c. Slant range at shock arrival, 132,800 ft d. True airspeed, 278 knots 6. True ground speed, 254 knots f. True heading, 187° h. 4. j- Angle of incidence of shock front, 16.8° Shock arrival time, 102.8 sec Peak overpressure (WADC), 0.33 pet 1. Gross weight at shock arrival, 232,000 lb g. Aircraft attitude, 4° nose high . ic. Peak overpressure (AFCRCS, 0,224 ped m. . Center of gravity loca*ion at shock arrival, 36.4% MAC The actual position of the B~36 aircraft reletive to ground zero and assigned position is shown in Fig. 3.1. The position is based upon data from the aircraft "K" system radar, the U.S.S. Estes radar track, IBDA photos, and calculations using time of shock arrival, The peak overpressure measured by instrumentation aboard the test aircraft ee was 0,33 psis however, the ratio of signal level to noise level was disc wragingly low and the reading thus obtained of doubtful accuracy, The Air Force Cambridge Research Center (AFURC) calculated the overpressure b . & woe of 0,22 psi. In view of the supposed accuracy of this calculation and the lack of confidence in the direstly measured value, it is recommended fete, woetete at the B-36 aircraft position from canister data and arrived at a figure that the figure of 0.22 psi be regarded as the more representative over— pressure input. 322.2 E47 Aircraft . Eecause of a radar failure, the Be47 aircraft at shock arrival was at a slant range 25 per cent greater than that intemied. From avail- able data, it has been estimated that the aircraft was at a slant range of approximately 22/,,000 ft at shock arrival, The assigned altitude of ; t. ® won cn . yt ee E ..@ $ cores 35,000 ft. was maintained. No blast response data were eotained; as a result of the increased range, the oscillograph recordimg paper was ex-~ hausted Lefore shock arrival, approximately 189 sec after burst time. The AFCRC calculated that the peak overpressure input realized by the test aircraft was 0,14 psi, Thus, even if the response data had been recorded, the loads would have been so small as to render the data of iittie vaiue. 363 RESPONSE MEASUREMENTS Blast response measurements presented below are from the B-36 aircraft only, since maiposition resulted in no data for the B-47 aircraft. Only those data deemed reliable have been presented. Ima few instances where positive trace indentification could not be made, the curves are presented in dashed form. The data are presented as tirahistories; zero time was taken as the time the shock struck the tak. a) Bending Moment Curves of bending moment above normal flight iswis vs time are 54 Le by 3.3.1 ps