Chapter 3
RESULTS
from Ll r/hr to 10 r/fhr.
The aircraft had penetrated the c’o.d at an early time and were
highly contamingted. The dotatied instrument survey and radicautographic studios re-
quired three of the project personnel to remain fn the vicinity of the aircraft for 8 to 12
hours !mmediately after the aircraft landed. The radiation doses roceived under these
circumstances were of the ceder of 0.5 to 1 r for the day. The total radiation dose after
participation in seven ahota did not exceed the maximum permissible exposure of 3.9 r
eatablisked for the opevation by the Commander of Joint Tay. Force Seven. The experi-
™mental plan and procedure proved to be sntisfactory. Considerable data which are directly
applicable to operations in the field were colleciad.
B.1
DISTRIBUTION OF CONTAMINATION
The radioautographs obtained showed generally a uniform field of rad ation on which
‘were superimposed small areas of relatively more intense radiation. The uaiform field
us the garsma iield that surrounded the aircrast. The number of inttuse regions varied
from tesa than ten to several hundred per square centimeter. These areas of greatest
intensity showed up on the film as dark spota renging in diameter from 0.1 mm to as
much as ior 2mm. The radioautographs of the contamination showed po diff>rence be-
tween Idletea-range and megaton-range shots nor between F-84 and B-57 aircruft. Figure
3.1 shows two typical radioautugraphs. The areas of contamination appear as darkened
portions of the film.
The contamination was most prominent {n crevices on the aircraft, In cracks, and around
wivci heads or ofher irregularities in the surface.
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a stare € pe he ene ee fe kere Ae coe
The aircraft that were surveyed had surface gamma done rates at the same Iccation of
In these cases che radioautograph was
eurface area af-fhe aircraft. As might be expected, the leading edze of tha wing, nose,
:
or any other surface at which a sharp change in the cirection of the air flow occurred,
f
exhibited greater contamination than those surfaces where a smooth flow prevailed.
These will be referred to as impingement and sliding surfaces, respectively. Examples
of sliding surfaces are the top ami bottem surfaces of the wing and the wide of the fuselege. Figure 3.1 shows examples of the contamination pattern on both impingement and
sliding surfanmag. Table 3.1 shows values for the intensities megzsured on F-84 aircraft
contaminated by flights thrcugh the clouds from kiloton-range bursts. Table 3.2 shows
simflar values for 8-57 aircraft contaminated by flights through clouds from multimegaton
. Agtonations. The values shown are the average of a nunber of measurements made
during the perted from 2 to 4 hours after detonation.
da Appendixes A.1 and A.2.
More complete tables can be found
32 INTERSTY OF RADIATION
A wide range of dose rates was measured. The dose ratea varied from shot to shot
17
SECRET
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2 TRee ee Tee
relatively sz.coth surfaces were chosen, since such surfaces predominate in the total
a Tre
a sharp outline of the object beneath the film with the crevices showing collections of
relafively intense contamination. This in iitustrated by Figure 3.2, which ie the radioautograph of the canopy release button on an F-84. For the purposes of extensive study,