a 4a * va ? s . oye ee * wee . eee e % e » s SN ¢ vid 4 6 CHAPTER 7 CONCLUSIONS AND RECOMMENDATIONS 7.1 CCNCLUSICKS Prom the data presented in this report it is concluded that: l. The aircraft losds presented will permit the correlation, verification, and if necessary the revision of the present blast/load theory for loads up to 50 per cent desisn limit. 2. The aircraft loads presented are valid, accurate, have good repeatability and correlation, and are of sufficient quantity and quality to se used with confidence, 3. The most critical component of the 8-36 aircraft for tail-on pust loading is either the horizontal tail or aft fuselage. 4. There is a definite requirement for a complete dynamic analysis on the 36 aircraft. 5. Phasing of the responses from the direct and reflected shock waves and the total time interwal cetween shocks can be important factors ” ° i. ® in the gust loading of an aircraft. 5. Fer straight-over delivery techniques, blast loacin« will not Lindt the maximum delivery capabilities of 547 aircraft. Vee RECCYSED TATIONS It is recommended that: 1. The aircraft loads presented te used to correlate, end if 7. A Complete dynamic analysis te conducted on the 324 type air- 3, The most critical comronent of the 5-26 aircraft te defined 4. A Study ce initiated cy “ado to define the conditions under necessary revise the present clast/load theory. craft, and if netessary additicnal loads ce measured for verification, ia @: é . which the coupling effect Letweeri the initial and reflected snock waves become critical, Aliso, th-t the protacility of this occurrence ce exe plored and if this occurrence is realistic for weanon delivery, that. it be added to the “feasitility" diazrams. 5. The information in this report be made available to the Operaticnal Analysis Section of the Strategic Air Command, iee ee e ° -