modification of the aircraft for granular insecticide dispersal was not completed in time to service the 16 bases that were approved for spraying. o Statistics for this period are as follows: 28 sorties were flown. 368,050 acres were covered. 33,484 gallons were aerially dispersed. 68:40 spray time was recorded. 75:10 f e r r y time to and from bases sprayed. $.33 average cost per acre for the period. $52,170. 90 total cost for this period. Sixteen missions were flown in support of the Advance Research Projects Agency (ARPAJ tests conducted at Eglin AFB, Fla. The program began during the last week of June 1962. 33:40 hours spray time was recorded in dispersing 4, 251 gallons of spray. Plans have been made to complete the ARPA test in the spring of 1963 at Eglin AFB, Fla. �53 Special Aerial Spray Flight The special aerial spray flight continued operations providing aerial insecticide dispersal services for agencies of the Department of Defense and for other agencies as directed by Hq TAG. The flight continued development of aerial insecticide dispersal techniques in cooperation with interested government agencies; it trained aircrews; it maintained records of special flying and technical skills needed for expansion, disaster relief, and tactical operations; and it maintained, published, and distributed to interested agencies biological and operational information. The flight was a non operations-training section authorized by AFR 91-22, 10 September 1962, and it was responsible to the commander of the 4500th Air Base Wing. The flight was supervised by Capt. Carl W. Marshall and had a complement of 17 pilots, 10 flight engineers, one clerk typist, and one entomologist, Dr. (Capt.) Claude T.' Adams. Seven aircraft were assigned to the flight. Three of these were committed to Viet Nam, one was undergoing modification to a granular spray system, one was undergoing calibration tests �54 for a new and larger spray system at Eglin AFB, Fla. , and two were available for spraying in the United States. Headquarters TAG approved 21 government reservations for spraying. By the end of the period, only seven of these areas had been sprayed because of the unusually low temperatures experienced this spring. Statistics covering the spray operations follow: Sorties flown Acres sprayed Gallons sprayed Hours flown spraying Hours flown ferrying aircraft to spray sites Average cost of spraying per acre Total cost of spraying operations 85 209,720 68,000 59:05 31:40 $. 36 $74, 731. 30 In addition to the spraying of government reservations, the flight was engaged in three other activities. The first was a calibration test conducted at Lackland AFB, Tex. in January. The 6570th EPI Laboratory at Lackland was to evaluate the dispersal techniques and procedures used by the spray flight. Even though the 6570th EPI Laboratory had the responsibility to set up the test program, their personnel were not familiar with the present day modern dispersal techniques. As a result, the evaluation program was of little value. �55 A second activity took place at Eglin AFB, Fla. A program began in May to test a larger spraying system. The test program was still underway at the end of the period and the final results may be available in July or August. The last of the three activities took place in Viet Nam. Three crew and aircraft were committed to this operation during the entire period. The average length of tour for each crew averaged approximately four months, with the tours being rotated among the spray flight personnel. This rotation of crew personnel to Viet Nam caused an occasional temporary shortage of qualified spray flight crews in the United States. The mission in Viet Nam concerned defoliation activities. Safety The Office of Safety incurred three personnel changes during the period 1 January through 30 June 63. A civilian secretary to the Director of Safety was promoted and transferred to Hq TAG. Immediately following this action, a freeze was placed on hiring civilian personnel a,nd as a result, the position was abolished to enable the Wing to meet a directed manpower cut. �49 over-water navigation proficiency flights during the period. F i f t y - s e v e n navigators used these flights to accomplish the AFM 60-1 flying requirements. Twenty-eight proficiency flights were scheduled during the six-month period. Eighteen were flown as scheduled and 10 were cancelled or aborted due to maintenance. Special Aerial Spray Flight The Special Aerial Spray Flight, authorized by AFR 91-22, 10 September 1962, was responsible to the Commander, 4500th Air Base Wing. The mission of the Spray Flight was as follows; To provide aerial insecticide dispersal services for all agencies of the Department of Defense (DOD) and other government agencies as directed by Headquarters TAG; to develop aerial insecticide dispersal techniques in cooperation with other government agencies; to train aircrews and maintain records of special flying and technical skills, for expansion, disaster relief and tactical operations; and to maintain, publish and distribute to interested agencies biological and operational information. During this reporting period there were 17 pilots, 10 flight �50 engineers and one clerk assigned with Captain Carl W. Marshall as OIC. Spray Flight was also authorized an Entomologist, Captain Claude T. Adams. Of the seven assigned C-123 spray aircraft, three w e r e in Viet Nam conducting defoliation missions, one aircraft completed modifications to the granular system and underwent calibration testing at Macon Municipal Airport, Ga., and spent the remainder of the period conducting spray operations against fire ants at Liberty Field, Ga. progress. This operation is still in 9 These figures do not include the granular dispersal now being conducted against fire ants, since this project is not completed, nor does it include our defoliation missions in Viet Nam or a special insecticide control mission against bombay locusts in Bangkok, Thialand. No serious problems w e r e encountered; however, due to the rotation system of personnel to the Viet Nam area, aircraft manning of c r e w s s u f f e r e d occasionally due to lag time between crews returning and replacement crews rotating. Flying Safety The Wing experienced no accidents during the reporting period � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 020 Folder The folder containing the original item. 0314 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Typescripts: Special Aerial Spray Flight Information from 4500 Air Base Wing History 1962, 1963; History of C123B, Serial Number 56-4362 Subject The topic of the resource Ranch Hand aircraft pesticide application spray equipment https://www.nal.usda.gov/exhibits/speccoll/files/original/6d756e3798a3feb87ce9f888ef9eca00.pdf bfab4644bc6cb4df7e6420cf79c1b6c5 PDF Text Text Item ID Number 00294 Author Corporate Author Report/Article Title Typescript: Pre 65 DFL Spray Operations RUN Journal/Book Title Year 000 ° Month/Day Color Number of Images 9 OeSCriptOU NOtBS Includes data table of number of gallons of military herbicide procured by the U.S. Department of Defense and disseminated in South Vietnam during the period January 1962 - December 1964, source of table listed as USAF OEHL Report, p. I-9 Monday, January 22, 2001 Page 294 of 341 �p re 65 rirL Spray '"'Derations R M M The first actual test mission in Q outh Vietnam was flown along a road north of Kontum by a VMA 1 7 H-^-l helicopter equioned with a '1°, Navy Helicopter Insecticide Dispersal Apparatus L i q u i d (HTn/U,) Sprav system ^ 1 0 August 1 Q61. Two weeks later, the first fixed-winn: spray mission was flown by a V M A ^ C-47 . stretch of route Thanh. 1 T his mission, flown on ?'» August, a four km 3 about RO km north of Saigon near the V i l l a g e of Chon Roth of these missions disnersed the herbicide n}.noxol . On ? January 1 9^?, President ^ennedy authorized l i m i t e d n^L operations o an experimental nature against separate targets which together comprised about 1 6 miles o^ the total distance about ^ miles along route 1C S between Hien Hoa and Vung T au . Three C-t?3 equipped with MC-1 spray tanks (1000 g a l l o n caoacity) landed at Tan Son Mhut on 7 January 1Q6?. for Ranch Hand until 1 December 1 Tan Son Mhut remained the headouarte 9^*S when the unit mov^d to Rion �The first Ranch Hand spray mission was flown on the morning of 1 96?. A target north of Route 1 1 1 At 0«?o and 0 January one Ranch "and C-1?? sprayed less than 200 gallons of herbicide purple. January along Route > Januar 5 was chosen adjacent to a swath, a "MA17 C-47 had sprayed with herbicide pink on ?9 n^cember 10*>1. 0900 on the morning of ir T wo spray missions were flown on 1 1 *•> which inaugurated the ''anch M and program. Swath width was 500 feet for the first flight and 400 feet for the second flight. A g a i n purple was applied. the following three days. Missions continued along R^ute The mission on the 1 1 ^ on 6th completed the initially authorized spray work which totaled to sorties, used 7,9?0 gallons of herbicide and covered 6,9?0 acres. During the period January - March 6?, many training missions were also flown. On one low level mission, in February 1 96 9 , a D anch Hand aircraf T crashed, destroying the aircraft and k i l l i n g the three crew members. plane went down in an inaccessable area off of "oute 1 5 between Men ll h oa and Vung Tau. Ranch Hand again flew spray missions on 1U-17 February 1Q<5?. 1i n n the lth, they sprayed a target along Route 1'-J which was approximately 1 0 miles long by 400 yards wide and totaled 1^00 acres. T hat same dav they sprayed about 900 acres surrounding the *'han Co airfield. the 1 5th was accomplished on a stretch of Route along Route 1 4 on the previous d a y . T 1 Spraying on the same dimension as he ^ather Hoa area, in the souther portion of the Ca Man penensula, was sprayed on the ifth and i?th of �February. T hese February operations took 1 ? sorties, used 1R'-! drums of purple herbicide and covered 7,800 acres. With the exception of the Rien Hoa airfield and the T han T uy Ha ammunition storage area which were treated by WA 17 helicopters, the spra missions on 17 February completed the i n i t i a l coverage of all authorized targets. Ranch Hard aircraft resprayed the areas alons Rt 1 ^ on ?n Marc 1 .. There was a break in herbicide operations for five months after this mission, to await evaluation of the chemical effects on the foliage. On 1 7 and ?1 July 6? V N A F sprayed scrub growth north, northeast and west of the runway at Bien Hoa. Ranch Hand began spray operations a g a i n d u r i n g the oeriod 3 to 7 September. Six soray missions were conducted along the n ng ^oc River i n An Xuyen Province. Spray operations were again resumed on ?o September. S September and 11 October 1 R etween the period Q(S2, "anch u and sprayed a total of more than 9,000 acres dispensing ?7,6UB gallons of purple herbicide. These missions cleared vegetation along about SO m i l e s of rivers and c a n a l s in the Ca Mau Penensula. 30 November 1 Q6? authorized clearances por ^ specific areas to be snrave �proposed in the July recommendation and also delegated the authority to approve the employment of herbicides in future operations. Highway 1 south of Tuy Hoa on Highway 1 Fast side of 1 '4 Oec ft'3. On 1« *• ?U nee 6? U km of south of Oui Nhon . After these missions were completed defoliation activities were halted until the advent of the rainy season the following June. carried out crop destruction using 5 H-V4 heliconters equipped ^o^ cron destruction. T Vietnam occurred on he first test crop destruction operation in South 1 0 Aug 61. V M A ^ helicopter sprayed trinoxol on crop near a v i l l a g e north of r>ak TO. D resident Kennedy's basic authority for Ranch Hand prohibited crop destruction. Vietnamese program. r ron destruction remained an ai On ? Oct 6? President Kennedy allowed crop destruction operations. restricted Area to be sprayed were portions of a ^ k square area of Phuoc Long Province. The base for this crop destruction program was the air strip at Nui ^ara in D huoc Lons D rovince. US Airforce C- 1 ?3's transported chemicals supplies and equipment to this base. With advise and assistance of American technicians, the South Vietnamese installed HTDAT, spray equioment on five VMA 1 7 H-?ii hel icooter,": Spray operation began on the morning of ? 1 Nov ^"> . A total of ^O gallons of Herbicide "Rlue" (cacadylic acid") was spraved over about 400 acres of crops. On 9? Nov 6P they again spraved Herbicide " n lue" on a total of 375 acres o^ crops in Phuoc Long D rovince. Ranch Hand began a p p l y i n g herbicides along *46 km of canals in the r/\ M(\'r �penensula in June 1C )63. Fight sorties were flown in this region of TV Corns between 6 and P June dispensing 7,?00 gallons of chemicals. Tv ^e unit flew spray missions along a powerline extending *>om Ha Lat to Rien From 3-?7 July Hoa. during 1 1 96?, Ranch Hand sprayed m,7?p g a l l o n s of herhici'il 9 sorties along 58 km of transmission l i n e right-of-way. Ranch Hand spray operations ceased after the July spray missions due to request by the Thai government to assist in the control of locusts. Ranch Hand resumed spray operations in October 1 U Oct 1 1 963. between the period 963 and 1? Jan 1QM they dispensed 7 i f ^ f t n g a l l o n s of herbicide o six separate target complexes. T hree of* these i n v o l v e d h i g h w a y s , one wa a railroad, one was a canal on the Ca M au Peninsula and the southern tio o r the peninsula which connected directly with the Gulf of Thailand. This target required 1^ sorties and uijO^O g a l l o n s of defoMant. March & April 1 During 954 targets were sprayed on the Ha Mau Peninsula. In January 1 Q6iJ, authority was delegated to the senior Mc; Advisors serving with Vietnemise d i v i s i o n for hand-spray operations. This great! reduced log time that has existed from proposal to completion of small defoliation projects; i.e., around depots, airfields and outnosts. Locations and tvpes of herbicides unknown at this time A mission flown by D anch ^and along a canal in the Me v.or\e rielta on ?? April 1 96M accidently caused crop destruction near the model strategic �hamlet of Cha La. During a mission on 30 April 1 9*>U in the Helta, "anch "and aircraft received considerable ground fire. One of the two r _ i ? V s received a hi in one of its engines at this time the pilot feathered the engine and dumped his herbicide load. After encountering this intense ground fire on 30 A p r i l , Ranch Hand discontinued operations until 1 9 May. Spraying resumed on that date against a canal "0 miles south east of Saigon. T his target was spraved for two days, however, spraying was discontinued d u r i n g their mission on the third day due to increased ground fire and damage to the aircraft an spray equipment. Twice during May & June iQfiU Ranch Hand shifted its base of operations north to Da Nang. Targets sprayed were m a i n l y w i n d i n g mountain roads which connected South Vietnemese outposts along the Laotion border. T he flew a total of 26 sorties from DA Nans. During July 1 964 Ranch Hand resprayed areas of the d e l t a that had been discontinued on 30 Apr. Ranch Hand completed the re-soray of these area on ?? July New spray equipment was received by Ranch Hand in August of 1Q(S'J. T his equipment, known as A/A^Y- 1 , incorporated snray booms under each wins, boom under the tail and a new 2R horse power pump which increased the �pump presure from 3^ to ^0 psi and boosted the herbicide pl.ow rate 1 70 to ?80 gallons per minute. D rior to the arrival of this new equipment MC-1 spray tanks were used for spray mission. After the a r r i v a l of this equipment the unit flew 3 1 defoliation sorties along Rt 1 4 and also did more spraying in the northern part of South Vietnam before the end of "'P'SH. On 3 October one of 1 1 96iJ, Ranch Hand flew its first croc destruction sorties, 9 flown between 3 and War Zone D. 1 3 October against a complex of ^ields nea During November and December 1Q^U, Ranch Hand planes flew croo destruction sorties in Phuoc Long Province. destroyed 76?0 acres of Viet riong croos. 1 During iQ^n the unit Prior to 3 Oct iQ^4 the Vietnemese destroyed crops by VM/\^ H-34's and hand delivered spray on th ground . A test program was conducted in T hailand in 1Q^ ^ 1f )<SR to determine effectiveness of acre applications of Purple, Organe and other c a n d i d a t e chemical agents in defoliation of u p l a n d jungle vegetation reoresentive o-p Southeast Asia on duplicate 1 0 acre plots. Agent Organe was first tested Thailand in ^eb Attached is a breakdown of g a l l o n s of herbicide disseminated in South Vietnam by the US during the period January 1Q^P- December' �T here is no e v i d e n c e o*" A g e n t Orange bein? soraved durin!? the neriod - 1964. 1 �• ,'ur.ber of gallons of military h e r b i c i d e procured by the U.S. Department of Defense and disseminated in South Vietnam during the period January 1962 - December 1964. Military Herbicide Gallons of Formulation Pounds A c t i v e Ingredient Blue 5,200 10,000 Green 8,208 66,980 Pink 122,792 1,001,980 Purple 145 ,_0_00 1 , 1 80_, 300_ 281 ,200 2,259,260 Total Source of table: USAF OKHL Report, p. 1-9 * � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 020 Folder The folder containing the original item. 0294 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Typescript: Pre 65 DFL Spray Operations RUN Subject The topic of the resource Ranch Hand aircraft herbicide application military impact Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 020 Folder The folder containing the original item. 0291 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Date A point or period of time associated with an event in the lifecycle of the resource 1966-09-01 Title A name given to the resource Clipping: Spray Planes Shield Crippled Craft From Ground Fire Subject The topic of the resource Ranch Hand aircraft popular press military impact https://www.nal.usda.gov/exhibits/speccoll/files/original/58a7d9a18a2abe0dd4ae92d2e5b0789b.pdf c843cda6ed20c9de795623c8c12e1d65 PDF Text Text Item ID Number Author Corporate Author Report/Article Title Memorandum: Requirement for Defoliant Agent White, |18 September 1967 Journal/Book Title 0000 Year Month/Day Color n Number of Images Found in a file labeled: "Correspondence Concerning the Use of Defoliants in SEA and the Role of Air Force Personnel, Nov 1962 - Oct 1967"; date stamped 19 Sep1967 Monday, January 22, 2001 Page 252 of 341 �SEP .TCB (Lt Reynard/882-2457) icquireiaont for Defoliant Agent White MMA (SAOQT/Mr. Vanderventer) APGC (PGOW) has stated a need for 1500 gallons of Tordon 101 Wiite). This agent will be used for spray tests with the C-123K lirci'aft. !. Reference Confidential TWX AFRDQ 78693, 13 Jul 67 has authorized .dequate allocation of defoliant for these tests. In view of the trgency of this testing, AFATL requests an expedited shipment of gent White to: Transportation Officer AFB 2823 AFATL (ATCB/Lt Reynard 882-2457) Eglin AFB, Fl 32542 'OR THE COMMANDER 1. COX, Colonel, USAF :hief, Bio-Chemical Division Name, Office^,Symbol of Originator AFATL Form . ^ COORDINATION SHEET 06 Nov 1%6 Date Phone Typist's Initials AFSC - EOL^N^&^T1<A. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 019 Folder The folder containing the original item. 0252 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Creator An entity primarily responsible for making the resource Reynard Title A name given to the resource Memorandum: Requirement for Defoliant Agent White, 18 September 1967 Subject The topic of the resource herbicide white Ranch Hand aircraft herbicide testing https://www.nal.usda.gov/exhibits/speccoll/files/original/4242c11bdf97e51356fa69dce748eb0c.pdf bdd23ee31f1fcb10cb1ed20e7e8c2e9b PDF Text Text Item ID Number 00237 Author Corporate Author Report/Article Title F°rm: Military Insecticides, Use in Vietnam, AOPA/November-December 1983, Document Source: Historical Summary (RCS: MACSJS-01) June 67 Journal/Book Title Year 000 ° Month/Day Color U Number of Images 1 DOSOrlptOU NOteS Summarizes equipment used for dispersal of insecticides in March 1967 Monday, January 22, 2001 Page 249 of 341 �Military Insecticides Use In Vietnam AOPO/ttovember-December 1983 Document Source •.-^\ S I » V x^_ ^ \ ^ ™ —\ ^^^ Date of Document ° ^ Insecticides Mentioned (Type/Quantity/Use) MfcCV I O o C Other Information If Available Method of Application : location of Application Military Unit if Different from Above Names of Personnel Mentioned Significant Event(s) - Spill, Fire, Explosion, Clean-up � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Alvin L. Young Collection on Agent Orange Description An account of the resource <p style="margin-top: -1em; line-height: 1.2em;">The Alvin L. Young Collection on Agent Orange comprises 120 linear feet and spans the late 1800s to 2005; however, the bulk of the coverage is from the 1960s to the 1980s and there are many undated items. The collection was donated to Special Collections of the National Agricultural Library in 1985 by Dr. Alvin L. Young (1942- ). Dr. Young developed the collection as he conducted extensive research on the military defoliant Agent Orange. The collection is in good condition and includes letters, memoranda, books, reports, press releases, journal and newspaper clippings, field logs and notebooks, newsletters, maps, booklets and pamphlets, photographs, memorabilia, and audiotapes of an interview with Dr. Young.</p> <p>For more about this collection, <a href="/exhibits/speccoll/exhibits/show/alvin-l--young-collection-on-a">view the Agent Orange Exhibit.</a></p> Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Box The box containing the original item. 019 Folder The folder containing the original item. 0237 Series The series number of the original item. Series II Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Form: Military Insecticides, Use in Vietnam, AOPA/November-December 1983, Document Source: Historical Summary (RCS: MACSJS-01) June 67 Subject The topic of the resource pesticide application Ranch Hand aircraft