1
15
24
-
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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
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Box
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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
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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/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
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v3ISS£"l««»t
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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
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SEFERENCE
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I
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2
3
«t
COJiFIGUKATION
cc= 0°
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—
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}
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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)
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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
! • • • * • * • •
• • • • • • • • •• • • • • •
• • • • • <
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^-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.
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PAU-S/A SPRAY TESTS RESULTS (CONCLUDED)
?
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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| «^
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20
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16
20
20
19
19
20
20
19
19
f * V*
< «TSI
4 ««
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?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
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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
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Alvin L. Young Collection on Agent Orange
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<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>
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Harrington, John J.
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<strong>Corporate Author: </strong>Defense Technology Laboratories, FMC Corporation
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1971-04-01
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Spray Tank Unit, Aircraft, PAU-8/A
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spray equipment
Ranch Hand aircraft
herbicide application
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Item ID Number:
001 eo
Howard, John D.
Corporate Author
RBDBPt/ArtitiB TltlB Herbicides in Support of Counterinsurgency Operations: A Cost-Effectiveness Study
Journal/Book Title
Yaar
i Bui
1972
Month/Day
March
Color
D
132
Introduction and background gives brief overview of Operation Ranch Hand and use
of herbicides in Vietnam.
Friday, January 05, 2001
Page 160 of 194
�Howard, J. D,,
5 ^ 1972
.
Herbicides in support of counterinsurgency
operations: a cost effectivness study
I/UNLIMITED
AD A0745180
Technical
Report
£EJEIOMEDICAL LIBRARY
JAW 10 1980
distributed by
fiQClIMENTS
Defense Technical Information Center
DEFENSE LOGISTICS AGENCY
Cameron Station*Alexandria, Virginia 22314
UNCLASSIFIED/UNLIMITED
�* - -4
1.0
11.25
�o
00
NAVAL
SCHOOL
Monterey, California
T-H
THESIS
HERBICIDES IK SUPFOl^ OF
COUNTERIKSURGEKCy OPERATIONS:
A COST-EFFECTIVENESS STUDY
John DaXton Howard
Thesis Advisor:
NATIONAL TECHNICAL
INFORMATION SERVICE
James R. Caora
March 1972
ion pubtic. x.e£e&!>e.; datuiittien untuniltd.
K.
\
�Herbicides in Support of Counterinsurgency operations:
A Cost-Effectiveness Study
John DaIton Howard
Major, United States Army
B.S., United States Military Academy, 1964
Submitted in partial fulfillment of the
requirements for a degree of
MASTER OF SCIENCE IN OPERATIONS RESEARCH
from the
NAVAL POSTGRADUATE SCHOOL
March 1972
Author
Approved by:
Thesis Advisor
Chainrari, Department of Operations Research
// and Administrative Sciences
Academic Dean
�UNCLASSIFIED
Cl as<unration
DOCUMENT CONTROL DATA - R & D
!.*!• avrrstt rmptttt tt
j*. REPORT SECURITY cn-.iif ic* TIO«
t of title, fcodr ttf *t>*tr*ft
TtN6 A C T I V I T Y
Unclassified
Naval Postgraduate School
Monterey, California 93940
J*. SltOU*
Herbicides In Support Of Courterinsurgency Operations:
A Cost-Effectiveness Study
of t*«6tt •nd.inC*ir»ire <****»
Master's Ihesisj March 1972
John D. Howard
C NO. O
EPOBT D A T E
130
March 1972
M. C O M T K A C T Oft G R A N T NO.
44
M. OntCIMATOM't HE'QMT MUMICHIH
». fHOJECT NO.
• 6. O T H E R *E»O*T HO(I> (
tft/«
IS. D I J T A i e u T I O M t T A T E M E M T
Approved for public release; distribution unlimited.
It. SUPPLEMENTARY NOTES
11. SPONSORtNC UILIT A R T A C T I V I T Y
I). A K S f K A C T
This study develops costs, effectiveness criteria, and
cost-effectiveness ratios for military herbicide systems and three
other alternatives which can perform the missions of foliage removal
and crop destruction in support of counterinsurgency operations.
The results reflect the Vietnam combat environment wheie all systems
were employed at sometime during the period 1965-1971. The systems
considered are aerial delivery of herbicides by UH-1 helicopters
and ue-123 Air Force aircraft, tactical land clearing with crawler
tractors, "slash and burn" clearing with indigenous cutters, and
fireboizbing with CH-47 helicopters. The effectiveness criteria
focus on the ability of these systems to perfona the two missions
and withstand the rigorous constraints of a hypothetical combat
mission. From these criteria, two sets of cost-effectiveness vectors
are obtained to allow a decision maker the opportunity to evaluate
each system and determine a possible force structure to accomplish
the two missions in a Vietnam-type insurgency.
DD/r.,1473
UNCLASSIFIED
S/N 01 Of*«Q7-«S!t
Security Ctatsificitio*
�UNCLASSIFIED
S«eurit¥ Classification
LIM K A
l*N K
•
KKT W0»0»
»OLt
tri>. • c
«« T
Cost-effectiveness
Herbicides
Tactical Land Clearing
Firebombing
"Slash and Burn" Clearing
Counterins urgency
|
1
DD /,T.,!473 «8*«>
^^
UNCLA SSIFI ED
Security CUstiftcttiet
>.]«BI
�ABSTRACT
This study davelops costs, effectiveness criteria, and
cost-effectiveness ratios for military herbicide systems and
three other alternatives which can perform the missions of
foliage removal and crop destruction in support of counterinsurgency operations. The results reflect the Vietnam
combat environment where all systems were employed at
sometime during the period 1965-1971. The systems considered
are aerial delivery of herbicides by UH-1 helicopters and
UC-123 Air Force aircraft, tactical land clearing with
crawler tractors, "slash and burn" clearing with indigenous
cutters, and firebombing with CH-47 helicopters.
The effec-
tiveness criteria focus oh the ability of these systems to
perform the two missions and withstand the rigorous
constraints of a hypothetical coiribat mission. From these
criteria, two sets of cost-effectiveness vectors are
obtained to allow a decision maker the opportunity to evaluate each system and determine a possible force structure to
accomplish the two missions in a Vietnam-type insurgency.
�TABLE OP CONTENTS
I.
INTRODUCTION
A.
II.
PURPOSE
B.
6
•
BACKGROUND
•
•
6
7
THE ALTERNATIVES
14
A.
AERIAL DELIVERY OF HERBICIDES
14
1.
UC-123 —
14
2.
UH-1
•
•
16
•
20
B.
C.
"SLASH AND BURN" CLEARING
28
D.
III.
TACTICAL LAND CLEARING ~
PIREBOMBING
30
METHODOLOGY
33
A.
ASSUMPTIONS
•
33
B.
PARAMETERS
C.
COST ANALYSIS
D.
EFFECTIVENESS CRITERIA AND COST-EFFECTIVENESS
•
•
34
•
35
MEASURES
E.
36
PARAMETER SENSITIVITY
—
38
IV.
ANALYSIS OF AERIAL DELIVERY OF HERBICIDES
40
V.
ANALYSIS OF TACTICAL LAND CLEARING
75
VI.
ANALYSIS OP "SLASH AND BURN" CLEARING
92
VII.
ANALYSIS OF FIREBOKBING
100
VIII.
INSIGHTS AND CONCLUSIONS
109
A.
RESULTS OF THE ANALYSIS
109
B.
INSIGHTS
C.
CONCLUSIONS
•
•
•
—
112
114
�APPENDIX A:
DETAILED HERBICIDE COSTS
116
APPENDIX B: DETAILED COSTS FOR TACTICAL LAND CLEARING— 118
APPENDIX C:
DETAILED COSTS FOR FIREBQMBING
APPENDIX D: DATA SOURCES
120
—
BIBLIOGRAPHY
— 121
—
124
INITIAL DISTRIBUTION LIST
FORM DD 1473
•
—
128
•
,»—
__
..
�ACKNOWLEDGEMENT
This study was made possible through the contributions
and assistance of the V. S. Array Engineer Strategic Studies
Group, Washington, D. C., and Major Richard C. Bennett,
senior project director in that office. A special acknowledgement, goes to Mr. J. T. Soules, Vice President of the
International Depar-iaent of the Rome Plow Company, whose
correspondence and interest in the study provided the author
with a wealth of data and many insights into the salient
features of tactical land clearing.
�I.
A.
INTRODUCTION
PURPOSE
The purpose of this study is to conduct a costeffectiveness evaluation of military herbicide systems in
a counterinsurgency environment. The test case for the
determination of relevant costs will be those dollar costs
incurred during the systems' empJoyment in vegetation
renoval and crop destruction missions .in support of combat
operations in the Republic of Vietnam (RVN) during 1965-1971.
Since costs are the values of alternatives foregone, the
study will address three other techniques used for foliage
clearance and crop control in RVN during the same timeframe.
The alternatives to herbicide operations which will
be considered are:
1. Tactical land clearing operations.
2. "Slash and burn" clearing using indigenous
labor forces.
3. Firebomb?ng.
Each method will be discussed in detail in Chapter II.
Specifically excluded from the scope of the study is
consideration of the externalities that night result from
possible damage to the ecological balance of the host
country.
The cost measures will attempt to show the relative
dollar expenditores araong the systems involved. Several
�measures of effectiveness will be used to Judge their output
and ability to accomplish the missions of foliage reioval
and crop des'
=tion under combat conditions. These,
coupled with the cost measures, will yield cost-effectiveness
figures which will be the basis for comparisons, These
comparisons will present the decision maker with sets of
data on the strengths and weaknesses of the individual
alternatives and combinations of the systems.
B.
BACKGROUND
The proper use of cover and concealment has always been
a critical factor ..n planning military operations.
History
is full of examples of armies that effectively used natural
cover and foliage.
Often, judicious use of these elements
made up for other deficiencies in the forces.
The colonial
settlers of early America learned the arts of cover and
concealment from the Indians and later put them to good use
in the War of Independence.
As warfare evolved from the
strjiight-line formations of the 19th century and the
trenches of World War I, it became apparent that strict
adherence to the principles of concealment was not reserved
solely for the guerrilla or irregular soldier.
Hence,
tactics and methods were developed in an attempt to deny
any potential enemy, insurgent or conventionally organized,
the protection and sustenance that might be offered by the
vegetation.
�The term "herbicide" was coined in the 1930's to
enctmpass that family of chemicals which are antiplant
agents.
Some members of this family were found to be
systemic hormones which entered broad-leaf plants touching
off wild growth and eventually killing then. Others were
determined to be dessicants which injured the foliage by
direct chemical action on contact. Throughout World War u,
military research in chemical warfare played an important
role in the development of the potent herbicides now in
world-wide use. Although initial efforts were directed at
the discovery of suitable dessicants (for use as antierop
agents), scientists from the university of Chicago determined that some of these growth regulators might be applied
to grasses and tropical plants. This generated a great deal
of interest in the defoliation or foliage removal properties
of the chemicals since many tons of explosives had been
expended on Pacific islands to deny the Japanese concealment
afforded by the tropical rain forests.
In early 1945,
successful tests were conducted in the Florida Everglades
concerning the possibility of using several inorganic
defoliants in aerosol form, The results from this work
prompted the Army to recommend the use of ammonium thiocynate in the Pacific theater.
This recommendation was not
adopted for fear of the repercussions that might arise from
the agent's association with chemicals of the cyanide
faaily.
The war ended prior to the testing of a more
suitable agent.
8
�In the late forties, the research generated during World
War II was readily employed by civilian industry.
The
previous discovery of the organic chemicals 2,4-D and 2.4,5-T
fostered revolutionary steps in chemical plant control and
stimulated the development of a host of new agents. These
herbicides were more effective, more selective, and less
hazardous than the former compounds.
Chemicals such as
piclorara, bromacil, cacodylic acid, and paraquat were
tailored to perform specific kinds of vegetation control.
Consequently, their use at home and abroad became widespread.
In 1950 the estimated market for herbicide? came
to §1.5 million while by 1965, it had gruwii to over $211
million.
(This was prior to extensive military purchase of
certain agents for use in RVN.) In 1959 alone, American
farmers treated 53 million acres of acres of agricultural
land not to mention the thousands of miles sprayed by local
government agencies and private corporations to control
growth along highways, powerline right-of-ways, fire breaks,
and ditches.
(House and others, 1967.1
>,
J
The Department of Defense (DOD) did not become involved
in herbicide operations until 1958.
The success of British
defoliation operations with helicopters in Malaya prompted
several feasibility studies on acceptable defoliants and
delivery techniques.
In 1961, on request of President Diem
and the government of RVK, a test program was established to
assist in countering that nation's growing Communist-inspired
insurgency.
The Vietnamese army (ARVN) found that the most
�difficult and frustrating task was locating the enemy.
The
dense forests and jungles offered the Viet Cong (VC) excellent concealment which permitted them to cove with relative
impunity to within striking distance of key military installations , lines of communications (LOG), and government
centers. By removing parts of the foliage, the Allied
forces hoped to increase aerial and ground surveillance capabilities and deny the use of certain areas as sanctuaries.
The actual herbicide operations began under the codename
RANCH HAND in January 1962 with three specially configured
U.S. Air Force (U3AF) UC-123B aircraft.
The operations
proceeded for the next two years at a moderate scale but
with increased enemy resistance.
Ground fire became so
intense that in March of 1965 fighter escorts were provided
on a permanent basis.
The demand for defoliation and
controlled crop destruction missions increased as U.S.
participation in the war grev. This resulted in the RANCH
HAND program being expanded in 1966 into a squadron-size
unit, 12th Air Coimr-ando Squadron (later the 12th Special
Operations Squadron), with an equipment level of 18 aircraft
and headquarters at Bien Hoa Air Base.
In the peak years of
defoliation operations (1967-1968), the squadron was
increased to 24 aircraft.
jKcConnell, 1970.1
To supple-
ment the 12th Special Operations Squadron, some U.S. division commanders were given the authority to conduct local
defoliation and crop destruction missions in their area of
operations (AO) with U.S. Army helicopters.
These operations
�were usually complementary to the RANCH HAND sorties and
employed local aviation assets thit were diverted froia other
lift tasks.
From the inception of the test program, great effort was
oade to insure proper targets were picked and spraying of
friendly areas was prevented.
Each mission was approved by
the local Vietnamese province chief, the Military Assistance
Command Vietnam (KACV), and the U.S. Embassy, crop destruction targets were subject to special scrutiny so that the
most harm would be done to the VC and the least to the local
inhabitants. A commission was established to contpensate and
reimburse those people who had suffered financial loss as a
result of herbicides.
Although friendly areas were never
specifically targeted, some spray did occasionally drift
causing damage to rice crops or rubber trees.
U.S. authori-
ties attempted to take prompt action on any claims whenever
this situation occurred.
Iconzales
1968 J
Concurrent with increased herbicide operations in
Vietnam, there was an expanding controversy over the program
in the united States.
Critics asserted that if chemical
herbicides were coroaonly used, it might not be long before
more noxious chemical agents are considered usable.
Others
have claimed that such an indiscriminate weapon results in
as much suffing for the local populace as the VC.
19681
and
fLewallen
|Hersh
1971 J . The scientific community
raised the question of the ecological consequences of
repeated herbicide applications.
11
The American Association
�for the Advancement of Sciences (AAAS) has been and still is
the center of the controversy. Probably the most vocal and
widely quoted critic within AAAS is Dr. Matthew Meselson, a.
Harvard University biologist.
Or. Meselson chaired the AAAS
Herbicide Assessment Commission and visited Vietnam on a
five-week tour.
In the committee statement to an AAAS
convention, the following assertions were mades
1. fhe Army's crop destruction program was a
failure.
2.
Cae-fifth to one-half of Vietnam's mangrove
forests had been "utterly destroyed."
3.
One-half the trees in the mature hardwood
forests north and west of Saigon were
dead. 1
Several other scientists who had previously visited RVH in
1958-19S9 strongly recommended and lobbied for the cancellation of the herbicide operations until scientists had time
to study the long-term effects of the program,
Pfeiffer
[orians and
1970]
These recommendations coupled with severe criticism from
certain members of Congress and other citizens helped bring
about the suspe: sioa of herbicide operations in the summer
of 1970.
On 7 October 1970, Public Law 91-441 directed the
Secretary of Defense to prepare a study to identify the role
%offey, Phillip M., "Herbicides in Vietnam: AAAS Study
Finds Widespread Devastation," Science, 15 January 1971,
p. 43.
12
�of herbicides in support of combat operations and evaluate
their utility in KVB. It also required him to contract
with the National' Academy of Sciences (HAS) for a comprehensive study to determine the ecological and physiological
effects of the herbicide program in RVN. By 1 March 1972,
the Secretary of Defense was required to transmit the DOD
findings together with the RnS study to the President and
the Congress.
It is against this background of U.S. use of herbicides
and Congressional concern about the role of herbicides that
the examination of the alternatives discussed in the next
section has been undertaken.
13
�II. ALTERHRTIVES
A.
AERIAL DELIVERY OF HERBICIDES
Aerial delivery is the prime method of dissemination of
chemical herbicides for large-scale defoliation or crop
destruction missions. Other methods, such as use of the
three-gallon hand-pucp sprayer, the M-106 riot control
dispenser, and boat-counted spray systems, have beep employed
in Vietnam but will not be considered in the context of this
study. However, all herbicide missions are designed to
accomplish some or all of the following objectives:
1. Deny tlie enemy cover and concealment and
channel his movement.
2. Deny the enemy the capability to forage
off tne land.
3. Deny tae enemy ambush sites adjacent to LOG.
4. Provide improved aerial and electronic
surveillance.
1. Delivery By Fixed Wing Aircraft (UC-123)
The major portion of the U.S. herbicide effort is
carried by a modified version of the Air Force's two-engine
medium cargo carrier, the C-123B "Provider."
Ahe
aircraft
is given a spray capability ("UC" designation) by the
installation of the Hayes AA-45 system which consists of a
1,000 gallon internal tank, an operator console, and three
high pressure spray booms. Since most missions are carried
14
�out at low altitudes and low speeds, the performance of the
aircraft is significantly upgraded by the addition of turbojet engines.
The intensity of enemy ground fire in Vietnam
has forced the Air Force to further protect the UC-123K with
additional armor plating for the crew ami engines.
The
DC-123K's travel in fighter escorted flights ranging anywhere from two to seven aircraft, depending on the target
configuration.
Each aircraft dispenses its 1,000 gallon
load in four minutes at less than 150 niles per hour and 150
feet off the ground.
The Hayes ays ten can be adjusted for
variable dissemination rates; however, these rates are
usually between one and one-half gallons to three gallons
per acre.
[Major Pyatt]
Photo # 1: Pour UC-123 aircraft of the 12th Air Commando
Squadron defoliating a jungle area east of Siigon. June 1968
U.S. Array Photograph
15
�2. Delivery By RotaryWing Aircraft (UH-1)
In certain areas, ground commanders are authorized
to conduct local herbicide operations. When CC-123 aircraft
are not available to do the Job or the target is too small
to merit fixed wing sorties, the UH-1 helicopter (commonly
known as the "Huey") can be equipped with an internal tank
and spray booms. In initial operations in RVU, some U.S*
Army nalts used a field expedient which employed a 55-gallon
drum fitted with rubber hoses and sprayers mounted on the
helicopter skids.
The second generation system used in the
UH-1 is the AGAVENCO sprayer, developed by a Las Vegas firm
for use in agricultural work. This system can be mounted in
the aircraft in less than one-half hour and consists of a
200 gallon tank, pump, and pressurized nozzles.
of the Array (DA) Training Circular (TC) 3-16
[Department
1969 ] . The
UH-1 fitted with the AGAVENCO provides the same dissemination rates as the UC-123 but its capacity is considerably
less. Although the system is designed for a 200 gallon
capacity, the combat requirements of two pilots, two door
gunners, and a system operator cut the UH-l's lii't capability
to such an extent that the tank can only be loaded with 100
gallons.
I^TC Rudrowj
The use of the helicopter in RVN for delivery of
herbicides has been far less standard than the operations of
the 12th Spscial Operations Squadron. Since division
comifcanders were the controlling authorities for these
missions in each AO, the methods used varied considerably
16
�throughout the theater.
Ideally, several "Hueys" should be
employed for efficiency's sake. However, since no helicopters were set aside specifically for herbicide missions,
they were normally diverted on a one-by-one basis from other
conibat sorties. The security escorts, the AH-lG ("Huey
Cobra"), faced the same problem, and while a defoliation
helicopter should be supported by two Cobras, on r«any occasions, none were available.
did not curtail the missions.
However, this lac'k of security
\LTC Rudrow and LTC Saiiches]
Photo # 2: UH-1 helicopter taking-off on a defoliation
mission.
U.S. Army Photograph
17
�3. Chemical Agents
ORANGE, WHITE, and BLUE will Toe the agents considered
in this study.
These chemicals do not constitute the
complete spectrum of herbicides, but they were the most
widely used in support of U.S. combat operations in RVN.
Table II-l: Composition and Use of Selected Agents
AGENT
COMPOSTTTQW
USES
ORANGE
5056 2,4-D(r»-butyl.2-4 dicholoroph*".noxyacetate)
50% 2,4,5--7(n-butyl,2,4,5trichorophenoxyacetate)
WHITE
20% Picloraro (4-araino-3,5,6- General defoliation:
trichloropicoline acid) Slower acting but
80% 2,4-D(trisopropanolamine| more persistent than
General defoliations
wangrove, jungle,
and low-land scrub
trees.
ORANGE
BLUE
3 pounds per gallon of
water of:
65?o cacoclylic acid
35% inert ingredients:
sodium chloride, sodium
sulfate, calcium sulfate
and water.
Crop destruction:
Most effective
against grassy plants,
rice, manioc, corn,
and banana trees,
During defoliation operations in RW, agents ORANGE
and WHITE were used interchangeably.
It was found that these
agents did not permanently destroy all vegetation, although
the mangrove swamps still show heavy effects of the spraying.
Recent pictures taken of heavily defoliated areas show
considerable regrowth of foliage in hardwood forests and
along waterways.
The NAS study will address this question
2
DA TC 3-16, Employment of Riot Coatrol Agents, Flaree,
Smoke, Antiplant Agents, and Personnel Detectors in CounterGuerrilla Operations, p. £0-81, April 1 6 .
39
18
�In detail along with other ecological effects of chemical
herbicir?s.
[Tschirley
1963] and [office of Deputy
Assistant Secretary of Defense (ODASD) 1971] ..
4. Coverage and Limitations
The present sprayer systems used in both fixed and
rotary wing aircraft allow variable dissemination of lierMcides. 'rhese rates are as follows:
Table I1-2: Herbicide Dissemination Rates
Mission Type
Rate
Defoliation
Crop Destruction
3ftree gallons/acre
One and one-half to three
gallons/acre
[DA TC 3-16 1969]
The use of herbicides in support of conibat operations
is limited in several respects.
The best time to apply them
is during the particular plant's most active growing period.
While spraying during the dry season (which corresponds to
the non-active period of most plants) does produce defoliation, the vegetation dies at a slower rate.
In ac'lition,
the proper atmospheric conditions must exist to insure
maximum coverage of the aerosol, assuming the aircraft is
flying at the proper speed and altitude. An inversion
temperature gradient and a wind of less than eight knots
insure not only proper coverage of the target but also minimize the probability of drift onto friendly areas.
This is
particularly important in an insurgency environment where
unintentional destruction of the indigenous population's
19
�property and crops would be detrimental to the position of
the counterinsurgent forces.
B.
TACTICAL LAND CLEARING
A tactical land clearing operation is designed to support
the ground tactical forces by denying the enemy any use or
benefit that might be gained from heavily vegetated terrain.
Unlike herbicide missions, a well-planned clearing operation
seeks to not only remove foliage but also the source of it
as well.
This produces an advantage above those received by
defoliation since surveillance is improved in the horizontal
dimension as well as the vertical.
This improvement is
realized by:
1. An increased ground-based anti-personnel
radar capability.
2. Increased visual observation.
3. Improved fields of fire.
4. Physical elimination of potential ambush
sites and base areas.
A secondary benefit derived from land clearing is the
possible economic enhancement of the area. Marketable
tiitiber felled during the operation can be extracte'"- for the
local lumbering industry, and if the tactical situation
pernits, there is the potential for conversion of this
unused land for productive agricultural cultivation.
Pamphlet (Pam) 525-6
1970 ] .
20
iDA
�1. Equipment and Organization
Tactical land clearing revolves around the proper
use of a standard crawler tractor equipped with the Rome K/G
blade and kit assembly. This item of equipment, commonly
referred to as the "Rome Plow," was developed by Ernest
Kissner of Lottie, Louisiana for land reclamation of heavily
wooded tracts. The success of the blade prompted Mr. Kissner
to sell the rights to his equipment to the Rome Plow Company
of Cedartown, Georgia.
Since 1957, it has been produced to
fit all standard sizes and makes of tractors
(Caterpillar,
Allis-Chalroers, International Harvester). The tractor and
Rome blade became the method accepted for pilitary land
clearing in 1966 after a test period at Fort Belvoir,
Virginia and Vietnam of practically all known commercial
clearing equipment. [Rome Plow Company, Training Program
November 19711.
The Rome K/G treedozer, unlike the bulldozer blade
which clears by uprooting, works on the shearing principle
in that the total horsepower of the tractor is applied to
the sharp cutting edge extending the length of the blade.
In addition to the cutting edge, a wedge-like projection,
the "stinger," extends forward from the left of the leading
edge of the blade.
This allows larger trees to be split in
one or more passes before they are actually felled by the
cutting edge.
In order to permit faster operation with less
operator fatigue, a flat sole is mounted on the heel of the
blade to float on the surface of the ground and conform to
21
�topographic irregularities. Through the technique of
shearing the vegetation at ground level or below, its disposal by burning or extraction is much faster because it is
soil free. There is less soil disturbance since the tilted
blade cuts the vegetation rather than uprooting it. [DA
Para 525-6 1970] .
'She "Rome Flew" has become the nucleus of the
recently organized Engineer Land Clearing Company whose
primary mission is, "... to destroy or clear extensive der.i,e
vegetation in critical areas for the purpose of denying its
use by the enemy as bases of operation, supply bases, marshalling areas, ambush sites, and cover and concealment."-5
This unit, part of the U.S. Army Corps of Engineer organization, has thirty medium crawler tractors each equipped with
the Rome kit. It was spawned by the success of the "Rome
Plow" used initially in twos and threes by practically all
engineer elements in RVH. The land clearing role became so
large that in 1969 the Army organized the 62nd Engineer
Battalion to handle the clearing requirements in M_litary
Region III. Usually one of its three plow companies was
placed in support of a divisional clearing mission.
Tha
company was found to be the primary unit for employment
since fragmenting it into smaller elements for prolonged
periods of time resulted in the loss of maintenance posture.
[62nd Engineer Battalion Letter February 1971]
United States Army Combat Developments Command, Table
of Organization and Equipment Number 5-87T - Engineer Land
ClearingConpany, p. 1, 7 February 1969.
22
�Photo #3: Rome K/G blade and protection group on a
Caterpillar D7F tractor.
Rose Plow Company Photograph
23
�2. Clearing Estimates and Limitations
It is virtually impossible to establish exact rates
at which any piece of equipment can clear land.
Such
factors as vegetation type, terrain, climate, enemy situation, and quality of assets available will directly influence this. Accurate estimates require a detailed clearing
reconnaissance to include several "tree counts" for tree
size, diameter of large trees, and secondary growth estimates. The information frcra this reconnaissance can be
placed into one of several forculas developed by the Rose
Plow Company to determine time required per acre cleared.
[Rome Industries Salesgram, 1 September 1971.1
In the event
that'this procedure cannot be followed, the Department of
the Army has established planning estimates for clearing
operations using one land clearing tractor for various types
of cuts:
Table II-3: Land Clearing Estimates
VEGETATION
UNIT
{Equipment-hours/unit)
AREA CLEARING
STRIP CLEARING
LIGHT: Less than
12 inches in diameter Acre
.4
.
6
MEDIUM: 12 to 18
inches in diameter
Acre
.
8
1.3
HEAVY: -Greater than
18 inches in diameter Acre
1.3
2.1
Several factors which constrain tactical clearing
operations are soil trafficability, support requirements.
4
Department of the Army Parphlet 525-6, Land Clearing
Lessons Learned, p. 60, 16 June 1970.
~
24
�and determination of the enemy to resist the land clearing
mission. Since the medium tractor with the Rome kit has a
gross weight of more than 20 tons, the ground must be relatively solid to permit movement.
This would restrict its
use in areas subject to heavy seasonal rainfalls and locations that are inundated on a regular basis, such as
mangrove swamps.
Even if the terrain permits movement of
the tractors, there is always the possibility that it is
interlaced with streams, canals, or steep-sided gullies.
Supporting troops are necessary to install bridging across
these obstacles and assist in tractor recovery operations.
Aviation support is required for proper command and control
of large scale cutting operations, m many cases, the
engineer commander must be airborne to guide the lead
tractors since, in heavy vegetation, the operators' visibility is negligible. Aerial reconnaissance of the cut is
also essential for sound planning and accurate assessment
of the clearing to be accomplished. During RVN clearing
operations, the land clearing companies of the 62d Engineer
Battalion were furnished observation helicopters on the
average of five hours per working day.
|62d Engineer
Battalion Letter, February 1971.J
For immediate protection of the land clearing
company, the desired security force is one armored cavalry
troop or one mechanized infantry company. Foot infantry
would have difficulty in keeping up with the tractors and
would have no protection from falling trees. If the area
25
��Photo # 5: Land clearing with the Rome K/G blade on a D7
Caterpillar tractor.
Rome Plow Cornpany Photograph
27
�C.
"SLASH AND BURN" CLEARING
Indigenous personnel can be hired to assist in many land
clearing operations or to conduct small-scale clearing
efforts on their own ("slash and burn" operations). They
can be eraplo*'ed in clearing vegetation adjacent to lines of
communications (LOG), around support bases, and removing/
burning debris from other operations.
The objectives of
this technique are similar to the tactical land clearing
operations with the additional function of releasing U.S.
troops for more pressing combat roles.
1. Organization
Usually, the personnel for the operations are
recruited and hired by the U.S. force's Civil Affairs staff
working in conjunction with the host country's local and
national labor office. These officials determine the
salaries and working conditions.
They attempt to get job
applicants with previous experience in clearing or lumbering.
The equipiiient, support, and supervision for the
clearers is furnished by the U.S. unit working in the AO.
This system was used by the Army during the Korean
War.
It was designed to help the Republic of Krrea's massive
unemployment problems and assist the allies in accomplishing
tasks requiring unskilled labor.
The Koreans served as
ammunition bearers, porters, kitchen police, and woodcutters.
Its success was such that at the end of the war the Korean
Service Corps (KSC) was formed on a paramilitary basis.
28
�To the present day, the KSC has provided labor augmentation
for the residual United Nations troops that have remained
in Korea.
2. Clearing Estimates and Limitations
Like tactical land clearing, production rates are
dependent upon many variables: morale, health, state of
experience, terrain, crew size, and supervision.
Planners
must also consider the tiice required to transport the
personnel to and froca the clearing sites since security
requirements would eliminate the possibility of remaining
in the area overnight.
The planning rates that have been
established by DA are:
Table I - : Clearing By Hand
I 4
VEGETATION
UNIT
HAN-HOURS PER UNIT
LIGHT: Less than 12
inches in diameter.
Acre
125
MEDIUM: 12 to 18 inches
in diameter.
Acre
350
HEAVY: Greater than 18
inches in diameter.
Acre
600
LIGHT: Same as above but
strip 10 meters wide.*
100 Linear
Meters
25
MEDIUM: Same as above
but strip 10 roaterr. wide.*
100 Linear
Meters
70**
**
*Strip clearing.
**Approxiir.ately 100 man-hours/linear acre and 280 man-hours/
linear acre.
5
Ibid.. p. 55.
29
�The use of "slash and burn" techniques for vegetation
removal is usually limited to secure areas or where major
combat operations are already in progress.
Time serves as
an additional constraint on the method since a great many
cutters are required to clear an area in a short period.
However, it is particularly useful in areas where the soil
trafficability will not support the heavy equipment required
for tactical land clearing.
D.
FIREBOMB1NG
Firebonibing is a method of reducing vegetation by burning
the foliage with incendiary munitions. The primary means to
accomplish this is by dropping drums of thickened fuel
(napalm) from helicopters or fixed wing aircraft.
The
technique is especially applicable to area clearance in locations where there is a definite dry season during the year.
The objectives of firebombing coincide with those of herbicide operations but the results differ in "zhat the trees are
permanently destroyed and not subject to regrowth. The
tactic ./as first used in RVN in 1967 during Operation PINK
ROSE in which Air Force aircraft were employed to drop the
cannisters of napalm on the target areas. Its purpose was
to burn-off enemy infiltration routes in the northern
provinces and base areas in War Zone C and D, all of which
had b^en previously treated with herbicides.
1970 I
30
[McCcnnsll
�1. Organization and Equipment
Authority to burn portions of an AO is usually
delegated to the division commanders. The Array uses the
twin-engine CH-47 helicopter ("Chinook") to conduct firebombing missions. Thickened fuel, consisting of gasoline
Mixed with M-4 fuel thickener, is placed in salvaged 55gallon drums and sling-loaded beneath the CH-47.
Fifteen
to twenty drums are carried in one lift, depending on the
aircraft's fuel load and weather conditions.
When the
aircraft is over the target, the drums are released and fall
in a cluster into the impact area.
The drops are supervised
by a command and control officer in a light observation
helicopter (LOH), and if air assets are available, security
is provided by several helicopter gunships (AH-lG).
JLTC
Rudrow j
2. Coverage and Limitations
Evaluation of the coverage of a firebombing mission
is very difficult since proper burning is subject to many
condition.0. Some of the factors that effect and limit the
coverage are:
(1) Dryness of the vegetation
(2) Wind and temperature
(3) Probability of a drum cluster detonation
upon contact with the ground
(4) Number of drums per lift.
31
�These variables dictate the use of a probabilistic model to
estimate the coverage of any particular firebombing mission.
In addition to the factors mentioned above, firebombing missions are limited by the utilization of the CH-47
in other roles.
The "Chinook" has become the workhorse for
the Army's medium lift tasks. In RVN, it has been extensively used for transportation of artillery pieces and
resupply of forward bases.
Hence, there is a high demand
for the aircraft, and the commander roust decide on which
missions he places the higher priority.
32
�III.
METMDODQGY
The alternatives for this study will be analyzed with
respect to the two primary missions of herbicide operations:
1. Removal of foliage (defoliation) in order to deny
the enemy cover and concealment.
2. Ths destruction of crops in the enemy's territory in
order to curtail his ability to forage off the land. To
accomplish this, costs for each method oust be isolated in
some uniform manner and in units to facilitate a costeffectiveness evaluation for several measures of effectiveness (MOE). The vectors resulting from this evaluation can
then be compared on an intra-systera, inter-system and forcemix basis.
The analysis of the alternatives will take the form of
the major subheadings below. Each of these sections
attempts to amplify the "how and why" of the methodology
used in Chapter IV through VII.
A.
GENERAL ASSUMPTIONS
Implicit in the assumptions for each alternative is the
adherence to the system descriptions of Chapter II. Several
general assumptions are also applicable.
In order to simplify the o-ialysis and the data collection, all alternatives are assisted to have commenced their
operations at the same point in time.
It is also assured
that all systems are in "steady state" and not subject to
33
�the initial erratic fluctuations in costs that new systems
often demonstrate prior to the occurrence of the "learning
curve" phenomena.
At the end of the systems' life, all are
given a zero residual value.
Finally, no adjustments are made to the costs for
inflation. While inflationary pressures have abated slightly, it is doubtful that the price stability of the early
1960's will return in the near future.
This could introduce
some bias when looking at yearly costs, total system cost
(T3C), and investment replacement of primary mission equipment (PME) over the planning horizon.
[Augusta and Snyder
197 oj
B.
PARAMETERS
The planning horizon for the analyses will be ten years.
Like the explicitly stated parameters for each alternative,
this is a reasonable estimate but in no way reflects any
official policy. The reviewer should be cautioned that the
planning horizon and other inputs are optimistic estimates
and adverse conditions car change thea significantly.
Where
a great deal of uncertainty exists as to the parameter
values, upper (U) and lower (L) cost bounds will be specified for each alternative. Most of these bounds reflect the
judgement of men who were involved with these systems during
counterinsurgency operations in RVN.
34
�C.
COST ANALYSIS
All costs will be determined in reference to one unit
equipment (UE) . A UE could be one specially equipped
aircraft, one crawler tractor with the Rome kit, or a crew
of indigenous cutters for "slash and burn* clearing.
With
this in mind, life cycle costs will be identified through a
generalized input structure.
Since no research and develop
ment (KD) costs are encountered, only the following major
cost categories will be investigated:
Investment Cost ( C
1)
Operating Cost (OC)
Procurement Costs
Maintenance
Stock Costs
Modernization
Replacement of Equipment due to
Attrition or Operational Loss
Initial Travel
Transportation
Replacement
Pay and Allowance
Fuel, oil and lubricants (POL)
Replacement Training
Munitions
Security
Special Control
Fisher 197 l
These inputs are used to obtain a system cost (SC) by
evaluating each cost category with respect to the major
subsystems of each alternative. The basic equation used in
the analysis is:
T LT
SC = a L«
i
j
TT
ICi-t + a L. *—
J
i j
OC<<
J
where a_ is a constant to obtain costs in the desired units
(i.e., $/year, ^/mission, or $/day) and ic*j is the jth
investment cost of the ith subsystem. Generally, costs will
be determined in units associated with basic operating tines.
35
�Ground-based systems will be evaluated in terms of dollars
per day and aviation systems in dollars per mission.
Included in the operating cost input program will be
several opportunity costs. Although they'will never be
reflected in tables of costs held by service comptrollers,
they are very real costs due to the scarcity of personnel
and equipment assets in combat. There is difficulty judging
what cost should be attached to a supervisory or security
force that could be gainfully employed in other combat operations, m order to tackle this problem in the study, the
cost assessed will be that operating cost incurred by the
force over the period that it was used.
D.
EFFECTIVENESS CRITERIA AND COST-EFFECTIVENESS MEASURES
1.
Effectiveness C r i t eria
The measures of effectiveness (MOE) should be
closely related to the mission objectives.
However, it is
very hard to quantify the results of any denial operation
because one soon gets into the realra of trying to determine
"why something did not happen."
These types of objectives
force the writer away from "objective-oriented" MOE's and
toward the "performance-oriented" effectiveness criteria.
Two KOE's will be utilized in order that a balanced
presentation of each alternative may be achieved.
a. MOE * 1 - "Area"
The first MOE will be that of "area treated,
cleared or burned per normal operating period."
36
These
�three terras show the different effects that each alternative
has on the terrain. However, they present an evaluation of
each system's effectiveness and give a specific indication
of their performance capability during a normal operating
period.
b. MOE # 2 - Constrained Cost Minimization
This MOE is designed to determine which alternatives can complete a given mission subject to the exigencies
of combat.
It attempts to take a reasonable mission of
denying the enemy cover and concealment in a given area and
requiring that this be completed prior to certain time
limits and within theater asset constraints.
In program
format:
Minimize the cost of denying cover and concealment in
a 6,000 acre base area
Subject to:
(1) Mission accomplishment in 30 days or less.
(2) Mission asset requirements w4thin the
supply capability of the responsible
commander.
A vegetation removal mission was chosen since
these were the roost common of the herbicide missions in RVN.
The figure of 6,000 acres was designated because thij is
approximately 25 grid squares on a 1:25,000 or 1:50,000
topographical map and could easily be a suspected insurgent
base area. Although this is a large scale mission, it is
not unreasonable since there have been defoliation/clearing
operations in War Zone C and other parts of Military Region
37
�Ill in RVN that encompassed larger areas (during Operation
3W3CTIO8 CITY). The effects of reducing the mission size
are also examined in Chapter VIII, Section B.
Constraint # 2 of the program retires the determination of what will be the "supply capability of the responsible coonander." To resolve this, the author will use his
judgement and past experience in RVN to determine whit are
"reasonable" and "unreasonable" asset requirement*? to
accomplish a particular mission.
2. Cost- E ffectIvenes s Measureg
Using the cost measures of the analysis section and
the effectiveness criteria, cost-effectiveness measures can
be developed for each system in dollars per acre.
These
measures can then be segregated into mission categories for
foliage removal and crop destruction with maximum and oiniraura cost limits. These coupled with the cost minimization
v. ctors will help illuminate the differences in the systems,
their costs, and their effectiveness in support of counterinsurgency operations.
E.
PARAMETER SENSITIVITY
Sensitivity analysis will be used to test the parametric
uncertainties in each system. The testing will examine the
system costs as the parameters vary over a reasonable range
of values. Although the only relevant costs are dollar
costs, the sensitivity tables will show dollars and cents.
Certainly, the calculation of costs to the actual pennies
38
�is not relevant or meant to be a serious cost estimate.
However, this is done since they demonstrate the orders of
magnitude of change over the range of the parameter values.
39
�IV.
A.
ANALYSIS OF AERIAL DELITSRY OF HERBICIDES
ASSUMPTIONS
1.
UC-123
a.
Each aircraft has an ejected life of ten years
after modification for herbicide operations.
b.
hours.
[Major Pyatt]
Each sortie has an expected duration of two
[Major Hidalgo]
c.
Flights over a given target consist of between
two and seven h^xbicide aircraft.
d.
Security for each flight consists of four USAF
A-1E "Skyraider" aircraft.
Control for each flight consists
of one forward air controller (FAC) in a USAF OV-10 "Bronco."
[Downs and Scrivner
e,.
1970J
Each UC-123K has a 90 per cent coverage effi-
ciency for its 1,000 gallon load.
{See sensitivity analy-
sis. Sec. E)
2.
UH-1
a.
A variety of "Hueys" haie been employed in RVN.
For this study, use of the UH-1H is assumed.
b.
Each sortie has a duration of one-half hour.
Rudrew]
c.
A flight over a given target consists of one
helicopter.
d.
The AGAVENCO sprayer wJH be the only helicopter-
raounted system considered.
Although the capacity of the
40
�tank is 200 gallons, weight limitations tinder combat
conditions curtail the load,
will be analyzed.
e.
A 100 gallon per mission load
[t,TC Sanchesj
When available, armed helicopter security
consists of two AH-lG "Cobras."
f.
and [DA -re 3-16 1969 ]
[LTC Rudrow]
the OT-lH has a 90 per cent coverage efficiency
for its 100 gallon load.
It is employed under the same
operational and climatic conditions as the UC-123 missions.
{Also see sensitivity analysts, Sec. E)
B.
PARAMETERS
!
•
Flying Hours
Since the DC-123K has a two-hour mission duration,
25 missions per month per aircraft (or 600 hours per year)
will be the study parameter. Data indicates that the sortie
rate varies considerably over a year's operation and that the
use of 25 sorties per month would not be unreasonable [Major
Hidalgo J . A similar number of flying hours per year for the
UH-lH would dictate a sortie rate of 100 missions per month.
However, this is probably less than the normal rate since
the UH-lH has a prograrsed flying-hour limit of up to 960
houis per year in an active combat environment.
Manual (FM) 101-20
[DA Field
1970J . This implies that the effects
of the sortie generation rate for both aircraft should be
examined in a sensitivity analysis (Section E).
41
�2-
Cost Bounds
Bounds on certain portions of the herbicide costs
are set by the variation in security, control, and transportation costs that can occur in normal operations.
These
parameters set the "optimistic and pessimistic" bounds for
system cost. Since the UC-123 flights range from two to
seven aircraft, the security and control cost (for four
A-lE's and one OV-10) must be pro rated in accordance with
the number of herbicide aircraft per flight to obtain a cost
for one unit equipment (UE). Costing the helicopter system
does not present this problem since the operations are
usually conducted with one UH-1 (assumption c>.
Hence, the
security costs for a UH-1 mission can range from zero to the
cost of using two "Cobras" for one-half hour.
The UH-1 has
an additional bound on the i»..3stment cost formed by the
mode of transporting (surface or air) the AGAVENCO system to
the cornbat theater.
C.
COST ANALYSIS
1.
Is_o la t ion o f Re le vant Cos ts
A detailed breakdown of these costs can be found in
Appendix A.
a. UC-123K
Research and Development; None.
Investment Costs for the aircraft subsystem:
(1) Initial procurement of the aircraft is a
sunk cost since the C-123B's were drawn from air assets that
42
�existed in the Air Force inventory. Hence, it will not be
considered.
(2) Jet engine modification:
C-123B to a turbo-jet model (C-123K)i
Conversion of the
$302,732/aircraft.
[Miss Lucky]
Operating Costs for the aircraft subsystem:
[
(1) Operating and nsainteaance (O&M): $7QO,000/
^
Captain Wallace j
(2) Modernization cost: h two per cent per year
cost is incurred by each aircraft for raodernization expenditures.
.02 x 5870,000/aircraft = $l?,400/aircraft/year.
[captain Wallace]
(3) Security costs:
A-1E is $200/AOur.
The operating cost for one~~
Major Sims
The munition expenditures
for one A-iF; are $1250/raission.
f LTC Cooper]
For a two-
hour mission with four A-lE's, the cost amounts to $6600/
mission.
(4) Control costs:
The operating cost for the
OV-10 is $54/liour and $1000/aircraft for a full load of
munitions.
[liTC Monoham 1 This amounts to a control cost
i
J
of $1108/roission.
(5) Combat attrition rates are negligible since
<Nfc
only two aircraft have been lost to enemy fire since 1962.
j Downs and Scrivner
1970 ]
43
�Investment Cost for the aerosol subsystem;
(1) The dispenser mechanisii consists of the
installation of the Hayes AA-45 system at a cost of $37,254/
aircraft.
[Miss Lucky I
(2) Additional armor plating: $19,354/aircraft.
[Miss Lucky]
Operating Costs for the aerosol subsystem;
( ) Maintenance of the dispenser systcs* training
1
the operators, and stocking spare parts are included in the
cost of operating the aircraft.
( ) Cost of herbicides:
2
The USAF is responsible
for procurement of herbicides for all users. The cost of
the agent includes shipment and storage costs.
[Mr. Carter]
AGENT
COST/GALLON
COST/MISSION
WHITE
$7.78
$7,780
ORANGE
$7.24
$7,240
BLUE
$2.31
$2,310
b.
UH-1H
Research and Development: Hone.
Investment Cost for UH-lH; This is a sunk cost
since the helicopter used for herbicide operations is diverted from Army aviation assets on a "need* basis.
Operating Costfor UH-lH;
( ) O&M costs are rated at 15 per cent of the
1
aircraft procurement cost.
JMr. Donaldson] Since the UH-lH
44
�costs $266,578 [DA FM 101-20 1970J , the O&M cost is
approximately $40,000/year.
(2) Crew salaries are not included in Army O&M
estimates.
Normal conibat crew on a UH-1 is two pilots and
two door gunners.
These yearly opportunity costs amount to:
2 x $14,000/officer/year = $28,000/year
2 x $10,000/enlisted man/year = $2Q,000/year [DA Fact
Sheet
1971j and I Major Howe ]
(3) Security costs range from zero (no security)
to $200/mission for two AH-lG "Cobras." (Appendix A)
Investment Costs forthe aerosol subsystem;
(1) Procurement of AGAVENCO system: $7,850
[MT. Drake|
(2) Transportation cost for the AGAVENCO: $545
by ship and $1,937 by aircraft. (Major Howe 1
(3) The expected life of the UH-1H equipped for
herbicide missions is ten years. [ Mr. Donaldson]
Operating Costfor theaerosol subsystem;
( ) The maintenance cost of the AGAVENCO system
1
is nine per cent of the procurement cost: S707/year. [ Mr.
Drake]
(2) The system requires one operator: $iO,000/
year.
(3) Herbicide costs:
45
�AGENT
COST/GALLON
COST/MISSION
WHITE
$7.78
§778
ORAHGE
$7.24
$724
BLUE
$2.31
$231
IW. CarltonJ
2. Yearly Costs
Using the relevant costs and the herbicide parameter,
a yearly system cost can be developed from the formula:
SC = a L, L, ICjj + b Lf L» OCii
J
i
j
i 1
wr«re
a_ is the reciprocal of the expected life (and equal
to the planning horizon) and b
is a dimensional constant
to obtain costs la dollars per year.
a.
Identification of Costs for UC-123K
Investmant Cost = 1/10 (Engine modification +•
spray system + arnor) = $35,934/year.
Operating Cost = O&M cost + Security cost +
Control cost + Agent cost.
The security and control (S&C) costs for a UE on any
particular mission can be found in the following manner:
Security cost (U):
Security cost ( )
L:
$6600/flight
2 aircraft/flight
S6600/fliaht
7 aircraft/flight
_ $3300/aircraft
=
?943/aircraft
(A similar procedure determines the control cost.) Using
the parameter that a UC-123K flies 25 missions per month,
46
�the yearly mission rate would be 300 missions (msn) per
year. A typical calculation, this one for the upper bound
using Agent WHITE, is as fallows:
Operating Cost = §700,000/yr + §17,400/yr + 300rasn/yrx
§33QO/msn + 300 msn/yr x §554/msn + 300 msn/yr x §778Q/rasn =
§4,207,600/year.
Table IV-1: Yearly Costs for UC-123K
(Costs in Millions of Dollars per Year)
AGENT
LOWER BOUND
UPPER BOUND
WHITE
§3.417
$.4
424
ORANGE
§3.257
§4.081
BLUE
§1.777
§2.603
b.
Identification of Costs for UH-1H
Investment Cost - 1/10 (AGAVEHCO Cost +
Transportation Cost) = $979/year (U) or $840/year ( )
L.
Operating Cost = O&M Cost + Security Cost +
Agent Cost.
The UH-1 will fly 100 missions per month.
(Section B) An
upper bound cost using Agent WHITE: Operating Cost §98,707/yr 4- 1200 msn/yr x $200/msn + 1200 msn/yr x $778/msn
« §l,272,307/year.
Table *V-2: Yearly Costs for UH-1H
(Costs in Millions of Dollars per Year)
AGENT
LOWER BOUND
UPPER BOUND
WHITE
§1.033
§1.273
GRANGE
§ .968
§1.208
BLUE
§ .377
§ .617
47
�Table IV-2: Yearly Costs for UH-1H
(Costs in Millions of Dollars per Year)
AGEKT
LOWER BOUND
WRITE
$1.033
$1.273
ORANGE
$ .968
$1.208
BLUE
$ .377
$ .617
c.
UPPER BOUND
Remarks
At this point a total system cost could be
readily identified. However, like the yearly cost, it is
extremely sensitive to the particular input parameters, The
parameter of "missions per year" accounts for a major
portion of the system cost solely by virtue of its multiplicative role in the cost formula.
The reviewer must
consider this when evaluating the systems with respect to
the outlay of funds on a yearly basis for a UE. More
important than the magnitude of the costs involved is the
relative difference between the two systems.
3. Mission Costs
cost of a herbicide mission gives the reviewer
a better insight into the dollars involved for a UE. This
cost is more suitable to relate to an effectiveness
criterion that is oriented toward perfon=ance.
Mission Investment Costt
Summation of the Investment Costs
(Expected Life)x(Number of Xsn/Year)
48
�Mission Operating Cost:
Summation of O&M Costs/year
Number of Msn/Year
Summation of Security, Control,
^ ^ent costs/Mission
fable IV-3: PC-123K Missioa Costs
(Dollars per Hission)
AGENT
LOWER BOUND
OPPER BOUND
1C
OC
SC
1C
OC
SC
WEITE
$120
$11,272
$11,392
$120 $14,025
$14,145
ORANGE
$120
$10.732
$10,852
.'12®
$13,485
$13,605
BLUE
$120
$ 5,802
$ 5,922
$128
$ 8,555
$ 8,675
The costs are not categorized for the helicopter since the
UE-lP investment cost is negligible.
Tal/le IV-4t UH-lH Miss JOB Costs
(Dollars per Mission)
AGENT
LOWER BOUN*?
PPfgR BOUND
WHITE
$861
$1061
ORANGE
$807
$1007
BLUE
$314
$ 514
It is evident after this analysis that the agent
cost comprises a large portion of the system cost for both
alternatives.
It accounts for approximately 50 per cent of
the UC-123K costs and about 80 of the 0«-1 mission cost.
The extent of this can be examined by locking at the two
systems participating in defoliation operations.
If the
cost of the agent is varied from one dollar to ten dollars
per gallon, the effect on "dollars per mission" can be
49
�better illustrated.
This can also allow the reviewer the
opportunity to examine the cost expectation of a sudden
technicological breakthrough in the chemical industry
causing a decrease in prices or if current trends in upward
prices continue.
Table IV-5s Cost Variation Due to Agent Costs
(Dollars per Mission)
COST OF &GEHT
SYSTEM COST
($/Gal)
TJH-1
(S/Msn) UC-123
Hin
D.
Min
183
283
383
483
583
683
783
883
983
1
2
3
4
5
6
7
8
9
10
Max
383
483
583
683
783
883
983
4612
5612
6612
7612
8612
9612
10612
11612
12612
13612
1083
1183
1283
1083
Max
7365
8365
9365
10365
11365
12365
13365
14365
15365
16365
EFFECTIVENESS CRITERIA AND COST-EFFECTIVENESS MEASURES
1.
Effectiveness Criteria
a.
MOE fl - "Area"
This measure of effectiveness, "acres treated
per mission," presents the systems' overall or net effectiveness during a normal operating period.
.
Gallons/Mission
Effectiveness criterion (EC) = e x Gailons/Acre "
where e is the coverage factor.
EC
=
.9
x
For UC-123 operations,
1000 qal/tosn , 30Q
3 gal/acre
50
acres/mission
�EFFECTIVENESS CRITERIA (Acres/Mission)
AGENT
LOWSR BOUND
UH-1H
UC-123
UPPERBOUND
UH-1H
UC-123
WHITE
30
300
30
300
ORANGE
30
300
30
300
BLUE
60
600
30
300
b. MOE # 2 - Constrained Cost Minimizatior
This HOE takes the following mathematical
programming formats
Minimize the cost of defoliating 6000 acres
Subject to:
Mission completion 1 30 days
Assets required 1 Command's supply
capability
In addition to the assumptions of this chapter, several more.
are necessary to restrict the analysis.
(1) Flights by UC-123K's will be examined la
relation to a minimum of two and a maximum of seven aircraft
per flight.
( ) Agent ORANGE will be the defoliant.
2
( ) Spraying must be completed within five days.
3
The last restriction is necessary since herbicides require approximately three to four weeks t3 act on
tropical vegetation. For herbicides to be effective, they
must remove a sufficient amount of foliage to deny the
enemy use of the terrain for base areas and daylight
movement and to permit improved aerial observation.
51
The
�requirement is amplified by the following charts
Defoliant
Rate
1 \fk
2 Vk
1 H° 3 fto
ORANGE
3 gal/acre
1/
98
6 Ho
1 Yr
73/32 89/73 79
66
54
(The figure to the left of the slash represents percentage
of leaves desicated; that to the right represents the
percentage of leaves defoliated.
The single figure is
defoliation.)6
Therefore, it is imperative that the a«ent be
applied quickly to insure naximuin defoliation at the end of
30 days.
2. Cost-Sffeetiveness Hea sures
a. HOE tl
Cost-Effectiveness Measure =
Mission Cost
Effectiveness Criterion
Table IV-6A: Aerial Delivery of Herbicides
(Dollars per Acre)
AGENT
LOWER BOUND
UPPER BOUND
UH-lH
UC-123
UH-1H
UC-123
WHITE
§29
$38
$35
§47
ORANGE
$27
$36
§34
$45
BLUL
$ 5
$10
$17
$29
Breaking these costs into the two primary mission
categories (defoliation and crop destruction), isaxirauro and
House, W. B. and others. Assessment of the Ecological
Effects of Extensive or Repeated Use of Herbicides, p. 141,
Midwest Research Institute, 1967.
'
~~~
52
�minimum limits are formed.
The mission categories facilitate
comparison with the other alternatives.
This is readily
done since ORANGE and WHITE are general purpose defoliants
and BI-UE is exclusively used for crop destruction.
In the
next table, the tgaximuin and ^ntiimaa limits on defoliation
missions are formed by using Agent WHITE'S upper bound and
QRASGE's lower bound.
The uaximum and minimum cost vectors
for crop destruction can be taken directly from Table IV-6A.
Table IV-6B:
Cost-Effectiveness Measures for Aerial
Delivery of Herbicides
(Dollars per Acre)
MISSION
UH-1H
UC-123
MIN
MAX
MIN
MAX
Defoliation
$27
$35
$36
$47
Crop Destruction
$ 5
$17
$10
$29
b. HOE #2
Defoliation of a 6,000 acre area would require
ten flights of two UC-123K's or three flights of seven
IK-123K aircraft (each aircraft covering 300 acres per
mission).
The fiva-day dissemination period could easily
be accomplished even with the smallest flight.
If a
squadron organization existed, the requirement would have
little or no effect.
Upper Bound:
$13,605/aircraft/msn x 2 aircraft x 10 missions =» $272,100.
53
�Lower Bound:
$10,852/aircraft/n»sn x 7 aircraft x 3 nissions - $227,892.
Using the UH-lH's effectiveness criterion of 30
acres per mission, 200 sorties would be required.
This
implies that 100 helicopter flying hours would be needed in
a five-day period. This would be a tremendous drain on the
aviation assets of a division commander and would mean that
he would have to divert five to ten helicopters a day for
the better part of a week to psrlcrs the defoliation task,
Hence, a violation of the second constraint might be
realized.
Table IV-7: Minimum Cost Program For Defoliation
(Costs in Dollars)
SYSTEM
LOWER BOUND
UPPER BOUND
UC-123K
$227,892
$272,100
UH-1B**
$161,400
$201,400
The program constraints make the UH-1 virtually
infeasible for a mission of tteis scale.
E.
PARA1-CETER SENSITIVITY
The sensitivity analysis is presented to determine the
effect of variation of three of the parameterized inputs
for the herbicide alternative. The tests are performed on
the icaximura and minimum limits for the cost-effectiveness
categories in Table IV-6B.
1. Sensitivity of Sortie Generation Rate
a. UC-123 (Table IV-8A & SBj
54
�A sensitivity analysis indicates that this
parameter is not as crucial to the system cost explanation
as one might expect. Examination of the costs indicates
that even at the lower number of sorties per month the
system cost does not experience any appreciable rise. As
flying hours increase past the 600 hour per year mark, the
cost begins to experience an almost linear decrease.
55
�TABLE IV-8A
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UC-123K
SENSITIVITY OF SORTIE GENERATION RATE ($/ACRE)
DEFOLIATION
0 & M COST
MIN
MAX
SYSTEM COST
M|N
MAX
HOURS
PER YR.
INVESTMENT
COST
15.
360.
0.67
41.09
52.07
41.75
52.73
16.
384.
0.62
40.26
51.23
40.88
51.86
17.
408.
0.59
39.53
50.50
40.11
51.09
18.
432.
0.55
38.87
49.85
39.43
50.41
19.
456.
0.53
38.29
49.27
38,82
49.79
20.
480.
0.50
37.77
48.74
38.27
49.24
21.
504.
0.48
37.29
48.27
37.77
48.74
22.
528.
0.45
36.86
47.84
37.32
48.29
23.
552.
0.43
36.47
47.44
36.90
47.88
24.
576.
0.42
36.11
47.08
36.52
47.50
25.
600.
0.40
35.77
46.75
36.17
47.15
26.
624.
0.38
35.47
46.44
35.85
46.83
SORTIES
PER MO.
�TABLE IV-8A (Continued)
SORTIES
PER MO,
HOURS
PER YR.
INVESTMENT
COST
27.
648.
0.37
35.18
46.16
35.55
46.53
28.
672,
0.36
34.92
45.90
35.28
46.25
29.
696.
0.34
34.67
45.65
35.02
46.00
30.
720.
0.33
34.45
45.42
34.78
4.6
57
31.
744.
0.32
34.23
45.21
34.55
45.53
32.
768.
0.31
34, J3
45.01
14.34
45.32
33.
792.
0.30
33.84
44.82
34.14
45.12
34.
816. '
0.29
33.66
44.64
33.96
44.93
35.
840.
0.29
33.50
44.47
33.78
44.76
36.
864.
0.28
33.34
44.32
33.62
44.59
37.
88d.
0.27
33.19
44.17
33.46
4.4
44
38,
912.
0.26
33.05
44.02
33.31
44.29
39.
936.
0.26
32.91
43.89
33.17
44.15
40.
960.
0.25
32.79
43.76
33.03
44.01
OPERATING COST
MIN
MAX
SYSTEM COST
MIN
MAX
�TABLE IV-8B
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UC-123K
SENSITIVITY OF SORTIE GENERATION RATE ($/ACRE)
CROP DESTRUCTION
SORTIES
PER MOT
HOURS
PER YR,
INVESTMENT
COST
OPERATING COST
MIN
MAX
SYSTEM; COST
MIN
MAX
15.
360.
0.67
12.66
33.83
12.33
34.50
16.
384.
0.62
12.22
33.00
11.91
33.63
17.
408,
0.59
11.84
32.27
11.55
32.86
18.
432.
0.55
11.50
31.62
11.22
32.17
19.
456.
0.53
11.19
31.03
10.93
31.56
20.
480.
0.50
1.2
09
30.51
1.7
06
31.01
21.
504.
0.48
10.67
30.04
10.43
30.51
22.
528.
0.45
10.44
29.60
10.21
30.06
23.
552.
0.43
10.23
29.21
10.02
29.64
24.
576,
0.42
10,04
28.85
9.84
29.27
25.
600.
0.40
9.87
28.52
9.67
28.92
Ul
oo
�TABLE IV-8B (Continued)
SORTIES
PER KO.
HOURS
PER YR.
INVESTMENT
COST
OPERATING -COST
MIN.
MAX.
SYSTEM COST
MIN.
MAX.
26.
0.38
9.71
28.21
9.52
28.60
27.
648.
0.37
9.56
27.93
9.38
28.30
28.
672.
0.36
9.42
27.66
9.24
28.02
29.
696.
0.34
9.29
27.42
9.12
27.76
30.
in
624.
720.
0.33
9.17
27.19
9.01
27.52
31.
744.
0.32
9.06
26.97
8.90
27.30
32.
768.
0.31
8.95
26.77
8.80
27.09
33.
792.
0.30
88
.6
26.59
8.70
26.89
34.
816.
0.29
8.76
26.41
8.62
26.70
35.
840. '
0.29
8.67
26.24
8.53
26,53
30.
864.
0.28
8.59
26.08
8.45
26.36
37.
888.
0.27
8.51
25.93
8.38
26.20
30.
912.
0.26
84
.4
25.79
8.31
26.05
39.
936.
0.26
8.37
25.66
8.24
25.91
40.
960.
0.25
8.30
25.53
8.18
25.78
�CHART IV-1:
SENSITIVITY OF SORTIE GENE8ATION RATE (UC-123)
(System Cost (SC) in Dollars/Acre)
C
50..
DEFOLIATION
30 „ _
20 . ..
CROP D E S T R U C T I O N
10 . „
4
360
-I
-4
&0
600
4
720
Plying Hours per Year
60
840
{->
960
�b.
UH-1H (Table IV-9A & 9B)
fable 9A and 9B show that the costs per acre
fcr defoliation and crop destruction are virtually insensitive to the sortie generation rate of the aircraft.
"The
cause for this is the dominance of the agent cost.
For a
mission flown with Agent ORANGE (lower bound), the cost less
the defoliant is $83 per mission.
Shis condition persists
throughout this analysis.
2.
Sensitivity of Security and Control Costs
a.
UC-123K (Table IV-10)
In the analysis, S & C costs range from $1100
per mission to approximately $3350 per mission.
The lower
spectrum of the scale shows the costs that might be incurred
in a low-intensity environment that would require little or
no security.
The costs above $4000 per mission indicate the
incremental changes when high-performance aircraft are allocated to security roles in lieu of propeller-driven "Slcyraiders."
b.
UH-1H (Table IV-11A & 11B)
c.
Both sets of tables (10 and 11) show the effect
that security has on determining bounds on cost estimates.
They also point out that the difference in Agent WHITE and
Agent ORANGE for a similar security posture is almost
negligible.
61
�TABLE IV-9A
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UH-1
SENSITIVITY OF SORTIE GENERATION RATE ($/ACRE)
DEFOLIATION
SORTIES
PER MO.
HOURS
PER YR.
0 & M COST
MAX.
INVESTMENT
COST
MIN V
SYSTEM COST
MAX.
MIN.
GO.
0.05
28.70
37.17
28.74
37.22
64.
384.
0.04
28.42
36.88
28.45
36.93
68.
cr>
to
360.
408.
0.04
28.17
36.63
28.20
36.67
72.
432.
0.04
27.94
36.41
27.97
36.45
76.
456.
0.04
27.74
36.21
27. 77
36.24
80.
480.
0.03
27.56
36.03
27.59
36.06
84.
504.
0.03
27.40
35.86
27.43
35.90
88.
528
0.03
27.25
35.72
27.28
35.75
92.
552.
0.03
27.11
35.58
27.14
35.61
96.
576.
0.03
26.99
35.46
27.01
35.48
100.
600.
0.03
26.88
35.34
26.90
35.37
104.
624.
0.03
26.77
35.24
26.79
35.26
�TABLE IV-9A (Continued)
SORTIES
PER MO.
HOURS
PER YR.
INVESTMENT
COST
O & M COST
MIN.
MAX.
SYSTEM COST
MIN.
MAX.
108.
648.
0.03
26.67
35.14
26.69
35.16
112.
672.
0.02
26.58
35.05
26.60
35.07
116.
696.
0.02
26.50
34.96
26.52
34.99
120.
720.
0.02
25.42
34.88
26.44
34.91
124.
744.
0.02
26.34
34.81
26.36
34.83
128.
768.
0.02
26.28
34.74
26.29
34.76
132.
792.
0.02
26.21
34.G8
26.23
34.70
136.
816.
0.02
26.15
34.62
26.17
34.64
140.
840.
0.02
26.09
34,156
26.11
34.58
144,
864.
0.02
26.04
34. 90
86.03
34.52
140.
883.
0.02
25.99
34.45
26.00
34.47
152.
912.
0.02
25.94
34,40
25.95
34.42
156.
936.
0.02
25.89
34.36
25.91
34.38
160.
960.
0.02
25.85
34.31
25.86
34.33
�TABLE IV-9B
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UH-1
SENSITIVITY OP SORTIE GENERATION RATE (§/ACRE)
CROP DESTRUCTION
SORTIES
PER MO.
HOURS
PER YR.
INVESTMENT
COST
O & M COST
MIN.
MAX.
SYSTEM COST
MIN.
MAX.
60.
360.
0.05
6.13
18.94
6.15
18.98
64.
384.
0.04
5.99
18.65
6.01
18.69
68.
408.
0.04
5.87
18, 10
5.88
18.44
72.
432.
0.04
5.75
18,17
5.77
18.21
76.
456.
0.04
5.65
17.97
5.67
18.01
80.
480.
0.03
5.5b
3,7.79
5.58
17.83
84.
504.
0.03
5.4Q
17.63
5.50
17.66
88.
528.
0.03
5.41
17.48
5.42
17.51
92.
552.
0.03
5.34
17.35
5.42
17.51
96.
576.
0.03
5.28
17.22
5.29
17.25
600.
0.03
5.22
17.11
5.23
17.14
100.
�TABLE IV-9B (Continuea)
SORTIES
PER MO^
HOURS
PER YR.
INVESTMENT
COST
O & M COST
SYSTEM COST
MIN.
MAX.
MIN.
MAX.
104.
624.
0.03
5.17
17.00
5.18
17.03
108.
648.
0.03
5.12
16.91
5.13
16.93
112.
672.
0.02
5.07
16.81
5.08
16.84
116.
690.
0.02
5.03
16.73
5.04
16.75
120.
720.
0.02
4.99
16.65
5.00
16.67
124.
744.
0.02
4.96
16.58
4.96
16.60
120.
768.
0.02
4.92
16.51
4.93
16.53
132.
792.
0.02
4.89
16.44
4.90
16.46
136.
816.
0.02
4.86
16.30
4.67
16.40
140.
840.
0.02
4.83
16.33
4.84
16.34
144.
864.
0.02
4.80
16.27
4.81
16.29
148.
888.
0.0?
4.78
16.22
4.78
16.24
152.
912.
0.02
1.75
16.17
4.76
16.19
1S6.
936.
0.02
4.73
16.12
16.14
160.
960.
0.02
4.71
16.08
4.74
4.71
Ul
16.10
�CHART? IV-2:
SENSITIVITY OF SORTIE GENERATION RATE (UH-1)
(Systes Cost {SC> in Dollars/Acre)
SC
DEFOLIATION
30,.
25..
CROP
10..
360
480
DESItUCIIOH
600
Flying Hours per Year
�TABLE IV-10
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UC-123K
SENSITIVITY OF SECURITY & CONTROL COST
($/MSN)
DEFOLIATION
SECURITY + CONTROL = TOTAL S & C COST
SYSTEM COST
($/ACRE)
(S/MSN)
HIS.
0.
600.
1200.
10.
80
2400.
3000.
3600.
4200.
40.
80
50.
40
60.
00
6600.
0
100
200
300
400
500
600
700
800
900
1000
1100
0
.
700.
10.
40
2100.
2800.
3500.
40.
20
40.
90
5600.
6300.
70.
00
7700.
MAX.
32.50
34.84
37.17
39.50
41.84
44.17
46.50
48.84
51.17
53.50
55.84
58.17
34.30
36.64
38.97
•'•1.30
43.64
45.97
48.30
50.64
52.97
55.30
57.64
59.97
8.04
9.20
10.37
11.54
12.70
13.87
15.04
16.20
17.37
18.54
19.70
20.87
16.07
18.40
20.74
23.07
25.40
27.74
30.07
32.40
34.74
37.07
39.40
41.74
CROP DESTRUCTION
0.
600.
1200.
1800.
2400.
3000.
3600.
4200.
4800.
5400.
60.
00
6600.
0
100
200
300
400
500
500
700
800
900
1000
1100
0.
700.
1400.
21CO.
2800.
3500.
4200.
4900.
5600.
6300.
70.
00
7700.
67
�TABLE IV-11A
SENSITIVITY ANALYSIS... HERBICIDE DELIVERY BY 13H-1
SENSITIVITY OF SECURITY COSTS
DEFOLIATIGS
SECUKI7V COST ($/KSN)
SYSTEM COST ($/ACRS)
Mat.
0.
10.
20.
30.
40.
50.
(0.
70.
80.
90.
100.
110.
120.
130.
140.
150.
160.
170.
180.
190.
200.
210.
220.
230.
240.
250.
260.
270.
280.
290.
300.
MAX.
26.90
27.24
28.70
29.03
27.57
21. y&
28.24
28.57
28.90
29.24
2S.57
25.90
30.24
30.57
30.90
31.24
31.57
31.90
32.24
32.57
32.90
33.24
33.57
33.90
34.24
34.57
34.90
35.24
35.57
35.90
36.24
36.57
36.90
29.37
2S.70
30.03
30.37
30.70
31.03
31.37
31.70
32.03
32.37
32.70
33.03
33.37
33.70
34.03
34.37
34.70
35.03
35.37
35.70
36.03
36.37
36.70
37.03
37.37
37.70
38.03
38.37
38.70
�TABLE IV-11B
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UH-1
SENSITIVITY OF SECURITY COSTS
CROP DESTRUCTION
SECURITY COST
SYSTEM COST
(S/ACRE)
(S/KSN)
MIN.
0.
10.
20.
30.
4.
0
50.
6.
0
70.
8.
0
9.
0
100.
110.
120.
130.
140.
150.
160.
170.
180.
190.
200.
210.
220.
230.
240.
250.
260.
270.
280.
290.
3QO.
MAX,
5.23
5.40
5.57
5.73
5.90
6.07
6.23
6.40
6.57
6.73
6.90
7.07
7.23
7.40
7.57
7.73
7.90
80
.7
8.23
8.40
8.57
8.73
8.90
9.07
9.23
9.40
9.57
9.73
9.90
10.07
10.23
10.47
1.0
08
11.13
11.47
11.80
12.13
12.47
12.80
13.13
13.47
13.80
14.13
14.47
1.0
48
15.13
15.47
15.80
16.13
16.47
16.80
17.13
17.47
17.80
18.118.47
18.80
19.13
19.47
1.0
98
20.13
20.46
�3. Sensitivity of Effectiveness Criterion (Table IV-12
and Table IV-13)
These tables demonstrate the effect on system cost
when commanders insist on conducting herbicide operations
when conditions such as temperature, wind, and weather are
less than favorable.
4. Remarks
Prior to completing the analysis, the effect of
variation of the agent cost in terms of dollars per acre c .
?n
be investigated.
(Reference Table IV-5) These show the
dominance of the agent costs.
Cost Variation Due to Agent Costs
(Cost in Dollars per Acre)
COST OF AGENT
§1
UC-123 ($/ACRE)
M1N.
§ 2
$ 3
$4
$ 5
$ 6
$7
$ 8
$9
§10
UH-1 ($/ACRE)
MAX.
MIK.
MAX.
$13
$15
$19
$22
$25
$29
$32
$35
$39
$42
$45
$25
$28
$31
$35
$38
$41
$45
$48
$51
$55
$ 6
$ 9
$16
$19
$23
$26
$29
$33
$36
$39
$43
$13
$16
$19
$23
$26
$29
$33
$36
70
�SABLE IV-12
SENSITIVITY ANALYSIS - HERBICIBg DELIVERY BY UC-123
SENSITIVITY OP EFFECTIVENESS OF COVERAGE
DEFOLIATION
COVERAGE
(ACRES/MSB)
SYSTEM COST
(I/ACRE)
% EFFECTIVE
KIN.
220.
230.
240.
250.
260.
270.
280.
290.
300.
310.
320.
330.
49.33
47.18
45.22
43.41
41.74
40.19
38.76
37.42
36.17
35.01
33.91
32.89
66.0
69.0
72.0
75.0
78.0
81.0
84.0
87.0
90.0
93.0
96.0
99.0
MAX.
64.30
61.50
58.94
56.58
54.40
52.39
50.52
48.78
47.15
45.63
44.20
42.86
CROP DESTRUCTION
COVERAGE
(ACRES/MSN)
MIN.
220.
230.
240.
250.
260.
270.
280.
290.
300.
310.
320.
330.
SYSTEM COST
($/ACRE)
MIN.
6.
60
6.
90
72.0
75.0
78.0
8.
10
8.
40
8.
70
9.
00
93.0
9.
60
9.
90
71
MAX.
13.46
12.87
12.34
11.84
11.39
10.97
10.58
10.21
9.87
9.55
9.25
8.97
MAX.
40
4.
460.
480.
50.
0.
520.
540.
560.
580.
60
0.
620.
640.
650.
EFFECTIVE
39.43
37.72
36.15
34.70
33.37
32.13
30.98
29.91
28.92
27.98
27.11
26.29
�CHART IV-3: SENSITIVITY OF EPFECTIVE2GSS OF COVERAGE (UC-123)
S60
$50 ' ~
S401--
S 3 0 --
S 20 . .
CROP
DESTRUCTION
S 10 ..
100
Percentage of Effectiveness
72
�TABLE IV-13
SENSITIVITY ANALYSIS - HERBICIDE DELIVERY BY UH-1
SENSITIVITY OF EFFECTIVENESS OF COVERAGE
DEFOLIATION
COVERAGE
(ACRES/MSN)
SYSTEM COST
($/ACRE)
% EFFECTIVE
MIN.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
36.68
35.09
33.62
32.28
31.04
29.89
28.82
27.83
26.90
26.03
25.22
24.45
66.0
69.0
72.0
75.0
78.0
81.0
84.0
87.0
90.0
93.0
96.0
99.0
MAX.
48.23
46.13
44.21
42.44
40.81
39.30
37.90
36.59
35.37
34.23
33.16
32.15
CROP DESTRUCTION
COVERAGE
(ACRES/MSN)
MIN.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
SYSTEM COST
($/ACRE)
MIN.
66.0
6.
90
72.0
75.0
78.0
81.0
8.
40
87.0
90.0
93.0
96.0
99.0
73
MAX.
7.14
6.83
6.54
6.28
6.04
5.81
5.61
5.41
5.23
5.06
4.91
4.76
MAX.
44.
4.
6
48.
50.
52.
54.
56.
58.
60.
62.
6.
4
66.
EFFECTIVE
23.37
22.35
21.42
20.56
19.77
19.04
18.36
17.73
17.14
16.58
16.06
15.58
�CHART IV-4:
SENSITIVITY OF EFFECTIVENESS OF COVERAGE (UH-1)
(System Cost (SC) in Dollars/Stare)
sc
,k
$50
$40 •
$30--
$20 ,
$10.
CROP
DESTRUCTION
-I
70
80
90
100
percentage of Effectiveness
74
9-
�V.
A.
TACTICAL LAKD CLEARING
ASSUMPTIONS
1. The vehicle examined will be the D7E/D7F medium
crawler tractor (made by the Caterpillar Tractor Company)
equipped with the Rone K/G clearing blade and protection
kit.
2. The expected life of the tractor under combat
conditions is two years.
| Major BennettJ The expected life
of the blade and protection kit is one year.
I 62d Engineer
BattalionJ
3. A land clearing company has 25 of its 30 medium
tractors operational at any one time.
I Planning factor from
DA Pam 526-6 197oJ
4. Security forces consist of one armored cavalry
troop or a comparable-size mechanized infantry unit.
[Major Bennett! The operation is controlled by the
commander who is airborne in a light observation helicopter
(LOH).
5. Crops are considered under the category of light
vegetation.
6. The discount rate is ten per cent.
B.
PARAMETERS
1. Utilization
The operating time for
^ Rome-equipped tractor
will be eight hours per day. .. >rmally, these vehicles work
75
�in tine field for 45 days prior to returning to their base
areas for a 15-day "stand down" and maintenance period.
[&2d Engineer Battalion Letter, February 1971j This implies
a 75 per cent work factor and 270 work days per year.
2.
Cost Bounds
a. Investment Cost
The investment cost for a tractor is bounded by
the consideration of inherited assets.
When the Rome
clearing blade was introduced in RVN, the tractors "in
country" were equipped with bulldozer blades. These blades
were simply converted by unit maintenance personnel. In
other situations, the kits and tractors were sent to RVN to
form land clearing units.
Thus, the upper bound considers
procurement of the initial tractor while the lower bound
considers the initial tractor to be a sunk cost.
b. Operating Cost
The operating costs are bounded by the security,
control, and readiness postures of the clearing unit.
The
desired security for a land clearing company is an armored
cavalry troop while a mechanized infantry company (-} is a
less desired but acceptable replacement. 1 DA Pam 525-6
1970J The security costs will be considered to range from
$130 per day to $80 per day for a UE.
(Appendix B) The
control costs are directly proportional to the use of the
LOU that is attached to the land clearing company during
clearing operations.
The attachment can be from several
76
�hours to all day. f62d Engineer Battalion 11 April
197 1]
The unit readiness rating determines the
equipment and personnel manning levels.
High ratings
dictate the assignment of two operators per tractor. However, during periods of budgetary austerity or when the
manpower pool cannot support this requireoent. this is
lowered to the assignment of one operator per tractor.
FuSACDC TOE 5-58T 1969^j
C.
COST ANALYSIS
1.
Isolation of Relevant Costs (Appendix Bj
a.
Investment Cost
(1) Investment cost for D7 Tractor.
This
investment cost is bounded by the requireraent to procure
the initial tractor.
Additionally, the expected life of
the D7 dictates replacement across the ten year planning
horizon.
Since replacement is necessary, the planner roust
consider the present value cf the dollars spent in order
for an equitable comparison to be made with the other
alternatives.
01
2
The replacement schedule will be:
345
67
8
9 10
The present value coefficients will be:
8
8
PV1 =
- _ = 3.5404 and PV2 =
£o (1 + r) 1
^
for i an even integer and r = .10.
77
--—j = 2.5404
( I f r) 1
I Hiishleif er
1970J
�D7 procurement cost:
$32,916
[DA Supply Bulletin (SB)
700-200 197l]
$ 2,400 [DA DCS, Logistics (LOG)
$35,316 1971]
(Appendix B)
Itotal -
Upper bound on the investment cost:
3.54 x $35,316=$125,019
Lower bound on the investment cost:
2.54 x $35,316=$ 89,703
(2) Investment cost for the Rome K/G blade and
kit.
The blade and kit have an expected life of one year in
cosbat which means purchase from time zero to the end of
year nine.
9
l
Z
4 n
i=0
i » 0,1,2,
_. _ 6.759 where
r = .10 and
(1+r)
,8,9.
Procurement cost:
$ 7,623
Transportation to RVN: $ 900
Total =
$ 8,523
[DA SB 700-200
fpA DCSLOG 197ij
(Appendix B)
Investment cost: 6.759 x $8,523 = $57,607.
(3) Investment cost due to combat attrition.
The Rome-equipped tractors of the 62d Engineer Battalion
(Land Clearing) have experienced a 25 per cent attrition
rate when engaged in tactical clearing.
[Major Bennett]
This would mean the replacement of the tractors and kits on
a yearly basis. The present value "ill be:
9
PV4 = )
r
= 5.759 where
~ (i+r)i
i - 1,2,...,8,9.
r « .10
and
The investment cost for a UE is:
5.759 x .25 x ($35,316 + $8,523) = $63,117.
78
�(4) The total investment a-jrtorized over the
planning horizon is §24,574 per year (U) and 521,043 per
year ( )
L.
b. Operating Cost
(1) Hourly costs. Unless otherwise noted, the
costs listed here come from the caterpillar Performance
Handbook.
Fuel:
(Light Vegetation) 5.5 gal/hr x $.15/gal * $.83/hr
(Medium Vegetation)
7.0 gal/hr x $.15/gal = $1.05Ar
(Heavy Vegetation) 9.0 gal/lir x $.15/gal = $1.35/hr
Lubricants and filters; $.33/hr.
Tractor repairs:
Using the Caterpillar repair factor, th«
repair cost would be $4.60 per hour. However, a review of
the data furnished by Major Bennett indicates that $7.00
per hour is a more realistic figure.
Rome blade and kit repairs:
$1.8Q/hr. 1 Major Bennett)
Total hourly costs:
Heavy vegetation
Medium Vegetation
Light Vegetation
$10.48
$10.18
$9.96
(2) Daily corts.
Operators' salaries:
Security cost:
Control cost:
$55 (U)
$130
$6 (U)
$27 (L)
(U)
$80 (L)
$4 (L)
(Appendix B)
2. Daily Costs
1C = Yearly cost/365 days and OC = 8 hours/day x
Hourly cost + Summation of Daily Costs.
�Tab le V-lj Daily Costs
(Dollars per Day)
VEGETATION
LOWER BOUND
1C
OC
UPPER BQUJJD
SC
1C
OC
SC
Light
$58
$191 $249
$67
$271 $338
Medium
$58
$193
$251
$67
$273
$340
Heavy
$58
$195
$253
$67
$275
$342
3.
Yearly Costs
Investment cost:
Operating coxtt
365 days/year x investment cost/day.
270 days/year* x Operating cost/day.
*
Tractors work 270 days per year (Section B ) .
Table V-2: Yearly Costs
(Dollird per Year)
VEGETATION
LOWER BOUND
UPPER BOUND
1C
OC
SC
1C
OC
SC
Light
21,043
51.570
72.613
24,574
73,170
97.744
Median
21,043
52,110
73,153
24.574
73,710
98,284
Heavy
21.043
52,650
73.693
24,574
74,250
96.824
D.
EFFECTIVENESS CRITERIA AND COST-F-FFEfTIV'^SS MEASURES
1.
EffectivenessCriteria
a.
KOE it 1 - "Area"
This HOE considers the system's net effective-
ness during a normal day's operation.
The criteria takes
into consideration the three classifications of vegetation
and the two principal types of cuts.
80
�__, . .
_ .. ,
Hours available
Effectiveness Criterion = •- , •. —•
Clearing rate
Using the clearing rates from Table II-3, the effectiveness
criteria for a UE can be obtained.
Table V-3t Effectiveness Criteria for One Tractor
(Acres per Day)
VEGETATION
AREA CLEARING
STRIP CLEARING
Light
20
13.33
Medium
10
6.15
Heavy
6.15
3,8
b. KOE # 2 - Constrained Cost Minimization
Minimize the cost of clearing 6000 acres
Subject to:
Mission completion £ 30 days
Assets required
£ Ability of commander to supply
In order to examine the performance of the land clearing
operation under constrained cost rsiniraization, several
additional assumptions are necessary:
(1) Vegetation is either categorized as heavy or
medium.
(2) Area clearing is required.
(3) Cost per day is based on 30 tractors in the
unit although only 25 are operational.
( ) Land clearing cornpany has a high readiness
4
rating and security is provided by a cavalry troop (i.e.,
upper bound cost figures for heavy and medium area clearing
will hold). Area clearing rates for a land clearing company
8t
�with 25 of its 30 mediura tractors conducting sustained
operations are:
Heavy vegetation
Medium vegetation
100 acres/day
250 acres/day
j . Para 525-6
p
1970J
2. Cost-Effectiveness Measures
a. KOE #1
Table V-4:
Tactical Land Clearing
ollars per Acre)
VEGETATION
AREA CLEARING
STRIP CLEARING
Lower
Bound
Upper
Bound
Lower
Bcund
Upper
Bound
Light
$12
$17
$19
$25
Medium
$25
$34
$41
$55
Heavy
$41
$56
$66
$90
The raission categories must take into consideration the terrain sensitivity of this alternative. The
Biinisuxn cost for both land clearing and crop destruction
are those costs incurred during light area clearing while
tl»e -axirouro costs for land clearing are those that occur
tiurir.g heavy strip clearing (sasiRuiB costs for crop destruction come during light strip clearing).
82
�Table V-5: Cost-Effectiveness Measures forTactical Land
Clearing
(Dollars per Acre)
MISSION
MINIMUM
MAXIMUM
Land Clearing
$12
$90
Crop Destruction*
$12
$25
*fhe Rome-equipped tractor is lieited to areas where crops
grow on trafficable terrain,
This eliminates many paddy-
grown crops from this type mission.
b. MOB # 2
As pointed out previously, a medium land clearing
company can clear 100 acres per day in heavy vegetation and
250 acres per day in medium vegetation.
The time constraint
on a 6,000 acre mission would require two companies working
for 30 days in heavy vegetation and one company working for
24 days in medium vegetation.
The cost per day for a
company are:
Heavy vegetation - $10,260
Medium vegetation - $10,200.
The cost in_ doj-lar^ for this KOS is:
UPPER BOUND:
LOWER BOUND:
E.
$615,600
$244,800
PARAMETER SENSITIVITY
1.
Utilization
(Table V-6 A,B, & C)
The tables show the variability in costs (dollars
per acre) that occur in accordance with the operational
83
�hours per day of each vehicle.
The tables indicate the
importance of a high utilization factor, consistent with the
operators' and support elements' ability to perform the
required daily maintenance on the tractors.
2. Security (Table V-7A, B, & C)
fluctuation in security cost demonstrates the
effect on system cost when the commander varies his security
posture from no protection to that equivalent of a reinforced
armored cavalry troop.
84
�TABLE V-6As
MAX COST - LAND CLEARING
LYSIS - TACTICAL LAND CLEARING
IIPMENT UTILIZATION - STRIP CLEARING
Heavy- Clearing
UTILIZATION
{HOURS/DAY)
R&DCOST
5.0
0.00
28.28
5.5
0.00
6.0
INVESTMENT
COST
C & M COST
SYSTEM COST
102.14
130.42
25.71
94. a 6
120.57
0.00
23.57
88.79
112.35
6.5
0.00
21.75
83.65
105.40
7.0
0,00
20.20
79,35
99.45
7.5
0.00
18.85
75.43
9 4.20
8.0
0.00
17.67
72.09
89.77
8.5
0.00
16.63
69.15
85.78
9.0
0.00
15.71
66.53
82.24
9.5
0.00
14.88
64,18
79.07
10.0
00
.0
14.14
62.08
76.22
10.5
0.00
13.47
60. 17
73.63
11.C
0.00
12.85
58.43
71.29
11.5
0.00
12.30
56.85
69.14
12.0
0.00
11.78
55.40
67 . 18
GO
**
�TABLE V-6BJ
MAX. COST -CROP DESTRUCTION
SENSITIVITY ANALYSIS - TACTICAL LAND CLEARING
SENSITIVITY OF EQUIPMENT UTILIZATION - STRIP CLEARING
Light Clearing
LIZATION
nm
5.0
5 .5
6.0
R ft.»
COST
INVESTMENT
cor.T
9 *•
M COBT,
fYSTEty coa-tf
36.95
0.00
8.08
7.35
8
26 . 7
26 .79
0.00
6.73
25 .06
31.79
6.22
7.
0
0.00
0.00
5 .77
23 .59
22 .33
29.80
28. 10
7.5
0.00
5.39
21 .24
26.63
8.0
0.00
5.05
20 .29
25.34
8.5
0.00
4.75
19 . 4
4
24.20
9.
0
0. 0
0
4.49
18 .70
23.18
9.5
0.00
4.25
18 .03
22.28
10 .0
10 .5
0.00
0. 0
0
4.04
3.85
17 .42
16 . 8
8
21.46
20.73
11 .0
0
0. 0
3.67
16 .38
20.06
11 .5
0.00
3 .51
15 .93
19.44
12 .0
0.00
3 .37
15 ,52
18.88
6.5
0.00
34. 14
�TABLE V-6BJ
MIN. COST - CROP DESTRUCTION AND LAND CLEARING
SENSITIVITY ANALYSIS - TACTICAL LAND CLEARING
ENSITIVITY OF EQUIPMENT UTILIZATION - AREA CLEARING
Light Clearing
INVESTMENT
COST
O & M COST
SYSTEM COST
0.00
0.00
0.00
4.61
4.19
12.90
12.09
17.51
16.28
3.84
11.41
15.25
6.5
0.00
10. &*
7.0
0.00
3.55
3.29
10.35
14.39
13.64
7.5
0.00
3.07
9.93
13.00
8.0
0.00
2.88
9.55
12.44
8,5
0.00
9.0
0.00
2.71
2.56
9.23
8.94
11.94
11.50
9.5
0.00
8.67
11.10
10.0
0.00
2.43
2.31
8.44
10.75
10.5
0.00
2.20
10.42
11.0
0.00
2.10
8.23
8.03
11.5
0.00
2.01
7.86
9,86
12.0
0.00
1.92
7.70
9.62
UTILIZATION
HOURS/DAY
5.0
5.5
6.0
3
R 6, n COST
10.13
�CHART V-l: SENSITIVITY OF TRACTOR UTILIZATION
(System Cost (SC) in Dollars/Acre)
S120--
S100- -
SCO..
LAND C L E A R I N G
S60 • •
s-io..
S20.
•4CROP
/DEST.
(L)- LC AND
CD
1
5
6
1-
9
8
10
Utilization - (Hours/Bay)
88
11
T2
�TABLE V-7A:
MAX. COST - LAND CLEARING
SENSITIVITY ANALYSIS - TACTICAL LARD CLEARING
SENSITIVITY OF SECURITY COST
STRIP CLEARING
Heavy Clearing
SECURITY COSTS
(S/DAY)
SYSTEM COST
($/ACRE)
0.
55.64
10.
58.2?
20.
6.9
08
30.
63.52
40
6.4
61
50.
68.77
60.
71.39
70.
74.02
80.
76.64
90.
79.27
100.
81.89
110.
84.52
120.
87.14
130.
8.7
97
140.
92.39
150.
95.02
160.
97.64
170.
100.27
180.
102.89
190.
200.
105.52
108.14
89
�TABLE V-7B:
MAX. COST - CROP DESTRUCTION
SENSITIVITY ANALYSIS - TACTICAL LAND CLEARING
SENSITIVITY OF SECURITY COST
STRIP CLEARING
Light Clearing
SECURITY COSTS
CS/DAY)
SYSTEM COST
($/ACRE)
0.
15.59
10.
16.34
20.
17.89
30.
17.84
40.
18.59
50.
19.34
60.
20.09
70.
20.84
80.
21.59
90.
22.34
100.
23.09
110.
23.84
120.
24.59
130.
25.34
140.
26.09
150.
2.4
68
160.
27.89
170.
28.34
180.
29.09
190.
2.4
98
200.
30.59
90
�TABLE V-7C:
MIN. COST - LANE) CLEARING AMD CROP DESTRUCTION
SENSITIVITY ANALYSIS - TACTICAL LAND CLEARING
SENSITIVITY OP SECURITY COST
AREA CLEARING
Light Clearing
SYSTEM COST
($/ACREj
SECURITY COSTS
($/DAY)
0
.
84
.4
1.
0
89
.4
20.
9.44
30.
9.94
4.
0
10.44
50.
1.4
09
6.
0
11.44
70.
11.94
8.
0
12.44
90.
1.4
29
100.
13.44
110.
13.94
120.
14.44
130.
14.94
140.
15.44
-
150.
15.94
160.
16.44
170.
16.94
180.
17.44
190.
17.94
200.
1.4
84
91
�VI. AHALYSIS OF "SLASH AND BURN" CLEARING
A.
ASSUMPTIONS
1. A crew consists of 45 men with one U.S. enlisted man
as supervisor.
All crew members are considered workerr
since no allowance is made for any internal chain of command
axaong the personnel.
[ Mr. Underwood!
2. Payraant of the indigenous cutters is consistent with
those rates paid in Military Region IV in the fall of 1970.
3. This type of clearing takes place in secure areas or
where security is provided by units already engaged in major
land clearing operations.
4. The U. S. units provide transportation for the
workers to and from the clearing site.
are drawn from current inventories.
Tools for the cutters
[Mr. Underwood I
5. Crops fall into the category of light vegetation.
While the first four statements can be categorized a"
"assumptions," they all have basis in fact.
Mr. Elton
Undersood of the Array's Engineer Strategic Studies Group
verified these on a trip to RVN in May and June of 1971.
The data he returned with contained detailed information on
a U.S.-sponsored operation in An Kuyen Province on the Cau
Mau Peninsula during the period September to December 1970.
However, their inclusion as assumptions is- meant to preclude
their being taken as policy for MACV as a Ahole.
92
�B.
PARAMETERS
1. Tha utilization parameter will be in units of "hours
per day."
For this portion of the study, a utilization
factor of eight hours per day and 270 work days per year
will be used. This corresponds to the utilization rates of
Chapter V. However, both of these inputs ar3 part of the
working conditions that are agreed upon by the U.S. Civil
Affairs office prior to hiring the civilian crews.
2. Ccst Bounds
The bounds on each method of cutting and each type
of vegetation are set by the maintenance and transportation
costs. These costs can range from zero to some preset value.
The cost for maintenance of the workers* tools and equipment
will be set at five collars per crew per day. The transportation cost will be ten dollars per crew per day (based on
the utilisation of two trucks for approximately one hour per
day).
C.
COST ANALYSIS
1. Isolation of Relevant Costs
The only costs incurred by this method of clearing
are operating costs.
The only investment cost would ba the
procurement of tools, but by assumption # 4, these are sunk
costs.
a. Salaries
Each man is paid 200 piasters per day and
furnished one meal at a cost of 37 piasters per day.
�JKr. Underwood! This amounts to approximately $.86 per man
or $38.80 per crew per day based on the 197Q exchange rate
of 275 piasters to one U. S. dollar.
b. Supervision
The opportunity cost for using one U. S. enlisted
man as a supervisor is $10,000 per year or $27 per day.
I Major Howe]
c.
Transportation
In some cases, the crews could walk from their
assembly points to the clearing sites.
If this were not
feasible, two trucks would be needed for approximately an
hour each day to transport the crews. Cost:
(Irt or zero ( )
L.
$10/crew/day
(Section Bj
d. Maintenance
Cost:
$5/crew/day (U) or zero ( )
L.
(Section B)
2. Daily Costs
Daily cost = Crew salaries +• Supervision -f Transportation + Maintenance
Upper Bound: $81 per crew per day
Lower Bound: $66 per crew per day
3. Yearly Costs
Yearly cost = 270 days/year x Cost per day
Upper Bound: $21,870 per year
Lower Bound: $17,820 per year
94
�D.
EFFECTIVENESS CRITERIA AND COST-EFFECTIVENESS MEASURES
1.
Effectiveuess Criteria
a. HOE # 1 - "Area"
This MOE presents the system's net effectiveness
during a normal day's operation.
Since this alternative is
sensitive to the three classifications of vegetation and two
types of clearing (strip and area), six criteria will be
determined.
,
Hours available x Crew size
Effectiveness Criterion (EC, —€iearjLng Rate
The clearing rates are obtained from Table II-4. For light
area clearing:
„,
EC =
8 hr/dav x 45 men
. „„
.,
-£—«
= 2.88 acres/day
125
roan-hours/acre
Table VI-1:
Crew EffectivenessCriteria
(Acres per Day)
VEGETATION
AREA CLEARING
Light
2.68
3.6
Medium
1.0
1.3
.5
.5
Heavy
b.
STRIP CLEARING
MOE # 2 - Constrained Cost Minimization
Minimize the cost of clearing 6,000 acres
Subject to:
Mission completion 1 30 days
Personnel and equipment required 1 Ability
of Local
Area to
Supply
95
�Several assumptions are necessary to complete the examination
of this MQE:
(1) The vegetation is either medium or heavy.
(2) Method of clearing will be "area" type.
2. Cost-Effectiveness Measures
a. MOB f 1
Cost-Effectiveness Measure =
Cos t/crew/day
•-
For area clearing in light vegetation ( )
U:
$81/crev/day
2.88 acres/day = ?28 Per acre'
Similar calculations yield the following tablei
Table VI-2: "Slash and Burn" Clearing
liars per Acre)
AREA CLEARING
STRIP CLEARING
Lower
Bound
Upper
Bound
Lover
Bound
Upper
Bound
Light
$23
$28
$18
$23
Medium
$64
$79
$51
$63
$147
$180
$147
$180
VEGETATION
Heavy
If these costs are to be depicted by mission categories, the
vegetation classifications and the method of clearing must
be encompassed by the maximum and minimum limits. Although
this gives a large interval for the costs to be within, the
review must ren>en±>er that vegetation removal by ground
personnel and equipment is extremely sensitive to the type
of terrain which the work is being conducted in.
96
�Table VT-3: Cost-Effectiveness Measures for "Slashand
Burn" Clearing
(Dollars per Acre)
MISSION
MINIMUM
MAXIMUM
Land Clearing
$18
$180
Crop Destruction
$18
$ 28
b. MOE # 2
In order to analyze this program, one nmst first
look at the constraints.
In medium vegetation, a crew of 45
can only clear one acre per day. The size of the operation
dictates that at least 200 acres must be cleared per day in
order to meet the 30 day time constraint. This would mean
200 crews or 9,000 men would have to be hired.
It is
doubtful that the host government could supply or the U. S.
units could secure that many workers. Hence, this method of
clearing is considered infeasible for a large scale land
clearing operation.
E.
PARAMETER SENSITIVITY
Since indigenous cutters are paid by the day, it would
be important to examine the cost fluctuation over a range of
possible utilization factors.
As might be expected by
noting the units of the clearing rr-tes (man-hours per acre),
changing the utilization factor from the established eight
hours p*1'" uay results in a large cost variation.
This shows
the importance of negotiating a work agreement that insures
enough "time on the job."
It also amplifies the costs
97
�incurred if the cutters' pick-up point were far from the
clearing site, causing an excessive amount of transportation time to jecrease the crew utilization, or if the
supervisor were unable to motivate his crew.
TABLE VI-4:
VEGETATION REMOmi>
SENSITIVITY ANALYSIS....SLASH AND BUBM CLEARING
SENSITIVITY OF CREW UTILIZATION.. .ARES. BURNING
(Heavy Clearing)
UTILIZATION
(HOURS/DAY)
MAXIMUM SYSTEM COST
i^/^C&E)
5.0
$288.61
5.5
6.0
6.5
7.0
7.5
8.0
262.37
240.51
222.01
206.15
192.41
180.38
8.5
9.0
169.77
151.90
10.0
10.5
11.0
144.31
131.43
131.19
SENSITIVITY OP CREW UTILIZATION
STRIP CLEARING
(Light Clearing)
UTILIZATION
MAXIMUM S1STEM COST
29.41
26.74
24.61
22.63
21.01
5.0
5.5
6.0
6.5
7.0
7.5
19.61
8.0
18.38
8.5
9.0
9.5
10.0
10.5
11.0
17.30
16.34
15.48
14.71
14.01
13.37
98
�TABLE VI-5;
CROP DESTRUCTION
SENSITIVITY AKALYSIS... .SLASH AKD BURN CLEARING
SENSITIVITY OF CREW UTILIZATION.. .AREA CLEARING
(Light Clearing)
UTILIZATION
(HOURS/DAY)
MAXIMUM SYSTEM COST
(S/ACRE)
5.0
5.5
60
.
6.5
4.0
51
41.00
37.58
3.9
46
32.21
30.06
28.18
26.53
25.05
23.73
22.55
21.47
20.50
70
.
7.5
80
.
8.5
90
.
9.5
10.0
10.5
11.0
SENSITIVITY OP CREW UTILIZATION.. STRIP CLEARING
(Light Clearing)
UTILIZATION
MAXIMUM SYSTEM COST
29.41
26.74
24.51
22.63
21.01
19.61
18.38
17.30
16.34
15.48
14.71
14.01
13.37
5.0
5.5
60
.
6.5
7.0
7.5
8.0
8.5
90
.
9.5
10.0
10.5
11.0
99
�VII.
ANALYSIS OF FIREBOMBING
v
A.
ASSUMPTIONS
1. Firebombing is conducted with the C-raodel medium
helicopter (CH-47C - "Chinook").
2. Each sortie has an expected d^jration of one-half
hour. I LTC Ruirowj
3. A flight over a given target consists of one CH-47C.
j LTC Rudrow J
4. Salvaged slings and salvaged 55-gallon drums are
used in the drops. M-4 fue:l thickener is mixed with gasoline to form a six per cent solution of thickened fuel.
j DA TC 3-336
1965 j Twenty drums will be carried on one
mission (or more common terminology, one "drop").
[LTC RudrowJ
5. The number of missions over a target area is
dependent on the requirement to have a .90 probability of
success from one or more drops.
6. When available, security forces consist of two AH-1G
arnied helicopters.
However, unlike herbicide missions with
the UH-1, firebombing missions will not be flown unless one
AH-lG is present.
One OH-6A or OH-58A light observation
helicopter will provide the necessary control. [LTC RudrowJ
100
�B.
PARAMETERS
1.
Flying Hours
Initially, the flying hours for the CH-47 that will
be used as basis for the analysis will be the saiae as the
other aerial systems. A mission duration of one-half hour
implies that the helicopter will fly 100 sorties per month
in order to reach the specified 600 flying hours per year.
However, like the UH-1 helicopter, this is below the CH-47's
programmed limit of flying (720 hours per year) in an active
combat environment.
|DA FM 101-20 1970 J The effects of
this difference will be examined in a sensitivity analysis
of the sortie generation rate in Section E.
2. CostBounds
The bounds on the mission costs are obtained by the
variation cf the security and control posture that often
results during normal employment. Control of a drop is
accomplished by a representative of the ground commander in
an LOH. However, if the Chinook pilots are familiar with
the mission and the AO, the presence of the LOH is unnecessary. Under normal operating conditions, security is
provided by two AH-lG helicopters.
The lower cost bound
is reached when only one armed helicopter is used.
The use
of one "Cobra," even under die most austere conditions, is
due to the vulnerability and lack of maneuverability of the
CH-47.
101
�C. COST ANALYSIS
1. Isolation of Relevant Costs
The only costs incurred by this method of vegetation
removal are those that are categorized as operating costs.
The procurement of the CH-47 is treated as a sunk cost since
the helicopter is diverted from normal lift missions to
conduct firebombing operations.
a. 0 & M cost is rated at 15 per cent of the
procurement cost of the helicopter, j Mr. Donaldson! The
w»
*i
procurement cost for the CH-47C is $1,536,424.
700-200 197l]
O & M cost:
b. Crew salaries:
[DA SB
$230,000 per ycir.
Crew consists of two officers
and one enlisted roan. [DA FM 101-20 1970] Total cost:
$38,000 per year.
(Major Howe]
c. Security forces:
$200 per mission (U}-2 AH-lG's.
$100 per mission (L)-1 AH-lG.
(Appendix A)
d. Control:
$ 25 per mission (U)
0
(Appendix C)
e. Thickened fuel:
(L)
$163 per mission. (Appendix C)
2. Mission Cost
SC = (O & M cost + Salaries)
Number of Missions/Year
+ Security cosfc +
Control cost + Agent cost
Cost per Mission
LOWER BOUND
UPPER BOUND
$ 486
$ 611
102
�3. Yearly Costs
The yearly cost is extremely sensitive to the input
parameters.
This, coupled with the fact that the CH-47
would never be solely employed for fireborabing missions,
diminishes its importance.
Cost per Year
I^JWER BOUND
UPPER BOUND
$583,200
D.
$733.200
EFFECTIVENESS CRITERIA AND COST-EFFECTIVENESS MEASURES
1.
Effectiveness Criteria
a. MOE t 1 - "Area"
The effectiveness of any one mission is contingent upon many variables. The condition of the vegetation,
weather, scattering effect of the incendiary fuel, and the
probability of detonation of the drura cluster require that
the evaluation of effectiveness be accomplished with a
probabalistic model. An appropriate model would be a two
or three dimensional fragmenting projectile model.
However,
this would require the determination of a lethality function
and directional variances of the bursting radii of the
cluster just to obtain a conditional single drop probability
of burn (pB). Since this data was not available, a
model was used. The probability statement is:
Prob
Fire burns 50 acres in one
or raore drops (missions)
when n drops are made
103
= Prob(pB,n) = . 0
9.
�This uses the data from assumption # 5 and has the implicit
assumption that 50 acres will be burned per B drops
(missions).
Prob(pB,n) = 1 - (1 - pB)n
where pB
is the probability that 50 acres are burned on
any particular drop.
Inherent in this model are the assumptions that:
(1) pB
is the same for all drops.
(2) There is statistical independence between drops
(or no information is gained from one mission to the other).
An evaluation of n
for Prob(pR,n) £ . 0 yields:
9
PB
n
.2
10
.3
7
.918
.4
5
.922
.5
4
.3
98
.6
3
.936
.7
2
.1
9
.8
2
.6
9
.9
1
.
9
Prob(pB,n)
. fapp)
9
For this portion of the analysis, PQ = .4, which will
necessitate five drops or missions to insure a .9 probability of burning 50 acres on at least one of the five drops.
b. KOE # 2 - Constrained Cost Minimization
Minimiza the cost of burning 6,000 acres
104
�Subject to:
Mission completion £ 30 days
Assets required £ Local command supply capability
Two CH-47 helicopters would be required to fly ten sorties
per day for 30 days in order to be 90 per cent sure that
this method would burn off 6,000 acres. Like aerial delivery of herbicides in the UH-1 constrained cass, this
represents a significant drain on the area's aviation asset*:,
Few commanders could afforci such a program due to the
important role the "Chinook" plays in combat support and
combat service support operations in an insurgency conflict.
For this reason, it is felt that the second constraint is
violated, and thus, the alternative is infeasible. The area
would have to be reduced significantly for firebombing to be
a viable alternative.
2. Cost-Effectiveness Measures
N x Mission Cost
System Cost = ;
where N = the
50 acres/mission
nuraber of missions (drops).
No differentiation is made between crop destruction and
foliage removal for this alternative.
The reviewer should
not overlook the problems encountered in RVK when attempts
tfere made to burn large caches of dry rice.
Therefore, live
rice and other paddy-type crops would be virtually impervious to destruction by firebombing.
105
�Tafcle
tfll-1:
Cost-Sffecti mess Measures for FireboiBbing
(DolJ ;:s per Acre)
MINIMUM
$49
E.
MAXIMUM
$61
PARAMETER SENSITIVITY
1.
Sensitivity ofSortie GenerationRate (Table VII-2J
Table VII-2 indicates that the number of missions
flown per month has relatively little effect on the cost of
burning an acre.
iMs is due to the fact that only $223 per
mission are subject to fluctuations caused by a variable
sortie rate.
(Mission cost vectorj ($611, $456).) The
remainder of the costs are caused by security, control, and
fuel costs and these are based OE a flat rate per sission.
2.
Sensitivity of Probability of Burn on any Single
Drop (pB)
(Table VII-3)
T*»is testing shows the effect of varying the single
drop probability of burn over a reasonable range of values,
In actual operations, pB would law- a tendency to be at the
lower end of this spectrum rather tfian the higher.
3.
Sensitivity of Security
tests
(Table VII-4)
These parameter values raage from zero to the cost
that would be ir-urred if three escort heliccpters accompanied the mission.
106
�TABLE VII-2
SENSITIVITY AKM.YSIS - FIREBOMB ING WITH CH-47
SENSITIVITY OP SORTIE GENERATION R .TE ($/ACRE)
SORTIES
PER MO.
HOURS
PER YEAR
SYSTEM COST
MIN.
SYSTEM COST
MAX.
78.
470.
54.81
67.31
80;
480.
54.22
66.72
82.
490.
53.65
66.15
83.
500.
53.10
65.60
85.
510.
52.57
65.07
87.
520.
52.07
64.57
88.
530.
51.58
64.08
90.
540.
51.11
63.61
92.
550.
50.66
63.16
93.
560.
50.23
62.73
95.
570.
49.81
62.31
97.
580.
49.40
61.90
98.
590.
49.01
61.51
100.
600.
48.63
61.13
102.
610.
48.27
60.77
103.
620.
47.91
60.41
105.
630.
47.57
60.07
107.
640.
47.24
59 74
108.
650.
46.92
59.42
110.
660.
46.60
59.10
112.
670.
46.30
58.80
113.
660.
46.01
58.51
115.
690.
45.72
58.22
117.
700.
45.44
57.94
118.
710.
45.17
57.67
120.
720.
44.91
57.41
107
�TABLE VII-3
SENSITIVITY ANALYSIS - FIREBOKBING WITH CH-47
SENSITIVITY OF PROBABILITY OP BURN ON ONE DROP
(§/Acre)
# OF DROPS
10.
8.
7.
6.
5.
4.
4.
3.
3.
' 3.
2.
2.
2.
2.
1.
P.
SYSTEM COST
MIK.
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
0.85
0.90
97.27
77.81
68.09
58.36
48.63
38.91
38.91
29.18
29.18
29.18
19.45
19.45
19.45
19.45
9.73
SYSTEM COST
KAX.
122.27
97.81
65.59
73.36
61.13
48.91
48.91
36.68
36.68
36.68
24.45
24.45
24.45
24.45
12.23
TABLE VII-4
SENSITIVITY ANALYSIS - FIREBOMBISG WITH CH-47
SENSITIVITY OF THE SECURITY COSTS
($/Acre)
SECURITY COSTS
($/MSN)
SYSTEM COST
MIK.
SYSTEM COST
KAX.
0.
25.
50.
75.
100.
38.63
41.13
43.63
46.13
48.63
41.13
43.63
46.13
48.63
51.13
125.
51.13
53.63
150.
175.
200.
225.
250.
275.
300.
53.63
56.13
58.63
61.13
63.63
66.13
68.63
56.13
58.63
61.13
63.63
66.13
68.63
71.13
108
�VIII.
INSIGHTS AND CONCLUSICTIS
The need for defoliation and crop destruction is a
direct result of the tropical growth, clinate, and peculiarities of insurgency warfare.
It would be difficult to
imagine the necessity of these measures in a conventional
war in a barren country like the Republic of Korea or in
many areas of Western Europe. Conventional war raises the
additional security problem of antiair protection and the
costs incurred to insure local air superiority.
These and
other problems of the "linear war" have not been considered
here.
Hence, ths conclusions drawn froa this study are
applicable only to those parts of the world affected by
certain climates, vegetation, and the press4-7 needs of
con&ating an eneasy insurgent.
A.
RESULTS OF TEE ANALYSIS
1. MOE # 1
The first measure of effectiveness attempted to
focus on each system's performance capability. A complete
display of the results allows a better comparison of the
alternatives.
Table VIII-1: Cost-Effectiveness Vectors for KOE * 1
(Dollars per Acre)
IGLIAGE REMOVAL
HERBICIDES
UC-123 UH-1H
TACTICAL LAND
CLEARING
"SLASH AKD
BURN"
FIREBOMB ING
MAX.
$47
$35
$90
$180
$61
MIN.
$3S
$27
$12
$ 18
$49
109
�CROP DESTRUCTION
HERBICIDES
UC-123 UH-1H
TACTICAL LAND
CLEARING
"SLASH AND
BURiT,
FIREBOMBING
§29
MIN.
$17
$25*
§28
$61*
$10
$ 5
$12*
$18
$49*
*Not appropriate where rice is the staple of the diet.
Table V-5)
(See
Tactical land clearing and "slash and burn" clearing
show considerable variability in their maximum and minimum
cost limits. This is due to the terrain sensitive nature
of both systems. This, coupled with the different clearing
results (one improves vertical surveillance while the other
improves both vertical and horizontal surveillance), makes
comparison with aerial-supported methods difficult.
If
comparisons are made within aerial categories and within
ground categories for each mission type, dominance can be
used to eliminate some vectors, since the maximum and
minimum limits for these two groups of systems are caused
by the same factors.
FOLIAGE REMOVAL
Aerial Systems
UH-1
Ground Systems
"Rome Plow"
MAX.
$35
$90
MIN.
$27
$12
When tactical land clearing and firebocibing are
eliminated as alternatives for crop destruction, herbicide delivery by UH-1 dominates all other vectors.
110
�2. HOE # 2
This measure of effectiveness attempted to amplify which
system(s) could meet a rigorous set of hypothetical combat
conditions.
The program format was:
Minimize the cost of defoliating/clearing
6.000 acres
Subject to:
(1) Mission accomplishment in 30 days
( ) A reasonable amount of assets to
2
complete the task.
The major additional assumptions stated:
( ) Spraying (using Agent ORANGE) must be
1
accomplished within five days.
( ) The vegetation is either medius or heavy and
2
area clearing is required.
(3) Ground systems are considered to be in a
high state of readiness.
Table VIII-2: Cost Minimization vectors for Foliage Removal
( 0 0 acres) with Tice and Resource Constraints
60
(Costs in Dollars)
Herbicides
UC-123K
Tactical Land Clearing
IU)
$272,100
§615,600
(L)
$227,900
$244,800
**Infeasible alternatives are not shown.
The preceding table shows that only two alternatives
can meet a stringent set of combat conditions.
Ill
�More important than the actual dollar costs is the
relative cost difference between the tvro systems. By
looking at this change in the cost minimization vectors, it
is possible to examine the incremental costs incurred to
vgain another dimension in surveillance capability.
A
defoliation mission usually improves only vertical surveillance.
Although roost of the leaves are off the vegetation,
the trees and undergrowth remain to restrict visual and
electronic surveillance frcru the ground-
a tactical land
clearing operation removes all vegetation and thus produces
a horizontal capability ai well as the vertical.
It can
also be assumed that an area which has been subjected to
land clearing restricts enemy movement and channelizes his
movement far more th?Jt the same defoliated terrain.
B.
INSIGHTS
In order to check the information of Table ¥111-2 is
not biased by the scale of the operation, the mission size
can be restricted.
By reducing the area by 50 per cent,
another set of cost minimization vectors can be obtained.
The assumptions of KOE # 2 are maintained with the exception
of having the UC-123 flights ran^e from two to five aircraft.
Table VIII-3:
Cost Minimization Vectors forVegetation
-.emoval of 3,000 Acres
(Costs in Dollars)
HERBICIDES
UH-1
TACTICAL LAKD
UC-123
CLEARIKG
(U)
?100,700
$136,050
$307,800
(L)
$ 80,700
$112,930
$112,400
112
�(Firebombing would be feasible only if the area were less
than 1,000 acres.)
The relaxation of mission requirements indicates that
the UE-1 defoliation system is minimum cost system and for
this program dominates the other alternatives. However,
the figures do not show the faster mission accomplishment
rate of the UC-123 or the complete clearance capability of
the D7 tractor equipped with the Rome K/G clearing blads.
In order to gain isore insight into the problem of
distinguishing between the systems, a "conanen mission"
vector can be obtained for each alte .'native.
This vector
attempts to show the cost per acre for foliage removal under
conditions that are most likely to occur in a counterinsurgency situation.
It differs from the results of
Table VIII-1, which were oriented toward optimistic and
pessimistic estimates, in that it can be considered to be
the "best estimate."
The conditions making up the "coirjrson
mission" are:
1. Defoliation/foliage
removal operation (far more
cciCTon than crop destruction).
2. The vegetation is classified as medium or heavy
since thicker terrain is more valuable to the enemy for use
as sanctuaries, staging areas, hospitals, and base carcps.
3. Clearing is limited to area type since strip
clearance is restricted to vegetation removal (anti-arabush
measures) along lines of cocnunication.
113
�4. Defoliation systems use Agent ORANGE since it is
faster acting than WHITS but not as persistent.
5. Land clearing units have two operators per tractor
and the optimum security and control available.
Reference:
Table IV-6A, Table V-4, Table VI-2, and
Table VII-1.
Table VIII-4: Common Mission Vectors (Dollars/Acre)
HSRBICIDES
UH-1
UC-123
TACTICAL LAND
CLEARING
"SLASH AKD
BURN"
PIREBOKBING
()
U
$34
$45
$56
$180
$61
()
L
$27
$36
$34
$ 79
$49
Again, herbicide delivery by UH-1 helicopter dominates
"*-il other alternatives.
These results serve to confirm the
findings shown in Tables VIII-1 through VIII-3.
C.
CONCLUSIONS
The cost-effectiveness measures obtained in this study
through the evaluation of the two measures of effectiveness
indicate that a force mix of herbicide aircraft and land
clearing tractors woyldrocs'-likely provide a costeffective solution to the foliage removal/crop destruction
missions faced during counterinsurgency operations in an
RVN-type environment, especially when one takes into
account that horizontal and vertical vision is desirable.
However, this is not meant to exclude the employment of
fireboxr£>ing or "slash and burn" clearing %\?hen the other
systems are not available to do the job.
114
�The ratio of the force-mix must be determined through
further examination of the problem. The decision to use
the UH-1, UC-123, or both as herbicide delivery systems
would depend on the intensity of the conflict, the commitment of U.S. assets, and the desired flexibility of the
over-all force structure. Certainly the helicxpter provides
more flexibility since it can be used for «any other combat
support tasks, fhe UC-123 accomplishes its mission at a
much faster rate but is entirc-ly cojiiBitted to aerbicide
operations since its configuration does not lend itself to
easy modification.
Likewise, the aaount of tractors and
their desired organization (sections, companies, battalions)
would be a function of the increased costs that the decision maker might be willing to accept to gain tJie benefit
of a two dimensional '.surveillance capability.
If the results of this study are to be useful in the
allocation of funds to foliage removal/crop destruction
missions, the decision maker must develop a detailed
situation estimate and employment model. This would include
a threat analysis of enemy forces and capabilities, an estimate of friendly forces and objectives, and a contingency
analysis of possible commitment areas.
If this were
accomplished and if an RVN- type environment were encountered
in the scenario, then the results of this study nay be
applicable in determining a proper mix of systens to effectively accomplish these two combat support missions.
115
�APPENDIX A
DETAILED HERBICIDE COSTS
A.
UC-123K
1. yearly operating cost for a squadron in Pacific Air
Force (PACAF);
[captain Wallace^
Direct element
Modification/spares
Maintenance - Operating
Support Equipment
Personnel
§ .5 million
$1.7 million
$ .1 million
$2.9 million
$5.2 million
Major support commands
Base operating
Depot Maintenance
$ .7 million
$1.2 million
$1.3 million
other
$3.2 million
TOTAL = $8.4 million
This figure is for 12 aircraft.
Thus the operating cost for
one aircraft is $700,000 per year.
2.
Modification costs
a.
[Hiss LuckyJ
Installation of the Hayes AA-45 system.
Total
of 51 aircraft modified.
$1.4 million
$ .3 million
$ .2 million
$1.9 million
b.
Hardware
Installation
Initial Spares
Engine modification.
$36.1
$11,2
$ 8.1
$55.4
million
million
million
million
116
Total of I .3 aircraft.
Hardware
Initial spares
Installation
�c. Armor plating. Total of 31 aircraft.
§400,000
$100,000
$100,000
$600.000
B.
Hardware
Initial spares
Installation
UH-1H
Security costs for UH-1 herbicide missions.
flying hour costs for AH-lG: $64 per hour
1970J or $32 per mission.
Direct
[DA FM 101-20
If approximately $70 were
allowed for munitions and salaries of pilots, the cost of
one AH-lG on a security escort mission would be $100.
117
�APPENDIX B
DETAILED COSTS FOR TACTICAL LAND CLEARING
A.
Cost of lubricants and filters.
The Caterpillar
Performance Handbook (Sec. 21, p. 5) gives a quick estimate
of $.26 per based on oil at $1 per U.S. gallon, grease at
$.20 per pound, EP oil at $1.10 per U.S. gallon, and filters
at U.S. Consumer's List Prices.
Under heavy operating
conditions, these costs increase by 25 per cent.
B.
Typical repair costs over a two-year period for medium
tractor and Rome kit
Number
5
2
1
5.5
18
2.5
1.2
2
C.
in RVN:
Major Bennett]
Eguipr;.3nt
Unit Cost Total Cost
Engir/5
Transmissions
Winch
Cabs
Cutting Blades
Blades
Radiators
Track assembly
$6,129
$4,498
$4,750
$1,600
$ 278
$1,887
$1,200
$1,249
$30,645
$ 8,996
$ 4,750
$ 8,800
$ 5,004
$ 4,718
$ 1,440
$ 2,498
$66,850
Security cdsts are based on the approximate field
strengths of an armored cavalry troop and a aechanized
infantry rifle company ( )
-.
Usually, the trocp will field
approximately 130 to 140roei.while the infantry company
would have between 100 and 120 men. The cavalry troop
would have 20 or more tracked vehicles and tbe infantry
unit would have 10 to 15.
118
�D. Costs for a light observation helicopter are based on
direct flying hour costs of $30 per hour. JDA FM 101-20
1970]
E. Transportation Cost to RVN:
Shipping, Surface
General Cargo ($/Ton)
Line Haul within U.S.
Port Handling, West Coast
Ocean Shipping
" Port Handling, RVN
Other
"
D7 Tractor:
Rome kit and blade:
Equipment weights:
$40
$21
$72
$14
$3
$150 per Ton
jpCSLOG 1971]
16 tons x $150/ton = $2400
6 tons x $150/ton = $ 900
JMr. Soules I.
119
�APPENDIX C
DETAILED COSTS FOR FISIS3MBING
A,
Control costs are based on direct hour flying costs of
the LOH which are $30 per hour.
JJ3A FM 101-20
197o[|
This
coupled with the pilot's salary and Use ground commander's
representative yields a control cost cf $25 per mission.
B.
Thickened Fuel:
Pounds of M4 Thickener Headed for XJmrious Blends of
Thickened Fuel
Gallons of Gasoline
4%
«3&
8%
40
5
?%
10
50
6%
1§
13%
[DA tC 3-366
1965J
Ten pounds of M4 thickener are used with each druo (55
gallon) of gasoline.
M4 thickener costs $1.30 per 20 pound
can.
1971 ] Using a cost of $.15 per gallon
j~DA SB 700-200
of gasoline, a drum of thickened fuel «^osts $8.15.
$8.IS/drum x 20 drums/mission = 5163 per mission
120
�APPENDIX D:
DATA SOURCES
The personnel listed in this appendix contributed in the
assembly of data for the study.
The contributions and the
office/address (as of June 1971) are listed as documentation.
1. Aerial delivery of herbicides.
Mr. Carlton W. Carter: USAF Deputy Chief of Staff (DCS),
Systems and Logistics (S & L), Washington, D. C. Costs of
herbicides to include transportation and storage.
a. UC-123K
(1) Miss Joyce B. Lucky:
USAF ODCS, S & L,
Washington, D. C. UC-123 codification costs for engine
modifications, spray systera, and armor plating.
(2) captain James A. Wallace, USAF:
Office of the
Coiaptroller of the Air Force, Washington, D. C. Procurement
and operating costs for the UC-123K.
(3) Major Robert Pyatt, USAF: ODCS, Plans and
Operations {Special Operations Division), Washington, D. C.
General information about herbicide operations.
(4) Major Peter D. Hidalgo, USA: Office of the
Assistant Chief of Staff for Force Development (OACSFCR),
Washington, D. C. Verification of sortie duration and
sortie generation rates.
(5) LTC Kenneth M. Cooper, USAF: ODCS. S & L,
Washington, D. C. Operating cost for A-1E.
121
�(6)
LTC Arthur L. Monahan, USAF:
Washington. D. C.
(7)
ODCS, S & L,
Munition costs for FAC's.
Major John D. Sins, USAF:
Resources, Washington, D. C.
ODCS, Programs and
Hourly operating costs for
the OV-10 and A-1E.
b. UH-1:
(1) LTC Manuel L. Sanches and LTC Robert G. Rudrow,
USA:
OACSFOR, Washington, D. C. Aerosol system and capa-
city, attrition rates, security configurations, mission
duration, and system coverage.
(2) Mr. F. X. Donaldson:
OACSFOR, Washington, D. C.
Maintenance factors and expected life of UH-1.
( ) Mr. Drake: Operations Manager, Agricultural
3
Aviation Engineering Company, 1333 Patrick Lane, Las Vegas,
Nevada, S9109. AGAVENCO System: Cost, size, maintenance
factor, and capacity.
(4) Major Robert Howe, USA: Engineer Strategic
Studies Group, Washington, D. C. Personnel salaries costs
and transportation costs for the AGAVENCO.
2. Tactical Land Clearing.
a. Major Richard Bennett, USA: Engineer Strategic
Studies Group (ESSG), Washington, D. C. 07 tractor and Rome
kit repair costs and rates.
b.
Mr. Jim Guthrie: Supervisor of Defense services
Section, caterpillar Tractor Company, Peoria, Illinois.
General information about the Caterpillar tractor.
122
�c. Mr. J. T. Soules: Vice President of International
Department, Rome **low Company, Cedartown, Georgia. General
information about the Rome clearing blade and kit.
3. "Slash and burn" Clearing.
Mr. Elton Underwood:
ESSG, Washington. D. C. Payaent
rates for indigenous clearing crews and verification of
clearing rates.__
4. Firebopbing.
LTC Robert G. Rudrow, USA: OACSFOR, Washington, D. C.
Security, control, equipment, and duration of the missions.
123
�BIBLIOGRAPHY
Some sources listed in this bibliography are classified.
However, the information used in this study came from
unclassified sections of these documents.
1. American Ersbassy, Report on theHerbicide Policy Review
(U) , ySOlil'IDttft'PBf, Saigon, August 1968.
2. Augusta, Joseph H, and Snyder, Christopher L., Defense
Planning In A High Inflation Economy, paper presented
at 26th Military operations Research Symposium,
Monterey, California 17-18 Kovember 1970.
3.
Boffey, Philip M., "Herbicides in Vietnam: AAAS Study
Finds Widespread Devastation," Science, v. 171,
p. 43-47, 8 January 1971.
4.
Caterpillar Tractor Coir.pany, Peoria, Illinois, The
Caterpillar Performance Handbook, e«I. I, section 21,
Deceirber 1970.
5.
Cook, Robert E., Haseltine, William, and Galston, A. W.,
"What Have We Done to Vietnam?" The new Republic,
p. 18-21, 10 January 1971.
6.
"Defoliants-A Closed Case?"
15 January 1971.
7.
Department of the Air Force, Air Force Manual 172-3,
USAF Planning Factors (U), iTi'll lliliLll Hi . H Washington,
'i
D. C., 31 March 1971.
8.
Department of the Army, 18th Engineer Brigade, APO San
Francisco 96307, Demonstration and Testing in Vietnam,
July-August 1966.
•
Commonweal,
p. 363-364,
9.
, DA PAH 525-6, Lessons Learned - Land
Clearing, p. 23-79, Washington, D. C,, June 1970.
10.
, DCS Logistics, Transportation Analysis
Division, Budget Cost Factors for Cargo Movements,
p. 1-3, Washington, D. C., 15 July 1971.
124
�11.
, Fact Sheet.- Personnel Investnsant Costs,
Washington, D. C., 12 October 1971.
12.
, FM 101-20, united States Army Aviation
Planning Manual (U), CONFIDENTIAL, p. 1-10, p. 4-2 4-3, Washington, D. C., August 1970.
13.
, SB 700-200, Array Adopced/Other Selected
Items and List ofReportable Items, p. 2-355 - 2-358.
Washington, D. C., December 1970.
14.
, TC 3-16. Employment of Riot Control Agents,
Flame, Smoke, Ahtiplant Agents, and Personnel
De tec tors in Co untergue r r ilia opera t ions, p. 62 - 81,
Washington, D. C., April 1969.
15.
, TC 3-366, Flame FueIs, p. 3 - 5, p. 8 - 13.
Washington, D. C., July 1965.
16. Directorate, Tactical Evaluation, Project CHECO Southeast Asia F°p^rt July 1961 - June 1967 (u),
SECRET, Headquarters pacific Air Force, 11 October
1967.
17. Downs, E. D. and Scrivner, J. H., De fo1iat ion Opera tions
in Southeas t Asia (U), SECRET, Maxwell AFB, Alabama,
1970.
18. Fisher, Gene H., Cost Considerations in Systems Analysis.
p. 63-118, American Elsevier Publishing Co.. 1971.
19. Gonzales, Arturo F., "Defoliation - A Controversial U.S.
Mission in Vietnam," Data, v. 13, p. 12-15, October
1968.
20. Goodell, Hon. Charles E. (New York), U.S., Congress,
Senate, Congressional Record, 91st Cong., 2d sess.,
S-1574-S-1580.
21. Headquarters, 62d Engineer Battalion, APO San Francisco
96491, Letter, Subject: "Ea^ic Land Clearing
Briefing," February 1971.
22.
, Letter, Subject: "Narrative to Accompany
Slide Briefing, 11 April 1971.
23. Headquarters, 169th Engineer Battalion, APO San Francisco,
Letter, Subject; "Land Clearing Test Program
Completed, 16 August 1971.
�24. Hersh, Seymour M. , Chemical and Bio log-teal Warfare America's Hidden Arsenal, p. 144-167, Bobbs -Merrill
Company, 1968.
25. Heyroont, I. and others, A Guide for Reviewers of Studies
Containing Cost Effectiveness Analysis, Research
Analysis Corporation, July 1965.
26. Hirshleifer, J. , Investment, Interest, and Capital, p.
48-49, Prentice-Hall, 1970.
27.
House, W. B. and others. As sesstnen t o f Ecolog ical
Effects of Extensive or Repeated Use of Herbicides,
p. 1-72 and p. 108-150, Midwest Research Institute,
30 November 1967.
28.
Kastenroeier, Hon. Robert W. (Wisconsin)* U.S., Congress,
House, "Ecological Destruction in Vietnam,"
Congressional Record - Extension of Remarks, 92d Cong.,
1st sess., E-22SC - E-2293.
29. Lewallen, John, Ecology of Devastation;
p. 58-94, Penguin Books, 1971.
Indochina,
30. McCarthy, Richa7.-d p. , The ultimate Folly, p. 75-98,
Alfred A. Knopf/ 1971.
31. McConnell, Arthur F. (LTC, USAF) , "Mission: Ranch Hand,"
Air University Review, p. 89-94, v. 21, n. 2, JanuaryFebruary 19^0.
32. Nelson, Hon. Gay lord (Wisconsin), U.S., Congress, Senate,
"Environmental Warfare," congressional Record , 91st
Cong., 2d sess., S-14217-S-14230.
33. Office of Deputy Assistant Secretary of Defense (Systems
Analysis') , Southeast Asia Analysis Report - March/April
1971 (U) , SECRET, p. 35-36 and p. 41-43, Washington,
D. C., 14 May 1971.
34. Orians, Gordon H. and Pfeiffer, E. W. , "Ecological
Effects of the Wai in Vietnam," Science, v. 168,
p. 544-554, 1 May 1970.
35. _
, and _
, "Mission to Vietnam - Part
I," Scientific Research, v. 4, p. 22-30, 9 June 1969.
36. _
, and _
, "Mission to Vietnam - Part
II," Scientific Research, v. 4, p. 26-30, 23 June 1969.
126
�37. Rome plow company, cedartown, Georgia, Land Clearing
Equipment for Vietnam, p. 1-5, 22 April 1966.
38.
, Presentationto U. S. Army - Equipment for
Land Clearing in Vietnam, p. 108, 9 February 1966.
3S.
, Salesgraro; Guide for Estimating Production
with Rome K/G Clearing Blade, 1 September 1971.
40.
, Military Applications of the Rome K/G
Clearing Blade, November 1971.
41. Tschirley, Fred H., "Defoliation in Vietnam," Science,
v. 163, p. 779-786, 21 February 1969.
42. U.S. Anxsy Combat Developments Command (USACDC), Table of
Organization and Equipment 5-87T - Engineer Land
Clearing Company, Fort Belvoir, Virginia, 7 February
1969.
43. Westing, Arthur H., "Ecocide in Indochina," Natural
History, v. 80. p. 56-60, March 1971.
44. Young, Hon. Stephen K. (Ohio), U. S., Congress, Senate,
Congressional Record. 91st Cong., 2d sess., S-21486 S-21488.
127
��
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Alvin L. Young Collection on Agent Orange
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<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>
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015
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Howard, John D.
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1972-03-01
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Herbicides in Support of Counterinsurgency Operations: A Cost-Effectiveness Study
Subject
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Ranch Hand aircraft
herbicide application
military impact
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INFO
PLAIN
McConnell, A.F.
1970
Mission: Ranch Hand
T f N t. T I. *
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JANUARY-FEBRUARY 1970
C H A N G ? IN E A R N t D R t l H B M
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�AIR
UNIVERSITY
THE
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review
J O U R N A L
OF
THE
UNITED
S T A T E S
THE AIR STAFF
Gen. John C. Meyer, USAF
AIR FORCE MANAGEMENT
Lt. Gen. Duward L. Crow, USAF
MILITARY PROGRAMMING AND BUDGETING PRACTICES
D. V. Schnurr
•/THE ENVIRONMENT AND FUNCTIONS OF MANAGEMENT ANALYSIS IN THE 1970s
Dal Hitchcock
INFORMATION PROCESSING STANDARDS FOR COMPUTERS
Col. Lucius Theus, USAF
ON THE LEVERAGE OF MULTIPLE-PURPOSE WEAPONS
Richard H. Anderson
Dr. Bruno J. Manz
SOME ASPECTS OF AIR FORCE-UNIVERSITY RELATIONS
Dr. William J. Price
^HE TIME BARRIER: PSYCHOLOGICAL FRONTIER OF STUDENT ACTIVISM
1st Lt. Charles M. Plummer, USAF
Air Force Review
SIDE-FIRING WEAPON SYSTEMS
Lt. Col. Ross E. Hamlin, USAF
MISSION: RANCH HAND
Lt. Col. Arthur F. McConnell, Jr., USAF
In My Opinion
LAUNCH ON WARNING—A COUNTER TO THE ARMS RACE
Robert I. Widder
Books and Ideas
ON HISTORY AND STAFF WORK
Dr. I. B. Holley, Jr.
MILITARY HISTORY AND THE FIRST GREAT AIR WAR
Dr. James J. Hudson
THE CONTRIBUTORS
Address manuscripts to: Editor, Air Univcrtity Review, Aerospace Studies Institute. Maxwell Air Force Buse, Ala. 36112. Printed by
Government Printing Office, Washington, D.C.
Subscriptions are sold by Air University
Book Department, Maxwell Air Force Base,
Ala. 36112: yearly $4.50, back issues 75
cents. USAF RECURRING PUBLICATION 50-2.
Vol. XXI No. t
JANUARY-FEBRUARY 1970
AIR
FORCE
2
10
19
. . . .
28
36
46
57
65
76
89
95
101
109
114
the cover
With General John C. Meyer's article, "The
Air Staff," Air University Review enters
a new year and a new decade by beginning a new series of articles about the Air
Staff. In this, the first installment, Comptroller of Air Force activities are the center
of interest. Subsequent issues will focus
on other Air Staff agencies. Review readers will thus be given an up-to-date accounting of some of the important plans
and programs coming from the Air Staff.
�^MISSION: RANCH HAND
LlEUTKNANT COLOVEL AnTHXJK F. McC()NVKLL, Jit.
T
HE nature and environment of the conflict in South Vietnam have required the
U.S. and its allied military forces to revise
many traditional strategic and tactical concepts of operations. Without question one of
the most difficult and frustrating problems
facing these forces is that of actually locating
the enemy. The many densely forested areas
throughout the country afford the enemy excellent concealment, which permits him to
move personnel and supplies rapidly and with
impunity to within striking distance of key
government centers, lines of communication.
Special Forces camps, and other military
installations.
The use of air-delivered chemical defoliants as a tactical weapon to deny the enemy
concealment in forest areas evoked considerable interest in Southeast Asia as early as
1945. British forces operating in Malaya employed this tactic with a fair degree of effectiveness during the late 1940s, with helicopters
applying the defoliant along lines of communication. It was not until 195&-59, however,
that the United States undertook any largescale defoliation tests. As a result of the tests,
several acceptable defoliants and delivery
techniques were selected for further consideration.
In late 1961 a test program in South Vietnam was approved for the United States Air
Force. With the lull concurrence and support
of the government of the Republic of Vietnam
(CVN) and the Vietnamese Air Force, this
project, under the code name RANCH IIAVD,
began trial operations in January 1962 with
three specially equipped UO-123 aircraft based
at Tan Son N'hut Airport. Saigon. The initial
unit designation was "Special Aerial Spray
Flight." Because of the newness and uniqueness of this weapon sv stern, the volunteer
crews assigned to the RANCH IIAVD project designed their own concept of operations and an
entire range of tactics and delivery techniques.
Constantly innovating and modifying, the
crews slowly developed a highly effective
defoliant-delivery operation geared to the
varied tropical vegetation, foliage, and terrain
of Southeast Asia.
By June 1962 the crews of the Special
Aerial Spray Flight were ready to fly tactical
missions, and it was not long before the merits
of the delivery sxstem were proven. A notable
effort occurred in October 1962. when the
crews successfully completed their first largescale defoliation mission on the Can Man
Peninsula in the Mekong River delta. This
project was personally observed and evaluated
by the Chief of the U.S. Army Chemical Corps
as "outstanding."
Even so, defoliation operations in the following months wen- mostly conducted on a
moderate scale. By mid-1964. however, authority had been received to expand project
coverage and to establish limited operations
from Da Nang Air Base. The program \vas
proving its worth, and new target requests
were constantly being received.
As hostile ground fire became more intense;, the mission became extremely hazardous. The heroic efforts of the early spray crews
were not without cost. Since the need to assign
fighter aircraft to escort and support the defoliation project had not yet been recognized,
the spray aircraft were entirely defenseless.
However, despite the considerable number of
problems inherent in their mission, the RANCH
HAND crews delivered increasing amounts of
defoliant on targets from the Demilitarized
Zone (n\fz) to the delta.
Although RANCH HAND aircraft received
heavy automatic-weapons fire from the ground
with increasing regularity, it was not until
January 1965 that approval was granted to
prestrike targets with fighter aircraft and to
provide a fighter escort for the spray aircraft.
From that point forward, close-in fighter support was a vital part of the defoliation pro-
�90
AIR i:\ivF.nsin'
gram and made a significant contribution
toward minimizing the effect of ground fire
against tho defoliation aircraft, although it
could not entirely eliminate losses of aircraft
and crews.
Operations continued to increase during
1965, and tlie Special Aerial Spray Flight successfully completed defoliation of a number
of critical target areas. Particularly noteworthy
was the unit's work in the Rung Sat Special
Zone, a dense mangrove-covered swamp along
the main shipping channels into Saigon. Because of the excellent cover afforded by the
mangrove swamp, hostile forces operated with
near impunity throughout the area and constantly harassed allied shipping into and out
of the capital city. In March 1965 Rung Sat
was placed on the list of critical targets, and
in the following weeks sp. ay crows Hew 42
missions into the area, delivering over 77.000
gallons of defoliant on the target. The results
rank as one of the most successful de-foliation
projects carried out by RANCH HAND crews,
enabling friendly forces to sweep the area and
secure the shipping channels against further
enemy encroachment.
Another \ital target during this period
was War Zone D. In spite of hcav\ hostile
troop concentration within the target area and
almost continuous ground fire, tho spray crews
returned again and again until the project was
successfully completed.
Because of a greatly increased demand
for defoliation throughout South Vietnam, the
United States and South Vietnamese governments directed that the HANOI HAND program
be expanded. On 15 October 1966, the 12th Air
Commando Squadron (HA.NCIJ HAND—VILTVAM)
became an administrative and operational
reality. It was initially equipped with 18
UC-123 spray aircraft, and the crews—all
handpicked volunteers—quickly established an
outstanding reputation for mission accomplishment throughout South Vietnam.
Several important events occurred in the
months following establishment of the 12th
ACS. including approval to assign OIK; aircraft
to Operation Flyswaltor, a program designed
to deliver insecticides over various populated
areas throughout the country, to control ma-
laria mosquitoes and other disease-bearing
insects. Using techniques similar to those
employed in defoliation, the insecticide crews
made an outstanding contribution to the
health and welfare of the people of Vietnam.
I5y late 1966 the 12th ACS had significantly
increased ils defoliation operations and embarked upon another key project: the southern
half of the DM/, was approved for targeting.
Flying o\er flat terrain and visible to the
enemy for many miles throughout the target
run. the HAVCII HAND crews courageously defied groat odds to place their defoliant precisely on the briefed targets. As a result of
these operations, much of the southern portion
of tho DM/, was exposed, and the enemy was
denied ready access to his hitherto secure;
infiltration and supply routes into South Vietnam.
In December 1966, as RANCH HAND crews
continued their country-wide defoliation
schedule, the 12th ACS moved its operational
headquarters to Bien Iloa Air Base, where it
remains today.
During early 1967 the main areas of activity were War Zones C and D. while Da
Nang-based aircraft concentrated on targets
along enemy infiltration routes in South Vietnam. One of the highlights of this period was
Operation Pink Rose, a jungle-burning project
carried out by RANCH HAND crews. They (lew
approximately 225 sorties and delivered over
a quarter-million gallons of herbicide on
selected target areas in War Zones C and D.
successfully completing their part ill tho project in April 1967.
Target areas throughout the country wen;
sprayed during the remainder of 1967, particular emphasis being placed on vital targets
in the IV Corps area. This accounted for
a significant increase in hits received from
ground fire during 1967. since the flat terrain
of the delta region allowed enemy gunners to
see the spray aircraft coming from miles away.
The flexibility of the 12th Air Commando
Squadron \\as severely tested in February
196S. in the throes of the Communist Tet
offensive 1 . The unit was directed to assume an
airlift role under diree;tion of its parent organi/ation. the- 315th Air Commando Wing. The;
�A/rt FORCE REVIEW
RANCH HAND team stripped the aircraft of all
defoliation equipment, including tanks and
spray booms, and reported in. "Ready to go."
in the amazing time of 24 hours. During the
weeks that followed, crews of the 12th flew
2866 productive sorties in the airlift role, with
the same professionalism and /.eal which had
become the RANCH HAND trademark.
After the Tet offensive was blunted, the
UC-]23s were restored to their defoliation
mission. Again in minimum time, maintenance
teams reconfigured the aircraft, and spray operations were quickly resumed.
The remainder of 196S reflected a continning increase in the amounts of herbicides
dispensed and in the testing of new formations
and tactics. So that seasonal weather for spraying priority targets in I Corps might be used
to advantage, a significant increase was made
in the size of the detachment operating from
Da \ang Air Base, and the sortie rate doubled. RANCH HAND crews operating from this
forward base flew highly successful defoliation missions against some of the most heavily
defended areas in South Vietnam, including
the A Shau Valley, Khe Sanh. and as far south
as Pleiku. In defiance of the rugged mountain
terrain and accurate enemy antiaircraft fire,
the defoliation crews frequently went in over
these vital targets in order to open them np
for aerial observation. The results were always
outstanding, as attested to by Army commanders and aerial observers.
On 1 August 1968 all units in Southeast
Asia with an "Air Commando" designation
were renamed "Special Operations," and
RANCH HAND became the 12th Special Operations Squadron.
Between the date of the first RANCH HAND
flight in January 1962 and 1 January 1969,
defoliation crews made more than 19,000 combat sorties, all of which were flown under the
extremely difficult and hazardous circumstances associated with defoliation work. With
rare exceptions, target areas were occupied
and/or utilized by unfriendly forces, consisting primarily of hostile base camps and lines
of communication.
In this hostile low-level environment the
RANCH HANDS received more than 3500 hits
91
from all types of enemy ground fire. Yet, without hesitation, with complete disregard for
personal safety, and in outstanding displays
of courage and determination, combat crews
daily flew their four-minute target runs—the
"run of terror"—arid laid the defoliant with
near-perfect precision.
The enemy has testified to the effectiveness of HA NCI r HAND operations. A Viet Cong
prisoner of war observed that after a base area
had been sprayed the camp would be moved.
Kach man would pick up his hammock and
backpack and walk about three hours to a
new camp site. Another i>ow stated that defoliated areas hampered the vc in moving
and stationing troops. These areas had to be
avoided for nearly a year before they could
be reused.
When it was necessary to cross a defoliated area en route to an objective, the vc
waited for nightfall or crossed singly—either
course of action delaying the movement.
When it was necessary to cross small defoliated areas, they crossed in daylight, provided
the unit could assure itself that no aircraft
were in the vicinity. With regard to the defoliation along GVN lines of communication,
the vc published orders making the removal
of brush and trees along roads and waterways
a punishable offense: they used the cover for
hiding places from which to spring ambushes.
Our defoliation and subsequent removal of
vegetation along such lines were therefore a
prudent exercise.
^—,„.., .......
—•- "*Trp
'Defihite""a3vantages accrued from the de- 4/
foliation program, particularly along the lines
of communication in South Vietnam. In one
instance, no ambushes or hostile incidents
occurred after defoliation. In another, there
were only eleven in a four-month period. In
a third, the number of incidents decreased
from six in four months to four in six months.
During this same period, the amount of traffic
along the roads remained constant or increased. Thus defoliation resulted in a dramatic decrease in the incident rate, and the
potential for ambush was greatly reduced.
Defoliation along one river caused the vc to
evacuate their sheltered positions there. Along
another river, defoliation caused at least three
Continued on page 94
�Defoliation
Operations
The boundaries of a defoliation objective must be
carefully observed, to ensure maximum concentration
of the herbicide on Viet Cong areas. The formation
leader and following aircraft keep lateral distance so
as to cover the proper swath. . . . The Hayes AA-45
internal defoliant system . . . A C-123 modified for
defoliation operations . . . Spray as seen from the tail.
��94
AIR UNIVERSITY
REVIKW
ainbush attempts to fail in a region when;
/ they had regularly succeeded.
There was a vivid improvement in the
ability to find enemy routes of travel, bunkers,
structures, and defenses after the foliage cover
had been removed. Ground commanders reported increased visibility from 40 to 60 percent, while forward air controllers reported
improved aerial visibility from 70 to 90 percent.
~1
War Zones C and D were heavily defoliated. Prior to defoliation, seven brigades wen;
necessary to maintain U.S./GVN presence in
War Zone C; after defoliation, only three were
required. In War Zone D, only one brigade
was necessary after defoliation. In one instance plans called for a 22s-division effort to
be conducted. Defoliation made this operation
unnecessary. These examples emphasized the
value of the defoliation operations and underlined the need for continuation of the program.
IN SUMMARY, the defoliation program did
what it was intended to do. Viet Cong routes of
movement were revealed, and their hiding
places were eliminated. They were forced to
divert resources to noncombatant tasks—moving base camps, waiting for hours of darkness,
etc. The number of our trucks and troops lost
in ambushes decreased because of defoliation
operations.
The unique role played by RANCH HAND
in Southeast Asia bred an esprit de corps
among its members that became respected
throughout the area of operations. Taking
immense pride in their mission, their aircraft,
and their purple scarves, RANCH HAND crews
displayed gallantry and courage of the highest
order. With full knowledge of the importance
of their work, as well as its hazardous nature,
they continued on countless target runs while
receiving intense and accurate hostile ground
fire. They significantly increased the ability of
aerial observers to monitor the movements of
hostile forces and to direct fighter-bomber
strikes against them. More important, they
provided allied ground forces with protection
against sneak attack by depriving enemy
troops of valuable ambush positions, resulting
in many allied lives saved. In totality, they
enhanced the combat effectiveness of allied
air and ground forces fighting in Vietnam.
The obvious corollary to a successful air
mission is a reliable ground operation. The
dedication of the maintenance crews of the
12th Special Operations Squadron in preparing the aircraft for flight, in continually repairing battle-damaged aircraft, and returning
them to operational status in minimum time
is equally responsible for the success enjoyed
by the RANCH HAND mission. The 12th has
written a new page in the history of aerial
warfare.
Ent Air Force Basv, Colorado
�
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
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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.
015
Folder
The folder containing the original item.
0159
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
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McConnell, Arthur F., Jr.
Source
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Air University Review
Date
A point or period of time associated with an event in the lifecycle of the resource
January-February 1970
Title
A name given to the resource
Mission: Ranch Hand
Subject
The topic of the resource
Ranch Hand aircraft
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.
016
Folder
The folder containing the original item.
0166
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
Minarik, Charles E.
R.A. Darrow
Description
An account of the resource
<strong>Corporate Author: </strong>Department of the Army, Plant Sciences Laboratories, Fort Detrick, Frederick, Maryland
Title
A name given to the resource
Report: Improvised Defoliant Disseminators; attached is cover letter attn: Mr. Johnson from Roebert L. Stearman, 23 April 1970
Subject
The topic of the resource
spray equipment
Ranch Hand aircraft
-
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,
"
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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
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�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
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Figure 1-3.
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�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
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SI
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no
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STARTER
PUSHBUTTON
I
STARTER
MAGNETO
PI6-T
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9
FUEt
SHUTOFF
SOLENOID
lO
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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
«
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75 OHH.20 W A T T
J4
P4
A.A A
K
K
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AGENi LEVEL
KETER
A
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C
D
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NUMBER
TANKS
SWITCH
35
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28V DC
MAIN POWER
vo
39
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42 43 44 45 ' "
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119
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52
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Figure 1-5.
Agent Level System Circuit
�f
TANK 7
+28VDC
T4NKS
TAKK
"1
x1
T&NK I
1
1
1
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ec
1^1
1=1
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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
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P19
JI9
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016
TO WIRE #28
-R
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DUMP
SOLENOID
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C8I2
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POWER MODULE
P6-G
J6-G
5552
S-,5
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LI2
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I P I L O T ' S CONTROLS
Figure 1-8.
Dump System Circuitry
143
TO
S-9
JI-P
86
1)21
Tf:
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pi-p
�RELAY Kl
ENERGIZED
FLOAT
SWITCH
OPEN
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1
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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
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^T>-2"
FILL SWITCH
SS
OFF • »
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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
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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
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Creator
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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/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
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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/1c371b863916809cb625476bd6ed4682.pdf
33ad85cdca7b643ae6a0411c790b26a2
PDF Text
Text
Item ID Number:
oooes
Author
Scheidecker, Robert N.
Corporate Author
u.s. Air Force
RBDOrt/ArtlOlO TltlO
Minij es:
t A/A45Y-1 Internal Defoliant Dispenser System Support Conference, 25 and
26 August 1966
Journal/Book Title
Year
1 66
Month/Day
Au ust
Color
w
Number of Images
45
DeSCPlptOn Notes
Pa9es 32-34 missing
9
a
Friday, December 01, 2000
Page 65 of 91
�, 1966
*
Minutes A/A45y-l internal defoliant dispenser
system: Support Conference
f
/
A/A45Y-1 INTERMAL DEFOLIANT
'25 AND 26 AUGUST 1966
�D E P A R T M E N T OF THP MR F O R C E
HLADOUAR"CRS EARNER ROBINS Aift MATERIEL AREA fAFLO
ROtlINi AIR FORCE BASE, GEORGIA 31093
•••'• iN "'•!" Wii'NQO (Mr.
1? Oct 1966
- .-JK i. I,or, I sties Support Conference, A/Al^Y-l Dispenser, Defoliant, C-123
A L r c r a f t (WHAMA(WRNQO) Ltr, 19 Sep 1966 and WRAMA Msg (U) WRNQ/O Sep 1966)
ro:
TAG (DOFT-S/Maj Marshall)
Langley AFB Va 23365
Request action Item Number 9-66-2 "TCTO for Installation of A/AloY-1
System in UC-123B Aircraft, Class V Mod 1776" be removed from
re-ferenced conference minutes and replaced with attached revised
Item Number 9-66-2 "Installation of A/Aii5Y-l System in C-123B
Aircraft".
FOR THE COMMANDER,,
ROBERT N. SCHEIDECKER
Major, USAF
Chief, Operations Branch
.
Directorate, Materiel Management
1 Atch
Subj Minutes Item Number 9-66-2
�Item Number 9-66-2 - .Installation of A/AJj$Y-3^ System in C-123B Aircraft:
a.
proM.em Presented:
Difficulty was reported by AFATL personnel in obtaining appropriate
documentation from C-123 Aircraft SSM for procurement of data on Eglin AFB
Contract AF 08(635)-l489li dated 20 Oct 1965. Also, problems were reported in
obtaining -1 Flight Manuals and Maintenance Handbooks by Ranch Hand Personnel.
b.
Progress to Date;
1. Since the A/Al^Y-l System was being procured on an R & D
Contract and had not been approved by CSAF/AFLC for installation in the C123
Aircraft, no action could be taken by the SSM to provide for procurement of
TCTO data.
2,, Flight and operational information for those C-123 Aircraft
having A/Al^Y-l System installed is provided in T. 0. 1C-123(B)-1 dated
1$ July 1?65 and 1C-123B(1)-15-1 dated 23 Apr 1966. VRAMA is now conducting a complete review of the -1 Manual and at completion any change needed will
be made. MR 1^78-3 dated 21. Jun 1966 approved procurement of necessary
installation TCTO 1C-123-590, Engineering Data and Handbooks changes for the
approved Class V Mod 1??6. Procurement action is now being negotiated with
F'airchild-Killer for this data. Pending delivery of this data, the schematics
and sketches as shown in the operational manual may be utilized to perform
minimum maintenance.
c. Action to be Taken and Action Agency :
!„ Ranch Hand Personnel take action through appropriate distribution channels to obtain available Dash One Handbook data for A/AliSl-l System
installed in C-123 Aircraft.
i
?„ SSM make follow-up action to assure procurement of additional
required data in a timely manner.
d.
3. SSM expedite - 1 Flight Manual Review.
i
Forecast for Completion;
Target date for delivery of additional data including published
-1 Flight Manual is Feb 196?.
�INDEX
Item Number
Title
Page Number
Summary
1
Section I
Introduction/Ranchijland^Report
2
Section n
A/A45Y-1 System Status
Technical Manual St atu s
3
4
9-66-7
Action Items
Ground Support Equipment
TCTO for Installation of A/A45Y-1 System in
UC-123B"Aircraft, Class V Mod 1776
Retrofit Installation of MARK m Engine
Spares
Retrofit Installation of Optimized (Redesigned^
Wing Boom on UC-123B Aircraft
Maintenance Data and Technical Order
Verification
M aintenance T raining of Ranch Hand Personnel
13
Section IV
General Comments/Observations
14
Section V
A/A45Y-1 Defoliation Conference Attendees
16
Section VI
Distribution
17
Section
A/A45Y-1 Internal DefolIant Dispenser System
System Description
Capabilities and Limitations
Leading Particulars
Tank and Cradle Assembly
18
Section III
9-66-1
9-66-2
9-66-3
9-66-4
9-66-5
9-66-6
Control Console
Dump Valve
Spray Boom
Aircraft Installation
Viet Nam Ranch Hand Operations
Optimized Defoliant Handling System
Portable Defoliant Handling Unit
5
5
7
8
10
11
12
18
18
20
21
22
23
24
27
28
32
37
�Figure Number
Title
Page Number
Illustrations
Figure 1
Figure 4
Figure 5
Figure 6
Figure 7
Figure 10
Figure 15
Figure 16
Figure 17
Major Components of Defoliant Dispenser
Control Console
Dump Valve
Tail Spray Boom and Associated Plumbing
Wing Spray Boom
Existing Defoliant Transfer System Tan Son Nhut
Air Base, Viet Nam
Optimized Defoliant Handling System Layout
Defoliant Handling System Components
Tank Trailer Defoliation Liquid Refill
19
22
23
24
25
29
33
34
38
Photographs
Figure 2
Figure 3
Figure 8
Figure 9
Figure 11
Figure 12
Figure 13
Figure 14
Defoliant Dispenser (right side)
Centrifugal Pump
Installation in C-123 (left side)
Installation in C-123 (right side)
Ranch Hand Work Area
Hour Glass Tank and Pump
Hour Glass Tank and Pump (insulated)
Hour Glass Spider Pump
20
21
26
27
30
30
31
31
�SUMMARY
1. The first Logistics Support Meeting for the A/AkSY-l Defoliant Dispenser
was held at Hayes International Corp, Birmingham, Ala., on 2li and 25 Aug 1966.
2. The purpose of this meeting was to review program status, evaluate
"l-'ajor Problem Areas", and initiate and assign action as required to assure
the timely and successful completion of program requirements for enhancement
of logistic support.
3. Areas within this program requiring action, further refinement and overall close surveillance are documented in section III and IV of these minutes.
h. A follow-up meeting was determined essential in order to review progress
made on action items, reassess support posture, and include representatives
of agencies absent from this meeting.
5. The minutes of this meeting will be used as a basis of agenda for the
next meeting. Each action agency should complete their assigned action
in accordance with the scheduled dates, if possible, and be prepared to
present status of action taken at the next scheduled meeting. Additional
items may be added to the agenda for review and discussion at this time.
However, to assure adequate time for evaluation and staffing, it is
necessary that proposed agenda items be submitted to WRAMA (WRNQO) at least
one week before the scheduled meeting date.
•
6. The next meeting is tentatively scheduled at Hayes International Corp.,
Birmingham, Ala., 11-1.3 Oct 1966. Confirmation of date and location will
be provided by separate correspondence.
7. It is desired to take this opportunity to compliment each representative
for his active participation and support. Especially appreciated are the
efforts of Hayes International in hosting this meeting and the fine
assistance rendered. The productive results obtained and anticipated as
a result of this meeting will be beneficial to all agencies concerned, and
should improve SE.A-s.upport and operational capability.
ROBERT N'. SCHEIDECKEY'"' ""*"
Major, USAF
Chief, Operations 'Branch
Directorate, Materiel Management
�SECTION I
INTRODUCTION/RANCH HAND REPORT
1. Mr. W. B. O'Neal welcomed the conferees and opened the meeting.
Introduction was given by Lt William Crea, Air Force Project Engineer.
Status of the program was reviewed by Mr. Don Smallwood, Hayes Project
Engineer (Reference Section II).
2. Captain Peshkin gave the report from Ranch Hand. They are growing
very rapidly and a considerable number of problems have developed. As
early as January or February, it was realized that additional aircraft
were going to be programmed for SEA. Storage, maintenance, and training requirements were anticipated; however, no staff support was furnished after discussions with operations and maintenance personnel at Tan
Son NHut. Finally, the aircraft began to arrive. Storage problems still
exist as does spare parts support. Flying continues at approximately
25 sorties per aircraft per month. This is the MACV planning figure
for programming chemicals. Ranch Hand would like to be able to operate
from an additional operating location in the II Corps area to increase
sortie effectiveness. There are presently 9 aircraft in the country 3 at Da Nang and 6 at Tan Son NHut. The operation continues successful
because the equipment is basically good and the air frame is the best
available. The defoliant system has the same characteristics, simplicity,
and reliability. The main problems are as indicated below. Ranch Hand
has been fortunate in their maintenance support resulting in almost 100$ aircraft availability. Many of Ranch Hand's problems could be
helped by better staff support.
�SECTION II
A/A45Y-1 SYSTEM STATUS
ITEM
CONTRACT
1. A/A45Y-1
Prototype
08(635)3609
2. A/A45Y-1
Production
08(635)3609
3. Dump Valve
Kit
08(635)4894
4. Wing Boom
Prototype
08(635)5710
5. Wing Boom
Production
08(635)5710
6. Engine Mod
Mark IH
08(635)4894
QUANTITY
DELIVERY
DATE
REMARKS
Sept. 1963
Used in C-130 Test
at Eglin
Systems started at
Hayes
20
Aug. 1964
Six Operational Systems
in Viet Nam. One
destroyed in C-123 crash
in Viet Nam. Seven
delivered to FairchildHiller Corp. for installation in C-123. One
awaiting dump valve and
will be shipped to Fairchild-Hiller. One remaining at Hayes for
Wing Boom Test. One
unassigned. Three
cannibalized for spare
parts by Eglin.
17
Aug. 1965
All operational
A/A45Y-1 systems
equipped with dump
valve.
Sept. 1966
Fabrication complete
by 23 Aug. 1966.
20
March 1967
(Anticipated)
Delivery to be 150 days
after approval of
Prototype.
15
Jan. 1967
(Anticipated)
Twelve to be installed
on new purchase of
twelve A/A45Y-1 by
WRAMA and the remaining three for
spares.
�TECHNICAL MANUAL STATUS
ITEM
STATUS
REMARKS
T. O. 11C15-3-4-2
FIELD, DEPOT OVERHAUL WITH IPB INTERNAL DEFOLIANT
DISPENSER MODEL
A/A45Y-1
Awaiting validation of
System Manual.
In process review performed at
Hayes by WRAMA, 20 and 21
July 1966
T. O. 11C15-3-4-2
FIELD, DEPOT OVERHAUL WITH IPB INTERNAL DEFOLIANT
DISPENSER MODEL
A/A45Y-1
In process.
Manual change to add Mark HI
engine pump controls
T. C. T. O.
(Proposed)
No contractural
requirements. Never
was negotiated as per
supplemental agreement number 2.
Contractor recommends preparation of T. C. T. O. for installation of system in C-123 aircraft
T. O. 11C15-3-4-2
FIELD, DEPOT OVERHAUL WITH IPB INTERNAL DEFOLIANT
DISPENSER MODEL
A/A45Y-1
In process.
Change to cover wing boom
program
T. C. T. O.
In process.
To cover installation of wing boom
A/A45Y-1 on C-123 for aircraft
T. O. 's
To cover installation of Mark HI
engine controls in field to retrofit
existing systems
T. C. T. O.
Awaiting receipt of 118A
and contract coverage
�SECTION III
ACTION ITEMS
Item Number 9-66-1 - Ground Support Equipment;
a.
Problem Presented;
(1) There are four 1,000 gallon Transfer Tanks (Hour Glass) and one
2,^00 gallon Fuel Servicing Unit, Type F-7 currently located at Tan Son NHut
with a 5,000 gallon R-2 Storage Tank in the process of installation. There
are also three 1,000 gallon Transfer Tanks (Hour Glass) located at Da Nang.
The unsystemized arrangement and limited capacity of this equipment does
not give sufficient capability to; (1) Fill aircraft that are located at
Tan Son NHut, (2) Turn-around aircraft as rapidly as necessary, and (3)
Operate with the three different type chemical agents now being used. The
present system is characterized by the following; (a) Insufficient tank
storage capacity, (b) Insufficient transfer capacity which limits turnaround time, (c) Inability to systematically select proper chemical
appropriate to target requirements, (d) Inability to evacuate unused
agent from tanks in aircraft.
(2) The present system is progressively deteriorating due to
use of 1952 vintage Hour Glass transfer equipment. This system cannot
be supported and therefore will be eliminated from inventory at failure
or when sooner replaced. Glaring deficiencies of this system are as noted;
(a) Non-standard system, (b) Limited or no spare parts available, (c)
Fire hose used to connect transfer tanks deteriorates in from h to 10 days,
( d ) Contamination of flow system (mainly due to rubber particles from fire
hose lining plus sand and other foreign particles introduced by siphoning
probes) because of lack of well thought out systems approach, (e) Inadequate
pumping capability (Spider pump used for siphoning agent from 55 gallon drums
is old and weak).
k-
Progress to JDate;
(1) An R-2 Storage Tank (5,000 gallon), salvaged from an R-2
Servicing Unit, is to be ins tolled by Ranch Hand to provide additional
transfer and storage capability and is awaiting plumbing installation by
Base Civil Engineer. (Compatibility of this tank with existing chemical
agents is doubtful).
(2) One F-7 Servicing Unit is now in use with five more on order.
(So far this equipment is functionally satisfactory, but will need teflon
hosing and seals for compatibility with existing agents).
�(3) Use of ARMY" Bladder Tanks for storage is being investigated by
377 Combat Support Group (Base Fuels), Tan Son NHut. (Question of agent
compatibility still remains).
(l») The A/A15Y-1 System has a self-filling capability, but was
found to be too slow and therefore incompatible with quick turn-around
re quirement.
(5) Use of B-l and B-1A Nitric Acid Servicing Units (2,000
gallon capacity) were proposed by Hayes as they were believed to be in
excess storage. Investigation by WRAMA Vehicle Manager revealed these
units to be unsatisfactory for their designed purpose and were dismantled
and removed from inventory.
c. Action to be Taken and Action Agency;
(1) Provide adequate bulk storage and pumping facilities for
three different chemical agents at two, possibly three different bases.
A requirement exists for the simultaneous filling of as many as nine
aircraft at Tan Son NHut and three at Da Nang with a possible total of
five at Da Nang and three at another operating location (does not include
Lucky Tiger). Action agency to be determined.
(2) Provide additional F-7 Servicing Units to Ranch Hand WRAMA (WRNR).
(3) Provide teflon hoses and gaskets for F-7 Servicing Units WRAMA (WRNR).
d
• Forecast for Completion:
(1) Fixed facility - to be determined.
(2) Additional F-7 Servicing Units - accomplished.
(3) Teflon hoses and gaskets - to be determined.
�Item Number 9-66-2 - TCTO for Installation of A/AiuY-1 System in UC-123B
Aircraft, Class V Mod 1776;
a.
Problem Presented;
Eglin AFB Contract AF 08(635)-lj89ij, dated 20 Oct 1965, provided
a line item for data in accordance with DD Form 11423 covering preparation
of TCTO for installation of A/AJj5Y-l System in UC-123B Aircraft (AFPI 71531-(l8). Repeated attempts by Contractor, AFATL, and A/Ah5Y-l IM have
been unsuccessful in obtaining from C-123 SSM appropriate documentation
(AFLC Form 118A) identifying type of TCTO and aircraft handbook revisions
desired. Ranch Hand representatives advised that considerable difficulty
is being experienced by Flight cre*s and Aircraft Maintenance personnel
due to lack of appropriate --1 Flight Manual Supplement and Aircraft
Maintenance Handbook data reflecting this systems installation. This
creates an obvious problem with operation and maintenance as well as a
serious problem with indoctrination of new crews due to high percentage
and frequency of personnel rotation.
k*
Progress to Date;
None
Ct
Action to be Taken and Action Agency;
(1) WRNB initiate documentation for preparation of TCTO
covering installation of basic A/Alj5Y-l system using Hayes tail boom
and de-modification of aircraft (removal of tank and cradle assy) back
to cargo configuration.
(2) WRNB initiate documentation for preparation of TCTO
covering installation of Ranch Hand wing and tail boom and marriage with
basic Hayes A/Alt^Y-l System.
(3) WRNB establish requirement for preparation of Aircraft
Maintenance handbooks concurrent with requirement for respective TCTO's.
WRNB initiate immediate action to provide Ranch Hand with
required supplement to T. 0. 1C-123-1 Flight Manual reflecting Defoliant
Spray configuration.
d.
Forecast for Completion;
Delinquent - In view of non-participation in this meeting by
C-123 SSM personnel, a report of intended action and progress made is
required at next meeting tentatively planned for 11-13 Oct 1966.
�Item Number 9-66-3 - Retrofit Installation of MARK III Engine;
a.
Problem Presented;
AFATL (ATCB) has provided for complete modification kits to
retrofit present operational Ranch Hand Dispensers, utilizing MARK I
and MARK II engines, to latest ARMY standardized MARK III engine
configuration. The A/Aij^Y-l system has not been made full standard
by AFSC; therefore, responsibility rests with AFSC to provide retrofit
kits and required TCTO for Field installation.
b.
Progres s to da te ;
Required number of kits have been placed on Contract AF 08(635) -l489h with Hayes International.
c.
Action to be Taken and Action Agency:
(1) AFATL (ATCB) submit request to WRAMA (WRNSTH) for AFPI 18
covering this modification and appropriate handbook revisions.
(2)
WRNSTR provide AFPI 18 as required.
(3)
Contractual provisions by AFATL for TCTO and handbook
revisions.
d . Forecast for Completion :
(1) 25 Sep 66.
(2) Provide AFPI to AFATL within five days after' receipt.
(3) To be determined - contingent on authority for reprogramming funds within project 2$23> and subsequent initiation of
Purchase Request.
�(2) Reference a ( 2 ) above. WRAMA (WRNQ) will review this problen
with appropriate personnel at WRAMA and Eglin AFB to determine specific cause
and remedial action.
(3) Reference a(3) above. WRAMA (WRNQ) will review end item
spares requirements to determine proper course of action necessary to provide adequate spare assemblies to support Field operations where battle
damage or loss might be incurred requiring complete assembly replacement.
Coordination with the using activity will be required.
d.
Forecast for Completion;
(1) Reference c(l) above.
(a) Revision of AFLC Form 2? - 15 Sep 1966.
(b) Spare parts recomputation - lij Oct 1966.
(c) Release of spare parts orders to contractor/vendors to be determined based on method to be employed.
(2) Reference c(2) above. 15 Sep 1966.
(3) Reference c(3) above.
30 Sep 1966.
�Item Number 9-66-Ii - Spares;
a.
Problem presented:
(1) Requirement for M&O spare parts for support of A/Alj5Y-l
System is expected to reach critical proportions in the very near future
due to, (1) increase in number of spray aircraft, (2) late provisioning
action in relation to first operational units, and (3) system contamination by grit and rubber particles resulting from poor system arrangement
and servicing equipment that is incompatible with presently used chemical
agents. Also, WRAMA has received a flood of requistions for spare parts
exceeding initially provisioned quantities, which did not consider system
contamination problem. Lack of spare parts support is a limiting factor
in Ranch Hand operations.
(2) Spare parts orders are not being received by Hayes from
Eglin AFB, procurement agency (APGC), in a timely manner.
(3) No provisions have been made to procure and stock spare
complete assemblies, such as, Tank and Cradle Assembly, Engine and Pump
Assembly, and Control Console Assembly.
b.
Progress to Date;
(1) Reference a(l) above. A quantity of stop-gap spare parts
were procured by AFATL on Contract AF 08(635)-li89k. However, these have
proven inadequate to sustain desired degree of Ranch Hand operation
pending delivery of spare parts as a result of formal provisioning by
WRAMA. Some support has been furnished by Hayes International through
their engineering representative previously stationed with Ranch Hand.
Further, WRAMA and DCASO at Hayes are working together with the contractor
in an attempt to expedite vendor delivery of specific spare parts.
(2) Reference a ( 2 ) above. A previous review of this problem
with Eglin AFB, procurement activity, was supposed to have alleviated
this condition or at least improved flow of documentation from Eglin
to Hayes. Further investigation is in order.
(3)
c
Reference a(3) above.
No progress to date.
• Action to be Taken and Action Agency;
(1) Reference a(l) above. The programming check list (AFLC
Form 2?) will be revised to reflect increase in number of systems and
bases to be supported, and spare parts requirement will be recomputed
for appropriate procurement action,.
10
�Item Number 9-66-5 - Retrofit Installatiqn of Optimized (Redesigned) Wing
Boom on UC-123B Aircraft:
a.
Problem Presented;
No authorization currently exists for installation of the Optimized
Wing Boom on Ranch Hand and Lucky Tiger Aircraft. The wing boom, now ^employed
by aircraft in SEA, is a non--stajid^r^jJ^gm^as^jMPJlQejvts which are^jipX
"cToTSpatibie"witlT~agenJts now in use, and is not logistically supportable.
_ T __±_
^
ii
.. |nr .._ m-,,i ,-!•-• ,
T\ .immi-"'^-"— "•
J*"i"""'-'*'*r'M'^''"T'"~
"'"
'
" " -—'""-•"•-""••*J**J-V*—•*"'
"
-.1 • *^u^-»Mf»iart-.•^J.<fa. ...-»^*••>*••. — •«
*•
b.
Progress to Date^
The Optimized Wing Boom is presently being developed by AFATL
under Contract AF 08(635)5710 with Hayes International.
c. Action to be Taken;
The using command will establish appropriate requirement for
installation of Optimized iVing Boom.
d.
Forecast for Completion:
23 Sep 1966.
11
�Item Number 9-66-6 - Maintenance Data and TechnicalOrder Verification;
a
*
Problem Presented;
Maintenance data has not been provided field activities due to
delayed verification of technical order. This has created considerable
difficulty regarding system maintenance and identification of spare parts
requirements.
kf
Progress to Date;
Hayes has completed technical order draft in MIL Spec format.
Preliminary review of blue line draft has been accomplished by WRAMA at
Hayes. Equipment is currently available at Hayes and ready for verification.
However, it has a MARK I configured engine installed. The MARK III engine
is still pending delivery from vendor's plant where it is being mated to
the pump. It was agreed that the difference between the MARK I and MARK III
engine was not sufficient to warrant further delay in verification of technical order. WRAMA agrees to accomplish verification on existing equipment
with MARK I engine. Final draft is to reflect the MARK III configuration,
which will be verified against engineering drawings.
c. Action to be Taken arid_Action_Agency;
(1) Hayes will take immediate action to establish a date with
WRAMA (WRNSTR) for verification meeting at Hayes. Time of meeting should
be established to allow a minimum of 15 days for proper notification of
participating activities. Ranch Hand representatives agreed there will be no
requirement for participation by their activity in this verification. In
lieu thereof WRAMA will explore the possibility of obtaining using command
assistance from personnel of SAWC at Eglin AFB, who have a current and
specific knowledge of Ranch Hand operation.
(2) Assistance of the Hayes - DCASO Quality Office will be
required in the performance of this certification and will be primary
point of contact relative to WRAKA/Hayes coordination of proposed date
of certification meeting.
d.
Forecast for Completion;
At the earliest possible date.
12
�Item Number 9-66-7 - Maintenance_Training_of Ranch Hand Personnel
a. Problem Presented:
Newly assigned Ranch Hand Maintenance personnel upon arrival have
little or no knowledge as to maintenance of the A/Ali$Y-l dispenser due to
there having no prior training on this system. The resulting problems are
obvious.
b.
Progress to Date;
None
c. Action to be Taken;
(1) Ranch Hand should establish and submit an official requirement in accordance with AF Regulation 50-9 to Air Training Command citing
type and scope of training required. However, due to extreme urgency of
existing requirement, it was requested by Ranch Hand that a contractor
representative (Hayes) be provided in the interim, pending development of
training capability by ATC. If interim contractor support for indoctrination
of Ranch Hand Maintenance personnel is not provided, some other immediate
means of training must be investigated.
(2) Discussion of contractor support indicated the most feasible
and expeditious approach would be use of an existing Eglin AFB contract.
However, this will require approval and funding by Hq USAF.
d.
Forecast for Completion:
(1) Ranch Hand submit .requirement as soon as possible.
(2) Final action on this requirement is yet to be determined.
13
�SECTION IV
GENERAL COMMENTS/OBSERVATIONS
1. Forthcoming flight test of the protype optimized wing boom was
introduced as a discussion item by AFATL representative, Lt. Crea.
Also recognized was the recent diversion of UC-123B aircraft to
Dallas, Texas, pending deployment and voluntary participation and
support of Hayes International for the purpose of spraying insecticide
in encephalitis infected areas. It was noted that this disease is not
restricted to the CONUS as was indicated by an Associated Press report
reflecting loss of 3Qk lives so far this year out of 1616 cases throughout Japan. As a result of the tremendous effectiveness and publicity of
the C-123 spray operation in Dallas, it is envisioned that additional
requirements are forthcoming for use of A/Ali5Y-l equipped aircraft for
insecticide spraying on a world-wide basis, especially in SEA. Lt. Crea
indicated he would communicate with TAG regarding intended use of
insecticides with the defoliant system. If use is contemplated, TAG
will be asked to establish a formal requirement for test of insecticides
concurrent with test of defoliants during flight test of optimized wing
boom at Eglin during September and October 1966.
2. The Ranch Hand mission is not consistent with the mission of the
organization to which they are assigned. This leads to competition for
resources, maintenance, and Staff Support. Proper emphasis or priority
has not been placed on the defoliation mission thereby restricting the
establishment of appropriate facilities for storage and transfer of more
than one type chemical agent at Tan Son NHut and other operating locations.
A definite advantage is envisioned by identification of the defoliation
system as a weapons systems for the delivery and dissemination of chemical
ordnance. Specifically, one advantage of a weapons systems identification
would be to rationalize the storage and loading problem by having the chemicals
handled by personnel who handle other Air Force ordnance. This could possibly
result in taking the aircraft maintenance people out of the ordnance loading
business. This was not introduced as a problem as appropriate agencies were
not in attendance for proper discussion and action assignment. However,
aforementioned weapons systems identification has considerable merit and
should be evaluated by PACAF and Hq USAF to determine specific advantages
to be derived for further discussion during next meeting.
3. A need was expressed by Ranch Hand for a pamphlet depicting defoliation
spraying in SEA covering subjects such as:
a. Chemical type, effect and hazzards.
b.
Type crop and vegatation recognition.
c.
Psyochological effect on populace.
14
�Such a pamphlet would be invaluable for indoctrination of new crews upon
arrival in SEA and would be used to supplement present verbal instructional
methods which are accomplished mostly during normal spray missions. Hayes
International expressed an interest in preparing such a manual as they have
the knowledge and capability. However, discussion was deferred to next
meeting at which time it is hoped that the office of primary responsibility
may be able to offer some constructive advice relative to obtaining this
pamphlet.
15
�SECTION V
A/A45Y-1 DEFOLIATION CONFERENCE ATTENDEES
Maj Robert N. Scheideoker, WRAMA
Capt Richard Peshkin, Ranch Hand
Lt William J. Crea, Jr., ATCB
SMS Charles Lightner, Ranch Hand
Mr. Gene Smith, WRAMA
W.B. O'Neal, Hayes
C.F. Conklin, Hayes
J.L. Harrington, Hayes
John Bonta, Hayes
Don Smallwood, Hayes
J.E. Merk, Hayes
Stan Burkot, Hayes
Ronnie Dear, Hayes
M.J. McMahan, Hayes
16
�SECTION VI
DISTRIBUTION
Activity
Nr of Copies
2
2
MACV
7th AF (DOPE)
(BMP)
Name
J-3 Chemical Branch
Major Haugaton
Lt Col McCellan
(DAFSC/AFSC
Lia O f f )
2
315th ACW (DO)
h
309th ACS (SASF)
377th CSG (DCM)
(D/M)
1
1
3
377th OMS
llith ACW (Coradr)
PACAF (DM) .
(DMM)
1
1
(DMMB)
Hq USAF (AFRDDA)
(AFRDQRA)
(AFSMEAA)
(AFXOP)
(AFSMSDA)
TAG (DOFT-S)
(DOO-S)
(DORQ-FM)
ATC (ATTAT-B)
Dept of Aerospace
Munitions (GS-WC)
AFLC (MCKTA)
(MCMTE)
(MCO)
(MCOQM)
ASD (ASJB)
1
1
1
1
3
3
12
AFSC (SCSMM)
HQ RTD (RTTW)
kkOQth CCTS
SAWC-LC
AFATL (ATCB)
SAAMA (SANM)
(SANNR)
(SAQR)
WRAMA (WRNQO)
Maj Richard Engian
Lt Col Reddrick
Major Kline
Lt Col Ferguson
Major Dresser
Captain Peshkin
S/MSGT C. B. Lightner
Col Harris
Lt Col Carter
Major Sibley
Colonel Bradburn
Colonel Thomas B. Kennedy
Lt Col C. N. Powell
Maj W. A. McKinney
Lt Col Carter
Lt Col May
Mr. Ed Dougherty
Maj Vinson
Maj White
Maj Marshall
Capt Adams
Maj Novikoff
Lt Col Gibson
TSgt Gailes
Mr. Fields
Mr. Whitacre
Mr. Finch
Mr. Clark
Mr. Bro'rfn
Mr. Brothers
Mr. Pfiefer
Mr. Goodwin
Capt John R. Spey
Lt Col Huston
Lt Crea
Mr. Arthur Miller
Mr. Jack Burton
Maj R. N. Scheidecker
17
�SECTION VII
A/A45Y-1 INTERNAL DEFOLIANT DISPENSER SYSTEM
SYSTEM DESCRIPTION
The A/A45Y-1 Internal Defoliant Dispenser, designed and manufactured
by Hayes International Corporation, Birmingham, Alabama, is a complete
airborne defoliant dispensing system. The dispenser is packaged to permit
rapid installation into, and removal from, C-123 aircraft, with only minor
modifications required to the affected aircraft. (See figures 1 and 2.)
The Internal Defoliant Dispenser, Part No. A/A45Y-1, provides for loading,
transporting and dispensing of 1000 gallons of defoliant chemical, and in case
of an emergency, dumping the full load overboard in less than 45 seconds. The
tank and cradle assembly is mounted on detachable casters which are removed
before anchoring in the aircraft. A control console is electrically connected
into an electrical network which in turn is connected to the aircraft electrical
system, certain 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 same frame with the
tank. The defoliant is transported to a nozzle assembly mounted in the slipstream of the aircraft in such a manner that a strip 250 or 300 feet wide along
the line of flight is effectively covered. The nozzle assembly is designed for
the most effective atomizing of the defoliant and coverage of foliage to be
destroyed. The dispensing operation and, in emergency, the 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.
CAPABILITIES AND LIMITATIONS
The internal defoliant dispenser is capable of containing 1000 gallons of
defoliant which can be completely dumped overboard by remote control or
manually in less than 45 seconds. The pump is capable of maintaining 60 + 5
psi pressure during the normal 3- to 4-minute period of operational spraying.
Refilling the tank assembly is accomplished with power and equipment contained
within the defoliation dispensing system.
18
�A / A 4 5 Y - I I N T E R N A L DEFOLIANT DISPENSER
. T A N K VENT
.MANHOLE COVER
DUMP VALVE
(SEE FIGURE 5)
TANK
LIQUID LEVEL
ENGINE EXHAUST
VIBRATION
ISOLATOR SEGMENT
CENTRIFUGAL PUMP
(SEE FIGURES)
TIE-DOWN
FITTINGS
MAIN SPRAY VALVE
RECIRCULATING
LINE
CONTROL CONSOLE
(SEE FIGURE <)
JACKING LUG
TEMPERATURE
INDICATOR
JET PUMP
REFILL
CRADLE
NOTE:
SEE FIGURE « FOR TAIL
BOOM AND FIGURE 7 FOR
WING BOOM. FIGURES 8
AND 9 SHOW A/A45Y-1
INSTALLED IN C-123 AIRCRAFT.
Figure 1. Major Components of Defoliant Dispenser
19
�Figure 2. Defoliant Dispenser (right side)
LEADING PARTICULARS
Length
Width
Height (without casters)
Weight
Empty
Full
Capacity
Normal operating pressure
Normal dispensing interval
Emergency dump duration
Electrical system
Dump valve operation
Refill time (approx)
Dump valve
Spray valve
Suction valve
16 feet, 4 inches
4 feet, 10 inches
6 feet, 5 inches
1420 pounds
12, 420 pounds
1000 gallons
60 ± 5 psi
3 to 4 minutes
Less than 45 seconds
28 volts dc (supplied by host aircraft)
Electrical or manual
20 minutes
Electrical, 10 inch
Electrical, 3 inch
Manual, 3 inch
20
�TANK AND CRADLE ASSEMBLY
The tank and cradle assembly is the major unit of the entire system, having a
1000-gallon tank with baffles, manhole, tube connections, and stabilizing and tiedown brackets; an engine and pump assembly which consists of a four cylinder,
horizontally opposed air-cooled, engine and pump directly coupled to the engine
I^S^SiSfs^SQ
^^^^iiMK^is^^^i:i^XiJ&^
Figure 3. Centrifugal Pump
crankshaft; and a cradle which carries the tank, the engine and pump assembly, and is
provided with four casters which are readily detachable. A temperature indicator and
a liquid lever gage are 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 are to provide limited mobility and are removed
when the unit is tied down.
The defoliant used in the dispenser is stored in the tank and is fed through a
suction line to the pump. The pump is driven by an air-cooled engine and forces
the defoliant through a discharge line to a spray valve. A recirculation line is
21
�provided so that when the spray valve is closed, the defoliant will recirculate
back through the tank. When the spray valve is open, the defoliant is forced
into the spray boom and atomized by spray nozzles. When the tank is empty,
a float-operated switch, located in the tank, automatically stops the engines.
The centrifugal pump consists essentially of an impeller and a pump body,
and is driven by the engine through a direct drive. The engine drives the pump
and the speed of the engine controls the quantity of defoliant being dispensed.
(See figure 3.)
The recirculation 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.
CONTROL CONSOLE
The control console is the nerve center of the defoliation system. All
functions are 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
FLUID
REFILL
POWER
FLOAT SWITCH
OVERRIDE
FWD UHIT
AFT UNIT
STARTER
AND
SPRAY
CHOKE THROTTLES INDICATORS VALVE
ENGINES
FWD UNIT
OIL PRESSURE
LOW
OPERATE
MAGNETO
AFT UNIT
OIL PRESSURE
LOW O P E R A T E
MAGNETO
INCREASE
ol
p
UNIT
DECREASE
Figure 4, Control Console
22
�tfoliant Handling System Loyovf
�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 the control console without any changes or
alterations being performed. In the event of electrical power failure of the
aircraft electrical system, certain critical functions have an option of
manual operation. (See figure 4.)
DUMP VALVE
The dump valve is a 10 inch gate valve having both electrical or manual
activation. 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 and is in
perfect alignment with an opening and spring loaded door in the belly of the
aircraft. A high speed motor coupled to an actuator provides 2 second operation of the dump valve in either direction and circuit manipulation to indicate
open condition. (See figure 5.)
Figure 5. Dump Valve
23
�SPRAY BOOM
The prime function of the spray boom is to discharge the defoliant under
pressure at such a location and at such an angle that air flow, in the proximity
of the discharge (spray) nozzle, contributes to the proper density of spray, the
consistency of the defoliant blanket; and the lateral dimension of the effective
strip. Two spray booms are available when the C-123 model aircraft is used
and each boom satisfies a specific set of requirements.
INSTALLATION
STRUTS
TIE-DOWNS
TAIL BOOM
INSTALLATION
STRUTS .
Figure 6. Tail Spray Boom and Associated Plumbing
24
�• LEFT HAND SIDE
OF FUSELAGE
AT THIS POINT
FUSELAGE
CENTER WING
PIPING
EXTERNAL BOOM
:.-—J
O
VJ
CO
O
O
HOZZLE
FAIRING
SPRAY NOZZLES
INBOARD OF
NACELLE
NOZZLES OUTBOARD
OF NACELLE
Cn
�The tail spray boom (figure 6) is mounted outside the aircraft, approximately
midway of the aft cargo loading door. It is designed for simple and fast
installation and removal and £rovides coverage of a 250 foot strip.
The wing spray boom (figure 7) is installed in the inside of the center wing and
externally underneath the outboard wing. As compared to the tail boom, its installation and removal is more complex and is considered a more permanent installation. The wing boom provides coverage of a JOO foot strip and the
effectiveness of the application is more uniform.
Installation and removal of either spray boom does not require special
skills or special tools.
U
^^te^;'fe';'"^
£5S£S^ V&K^--v*
Figure 8. Installation in C-123 (left side)
26
�AIRCRAFT INSTALLATION
The dispenser installation 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 8 and 9). All piping, hose assemblies and electrical
cables are installed which tie the A/A45Y-1 dispenser into the aircraft (as
modified) systems, and the control console is secured to the aircraft floor;
thus, making the aircraft-dispenser combination ready for servicing and operation.
if-
SSSSS«ti'i«V.f!.
Fi'gure 9- Installation in C-123 (right side)
27
�VIET NAM RANCH HAND OPERATIONS
A sketch of the ground support equipment used by RANCH HAND to refill
the A/A45Y-1 dispensers with agent is shown in figure 10. The refill system
presented here is the system used at Tan Son Nhut Air Base, Viet Nam. It
utilizes four 1000 gallon HOURGLASS tanks. A similar refill system is
used at Da Nang, but utilizes only three HOURGLASS tanks. These tanks
are the predecessor to the A/A45Y-1 and incorporate a 10-horsepower
engine and pump unit by which the agent is transferred into the aircraft.
The agent is delivered in 55-gallon drums, then pumped from three
drums at a time into the refill tanks. This is the slowest part of the
operation. The procedure for filling tanks is as follows:
a. The number 2 tank is filled from 55-gallon drums.
b. The agent in the number 2 tank is pumped into tank number 3.
c. Agent in tank number 3 is then pumped into tank number 4.
d. Tank number 2 is refilled and the agent pumped into tank number 3.
e. Tank number 2 is again refilled from the drums and pumped into
tank number 1.
.
f. All other tanks now filled, tank number 2 is refilled again.
Upon return from a mission, the aircraft is backed as close as possible
to the refill tanks and the systems are refilled with agent using a
commercial fire hose. After completion of the days work the HOURGLASS tanks are filled and the agent transferred into the aircraft. The
refill tanks are then refilled in preparation for a second mission. Due
to the long time needed to fill from the drums, the RANCH HAND crews
are limited to only one turn around, or a total of two missions.
A big disadvantage of refilling in this manner is the problem of
contamination to the agent. Foreign matter gets into the refill tanks and from
there into aircraft defoliant dispensing system. The rubber inside lining
of fire hoses, presently used, is acted upon by the defoliant and causes large
pieces of rubber to be released into the defoliant stream, thereby reducing the
system effectiveness. See figures 11 thru 14 for potographic on-site refill
operations.
28
�Figure 70. Existing Defoliant Transfer System Tan Son Nhut Air Base, Viet Worn
29
�Jiff,
Figure 11. Ranch Hand Worfc Area
ss^vavirrc .i«w«-i..7iBas.Mj-is-.e!*
2
^^nr.«!!«*'•• iiS*-j^rn'«—.5
\ • •-'. ;-. 'O^^s&s^ ?
^praiw^s^s
lv%3$StiSt3&M&*5Jg*£e>
^.^3^S^-^ •^X^V^.^«*SS*
^ai^k^^sssa^s^^^
Figure J2. Moor Class Tank and Pump
30
�^r^PS
Pump (Insulated)
•,-, i
*•" : •"• '- •Ofc-^a^^^^ .- V—-»*
_,-./^•S^^^^^^f^^^.
s^c
-;%*/---< "^V .
5:5-,.-•• '-' .*
\Jfe*i
Figure ?4,. Hour Class Spider Pump
�SUPPORT FOR FLEXIBLE LIKE
55 GAL DRUM
NOZZLE FOR REFILLING A/A45Y-1
TRUCK FLAT-BED
;re 16. D*fo//oof Handling System Components
�of defoliant under sustained operation. The engine is a government
standard, air-cooled, four cylinder, four stroke cycle, horizontally
opposed model modified for remote control when mated with the control
console. The engine is available in large quantities, economical to operate, proven in performance, and easily maintained due to maximum accessibility. It is designed to operate a minimum of 1500 hours at rated load
and speed between major overhauls. Its extensive use in defoliation
operations tends to standardize maintenance and provide a spare parts
source through controlled cannibalization.
The pump has been modified by the manufacturer so that it attaches
to the engine at the blower section and the drive end of the crankshaft
thus giving the engine and pump a one to one ratio. Shock mounting is
provided to the engine-pump unit.
CONTROL CONSOLE
The control console is located at the end of the storage to permit
visual monitoring of any engine-pump unit on the platform. All transfer
functions are controlled by a single operator at the control console position.
In addition to control functions, there are certain monitoring gages and
instruments installed in the instrument" panel of the control console. The
electrical network is considered semi-permanently installed and so
arranged that simple maintenance is quickly accomplished.
TANK
The tank has a 10, 000-gallon capacity, protected sight gage, manhole, vent,
drain line connection, and facilities for securing to the platform. The sight gage
is a vertically mounted glass tube with connections to tank at each end, protectors
to reduce the probability of breaking, and calibrations to indicate tank contents.
MISCELLANEOUS
Suction Hose. Suction hoses are provided having an inside diameter
which will not be too restrictive to defoliant flow and having a wall structure
to prevent collapse of hose. Hoses which are frequently disconnected have
quick-disconnects to prevent rapid deterioration at connecting points.
Pressure Hoses. Pressure hoses are capable of pressures up to 100 psig
and have adapters in cases where control nozzles are attached. Hose material
is selected to withstand the chemical action of the defoliant.
35
�SYSTEM TIE-IN
The storage tank is located in the approximate center of the platform with
one engine-pump unit on the truck side of the platform and two engine-pump
units on the aircraft side of the platform. The single engine-pump unit has
a 3-inch suction hose connected between the pump and the suction manifold.
The suction manifold has three 1-1/4 inch suction hoses attached which are
suspended from the suction manifold in such a manner as to hang directly
over three 55-gallon drums on the flat bed trailer. A control console is
secured to the platform deck in the proximity of the end of the storage tank
and is electrically connected to the engine-pump unit.
Two engine-pump units and their companion control console are located
on the aircraft side of the platform and are shock mounted to the platform
deck. The suction ports of the two engine-pump units are manifolded so
that a single line attaches to the bottom of the storage tank. The discharge
(pressure) ports of the two engine-pump units are also manifolded and
after the pressure manifold, a single line conveys the defoliant to the aircraft having A/A45Y-1 dispensers to be serviced. Check valves are installed
in pump discharge lines to permit operation of a single engine-pump unit when
demands are less than maximum. At each aircraft position, a smaller
pressure line with a shutoff nozzle is connected into the main line hose.
These two engine-pump units are controlled concurrently from a single
control console.
An electrical network is provided which gives electrical tie-in of all
related electrically functioning units. Cable insulation is chemically unaffected by defoliant in the environs of the defoliant handling system.
CAPABILITIES
Transfer 10, 000 gallons from drums
to storage tank (less truck move time)
Service two A/A45Y-1 dispensers
(in aircraft)
Service four A/A45Y-1 dispensers
(in aircraft)
Remotely controlled functions:
1. Drums to storage tank
.
shutoff valves
2.
Storage tank to aircraft
main lines (2) shutoff
valves
25 minutes
5 minutes
5 minutes
3. Engine throttle
4>
Engine starter
Engine ignition
b
&
36
�PORTABLE DEFOLIANT HANDLING UNIT
The portable defoliant handling unit idea is conceived for military installations
where limited servicing of A/A45Y-1 dispensers might be required. The trailer
is capable of traveling at faster speeds and for greater distances than the A/
A/A45Y-1 dispenser and, being a powered unit, it speeds up the servicing of
the dispensers installed in aircraft. Overall dimensions are kept within limits
which will permit air transportation of loaded units to isolated landing fields or
airstrips.
Technical data and capabilities are contained in figure 17.
37
�-Tr^^z^^^L
96
fcs5>
;T~
CZIiD
Figure 17. Tank Trailer De
�66
SMTWTFS
SMTWTFS
SMTWTFS
JAN
III
MAR
: r
i ^ ~li>
~~i~~i~i'. s i B| 71 8
9 10 11 12JJ3: 14! 15
16" 17: 18 19! 20i 2li 22
23 24 25 26! 27 28[29
1)31.
,
!
1
6 7 8
13 14 15
20 21 22
28
27 i— —)
2
9
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23
2j 3J 4i 5! BJ 7
1
^8
9' 10 1l! 121 13] 14
5 6 7 8
12 13 14 15
19 20 21 22
26 27 28 29
15 TB 17 18 19 20; 2T
22 23 24 25 26, 27 28
:
•
2
9
16
23
30
3
10
17
24
4
11
18
25
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;
.
.
3
10
17
24
4
11
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12
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26
6 7
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20 21
27 28
1
8
15
22
29
2
9
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23
30
i ! J ll 2' 3
40! 6 ! 7 8 9 10
11 12! 13! 14! is; 16; 17
18 19: 20, 21; 22| 23 24
25 26! 27: 28; 291 30:
;
2
9
16
23
30
3
10
17
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31
4
11
18
25
5
12
19
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AU6
1 2
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5 6 7 8
10 11 12 13 14 15 16
» 18 19 «L 21 ^2 23
24 » 26 27 28 29 30
31
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7
14
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28
1
8
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22
29
2
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23
30
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!
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4 5
11 12
18 19
25 26
,
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6
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22 23
29 30
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;
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3 4 5
10 11 12
17 18 19
24 25 26
SMTWTFS
6 7
13 14
20 21
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1
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22
29
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20 21
27 28
1
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22
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31
4 5 6
11 12 13
18 19 20
25 26 27
DEC
2 3 4 5
9 10 11 12
16 17 18 19
23
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18 19 20
27
7
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21
28
1
8
15
22
29
2
9
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23
3
10
17
24
30 31
L.J
NOTES
39
�NOTES
�5C»H OM IfHlH FQlMlS HfftlQK.lt
Controlled Access :
Other Dual Thoroughfares
Principal Through Routes
Other Paved Roads
Streets and Connecting Roads
it Mileage Distances between red dots
Iniersiaie
J28 US
@ Stale
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�
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.
007
Folder
The folder containing the original item.
0065
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
-
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/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/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/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
�
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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>
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066
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1795
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Series III Subseries III
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Young, Alvin L.
Title
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Typescript: Use of Herbicides in South Vietnam, 1961-1971, June 14, 1983
Subject
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Ranch Hand
herbicide application
Ranch Hand aircraft
herbicide properties
ao_seriesIII
-
https://www.nal.usda.gov/exhibits/speccoll/files/original/f6466e4a220a26a2f5aa0f104ad4f369.pdf
ac11cb87888be563c26479549f6a3976
PDF Text
Text
Item ID Number
Author
20
Anonymous
Corporate Author
Report/Article Title Minutes A/A45Y-1 Internal Defoliant Dispenser System Support Conference, 25 and
26 August 1966
Journal/Book Title
Year
™GQ
Month/Day
Color
M
Number of Images
4G
Pages 33, 34, and 38 fold out; includes addendum: memo and replacement page for
Item 9-66-2 of the minutes
Tuesday, November 14, 2000
Page 20 of 25
�Anonymous
1966
Minutes A/A45Y-1 internal defoliant dispenser
system: Support Conference
ES
A/A45Y-1 INTERNAL DEFOLIANT
DISPENSER SYSTEM
SUPPORT CONFERENCE
25 AND 26 AUGUST 1966
.r •^•^••Kjtr.&.x.- *>y:s'vrT«£?3n£*'
''^^^•M^^^-^^^>'?'--'^^
- 'JOftSf-Z':'* - JSW--^ f'.>5^ */S*^":/,' I
£>*r*Sst
.-. ./-TSBS&e'J*sS7-
. -. _ Sel.
'<'*,;'.
J <i'-J^--
�INDEX
Item Number
Title
Page Number
Summary
1
Section I
Introduction/Ranch Hand Report
2
Section n
A/A45Y-1 System Status
Technical Manual Status
3
Section DI
9-66-1
9-66-2
4
9-66-7
Action Items
Ground Support Equipment
TCTQ for Installation of A/A45Y-1 System in
UC-123B Aircraft, Class V Mod 1776
Retrofit Installation of MARK HI Engine
Spares
Retrofit Installation of Optimized (Redesigned)
Wing Boom onUC-123B Aircraft
Maintenance Data and Technical Order
Verification
Maintenance Training of Ranch Hand Personnel
13
Section IV
General Comments/Observations
14
Section V
A/A45Y-1 Defoliation Conference Attendees
16
Section VI
Distribution
17
Section VII
A/A45Y-1 Internal Defoliant Dispenser System
System Description
Capabilities and Limitations
Leading Particulars
Tank and Cradle Assembly
Control Console
Dump Valve
Spray Boom
Aircraft Installation
Viet Nam Ranch Hand Operations
Optimized Defoliant Handling System
Portable Defoliant Handling Unit
18
9-66-3
9-66-4
9-66-5
9-66-6
5
5
7
8
10
11
12
18
18
20
21
22
23
24
27
28
32
37
�Figure Number
Title
Page Number
Illustrations
Figure 1
Figure 4
Figure 5
Figure 6
Figure 7
Figure 10
Figure 15
Figure 16
Figure 17
Major Components of Defoliant Dispenser
Control Console
Dump Valve
Tail Spray Boom and Associated Plumbing
Wing Spray Boom
Existing Defoliant Transfer System Tan Son Nhut
Air Base, Viet Nam
Optimized Defoliant Handling System Layout
Defoliant Handling System Components
Tank Trailer Defoliation Liquid Refill
19
22
23
24
25
29
33
34
38
Photographs
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
2
3
8
9
11
12
13
14
Defoliant Dispenser (right side)
Centrifugal Pump
Installation in C-123 (left side)
Installation in C-123 (right side)
Ranch Hand Work Area
Hour Glass Tank and Pump
Hour Glass Tank and Pump (insulated)
Hour Glass Spider Pump
20
21
26
27
30
30
31
31
�SUMMARY
1. The first Logistics Support Meeting for the A/AU5Y-1 Defoliant Dispenser
was held at Hayes International Corp, Birmingham, Ala., on 2li and 25 Aug 1966.
2. The purpose of this meeting was to review program status, evaluate
"Major Problem Areas", and initiate and assign action as required to assure
the timely and successful completion of program requirements for enhancement
of logistic support.
3. Areas within this program requiring action, further refinement and overall close surveillance are documented in section III and IV of these minutes.
Lu A follow-up meeting was determined essential in order to review progress
made on action items, reassess support posture, and include representatives
of agencies absent from this meeting.
5. The minutes of this meeting will be used as a basis of agenda for the
next meeting. Each action agency should complete their assigned action
in accordance with the scheduled dates, if possible, and be prepared to
present status of action taken at the next scheduled meeting. Additional
items may be added to the agenda for review and discussion at this time.
However, to assure adequate time for evaluation and staffing, it is
necessary that proposed agenda items be submitted to WRAMA (WRNQO) at least
one week before the scheduled meeting date.
6. The next meeting is tentatively scheduled at Hayes International Corp.,
Birmingham, Ala., 11-13 Oct 1966. Confirmation of date and location will
be provided by separate correspondence.
7. It is desired to take this opportunity to compliment each representative
for his active participation and support. Especially appreciated are the
efforts of Hayes International in hosting this meeting and the fine
assistance rendered. The productive results obtained and anticipated as
a result of this meeting will be beneficial to all agencies concerned, and
should improve SEJu-support and operational capability.
ROBERT N. SCHEIDECKER
Major, USAF
Chief, Operations Branch
Directorate, Materiel Management
�SECTION I
INTRODUCTION/RANCH HAND REPORT
1. Mr. W. B. O'Neal welcomed the conferees and opened the meeting.
Introduction was given by Lt William Crea, Air Force Project Engineer.
Status of the program was reviewed by Mr. Don Smallwood, Hayes Project
Engineer (Reference Section II).
2. Captain Peshkin gave the report from Ranch Hand. They are growing
very rapidly and a considerable number of problems have developed. As
early as January or February, it was realized that additional aircraft
were going to be programmed for SEA. Storage, maintenance, and training requirements were anticipated; however, no staff support was furnished after discussions with operations and maintenance personnel at Tan
Son NHut. Finally, the aircraft began to arrive. Storage problems still
exist as does spare parts support. Flying continues at approximately
25 sorties per aircraft per month. This is the MACV planning figure
for programming chemicals. Ranch Hand would like to be able to operate
from an additional operating location in the II Corps area to increase
sortie effectiveness. There are presently 9 aircraft in the country 3 at Da Nang and 6 at Tan Son NHut. The operation continues successful
because the equipment is basically good and the air frame is the best
available. The defoliant system has the same characteristics, simplicity,
and reliability. The main problems are as indicated below. Ranch Hand
has been fortunate in their maintenance support resulting in almost 100$ aircraft availability. Many of Ranch Hand's problems could be
helped by better staff support.
�SECTION II
A/A45Y-1 SYSTEM STATUS
ITEM
CONTRACT
1. A/A45Y-1
Prototype
08(635)3609
2. A/A45Y-1
Production
08(635)3609
3. Dump Valve
Kit
08(635)4894
4. Wing Boom
Prototype
08(635)5710
5. Wing Boom
Production
08(635)5710
6. Engine Mod
Mark III
08(635)4894
QUANTITY
DELIVERY
DATE
REMARKS
Sept. 1963
Used in C-130 Test
at Eglin
Systems started at
Hayes
20
Aug. 1964
Six Operational Systems
in Viet Nam. One
destroyed in C-123 crash
in Viet Nam. Seven
delivered to FairchildHiller Corp. for installation in C-123. One
awaiting dump valve and
will be shipped to Fairchild-Hiller. One remaining at Hayes for
Wing Boom Test. One
unassigned. Three
cannibalized for spare
parts by Eglin.
17
Aug. 1965
All operational
A/A45Y-1 systems
equipped with dump
valve.
Sept. 1966
Fabrication complete
by 23 Aug. 1966.
20
March 1967
(Anticipated)
Delivery to be 150 days
after approval of
Prototype.
15
Jan. 1967
(Anticipated)
Twelve to be installed
on new purchase of
twelve A/A45Y-1 by
WRAMA and the remaining three for
spares.
�TECHNICAL MANUAL STATUS
ITEM
STATUS
REMARKS
T. O. 11C15-3-4-2
FIELD, DEPOT OVERHAUL WITH IPB INTERNAL DEFOLIANT
DISPENSER MODEL
A/A45Y-1
Awaiting validation of
System Manual.
In process review performed at
Hayes by WRAMA, 20 and 21
July 1966
T. O. 11C15-3-4-2
FIELD, DEPOT OVERHAUL WITH IPB INTERNAL DEFOLIANT
DISPENSER MODEL
A/A45Y-1
In process.
Manual change to add Mark III
engine pump controls
T. C. T. O.
(Proposed)
No contractural
requirements. Never
was negotiated as per
supplemental agreement number 2.
Contractor recommends preparation of T. C. T. O. for installation of system in C-123 aircraft
T. O. 11C15-3-4-2
FIELD, DEPOT OVERHAUL WITH IPB INTERNAL DEFOLIANT
DISPENSER MODEL
A/A45Y-1
In process.
Change to cover wing boom
program
T. C. T. O.
In process.
To cover installation of wing boom
A/A45Y-1 on C-123 for aircraft
T. O. 's
To cover installation of Mark HI
engine controls in field to retrofit
existing systems
T. C. T. O.
Awaiting receipt of 118A
and contract coverage
�SECTION III
ACTION ITEMS
Item Number 9-66-1 - Ground Support Equipment;
a. Problem Presented;
(1) There are four 1,000 gallon Transfer Tanks (Hour Glass) and one
2,5'00 gallon Fuel Servicing Unit, Type F-7 currently located at Tan Son NHut
with a 5>000 gallon R-2 Storage Tank in the process of installation. There
are also three 1,000 gallon Transfer Tanks (Hour Glass) located at Da Nang.
The unsystemized arrangement and limited capacity of this equipment does
not give sufficient capability to; (1) Fill aircraft that are located at
Tan Son NHut, (2) Turn-around aircraft as rapidly as necessary, and (3)
Operate with the three different type chemical agents now being used. The
present system is characterized by the following; (a) Insufficient tank
storage capacity, (b) Insufficient transfer capacity which limits turnaround time, (c) Inability to systematically select proper chemical
appropriate to target requirements, (d) Inability to evacuate unused
agent from tanks in aircraft.
(2) The present system is progressively deteriorating due to
use of 1952 vintage Hour Glass transfer equipment. This system cannot
be supported and therefore will be eliminated from inventory at failure
or when sooner replaced. Glaring deficiencies of this system are as noted;
(a) Non-standard system, (b) Limited or no spare parts available, (c)
Fire hose used to connect transfer tanks deteriorates in from h to 10 days,
(d) Contamination of flow system (mainly due to rubber particles from fire
hose lining plus sand and other foreign particles introduced by siphoning
probes) because of lack of well thought out systems approach, (e) Inadequate
pumping capability (Spider pump used for siphoning agent from 55 gallon drums
is old and weak).
b. Progress to Date:
(1) An R-2 Storage Tank (5,000 gallon), salvaged from an R-2
Servicing Unit, is to be installed by Ranch Hand to provide additional
transfer and storage capability and is awaiting plumbing installation by
Base Civil Engineer. (Compatibility of this tank with existing chemical
agents is doubtful).
(2) One F-7 Servicing Unit is now in use with five more on order.
(So far this equipment is functionally satisfactory, but will need teflon
hosing and seals for compatibility with existing agents).
�(3) Use of ARMY Bladder Tanks for storage is being investigated by
377 Combat Support Group (Base Fuels), Tan Son NHut. (Question of agent
compatibility still remains) .
(I;) The A/AU5T-1 System has a self -filling capability, but was
found to be too slow and therefore incompatible with quick turn-around
requirement.
Use of B-l and B-1A Nitric Acid Servicing Units (2,000
gallon capacity) were proposed by Hayes as they were believed to be in
excess storage. Investigation by WRAMA Vehicle Manager revealed these
units to be unsatisfactory for their designed purpose and were dismantled
and removed from inventory.
c. Action to be Taken and Action Agency;
(1) Provide adequate bulk storage and pumping facilities for
three different chemical agents at two, possibly three different bases.
A requirement exists for the simultaneous filling of as many as nine
aircraft at Tan Son NHut and three at Da Nang with a possible total of
five at Da Nang and three at another operating location (does not include
Lucky Tiger). Action agency to be determined.
(2) Provide additional F-7 Servicing Units to Ranch Hand WRAMA (WRNR).
(3) Provide teflon hoses and gaskets for F-7 Servicing Units WRAMA (WRNR).
d. Forecast for Completion;
(1) Fixed facility - to be determined.
(2) Additional F-7 Servicing Units - accomplished.
(3) Teflon hoses and gaskets - to be determined.
�Item Number 9-66-2 - TCTO for Installation of A/AlpY-1 System in UC-123B
Aircraft, Class V Mod 1776:
a.
Problem Presented;
Eglin AFB Contract AF 08(635)-l|89lj, dated 20 Oct 1963', provided
a line item for data in accordance with DD Form llj.23 covering preparation
of TCTO for installation of A/Al^Y-l System in UC-123B Aircraft (AFPI 71r
;>'31-(l8). Repeated attempts by Contractor, AFATL, and A/Al^T-1 IM have
been unsuccessful in obtaining from C-123 SSM appropriate documentation
(AFLC Form 118A) identifying type of TCTO and aircraft handbook revisions
desired. Ranch Hand representatives advised that considerable difficulty
is being experienced by Flight crews and Aircraft Maintenance personnel
due to lack of appropriate -1 Flight Manual Supplement and Aircraft
Maintenance Handbook data reflecting this systems installation. This
creates an obvious problem with operation and maintenance as well as a
serious problem with indoctrination of new crews due to high percentage
and frequency of personnel rotation.
k'
Pro gre s s to Da t e:
None
c. Action to be Taken and Action Agency:
(1) WRNB initiate documentation for preparation of TCTO
covering installation of basic A/Al^Y-1 system using Hayes tail boom
and de-modification of aircraft (removal of tank and cradle assy) back
to cargo configuration.
(2) WRNB initiate documentation for preparation of TCTO
covering installation of Ranch Hand wing and tail boom and marriage with
basic Hayes A/Al^Y-l System.
(3) WRNB establish requirement for preparation of Aircraft
Maintenance handbooks concurrent with requirement for respective TCTO's.
(li) "WRNB initiate immediate action to provide Ranch Hand with
required supplement to T. 0. 1C-123-1 Flight Manual reflecting Defoliant
Spray configuration.
d.
Forecast for Completion:
Delinquent - In view of non-participation in this meeting by
C-123 SSM personnel, a report of intended action and progress made is
required at next meeting tentatively planned for 11-13 Oct 1966.
�Item Number 9-66-3 - Retrofit Installation of MARK III Engine:
a. Problem Presented;
AFATL (ATCB) has provided for complete modification kits to
retrofit present operational Ranch Hand Dispensers, utilizing MARK I
and MARK II engines, to latest ARMY standardized MARK III engine
configuration. The A/Al^Y-l system has not been made full standard
by AFSC; therefore, responsibility rests with AFSC to provide retrofit
kits and required TCTO for Field installation.
b.
Progress to date;
Required number of kits have been placed on Contract AF 08(635)-k&9k with Hayes International.
c. Action to be Taken and Action Agency:
(1) AFATL (ATCB) submit request to WRAMA (WRNSTR) for AFPI 18
covering this modification and appropriate handbook revisions.
(2) WRNSTR provide AFPI 18 as required.
(3) Contractual provisions by AFATL for TCTO and handbook
revis ions.
d. Forecast for Completion;
(1) 25 Sep 66.
(2) Provide AFPI to AFATL within five days after receipt.
(3) To be determined - contingent on authority for reprogramming funds within project 2^25 and subsequent initiation of
Purchase Request.
�(2) Reference a(2) above. WRAMA (WRNQ) will review this problem
with appropriate personnel at "WRAMA and Eglin AFB to determine specific cause
and remedial action.
(3) Reference a(3) above. WRAMA (WRNQ) will review end item
spares requirements to determine proper course of action necessary to provide adequate spare assemblies to support Field operations where battle
damage or loss might be incurred requiring complete assembly replacement.
Coordination with the using activity will be required.
d. Forecast for Completion;
(1) Reference c(l) above.
(a) Revision of AFLC Form 2? - 15 Sep 1966.
(b) Spare parts recomputation - lii Oct 1966.
(c) Release of spare parts orders to contractor/vendors to be determined based on method to be employed.
(2) Reference c(2) above. 13' Sep 1966.
(3) Reference c(3) above. 30 Sep 1966.
�Item Number 9-66-14 - Spares;
a. Problem Presented;
(1) Requirement for M&O spare parts for support of A/Ai^I-1
System is expected to reach critical proportions in the very near future
due to, (1) increase in number of spray aircraft, (2) late provisioning
action in relation to first operational units, and (3) system contamination by grit and rubber particles resulting from poor system arrangement
and servicing equipment that is incompatible with presently used chemical
agents. Also, WRAMA has received a flood of requistions for spare parts
exceeding initially provisioned quantities, which did not consider system
contamination problem. Lack of spare parts support is a limiting factor
in Ranch Hand operations.
(2) Spare parts orders are not being received by Hayes from
Eglin AFB, procurement agency (APGC), in a timely manner.
(3) No provisions have been made to procure and stock spare
complete assemblies, such as, Tank and Cradle Assembly, Engine and Pump
Assembly, and Control Console Assembly.
b.
Progress to Date:
(1) Reference a(l) above. A quantity of stop-gap spare parts
were procured by AFATL on Contract AF 08(63£)-U89U. However, these have
proven inadequate to sustain desired degree of Ranch Hand operation
pending delivery of spare parts as a result of formal provisioning by
WRAMA. Some support has been furnished by Hayes International through
their engineering representative previously stationed with Ranch Hand.
Further, WRAMA and DCASO at Hayes are working together with the contractor
in an attempt to expedite vendor delivery of specific spare parts.
(2) Reference a(2) above. A previous review of this problem
with Eglin AFB, procurement activity, was supposed to have alleviated
this condition or at least improved flow of documentation from Eglin
to Hayes. Further investigation is in order.
(3) Reference a(3) above. No progress to date,
c. Action to be Taken and Action Agency;
(1) Reference a(l) above. The programming check list (AFLC
Form 2?) will be revised to reflect increase in number of systems and
bases to be supported, and spare parts requirement will be recomputed
for appropriate procurement action.
10
�Item Number 9-66-5 - Retrofit Installation of Optimized (Redesigned) Wing
Boom on UC-123B Aircraft:
a. Problem Presented;
No authorization currently exists for installation of the Optimized
Wing Boom on Ranch Hand and Lucky Tiger Aircraft. The__wirig..,b,oqra,,npjrf.jgmpl.Qyed
by aircraft in SEA, is a ^wn-sl^dajd^^
"c^mpa"tible™¥itff~agen"t"s""n'o*w'"in use, and is not logisticailV"supportable,.
f-,,.
L™.,
« „„
„,
*
™
.
, v , ( ^ n . . ^ * ^ ' - * f !*.*
?-.*
< w , h ™ « ^ - « ^ * " * " ' -•«!
•.•..^^-*«'^***«f-^^-^''*M'~'*^-mt*l**^™*^-*-»™-'*VKKf~f:<i.-*KX***VJVKVt<*VK*
b. Progress to Date:
The Optimized Wing Boom is presently being developed by AFATL
under Contract AF 08(635)5710 with Hayes International.
c. Action to be Taken;
The using command will establish appropriate requirement for
installation of Optimized Wing Boom.
d. Forecast for Completion:
23 Sep 1966.
11
�Item Number 9-66-6 - Maintenance Data and Technical Order Verification;
a. Problem Presented:
Maintenance data has not been provided field activities due to
delayed verification of technical order. This has created considerable
difficulty regarding system maintenance and identification of spare parts
requirements.
b.
Progress to Date:
Hayes has completed technical order draft in MIL Spec format.
Preliminary review of blue line draft has been accomplished by WRAMA at
Hayes. Equipment is currently available at Hayes and ready for verification.
However, it has a MARK I configured engine installed. The MARK III engine
is still pending delivery from vendor's plant where it is being mated to
the pump. It was agreed that the difference between the MARK I and MARK III
engine was not sufficient to warrant further delay in verification of technical order. WRAMA agrees to accomplish verification on existing equipment
with MARK I engine. Final draft is to reflect the MARK III configuration,
which will be verified against engineering drawings.
c. Action to be Taken and Action Agency;
(1) Hayes will take immediate action to establish a date with
WRAMA (WRNSTR) for verification meeting at Hayes. Time of meeting should
be established to allow a minimum of l£ days for proper notification of
participating activities. Ranch Hand representatives agreed there will be no
requirement for participation by their activity in this verification. In
lieu thereof WRAMA will explore the possibility of obtaining using command
assistance from personnel of SAWC at Eglin AFB, who have a current and
specific knowledge of .Ranch Hand operation.
(2) Assistance of the Hayes - DCASO Quality Office will be
required in the performance of this certification and will be primary
point of contact relative to WRAMA/Hayes coordination of proposed date
of certification meeting.
d.
Forecast for Completion:
At the earliest possible date.
12
�Item Number 9-66-7 - Maintenance Training of Ranch Hand Personnel
a. Problem Presented:
Newly assigned Ranch Hand Maintenance personnel upon arrival have
little or no knowledge as to maintenance of the A/AU5Y-1 dispenser due to
there having no prior training on this system. The resulting problems are
obvious.
b. Progress to Date;
None
c. Action to be Taken;
(1) Ranch Hand should establish and submit an official requirement in accordance with AF Regulation 50-9 to Air Training Command citing
type and scope of training required. However, due to extreme urgency of
existing requirement, it was requested by Ranch Hand that a contractor
representative (Hayes) be provided in the interim, pending development of
training capability by ATC. If interim contractor support for indoctrination
of Ranch Hand Maintenance personnel is not provided, some other immediate
means of training must be investigated.
(2) Discussion of contractor support indicated the most feasible
and expeditious approach would be use of an existing Eglin AFB contract.
However, this will require approval and funding by Hq USAF.
d. Forecast for Completion:
(1) Ranch Hand submit requirement as soon as possible.
(2) Final action on this requirement is yet to be determined.
13
�SECTION IV
GENEIUL COMMENTS/OBSERVATIONS
1. Forthcoming flight test of the protype optimized wing boom was
introduced as a discussion item by AFATL representative, Lt. Crea.
Also recognized was the recent diversion of UC-123B aircraft to
Dallas, Texas, pending deployment and voluntary participation and
support of Hayes International for the purpose of spraying insecticide
in encephalitis infected areas. It was noted that this disease is not
restricted to the CONUS as was indicated by an Associated Press report
reflecting loss of 381i lives so far this year out of 1616 cases throughout Japan. As a result of the tremendous effectiveness and publicity of
the C-123 spray operation in Dallas, it is envisioned that additional
requirements are forthcoming for use of A/Alji?Y-l equipped aircraft for
insecticide spraying on a world-wide basis, especially in SEA. Lt. Crea
indicated he would communicate with TAG regarding intended use of
insecticides with the defoliant system. If use is contemplated, TAG
will be asked to establish a formal requirement for test of insecticides
concurrent with test of defoliants during flight test of optimized wing
boom at Eglin during September and October 1966.
2. The Ranch Hand mission is not consistent with the mission of the
organization to which they are assigned. This leads to competition for
resources, maintenance, and Staff Support. Proper emphasis or priority
has not been placed on the defoliation mission thereby restricting the
establishment of appropriate facilities for storage and transfer of more
than one type chemical agent at Tan Son NHut and other operating locations.
A definite advantage is envisioned by identification of the defoliation
system as a weapons systems for the delivery and dissemination of chemical
ordnance. Specifically, one advantage of a weapons systems identification
would be to rationalize the storage and.loading problem by having the chemicals
handled by personnel who handle other Air Force ordnance. This could possibly
result in taking the aircraft maintenance people out of the ordnance loading
business. This was not introduced as a problem as appropriate agencies were
not in attendance for proper discussion and action assignment. However,
aforementioned weapons systems identification has considerable merit and
should be evaluated by PACAF and Hq USAF to determine specific advantages
to be derived for further discussion during next meeting.
3. A need was expressed by Ranch Hand for a pamphlet depicting defoliation
spraying in SEA covering subjects such as:
a. Chemical type, effect and hazzards.
b.
Type crop and vegatation recognition.
c.
Psyochological effect on populace.
�Such a pamphlet would be invaluable for indoctrination of new crews upon
arrival in SEA and would be used to supplement present verbal instructional
methods which are accomplished mostly during normal spray missions. Hayes
International expressed an interest in preparing such a manual as they have
the knowledge and capability. However,, discussion was deferred to next
meeting at which time it is hoped that the office of primary responsibility
may be able to offer some constructive advice relative to obtaining this
pamphlet.
15
�SECTION V
A/A45Y-1 DEFOLIATION CONFERENCE ATTENDEES
Mcij Robert N. Scheidecker, WRAMA
Capt Richard Peshkin, Ranch Hand
Lt William J.Crea, Jr., ATCB
SMS Charles Lightner, Ranch Hand
Mr. Gene Smith, WRAMA
W.B. O'Neal, Hayes
C.F. Conklin, Hayes
J.L. Harrington, Hayes
John Bonta, Hayes
Don Smallwood, Hayes
J.E. Merk, Hayes
Stan Burkot, Hayes
Ronnie Dear, Hayes
M.J. McMahan, Hayes
16
�SECTION VI
DISTRIBUTION
Nr of Copies
2
2
Activity
2
MACV
7th AF (DOPR)
(DMP)
(DAFSC/AFSC
Lia Off)
315th ACW (DO)
h
309th ACS (SASF)
1
1
3
1
1
h
377th CSG (DGM)
(D/fo)
377th QMS
llith ACW (Comdr)
PACAF (DM)
(DM)
(DMMB)
Hq USAF (AFRDDA)
(AFRDQRA)
(AFSMEAA)
(AFXOP)
(AFSMSDA)
TAG (DOFT-S)
(DOO-S)
(DORQ-FM)
ATC (ATTAT-B)
Dept of Aerospace
Munitions (GS-WC)
AFLC (MCMTA)
(MCMTE)
(MCO)
(MCOOM)
ASD (ASJB)
1
1
l
1
3
3
AFSC (SCSMM)
HQ RTD (RTTtf)
UljOSth CCT3
SAWC-LC
AFATL (ATCB)
SAAMA (SANM)
12
(SANNR)
(SAOR)
WRAMA (WRNQO)
Name
J-3 Chemical Branch
Major Haugaton
Lt Col McCellan
Maj Richard Engian
Lt Col Reddrick
Major Kline
Lt Col Ferguson
Major Dresser
Captain Peshkin
S/MSGT C. B. Lightner
Col Harris
Lt Col Carter
Major Sibley
Colonel Bradburn
Colonel Thomas B. Kennedy
Lt Col C. N. Powell
Maj ¥. A. McKinney
Lt Col Carter
Lt Col May
Mr. Ed Dougherty
Maj Vinson
Maj White
Maj Marshall
Capt Adams
Maj Novikoff
Lt Col Gibson
TSgt Gailes
Mr. Fields
Mr. Whitacre
Mr. Finch
Mr. Clark
Mr. Brown
Mr. Brothers
Mr. Pfiefer
Mr. Goodwin
Capt John R. Spey
Lt Col Huston
Lt Crea
Mr. Arthur Miller
Mr. Jack Burton
Maj R. N. Scheidecker
17
�SECTION VII
A/A45Y-1 INTERNAL DEFOLIANT DISPENSER SYSTEM
SYSTEM DESCRIPTION
The A/A45Y-1 Internal Defoliant Dispenser, designed and manufactured
by Hayes International Corporation, Birmingham, Alabama, is a complete
airborne defoliant dispensing system. The dispenser is packaged to permit
rapid installation into, and removal from, C-123 aircraft, with only minor
modifications required to the affected aircraft. (See figures 1 and 2.)
The Internal Defoliant Dispenser, Part No. A/A45Y-1, provides for loading,
transporting and dispensing of 1000 gallons of defoliant chemical, and in case
of an emergency, dumping the full load overboard in less than 45 seconds. The
tank and cradle assembly is mounted on detachable casters which are removed
before anchoring in the aircraft. A control console is electrically connected
into an electrical network which in turn is connected to the aircraft electrical
system, certain 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 same frame with the
tank. The defoliant is transported to a nozzle assembly mounted in the slipstream of the aircraft in such a manner that a strip 250 or 300 feet wide along
the line of flight is effectively covered. The nozzle assembly is designed for
the most effective atomizing of the defoliant and coverage of foliage to be
destroyed. The dispensing operation and, in emergency, the 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.
CAPABILITIES AND LIMITATIONS
The internal defoliant dispenser is capable of containing 1000 gallons of
defoliant which can be completely dumped overboard by remote control or
manually in less than 45 seconds. The pump is capable of maintaining 60 + 5
psi pressure during the normal 3- to 4-minute period of operational spraying.
Refilling the tank assembly is accomplished with power and equipment contained
within the defoliation dispensing system.
18
�A / A 4 5 Y - 1 INTERNAL DEFOLIANT DISPENSER
.TANK VENT
.MANHOLE COVER
DUMP VALVE
(SEE FIGURE 5)
TANK
LIQUID LEVEL
ENGINE EXHAUST
VIBRATION
ISOLATOR SEGMENT
CENTRIFUGAL PUMP
(SEE FIGURE 3)
TIE-DOWN
FITTINGS
MAIN SPRAY VALVE
RECIRCULATING
LINE
CONTROL CONSOLE
(SEE FIGURE 4)
JACKING LUG
TEMPERATURE
INDICATOR
JET PUMP
REFILL
CRADLE
NOTE:
SEE FIGURE 6 FOR TAIL
BOOM AND FIGURE 7 FOR
WING BOOM. FIGURES 8
AND 9 SHOW A/A45Y-1
INSTALLED IN C-123 AIRCRAFT.
Figure 1. Mo/or Components of Defoliant Dispenser
19
�Figure 2. Defoliant Dispenser (right side)
LEADING PARTICULARS
Length
Width
Height (without casters)
Weight
Empty
Full
Capacity
Normal operating pressure
Normal dispensing interval
Emergency dump duration
Electrical system
Dump valve operation
Refill time (approx)
Dump valve
Spray valve
Suction valve
16 feet, 4 inches
4 feet, 10 inches
6 feet, 5 inches
1420 pounds
12,420 pounds
1000 gallons
60 + 5 psi
3 to 4 minutes
Less than 45 seconds
28 volts dc (supplied by host aircraft)
Electrical or manual
20 minutes
Electrical, 10 inch
Electrical, 3 inch
Manual, 3 inch
20
�TANK AND CRADLE ASSEMBLY
The tank and cradle assembly is the major unit of the entire system, having a
1000-gallon tank with baffles, manhole, tube connections, and stabilizing and tiedown brackets; an engine and pump assembly which consists of a four cylinder,
horizontally opposed air-cooled, engine and pump directly coupled to the engine
,H
Figure 3. Centrifugal Pump
crankshaft; and a cradle which carries the tank, the engine and pump assembly, and is
provided with four casters which are readily detachable. A temperature indicator and
a liquid lever gage are 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 are to provide limited mobility and are removed
when the unit is tied down.
The defoliant used in the dispenser is stored in the tank and is fed through a
suction line to the pump. The pump is driven by an air-cooled engine and forces
the defoliant through a discharge line to a spray valve. A recirculation line is
21
�provided so that when the spray valve is closed, the defoliant will recirculate
back through the tank. When the spray valve is open, the defoliant is forced
into the spray boom and atomized by spray nozzles. When the tank is empty,
a float-operated switch, located in the tank, automatically stops the engines.
The centrifugal pump consists essentially of an impeller and a pump body,
and is driven by the engine through a direct drive. The engine drives the pump
and the speed of the engine controls the quantity of defoliant being dispensed.
(See figure 3.)
The recirculation 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.
CONTROL CONSOLE
The control console is the nerve center of the defoliation system. All
functions are 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 tic the control console to all related
REFILL
FLUID
POWER
FLOAT SWITCH
OVERRIDE
FWD UNIT
AFT UNIT
STARTER
AND
SPRAY
CHOKE THROTTLES INDICATORS V A L V E
TANK EMPTY
FWD UNIT
AFT UNIT
ENGINES
FWD UNIT
OIL PRESSURE
LOW
OPERATE
AFT UNIT
OIL PRESSURE
LOW
OPERATE
MAGNETO
SPRAY VALVE
©
THROTTLES
OPEN
INCREASE
t
PILOT
POSITION
FWD
UNIT
(o)
(o)
AFT
UNIT
DECREASE
Figure 4, Control Console
22
�parts of the system, including the controls on the pilot's instrument panel and
the aircraft electrical supply system. Tandem or single installations arc
controlled and monitored from the control console without any changes or
alterations being performed. In the event of electrical power failure of the
aircraft electrical system, certain critical functions have an option of
manual operation. (See figure 4.)
DUMP VALVE
The dump valve is a 10 inch gate valve having both electrical or manual
activation. 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 and is in
perfect alignment with an opening and spring loaded door in the belly of the
aircraft. A high speed motor coupled to an actuator provides 2 second operation of the dump valve in either direction and circuit manipulation to indicate
open condition. (See figure 5.)
Figure 5. Dump Valve
23
�SPRAY BOOM
The prime function of the spray boom is to discharge the defoliant under
pressure at such a location and at such an angle that air flow, in the proximity
of the discharge (spray) nozzle, contributes to the proper density of spray, the
consistency of the defoliant blanket; and the lateral dimension of the effective
strip. Two spray booms are available when the C-123 model aircraft is used
and each boom satisfies a specific set of requirements.
TIE-DOWNS
TAIL BOOM
INSTALLATION
STRUTS
Figure 6. Tail Spray Boom and Associated Plumbing
24
�LEFT HAND SIDE
OF FUSELAGE
AT THIS POINT
CENTER WING
PIPING
EXTERNAL BOOM
I
3
>Q
CO
•o
CD
o
o
NOZZLE
FAIRING
SPRAY NOZZLES
INBOARD OF
NACELLE
NOZZLES OUTBOARD
OF NACELLE
<L
FUSELAGE
�The tail spray boom (figure 6) is mounted outside the aircraft, approximately
midway of the aft cargo loading door. It is designed for simple and fast
installation and removal and erovldesjjoyerage of a 250 foot strip.
The wing spray boom (figure 7) is installed in the inside of the center wing and
externally underneath the outboard wing. As compared to the tail boom, its instaltion and removal is more complex and is considered a more permanent installation. The wing boom provides coverage of a 300 foot strip and the
effectiveness of the application is more uniform.
Installation and removal of either spray boom does not require special
skills or special tools.
Figure 8. Installation in C-723 (left side)
�AIRCRAFT INSTALLATION
The dispenser installation 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 8 and 9). All piping, hose assemblies and electrical
cables are installed which tie the A/A45Y-1 dispenser into the aircraft (as
modified) systems, and the control console is secured to the aircraft floor;
thus, making the aircraft-dispenser combination ready for servicing and operation.
Figure 9- Installation in C-123 (right side)
27
�VIET NAM RANCH HAND OPERATIONS
A sketch of the ground support equipment used by RANCH HAND to refill
the A/A45Y-1 dispensers with agent is shown in figure 10. The refill system
presented here is the system used at Tan Son Nhut Air Base, Viet Nam. It
utilizes four 1000 gallon HOURGLASS tanks. A similar refill system is
used at Da Nang, but utilizes only three HOURGLASS tanks. These tanks
are the predecessor to the A/A45Y-1 and incorporate a 10-horsepower
engine and pump unit by which the agent is transferred into the aircraft.
The agent is delivered in 55-gallon drums, then pumped from three
drums at a time into the refill tanks. This is the slowest part of the
operation. The procedure for filling tanks is as follows:
a. The number 2 tank is filled from 55-gallon drums.
b. The agent in the number 2 tank is pumped into tank number 3.
c. Agent in tank number 3 is then pumped into tank number 4.
d. Tank number 2 is refilled and the agent pumped into tank number 3.
e. Tank number 2 is again refilled from the drums and pumped into
tank number 1.
f. All other tanks now filled, tank number 2 is refilled again.
Upon return from a mission, the aircraft is backed as close as possible
to the refill tanks and the systems are refilled with agent using a
commercial fire hose. After completion of the days work the HOURGLASS tanks are filled and the agent transferred into the aircraft. The
refill tanks are then refilled in preparation for a second mission. Due
to the long time needed to fill from the drums, the RANCH HAND crews
are limited to only one turn around, or a total of two missions.
A big disadvantage of refilling in this manner is the problem of
contamination to the agent. Foreign matter gets into the refill tanks and from
there into aircraft defoliant dispensing system. The rubber inside lining
of fire hoses, presently used, is acted upon by the defoliant and causes large
pieces of rubber to be released into the defoliant stream, thereby reducing the
system effectiveness. See figures 11 thru 14 for potographic on-site refill
operations.
28
�Figure 70. Existing Defoliant Transfer System Tan Son Nhut Air Base, Viet Nam
29
�Figure 17. Ranch Hand Ytork Areo
Figure 12. Hour Glass Tank and Pump
30
�Figure 13. Hour Glass Tank and Pump (Insulated)
Figure 14. Hour Glass Spider Pump
31
�OPTIMIZED DEFOLIANT HANDLING SYSTEM
GENERAL
A complete optimized defoliant handling system utilizes three engine-pump
combination units to transfer the defoliant from original containers to
A/A45Y-1 units in aircraft readied for an operational defoliation mission. A
storage tank, platform, control consoles, hoses, and nozzles, combined into a
well balanced system, accomplish the entire defoliant handling operation.
Economy of man-hours, reduction of turn-around time and elimination of
wasted defoliant are the prime factors for consideration. (See figures 1 and 2.)
GENERAL LAYOUT DESCRIPTION
A platform, having a height compatible with a flat bed trailer and an area
to accommodate a 10,000 gallon tank and three engine-pump transfer units, is
located in close proximity to truck roadways and aircraft parking ramp. The
platform would have one engine-pump unit on the side adjacent to the truck roadway,
a 10,000 gallon tank in the center and two engine-pump units on the side
nearest the aircraft parking ramp. Hoses, nozzles, and manifolds are used
to tie all major components into a well balanced and efficient system.
SPECIFIC
The actual arrangement of the defoliant handling system is contingent on
the complexion and layout of the particular air base; however, certain
specifics must be met to achieve maximum effectiveness.
PLATFORM
The platform is a locally manufactured structure approximately the same height
as a flat bed trailer and having lateral dimensions as necessary to accommodate the shape and size of the 10, 000-gallon tank plus the related units.
A support for a suction hose and manifold is located on the truck side of
the platform and is designed so that the suction manifold is supported at
approximately the centerline of the flat bed trailer. The platform deck
has 1/4-inch cracks between decking members to dissipate any defoliant
spillage.
ENGINE AND PUMP UNIT
The engine and pump unit is identical to that incorporated in the
A/A45Y-1 dispenser and is specifically engineered for effective transfer
32
�Figure 15.
Loyo«f
�FOi
LIME
LIME
55 GAL
FOR
f If
16. Defoliant
34
�of defoliant under sustained operation. The engine is a government
standard, air-cooled, four cylinder, four stroke cycle, horizontally
opposed model modified for remote control when mated with the control
console. The engine is available in large quantities, economical to operate, proven in performance, and easily maintained due to maximum accessibility. It is designed to operate a minimum of 1500 hours at rated load
and speed between major overhauls. Its extensive use in defoliation
operations tends to standardize maintenance and provide a spare parts
source through controlled cannibalization.
The pump has been modified by the manufacturer so that it attaches
to the engine at the blower section and the drive end of the crankshaft
thus giving the engine and pump a one to one ratio. Shock mounting is
provided to the engine-pump unit.
CONTROL CONSOLE
The control console is located at the end of the storage to permit
visual monitoring of any engine-pump unit on the platform. All transfer
functions are controlled by a single operator at the control console position.
In addition to control functions, there are certain monitoring gages and
instruments installed in the instrument panel of the control console. The
electrical network is considered semi-permanently installed and so
arranged that simple maintenance is quickly accomplished.
TANK
The tank has a 10, 000-gallon capacity, protected sight gage, manhole, vent,
drain line connection, and facilities for securing to the platform. The sight gage
is a vertically mounted glass tube with connections to tank at each end, protectors
to reduce the probability of breaking, and calibrations to indicate tank contents.
MISCELLANEOUS
Suction Hose. Suction hoses are provided having an inside diameter
which will not be too restrictive to defoliant flow and having a wall structure
to prevent collapse of hose. Hoses which are frequently disconnected have
quick-disconnects to prevent rapid deterioration at connecting points.
Pressure Hoses. Pressure hoses are capable of pressures up to 100 psig
and have adapters in cases where control nozzles are attached. Hose material
is selected to withstand the chemical action of the defoliant.
35
�SYSTEM TIE-IN
The storage tank is located in the approximate center of the platform with
one engine-pump unit on the truck side of the platform and two engine-pump
units on the aircraft side of the platform. The single engine-pump unit has
a 3-inch suction hose connected between the pump and the suction manifold.
The suction manifold has three 1-1/4 inch suction hoses attached which are
suspended from the suction manifold in such a manner as to hang directly
over three 55-gallon drums on the flat bed trailer. A control console is
secured to the platform deck in the proximity of the end of the storage tank
and is electrically connected to the engine-pump unit.
Two engine-pump units and their companion control console are located
on the aircraft side of the platform and are shock mounted to the platform
deck. The suction ports of the two engine-pump units are manifolded so
that a single line attaches to the bottom of the storage tank. The discharge
(pressure) ports of the two engine-pump units are also manifolded and
after the pressure manifold, a single line conveys the defoliant to the aircraft having A/A45Y-1 dispensers to be serviced. Check valves are installed
in pump discharge lines to permit operation of a single engine-pump unit when
demands are less than maximum. At each aircraft position, a smaller
pressure line with a shutoff nozzle is connected into the main line hose.
These two engine-pump units are controlled concurrently from a single
control console.
An electrical network is provided which gives electrical tie-in of all
related electrically functioning units. Cable insulation is chemically unaffected by defoliant in the environs of the defoliant handling system.
CAPABILITIES
Transfer 10, 000 gallons from drums
to storage tank (less truck move time)
Service two A/A45Y-1 dispensers
(in aircraft)
Service four A/A45Y-1 dispensers
(in aircraft)
Remotely controlled functions:
1. Drums to storage tank
shutoff valves
2. Storage tank to aircraft
main lines (2) shutoff
valves
25 minutes
5 minutes
5 minutes
3. Engine throttle
^ Engine starter
Engine &
ignition
6
36
�PORTABLE DEFOLIANT HANDLING UNIT
The portable defoliant handling unit idea is conceived for military installations
where limited servicing of A/A45Y-1 dispensers might be required. The trailer
is capable of traveling at faster speeds and for greater distances than the A/
A/A45Y-1 dispenser and, being a powered unit, it speeds up the servicing of
the dispensers installed in aircraft. Overall dimensions are kept within limits
which will permit air transportation of loaded units to isolated landing fields or
airstrips.
Technical data and capabilities are contained in figure 17.
37
�DESCRIPTION
HAOt FtOM- HAYfS /wr<S*«*t tefOLIATIOM
StSfitNSeX.
_ fOR
MlttTHAY UHfgLS j TMfS »gf VSfO. It » 8 to PI.Y FIK1 tttiiS
VtttHT 1,O6O «.»$,
IS,OOO ISS. t,t»6O
Og
vtrtt nspioTt .ceNrtot. sr/ineM POM tHttee WUCMFT
8V OCCSATOS IHStif
ffltCSfifr
n» PltfYtNT
SOftP&lfT.
Ktt*S.Ufl6HTS,fST.
UHftii
tiffin
SPIillM®, ttOSf 3 JW, DIA. X 10 f f LON6
Hosts uirnoutcx coMwecroMS taun£D IN rusrs. fsott svi^fNsioN.
s@i/st,e
VflLVt
xCO</PLM6
LU.H1 TMl f STOP
suirctf
THtOTTiE
Figure 17, Tank Trailer
F l t l f R FOSL
SA4E FUEL
Litjoid Refill
38
�66
IWIEPft/lTIOVXl CORPORATION
SMTWTFS
SMTWTFS
SMTWTFS
SMTWTFS
JAN
FEB
MAR
APR
2
9
16
23
30
3
10
17
24
31
4
11
18
25
5
12
19
26
o
6
13
20
27
7
14
21
28
8
15
22
29
1
6 7 8
13 14 15
20 21 22
27 28
MAY
1
2
8 9
15 16
22 23
29
e
3
10
17
24
31
4
11
18
25
O
3
10
17
24
4
11
18
25
5
12
19
26
6
13
20
27
7
14
21
28
1
8
15
22
29
JUN
5
12
19
26
6
13
20
27
7
14
21
28
5
12
19
26
6
13
20
27
7
14
21
28
SEP
4
6 7
11 12 13 14
18 19 20 21
25 26 27 28
2
9
16
23
1
8
15
22
29
2 3
9 10
16 17
23 24
30 —
2
9
16
23
30
3
10
17
24
31
4
11
18
25
5
12
19
26
3
10
17
24
31
4
11
18
25
5
12
19
26
4
11
18
25
5
12
19
26
2
9
16
23
30
3
10
17
24
4
11
18
25
O
3
5
11 12
10
17 18 19
24 25 26
31
6
13
20
27
6
13
20
27
7
14
21
28
6
13
20
27
7
14
21
28
1
8
15
22
29
7
14
21
28
4
11
18
25
5
12
19
26
6
13
20
27
3
AUG
7
14
21
28
1
8
15
22
29
2
9
16
23
30
7
14
21
28
1
8
15
22
29
NOV
1
8
15
22
29
6
13
20
27
1 .._
2
8
15 16
22 23
29 30
1 2
"~3
10
17
24
JUl
OCT
1
8
15
22
29
2
9
16
23
30
2 3 4
9 10 11
16 17 18
23 ® O
30
2
9
16
23
30
-3
10
17
24
31
DEC
5
12
19
26
4 5 6 7 8 9 10
11 12 13 14 15 16 17
18 19 20 21 22 23 24
27 28 29 30 31
©
*
NOTES
39
�NOTES
40
�I
I
I
t
METROPOLITAN
SCALE ONE INCH F.QUftiS APPROXIMATED 2 = MILES
Controlled Access Highways
'fi'.-s-:e c-o ?. ' w-'v =• !--ec-c'ges'
Other Dual Thoroughfares
Principal Through Routes
Other Paved Roads
Streets and Connecting Roads
Mileage Distances between red dots
Highway £gj) ,nterstate
Numbers. \~S
@ U.S
^""^
@State
[77] Counts
I
�MISCELLANEOUS INFORMATION
AIR LINES
Air France
Alitala Air Lines
BOAC & BOAC Cunard
Delta Air Lines
Eastern Air Lines
Southern Airways
Trans World Air Lines
United Air Lines
Hotels:
Pick-Bankhead 2300 5th Ave. North
Dinkler-Tutwiler 2005 5th Ave. North
Essex House Hotel 605 North 21st
Redmont Hotel 2101 5th Ave. North
Thomas Jefferson Hotel 1631 2nd Ave North
PHONE
251-7076
324-1291
323-7259
592-9601
323-7711
595-3737
WX-9000
592-9611
251-3231
252-8161
322-1771
251-0171
252-7141
(apartments)
(apartments)
Motels and Motor Inns:
Anchor Motel 4121 3rd Ave South
Birmingham Airport Motel Municipal Airport
Downtowner Motor Inn 2224 5th Ave North
Guest House Motor Inn 951 South 18th
Holiday Inn (downtown) 1313 3rd Ave. North
Holiday Inn (Irondale) 7941 Crestwood Blvd.
Parliament House Motor Hotel 420 South 20th
Roebuck Motels 9229 4th Ave. South
Sheraton Motor Inn 2040 Highland Ave. South
Town House Motor Hotel 2008 8th Ave South
595-6157
592-0061
324-0601
324-8653
323-8931
592-0311
323-7211
833-9152
323-4413
251-9235
Physicians And Surgeons Exchange
871-4611
TAXI CABS
Yellow Cab Co.
Two Way Cab Co.
Checker Cab Co.
Stricklin Taxi Cab Co.
252-1131
592-7421
323-7741
841-3239
42
�DEPAR"MEHT OF THE 1 AIR FORCE
HtADQUARTERS V.ARNER ROBINS AiR MATERIAL AREA (AFLC)
ROLJINi AiR FORCE BASti, GEORGIA 31093
A V , N o r ° w i i N Q O (Mr. Ginith/^Olj1?)
T0:
1? Oct 1?66
l,o/U sties Support Conference, A/Ai^Y-l Dispeaser, Defoliant, C-123
A i r c r a f t (WIAMA(WRNQO) Ltr, 19 Sep 1966 and WRAMA Msg (U) WRNQ-3256?,
/O Sop 1966)
r
rAC (DOFT-S/Maj Marshall)
Langley Al^B Va 23365
Request action Item Number 9-66-2 "TCTO for Installation of A/Al6'Y-l
System in UC-123B Aircraft, Class V Mod 1776" be removed from
referenced conference minutes and replaced with attached revised
Item Number 9-66-2 "Installation of A/Ali$Y~l System in C-123B
Aircraft" .
K)H THE COMMANDEJi-y
ROBERT N. SCHEIDECKER
Major, USAP1
Chief, Operations Branch
Directorate, Materiel Management
1 Atch
Subj Minutes Item Number 9-66-2
)DOF1
�Horn Number 9-66-2 - Inatf^Ut^
a . Problem Presented;
Difficulty was reported by AFATL personnel in obtaining appropriate
documentation from C-123 Aircraft SSM for procurement of data on Eglin APB
Contract AF 08(635)-l489ii dated 20 Oct 1965. Also, problems were reported in
obtaining -1 Flight Manuals and Maintenance Handbooks by Ranch Hand Personnel.
b.
Progress to Date:
1. Since the A/Alt5l-l System was being procured on an R & D
Contract and had not been approved by CSAF/AFLC for installation in the C123
Aircraft, no action could be taken by the SSM to provide for procurement of
TCTO data.
2. Flight and operational information for those C-123 Aircraft
having A/Al^Y-l System installed is provided in T. 0. 1C-123(B)-1 dated
15 July 1965 and 1C-123B(1)-15-1 dated 23 Apr 1966. WRAMA is now conducting a complete review of the -1 Manual and at completion any change needed will
be made. MR. ll;78-3 dated 21 Jun 1966 approved procurement of necessary
installation TCTO 1C-123-590, Engineering Data and Handbooks changes for the
approved Class V Mod 1??6. Procurement action is now being negotiated with
Fairchild-Hiller for this data. Pending delivery of this data, the schematics
and sketches as shown in the operational manual may be utilized to perform
minimum maintenance.
c. Action to be Taken an_d Action Agency;
1. Ranch Hand Personnel take action through appropriate distribution channels to obtain available Dash One Handbook data for A/Ali5Y-l System
installed in C-123 Aircraft.
?. SSM make follow-up action to assure procurement of additional
required data in a timely manner.
3.
d.
SSM expedite - 1 Flight Manual Review.
Forecast fo_r_ Completion:
Target date for delivery of additional data including published
-1 Flight Manual is Feb 1967.
�
Dublin Core
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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.
002
Folder
The folder containing the original item.
0020
Series
The series number of the original item.
Series I
Dublin Core
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Date
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1905-05-19
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
-
https://www.nal.usda.gov/exhibits/speccoll/files/original/430775cddb875139c1a668b530b471b0.pdf
76714eb4ca6e132a123fda36b73f6942
PDF Text
Text
Item ID Number:
00039
Author
Corporate Author
Hayes International Corporation
RepOrt/ArtlGlB Title A/A45Y-1 Internal Defoliant Dispenser System
Journal/Book Title
Year
000
°
Month/Day
Color
IJ
Number of Images
15
DeSCrlptOU NOtBS
Filed witn
Thursday, November 16, 2000
documents from 1970 in the Alvin L. Young Collection on Agent Orange
Page 39 of 46
�Anoymous
A/A45Y-1 Internal Defoliant Dispenser System
Hayes International Corporation
RNAL DEFOLIANT
DISPENSER SYSTEM
INTERNATIONAL1 CORPORATION
�THE A/A45Y-1 INTERNAL DEFOLIANT DISPENSER
The A/A45Y-1 Internal Defoliant Dispenser, designed and manufactured
by Hayes International Corporation, Birmingham, Alabama, 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. See figures 1 and 2.
The Internal Defoliant Dispenser, Part No. A/A45Y-1, provides for loading,
transporting and dispensing of 1000 gallons of defoliant chemical, and in case
of an emergency, dumping the full load overboard in less than 45 seconds. 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
into an electrical network which in turn is connected to the aircraft electrical
system, certain 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 same frame with the
tank. The defoliant is transported to a nozzle assembly mounted in the slipstream of the aircraft in such a manner that a strip 250 feet wide along the line
LEADING PARTICULARS
Length (app)
Width (app)
Height (app) (without casters)
Weight
Empty
Full
Capacity
Normal operating pressure
Normal dispensing interval
Emergency dump duration
Electrical system
Dump valve operation
Refill time (app)
Dump valve
Spray valve
Suction valve
16 feet, 4 inches
4 feet, 10 inches
6 feet, 5 inches
1420 Ibs
12,420 Ibs
1000 gallons
60 + 5 psi
3 to 4 minutes
Less than 45 sec.
28 volts dc (supplied by host aircraft)
Electrical or manual
20 minutes
Electrical, 10 inch
Electrical, 3 inch
Manual, 3 inch
�TANK VENT
MANHOLE
COVER
DUMP VALVE
(See figure 4)
TANK
LIQUID LEVEL
TEMPERATURE
INDICATOR
ENGINE
EXHAUST
VIBRATION
ISOLATOR SEGMENT
CENTRIFUGAL PUMP
(See figure 3)
MAIN SPRAY
VALVE
TIE-DOWN
FITTINGS
CONTROL
CONSOLE
(See figure 5)
RECIRCULATING
LINE
JET PUMP
REFILL
CRADLE
NOTE: SEE FIGURE 6 FOR TAIL BOOM
AND ASSOCIATED EQUIPMENT.
SEE FIGURES 7 AND 8 FOR
INSTALLATION IN C-123 AIRCRAFT.
Figure 1. Major Components of Defoliant Dispenser
�Figure 2. Defoliant Dispenser (right side)
�of flight is effectively covered. The nozzle assembly is designed for the most
effective atomizing of the defoliant and coverage of foliage to be destroyed. The
dispensing operation and, in emergency, the 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.
CAPABILITIES AND LIMITATIONS
The internal defoliant dispenser is capable of containing 1000 gallons of
defoliant which can be completely dumped overboard by remote control or
manually in less than 45 seconds. The pump is capable of maintaining 60 + 5
psi pressure during the normal 4 minute (app) period of operational spraying.
Refilling the tank assembly is accomplished with power and equipment contained
within the defoliation dispensing system.
TANK AND CRADLE ASSEMBLY
The tank and cradle assembly is the major unit of the entire system, having;
a 1000 gallon tank with baffles, manhole, tube connections and stabilizing and
tiedown brackets; an engine and pump assembly which consists of a four cylinder
horizontally opposed engine and pump directly coupled to the engine crankshaft;
and a cradle which carries the tank, and engine and pump assembly and is
provided with four casters which are readily detachable. A temperature gage
and a fluid quantity gage are 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 are to provide limited mobility and
are removed when the unit is tied down.
The defoliant used in the dispenser is stored in the tank and is fed through a
suction line to the pump (two assemblies used on C-130 aircraft). The pump is
driven by an air-cooled engine and forces the defoliant through a discharge line
to a spray valve. A recirculation line is provided so that when the spray valve
is closed, the defoliant will recirculate back through the tank. When the spray
valve is open, the defoliant is forced into the spray boom and atomized by spray
nozzles. When the tank is empty, a float-operated 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, shutting down its engine.
�The centrifugal pump consists essentially of an impeller and a pump body,
and is driven by the engine through a direct drive. The engine drives the pump
and the speed of the engine controls the quantity of defoliant being dispensed.
See figure 3.
The recirculation 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.
TEMPERATURE GAGE
Temperature gage, located on the side of the tank, indicates temperature of
the defoliant in the tank.
LIQUID METER
A liquid meter, located on the side of the tank, indicates the defoliant quantity
in the tank.
DUMP VALVE
The dump valve is a 10 inch gate valve having both electrical or manual
activation. It is designed for horizontal (vertical flow) installation and liquid
flow in only one direction. The bottom of the defoliant tank incorporates a
vortex interupter and adapter to which the dump valve is secured and is in
perfect alignment with an opening and spring loaded door in the belly of the
aircraft. A high speed motor coupled to an actuator provides 2 second operation of the dump valve in either direction and circuit manipulation to indicate
open condition. See figure 4.
CONTROL CONSOLE
The control console is the nerve center of the defoliation system. All
functions are 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 the control console without any changes or
alterations being performed. In the event of electrical power failure of the
aircraft electrical system, certain critical functions have an option of
manual operation. See figure 5.
�Figure 3. Centrifugal Pump
�Figure 4. Dump Valve
�FLUID
POWER
REFILL
FLOAT SWITCH
OVERRIDE
FWD UNIT
AFT UNIT
STARTER
AND
SPRAY
CHOKE THROTTLES INDICATORS VALVE
TANK EMPTY
FWD UNIT
AFT UNIT
ENGINES
FWD UNIT
OIL PRESSURE
LOW
OPERATE
SPRAY VALVE
THROTTLES
OPEN
t
FWD /~\
UNIT \\~J\
^ AFT
\{-J\ UNIT
\
CLOSED
Figure 5. Control Console
AFT UNIT
OIL PRESSURE
LOW
OPERATE
�MAGNETO SWITCH
The MAGNETO switch (AFT UNIT and FWD UNIT) is a single-pole, doublethrow 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 tank is not empty).
CHOKE SWITCH
The CHOKE switch (AFT UNIT and FWD UNIT) is a spring-loaded pushbutton
switch used to control the solenoid that actuates the engine choke. When pushed
in, the CHOKE switch applies power to the engine choke solenoid.
START SWITCH
The START switch (AFT UNIT and FWD UNIT) is a spring-loaded pushbutton
switch used to control the engine starter. When pushed in, the START switch
applies power to the engine starter. The START switch is guarded to prevent
accidental engagement of the engine starter.
THROTTLE SWITCH
The THROTTLE switch (AFT UNIT and FWD UNIT) is a three-position toggle
switch, spring-loaded to the neutral position. The switch has 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 rpm 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 regulates maximum engine
RPM.
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 CLOSED position.
A cockpit SPRAY VALVE switch is 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 for 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 positive electrical control for
opening the dump valve by the pilot. Operation is in conjunction with the
console DUMP VALVE switch. Placing either switch in the OPEN position
will actuate the dump valve motor and open the dump valve.
FLOAT SWITCH OVERRIDE
The FLOAT SWITCH OVERRIDE (AFT UNIT and FWD UNIT) is a singlepole, double-throw toggle switch (with a holding coil) 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
placed in the up position, enables the engine to 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 the float switch is actuated.
ENGINE TACHOMETER
The engine tachometer is dual indicating (two needles) and indicates engine
speed in hundreds of RPM.
FLUID PRESSURE INDICATOR
The FLUID pressure indicator indicates fluid pressure in increments of 4
PSL 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.
10
�SPRAY BOOM
The spray boom (figure 6) is desinged to accommodate 18 spray nozzles and
provide a method for dispensing the defoliant over a wide area. The spray boom
is constructed of 4-1/2 inch diameter steel tubing. The discharge line is off-set
from the centerline of the spray boom to allow the aircraft's ramp to operate
with the dispenser installed. Eighteen spigots are welded to the spray boom to
receive the spray nozzles. C-123 aircraft utilize only 12 of the spray nozzles
and the remaining six spigots are capped. The spray boom is attached to the
fuselage with six struts.
AIRCRAFT INSTALLATION
The dispenser installation 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 8). All piping and hose assemblies 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 of the C-130 aircraft, two dispensers
are installed in the same manner, and interconnected.
n
�TIE-DOWNS
SPRAY
NOZZLE
TAIL BOOM
INSTALLATION
STRUTS
Figure 6. Spray Boom and Associated Plumbing
12
�r.
Figure 7. Installation in C-123 (left side)
13
�Figure 8. Installation in C-723 (right side)
14
�
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.
004
Folder
The folder containing the original item.
0039
Series
The series number of the original item.
Series I
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>Hayes International Corporation
Title
A name given to the resource
A/A45Y-1 Internal Defoliant Dispenser System
Subject
The topic of the resource
spray equipment
Ranch Hand aircraft
-
https://www.nal.usda.gov/exhibits/speccoll/files/original/fdb812cbd07a84da42eb93379b661ed7.pdf
72b624434fbabe9f784e1883036edfff
PDF Text
Text
Item ID Number:
00139
Author
CorpOPatB Author
Department o* the Ar-ny, O".ce of the Ad.utarit Genera
Alexandria, VA
ROpOrt/ArtJClO Title
' atjl°
MACV hxed
'VinS Aircra r t Herbicide Incidents. 15 October 1981
Journal/Book Title
Year
k00^
Month/Day
Color
Number of Images
14
DeSCrlpton NOtOS
Includes two payus of handwritten summary of data
Friday, janufi-y 05. ^001
Page i89 of 19-:
�OF
Office of the Adjutant General
Alexandria,
October 1981
*ACV FIXED WIN T G fl.IRCRPFT HP
g IVCIDRNTS
altitude
Incident Code
>T
"orbs Taoe
Abort List (1972)
A l t i t u d e at tirne
of
J - Jettison of Herbicide
DOT - DUTID on Target
WT - Krone: Target (Herbicide
snrayed-not Jettisoned)
CWL - Crash With Load
30Q - Soill on Ground
At'B - Abort No DUIID
Total of Aircraft
on mission
M
Tntrv is listed
on 197? list
of Aborts
r. Aircraft
ission is
vertifiod as
on Merbs Tane
.":"•..• IT 10 >! A L t'ACTS: In addition to this listing there is evidence of R Aircraft crashes durin<? thn v;ar, but, onlv one can bG docu^onted at this
ti~e. Also there is evidence of 12, not oreviouslv reoorted , aborted missions in 196^ which are nondin.7 validation.
�liERRICIDR
MACV FIXRD Wire
JATK
MISSION NO.
LOCATION
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CODE
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NO
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3900 Gallons/Mission
YES # 3 1
NO
2150 Gallons/mission
NO
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Very tyear Bien !1oa
(Map)
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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.
017
Folder
The folder containing the original item.
0189
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>Department of the Army, Office of the Adjutant General, Alexandria, VA
Title
A name given to the resource
Table: MACV Fixed Wing Aircraft Herbicide Incidents, 15 October 1981
Subject
The topic of the resource
HERBS database
Ranch Hand aircraft
herbicide application