LINDA HALL LIBRARY

Science Engineering Technology

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LINDA HALL LIBRARY

REPORT

DATED

NO.

85!Q

August 22, 1952

LOCKHEED AIRCRAFT CORPORATION

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CALIFORNIA

TITLE
A STUDY OF THE LOAD DISTRIBUTION
IN A CONICAL RIBBON TYPE PARACHUTE

SUBMITTED U N D E R

MODEL

PREPARED BY

CHECKED

Oeneral

B.W.A. U658

REFERENCE

G R O U P Qulded Missiles Division

J. A. Jaeger
I. H. Culver
R. P. DeUa-Vedowr^^

BY

APPROVED

I. H. Culver

BY

FF. P. Jems

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3 & 1

A STUDY OF THE LOAD DISTRIBUTION IN

A CONICAL RIBBON TYPE PARACHUTE

ABSTRACT

Analyses are presented for the determination of the shape the

chute structure assumes under load, location of the maximum loaded
horizontal ribbon and the loads carried by the horizontal ribbons
and radial lines. Also included is a note on the chute opening
process.
The results obtained are based on assumptions} but consistency
of results, cross-plotting and spot checks gave confidence that the
data presented are close approximations.

UNDA HALL LIBRARY

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INTRODUCTION
Any attest to make an exact load analysis of a parachute immediately
becomes a problem of extreme conylexity. Furthermore, each parachute, only
slightly different from the first, would require a separate analysis. From
the start it was recognized that basic assunptions would have to be made,
and althoughreasonable,they could not be exact. Further assumptions during
analysis would also have to be made, which would undergo refinements as the
analysis progressed to result in a usable set of formulae.
The analysis presented here applies to conical ribbon type parachutes
having horizontal, rather than diagonal, ribbons, and is considered quite
satisfactory for design use. Diagonal ribbon chutes, baseball chutes, square
chutes, or parachutes constructed of highly elastic or diagonally woven
fabrics in which changes in loads greatly affect the shape of the chute
structure, all require separate tailored load analyses.
In any case, to attempt an exact load analysis of a particular parachute
wouldrequirea tremendous amount of effort, and, since the result would be
of only limited use, the value of such an academic project would be questionable. The use of a few well-chosen assumptions and short-cuts makes it
possible to conduct a load analysis that will prove extremely valuable for
design purposes and at the same time will not require the endless work
necessary to make the analysis exact. With this attitude and thought in
mind, and recognizing the limitations of application, this analysis is
presented.

Forr

767

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A STUDY OF THE LOAD DISTRIBUTION IN A

CONICAL RIBBON TYPE PARACHUTE
Experience gained in experimental test drops using conical ribbon type
parachutes has pointed up the necessity for a tangible theoretical approach
to the design of recovery systems for decelerating heavy objects from high
initial velocities.
When circumstances require a parachute of minimum weight and packed
volume, a hit-or-miss development program (expensive and time consuming)
cannot be relied upon. Test drops indicated that large load variations
existed along the radials and in different rows of horizontal ribbons. The
optimum design of a parachute intended for a particular purpose can be
attained only by a successful stress analysis of the component parts of the
drag producing areas.
The following analysis is a first attempt at a theoretical approach for
the solution of a few of the quantities involved.
At the outset, the following basic and simplifying assumptions were made
on the basis of theory, logic, and motion picture studies.
1. The parachute is stable in all respects and load distributions are
axially symmetric.
2. The shape of the pressure field is a function only of the pressure
distribution and the distribution of elastic supporting structural
loads.
3. A uniform pressure differential exists across the canopy in the inflated portion.
It. The chute structure has no bending stiffness and all loads are
carried in elastic tension.

- 1For r

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Before a load analysis of an elastic structure can be made, the shape

that the structure assumes under load must be determined. Inasmuch as neither
the radial lines nor the horizontal ribbons have any bending stiffness, the
outward acting pressure field can be supported only by the curvature of the
chute surface. The pressure surface is generated by rotating a radial line
about the chute centerline. In general, part of the outward acting pressure
is supported by the curvature of the surface in the direction of the horizontal ribbons and part by the curvature in the direction of the radial lines.
A general expression relating the curvature in the two directions and the
tangential forces in these directions is:
F

RR

H
%

Where:
P

= Pressure differential (Force per unit area).

Fjl Z The component of force in the direction of a

radial line (Per unit width).
Rg z The local radius of curvature of the radial line.
F}j s The horizontal component of force (Per unit width)
tangent to the surface defined above.
Rj Z

The local radius of curvature of the generated

surface in a horizontal plane
/

- 2 For n

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In a conical chute, the horizontal ribbons stabilize the radial lines

and the conical shape is maintained near the top. But, moving downward from
the top, a point is reached where the chute departs from its true conical
shape, resulting in a variation in the loads carried by the horizontal ribbons.
Step \
The following analysis will show the high rate at which the radial lines
pick up the support of the pressure field as the horizontal ribbons become
slack.
The diagram below illustrates the section used for the analysis.
The distance between the points U
represents the true length (no
slack) of the horizontal ribbon in
the undeformed cone. Section A - A
shows the relocation of these points
to U', placing them in a plane
normal to the chute surface and in
true relationship to the shortened
(slack) distance between the same
points (3) with a departure from
the conical surface.

Sfcr/pA/

Forr ^7(7

2h~JA

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The following explanation of the same thing from a slightly different

viewpoint may help to clarify the picture.
If axial symmetry is assumed, then a gore is enclosed within a threedimensional segment with an angle of

^ T. .

The distance between the planes of the angle is proportional to the

horizontal distance from the .

"X" is proportional to "y".

Therefore, the length ratio of a horizontal ribbon is equal to

D'
which is also equal to (_jL_)
A
Rz

For.

5767

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85U.

Using Section Ik -A, notations are made as shown in the diagram.

Lets

=
r

From (1)
Prom (2)

oc

- -

r z
t ^ s / ^ )&
f

Ri

(L)

2.

S/'/c ~
<o
&2
S/n.

Since for values of <K~ from 0 to 20 (chutes with 18 gores or more) we

can say (approximately), ^C (radians) Z

Then:
K
R2'

For a -given angle oC > & can be found for ratios of

R2

. Angle <=C

is a function of the number of gores and the geometry of the parachute under
consideration.
For illustrative purposes, assume
ribbon hoop tension
prcos(-j -

For* <767

a 20. Then

and

The component of force normal to R^ is

and the percent of the pressure carried by the ribbons for small

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deviations from the true cone is .pT.

1 R E P O R T G72!I

^ ^

shewn in Figure 1, Values of the ratio

relationship is

Vs. K are also plotted. The

error due to the assumption that AngleoC is constant for a given parachute
is small, and the actual percent load curve will fall somewhere between the
two curves shown. True, oC remains constant for a given parachute as long
as the true conical shape is followed, but as the shape departs from the
cone and wraps dowiward, oC increases until it becomes equal to ^60
N

maximum inflated radius (RINF)

Step #2
Before further analysis can be made, the relationship that exists between the maximum inflated radius of the chute and the radius of curvature
of the radial lines at that point must be determined.
From the diagram:
Hjjjp Z Maximum inflated radius (Flan
View).
RJJT

Radius of curvature of the

radlais at RjNF*
P

= -p-

(Rinf)2 TT N

Axial load

per radial at RIM?.

Where:
p z Pressure differential
N Z Number of radial lines
At the maximum inflated diameter, the horizontal ribbons are scalloped
and carry no appreciable portion of the hoop tension, and it follows that
the maximum axial load in the radial lines occurs at this point.
- 6 Fort

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So: P 0 = -p Rht ( 2 77 ^
N
Reducing,

RINF

CR P O R AY8

ON

), and ^ ('Wjj 7T
r
N

REPORT

85ill

= * Rht (2 TT RlNF )
jj

Z Z HT

The radius of curvature of the radial lines at the maxinum inflated

diameter is half the maximum inflated radius of the chute.
Step 13
From the foregoing relationship, graphic derivations of inflated radius
as a function of cone angle may be made for chutes of various shroud line and
gore lengths. The construction consists of laying out the cone angle and
torus for given shroud line and gore lengths so that two points of tangency
to the torus are obtained.
The derivation for conical parachutes having shroud line lengths 1.7
times the conical radius is given in Figure 2. The values shown are considered accurate for cone angles of 30 and greater. For angles less than 15,
the curve is only approximate. Corrections for elasticity of the lines can
be applied when the drag load is known and load-deflection characteristics
of the lines are determined.
Step
From observations of photographs of parachutes taken during test drops,
and from the curves of Figure 1, a rapid transition from horizontal ribbon
support to pure radial line support of the pressure field was indicated. Two
approaches to the problem of analysis were made in order to better evaluate
the assumptions which would have to be made for parachutes with small cone
angles.

-s For.

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SOLUTION A
Assume that the load in the radial lines is zero at the apex of the
parachute cone, but at some point a distance "X" from the apex the load has
increased to the same value required for equilibrium at the maximum inflated
radius. Through distance "X", the horizontal ribbons are tight and support
the pressure field, but as the radial lines depart from the cone and move
around the radius (ROT r ^JF), the horizontal ribbons start to slacken and
the load from the pressure field is progressively transferred from the horizontal ribbons to the radial lines until it becomes a constant axial load on
the radials.
R

- X Cfs/S , and Rg

=
taryS

Radial Line Load at Max. R^- r 77<RINF)^t>

N
Radial Line Load at "X" distance from
the Apex =

TTVU2?
N

S/nyS

To satisfy the assumptions:

7T(RINF)2^

TT

N
Or:

( V ?

N Sj'lyS

( R INF) 2

W 2
S/rlyg

Substituting for R^ ai*3 inverting;

X
RINF

s
Cos,
os4d

3y comparisons of geometrical layouts and solutions for the above equation, the tangency point between the torus and cone was in agreement for
angles of^? equal to

and greater. To determine the critical value of

-10-

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"X" for cone angles less than Li5, a second solution to the problem is necessary.
SOLUTION B
Assume that the departure from the conical surface is an approximate
ellipse, rather than circular in shape. The assumed shape is constructed
from 2 radii with the point of tangency at U5, as shown in the diagram.
,

Rj

XCO^G

Also I
X cos/3

z
1.207 RxNF

1.207 Rjnf

And:
1.20?

Solutions of this equation for values of cone angle<y*) of h f and less

gave the corresponding values of critical 2L

RINF

. The plotted data are

shown on Figure 3 and represent the location of the maximum loaded horizon,
tal ribbon.
Step #5

The variation of axial load in a radial line can now be predicted by

using the probable

values given in Figure 3. Since the tension load

INF

- 11
For ,

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85p.
-

in a radial line at the maximum inflated radius equals

DRAG

K
IT fo?' TP , as shown in Step #h, Solution A,
N
M
we can present non-dimensional curves of the variation of the tension load in
^ r n r r f f ,

and

RAD

a radial line versus the ratio of

RAD

M l
( R I K F ) 2 ^ /yS
^

Solutions to this ratio versus J *

are given in the curves of Figure Ut

RXNF

Step #6
The maximum horizontal ribbon load at

R INF

can now be predicted for

various parachute cone angles.

The hoop tension in a tightly stretched horizontal ribbon is:
fi^z

#/IN

Where:

Z psi.
Rg = ins.

Ribbon Load (#/in. width) r -pP^ Z fit

tojyS

Dividing both sides by Rjjjp :

'-INF
On

^/eg?*/

P (rINF)
Using values of

BXNF

ta.sv/3
_

INF \tcuyQ]

R INF

from the

curves of Figure 3, the curves

shown in Figure 5 were obtained.
- 13 F i n

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Step # 7
It is often necessary to use reefing lines on a parachute if it is intended for use through a large range of velocities.
The load analysis of a reefed chute can be handled ty the foregoing
data (with the exception of analysis resulting in Figure 2) if the maximum
inflated radius can be predicted. Reference is made to "A Note on Chute
Opening Process" ty I. H. Culver (Appendix A) which indicates that the outflow area of a ribbon chute is approximately equal to the area of the reefed
opening.
The inflow area is

and the outflow area is the summation of

all the open areas above the maximum inflated radius. If the characteristics
of the parachute material and the loads to be carried are known, the aeroelastic effect of changes in chute porosity can be determined and fixed for
the particular chute being considered.
If the cone angle {/S ) of a conical chute is l5 or greater, the accuracy of constructing the cone tangent to a torus is satisfactory. For cone
angles less than

the cone should be tangent to an approximate ellipse.

Oa-rfloi*/

Jk/Ce//?3

Z/V<- IaS

S/V/SOCStD l/A/5

- 16 -

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The configuration of a reefed chute must be suoh that angle ^ is less

than 180. The porosity of the parachute will determine the inflated radius
withrespectto a givenreefingline length (or inflow area), and angle (f)
will be determined when the shroud line length is chosen. Further information on this subject is given in L.R. #85U3 "Determination of Forces at The
Skirt of a Reefed Parachute".

CONCLUSIONS:
The foregoing analyses are approximations, and the liberal use of
assumptions was necessary. The authorsreliedheavily on consistency of
results, cross plotting and spot checks at the extremes of the curves as
general procedure to make sure that the assumptions were within reasonable
limits. The data presented are only approximate for values of cone angle
less than 15; but due to the flatness of the curve of maximum horizontal
ribbon load at the small angles, the values obtained should be satisfactory
for all cone angles. An example of a spot check of pressure field support
based on surface curvature of the approximate elliptical shape is given in
Appendix B.
It is clear that more experimental data are needed before a more com- .
plete and accurate analysis can be made. This attempt has been made in an
effort to help fill the present void that exists beyond experimental knowledge with a theoretical approach to the optimum design of parachutes
subjected to volume-weight limitations and needed for specific applications.

- 17 For. c

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1 R E P O R T G72!I

APPENDIX A
A NOTE ON CHUTE OPENING PROCESS
Simple basic theory combined with meager test results indicate that the
outflow area of a ribbon parachute is approximately equal to the inflow area.
By observation and reason, the following determinations are made.
By similar triangles: (see diagram)
_

T T " i - R (f)

Or

Rx .

2R

L-R

( f )

'.There: R^ r radius of skirt opening.

Air inflow at the skirt ; 7T Rj2 Vt.
Where:

Z true velocity of chute.

New, the airflow required to hold constant

inflation is:

TTR2(KHJC)Vt z

rfsec

Where i
K is a factor representing the surface area of the chute formed
around that part of the inflated part of the canopy above the
maximum inflated diameter, divided by the cress-sectional area
of the chute at the maximum inflated diameter. For a flat
chute, with an approximate elliptical shape over the top of the
canopy, K has an approximate value of 1.8.
H is the average porosity of the area of the chute involved in
inflation. For a ribbon chute, it is the ratio of built-in
open area to the total areas the porosity of the parachute
materials being neglected.
J is an aeroelastic factor tending to increase the porosity. As
the radial lines stretch under load, there is a greater
- 18 -

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percentage increase in the open area than in the total area.

C is the average flow coefficient of all the openings in the
inflated portion of the canopy which corrects the actual
open area value to an effective flow area value.
Therefore, the volume of air available for inflation per unit time
(QA) is:

Or:

Q.

A study should be made on the relative effect that dampening of the

skirt has on the loose horizontal ribbons.

- 19 F " .

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APPENDIX B
EXAMPLE OF A SPOT CHECK OF PRESSORE FIELD
SUPPORT 5ASED ON THE SURFACE CURVATURE OF
THE APPROXIMATE ELLIPTICAL SHAPE

An arbitrary point (a) is chosen

in the region where the pressure
field is supported partially by
/2wv

rCa)

the horizontal ribbons and partially by the radial lines. As

pointed out at the beginning of
the report, the expression relating
the curvature in the two directions
and the tangential forces in these
directions is p =

Solutions are made for the individual quantities of this equation

based on the assumed approximate
elliptical shape determined by the load analysis and curves of this report.
The assumed shape is a close approximation, so the angle ( (j) ) of the tangent
at any point on the surface will be fairly close. But, since an abrupt discontinuity of the radius of surface curvature exists at 1x5, the local radius
of curvature of a radial line at any point is determined by interpolation between the two radii that make up the approximate ellipse.
The rather extreme cone angle {/3 ) of 15 is chosen for this spot check.

20
For

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Let:
jO

z 1; Rjnf - 83 and point (a) located at a

distance R^ r 6 from the chute centerline.
First, it must be determined upon which of the two radii the chosen

point is located. The horizontal distance from the chute centerline to the
point of tangency of the two radii shown on Page 11 is:

4 k

-h

(cos4S")

= 4 k 0

45)

= 6 -

8 3

.'. The chosen point is on the larger of the two radii which has
a length of 1.207 RjuFjand R H Z 1.207 Rjhf301

(ft -

FRr

Zcos<p

zf&zz)

S/3Z'

4 SZ

Ey interpolation:

FH

Where:

-- p r c o s ( f - f )

- %( S/rt - z )
K s

Ej1 :

R2 - 10.15
K

9-65

10.15
Ey trial solution,

(3y construction or ty calculation)

-

..

,9S1

was found to be 62.

- 21 -

F o r , ^767

: 9.65

R2

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C O R P O R A T I O N

r :
A

R2c<

&

( -i2
2

FH Z (1)3.27$
r

^Q' 1 ^ 20 )
62

REPORT

G72!I

- 3.275

20. ) : 3.275 C521

2

3.275 (.93358) = 3.053

Substituting into the original equation J

t S T

- I f "

666

-316

Since the value for Jb was given as 1.0, the result is 1.8/f
low, which is a very close approximation.

- 22 or.

R E P O R T NO.
DATED

8543

4-10-52

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TITLE
D E T E R M I N A T I O N OF FORCES A T THE SKIRT OF A R E E F E D
PARACHUTE

SUBMITTED

UNDER

INFORMATION

MODEL

General

R E F E R E N C E E . W . A . #4658

P R E P A R E D BY R. Della-Vedow'a '

C H E C K E D BY

..
I. H. Culver
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Guided M i s s i l e s Division
G R O U P Aerodynamics & Analysis Group

V A P P R O V E D BY

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DETERMINATION OF FORCES AT THE SKIRT OF A REEFED PARACHUTE

ABSTRACT

The drag area of a reefed parachute, a* each stage, is controlled by the

reefing line length and the porosity of the inflated portion of the canopy. At
high speed and low drag area, the length of the reefing line is critical and
must be chosen to insure stability of the reefed opening; otherwise, the
calculated drag will not be obtained and the increase in velocity at the following stage may cause failure.
A method is presented f o r the calculation of reefing line lengths for
stable reefed openings.

for.

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D E T E R M I N A T I O N OF FORCES AT THE SKIRT OF A REEFED PARACHUTE

INTRODUCTION

Due to the structural complexity and non-rigidity of parachutes, many

forms of instability may be present in the parachute as a whole, or in any
of its component parts.
This paper deals only with that mode of instability at the skirt of a
reefed parachute where the opening tends to collapse or become non-circular.
An extension of this analysis will be made at a later date to include the
f o r m of instability at the reefed opening caused by side loads on the radial
lines, resulting in non-uniformly spaced or "gathered" radial lines.
In the desigr. of a reefed parachute, the choice of the proper reefing line
lengths is extremely important.

The drag area that may be exposed to the

airstream at any given speed will depend upon the deceleration required and
the strength of the individual components that tnake up the chute structure.
The area exposed, in turn, is controlled by the reefing line length and the
porosity of the inflated portion of the canopy.

If, at any stage, insiability

occurs at the reefed opening causing a tendency for the chute to squid, or the
reefed opening to collapse, a loss in drag and deceleration will result, and
failure of the chute at the next disreefing stage may occur.
The analysis that follows is intended o provide a means for predicting
the stability of a r e e f e d opening as a function of the chute geometry, airspeed,
and the weight of the object to be recovered.

BACKGROUND

The reefing line length controls the area of the opening through which air

For.

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REPORT

S543

can enter the parachute, but the porosity of the canopy will determine its
maximum inflated diameter. At loaded equilibrium, the ratio of outflow area
to inflow area is a characteristic of each parachute; increasing the porosity
will reduce the inflated diameter and decreasing the porosity will increase
the inflated diameter for any given reefing line length. Consequently, too
much porosity will caase the inflated diameter to approach the smaller
reefed diameter, and a point will be reached where the parachute has a
tendency to stream.

T h e r e f o r e , a compatible relationship must be chosei

between drag, chute strength, airspeed, canopy porosity, gore length, shroud
line length, and reefing line lengths in order to arrive at a successful parachu'e
design. Reference is here made to L A C R #8541, "A Study of The Load
Distribution In A Conical Ribbon Type Parachute," and L A C R #0544, "A Note
On The

Aeroelastic Stability Of Reefed Ribbon Parachutes."

FORCES ACTING AT THE REEFED SKIRT

The following basic assumptions are presupposed for this analysis;

1.

The chute opens at deployment.

2.

The chute is symmetrical, with uniform shroud and radial

line loading.

3.

Only static f o r c e s are acting on the system.

With the characteristics and dimensions of the proposed chute established,

and the desired inflated drag area of the reefed chute known, a reefing line
length is calculated based on the proper ratio between outflow and irflow area.
The stability of the reefed opening can now be calcula'ed; and any necessary
changes in drag area, porosity, shroud line length, or reefing line length can
be made to result in a stable reefed opening.

F o r .

5 7^7

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Outward Acting Radial F o r c e At The Reefed Opening

The radial component of f o r c e caused by

the drag load acting through the shroudradial angle (<rC )
F r o m the P a r a l l e l o g r a m of F o r c e s , the
Resultant F o r c e =
W h e r e :

V/^V-^/fCasqC.
;

And
/V=A/c/rf/s&e. as

Also: i / V ^ =

*g

/PA

In solving f o r the radial component,

mm

F o r .

-3-

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B. DRAG FORCES ACTING ON I HE REEFED CHUTE TENDING TO C OSE

THE REEFED OPENING

Drag f o r c e s acting on the reefed canopy from the skirt to the maximum
inflated radius, and the shroud line drag.
a.) Radial and horizontal ribbon drag:
= Maximum Inflated Radius
= Radius of Reefed Opening
Drag =

Where:

is skin

friction drag coefficient (No pressure

differential exis's across the canopy in
this region)
S= TTTZ^-^'J = Projected area of
lnuatea portion
portio: of
01 canopy pi
uninflated
per gore.

So :
b.) Shroud line drag:

J f x Projected Area of One Shroud Line

For,

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C. S U M M A T I O N OF THE FORCES A C T I N G R A D I A L L Y A T . T H E

G72!I

1EEFED

OPENING
Assume
is at the
Point 0'
inflated

points 0 & 0' fixed In space. (Point 0

lower end of the shroud lines.
is on the chute surface at the max.
radius.)

The fundamental formula f o r the location of

the center of pressure of a trapezoidal area
is:

A.a+26.1
Where ( f r o m drag area found in B(a) above):j
i
Let:

'

4 =

Horizontal projection of
distance f r o m point 0' to
center of pressure.

Substituting and reducing: J ^ -

F r o m moment considerations, the inward

radial f o r c e at the skirt (/j^,) caused by the
drag (<q) is:
zr

Where:

S i m i l a r l y , the inward radial f o r c e at the skirt

( , ) caused by the drag
is:
'

Where: J g ' = 1 0 C O S * ,
o

T y p i c a l calculations f o r the f o r c e
neglected.

show it to be so small that it m a y be

Therefore:
If
>
stay open.

, the reefing line will be taut and the r e e f e d opening will

If
<T
, the reefing line w i l l be slack and the reefed opening will
have a tendency to c l o s e .

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D. Reefing L i n e Tension:
To determine the required strength of the reefing line, the formula f o r
hoop tension is applied.
Let:
/ ' s Hoop tension in reefing line
~p - Outward acting f o r c e per unit length of reefing line =

TTcL

Where:
Resultant radial f o r c e per radial line at
r e e f e d opening.
/ V 1 Number of gores

c L - Diameter of reefed opening

J
Radius of r e e f e d o p e n i n g s Q

Then:
Hoop tension

So::

>

'

A V
P * Z7T

Sample calciilations f o r a 29' conical ribbon type parachute are given in

Appendix A.

for,

< m

-6-

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DISCUSSION
The foregoing analysis makes no mention of the effect of elasticity of
parachute components under load on the shape that the parachute will assume
during descent.

F o r example, the porosity that is built into a ribbon chute will

be increased as the radial lines stretch under load.

The effect of the increased

porosity is a reduction in inflated diameter, resulting in a reduced drag. A

secondary effect of the smaller inflated diameter is an increase izi the shroudradial angle ,oC, with an accompanying reduction of the outward acting radial
forces at the skirt. Similarly, the elasticity of the reefing line results in a
larger or smaller reefed opening depending on the magnitude of t'. e radial
f o r c e s acting at the skirt.
All of the above conditions tend to upset the ratio of outflow to inflow
area required for proper inflation.
Assume that a reefed ribbon type parachute designed on t e basis of
inelastic theory has just opened.

The drag load increases 'he porosity and

reduces the inflated diameter, resulting in an increase in the shroudz-radial

line angle and a lessening of the outward acting f o r c e s at the reefed skirt,
tending to reduce the area of the reefed opening.

The overall reduction in

drag relieves the load in the radials and reduces the porosity, which increases
the inflated diameter. A decrease in the shroud-radial angle then increases
the outward acting f o r c e s at the skirt causing "he reefing line to stretch and
increase the inflow area.

These effects may reach equilibrium and the

shape of the chute may become relatively constant, or the chute may become
dynamically unstable.
The method of analysis given in this report still applies when elasticity
is considered, but the correct values of porosity, drag area, shroud-radial
angle, reefing line lengths, and inflow area must be used if calculated values

For

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of drag and sink speed are to correspond with measured values.

Solutions f o r the c o r r e c t e d values and the equilibrium shape of the
; parachute cannot be made simply and by direct methods.

A balance of f o r c e s

| must be obtained, and there are mea s by which this may be accomplished.
Further work on this phase of the problem is planned f o r

.e future.

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APPENDIX

1 R E P O R T G72!I

S A M P L E C A L C U . A T ION FOR 29 F T . CONICAL, RIBBON CHUTE WITH A

CONE A N G L E OF 43 20'
This chute has 32 g o r e s and is to be deployed at an altitude of 10,000 ft.
f r o m a 2700# v e h i c l e .
Experimental data taker f r o m test drops gave a value of approximately 1.1
to 1 f o r the raiio oi outflow to inflow area f o r proper canopy inflation, including
aeroelastic e f f e c t s .
*

The p o r o s i t y of this par icv\lar chute is non-uniform, since horizontal

ribbon Nos. 2, 8, 23, 43 and 6; w e r e removed.

Consequently, a curve of reefing

line length vs. maximum inflated diameter shows discontinuities a' these
locations, resulting ii: a v e r y small increase i
a r e l a t i v e l y large increase i

reefing line leng

maximum inflated diameter wit"

T h e r e f o r e , w an one of these

open areas enters the inflated portion of the canopy, the shroud-radial line angle
(C) i n c r e a s e s , causing a reduc io;. in the outward acling radial component of
f o r c e at the r e e f e d opening.
Varia'.ion of the c r a g coefficient wi'lt Mach No. (andq) was assumed to be
that shown ir. F i g u r e I.
Calculations of resulta: t f o r c e s at the reefed opening w e r e made as outlined!
in the body of the r e p o r t f o r reefing line lengths f r o m 7' to 12' at q values of
300,600 and 900.
The results of the calculations are shown as curves in Figure 2.

The

values obtained indicate that f i r s t stage reefing line leng is less than 10 ft.
long a r e to be avoided.

Line lengths between

8.5' and 9.5' would result in
lice

instability at all values of q. Reefing/! engths g r e a t e r than 10 f t . should result

in a stable r e e f e d opening.
Fori.

76 7

REPORT NO.

85UJU

DATED August 1U, 1952

LOCKHEED AIRCRAFT CORPORATION

BURSANK, CALIFORNIA

TITLE
A NOTE ON THE AEROELASTIC STABILITY
OF REEFED RIBBON PARACHUTES

SUBMITTED U N D E R

MODEL

General

REFERENCE

P R E P A R E D BY_

GROUP
I. H. Culver - C ^ ,
Q. Kinghorn
R. Delia-Vedowa

C H E C K E D BY ^

A P P R
I. H. Culver

NO.

DRAWINGS _

Guided Missiles Division

BY
F. P. iJenks

NO

PAGES.

NO

E.W.A. U658

PICTURES

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1 R E P O R T G72!I

A MOTE ON THE AER0KLA5TIC STABILITY

OF REEFED PJ380N PARACHUTES

ABSTRACT

Test drops of parachutos designed on the basis

of simple inelastic theory were often unsuccessful
and wide discrepancies existed between predicted
and actual performance. A study of the shape stability problem of reefed parachutes was initiated,
resulting in a final curve sheet and formula through
which the shape stability of a reefed parachute may
be determined.

Forr

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a WOE ON Tiffi A.EROEIASTIC STABILITY

OF RKEFED RI3301! PARACiKJTES

INTRODUCTION
W e n studying the operational functioning of parachutes, and considering the fact that a parachute is an elastic structure, we immediately become
conscious of the many forms of instability that may exist individually or
in combination during the sequence of events in a descent. The complex!ties
of analysis are apparent, even when each form of instability is considered
by itself} but resolution of the interaction of forces resulting from several forms of instability present in the parachute simultaneously, would
present an enormous problem requiring a great deal of mental agility for
solution.
A practical approach to the ideal solution of stable parachute design,
where the maximum efficiency of the parachute is required, would be to consider all factors affecting overall stability on an individual basis. If
formulas are available for determining the more important types of stability,
a parachute can be designed to satisfy these conditions. With this approach
in nine, a series of reports is being written; the subject of each being
limited to a specific problem in the design of successful high performance
parachutes.
The following paper deals only with that phase of aeroelastic stability
affecting the symmetrical shape of reefed ribbon parachutes.

BACKGROUND

Coincident with the development of a ram jet test vehicle, a program

was initiated for the development of a parachute recovery system capable of
returning the vehicle, undamaged, to earth. At the outset, the final
descent chute was expected to reduce the vehicle speed from 300 - 1(00
miles/hour indicated, to approximately h$ miles/hour at impact; the final
impact being absorbed by a ground penetration spike. The volume available
for the packed parachute in the missile was limited, and the necessity for
an efficient design with inherent stability was recognized. Requirements
dictated the use of ribbon-type parachutes with skirt reefing lines for the
progressive opening of the canopy at predetermined time intervals.
Test drops immediately showed the wide discrepancy that existed between
the measured drag and the chute strength predicted from simple inelastic
theory. The drag was unexpectedly lew in the reefed condition, and despite
the fairly low velocities at deployment, shroud line failures occurred at
drag loads in the order of 1/3 the total shroud line strength. It was
obvious that the lines were not equally loaded, and a study of the stability
of reefed chutes was initiated, including the effects of the elastic and
- 1 For.

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plastic properties of the chute material. This study has resulted in a

curve sheet and a formula from which the shape stability of a parachute can
be determined, and indicates the modifications necessary to provide satisfactory performance.
BASIC PHYSICAL ASSUMPTIONS FOR THE DEVELOPMENT OF THE
THEORY OF ELASTIC STABILITY OF CHUTE INFLATION
1.

The shape of tho pressure field is a function only of the pressure distribution and the distribution of elastic supporting structural loads,
(Refer to L.R. #8510., "A Study of The Load Distribution In a Conical
Ribbon lype Parachute".)

2.

The assumption of no bending stiffness, and that all loads are carried
in elastic tension appears to represent tho actual condition closely.

3.

The assumption that the horizontal ribbons cannot transmit shear from
one radial to another is valid for small shear displacement and is useful for preliminary investigation. If, however, the displacement is
large enough to invalidate this assumption, the chute design is poor and
should be discarded. This assumption is not valid for the analysis of a
solid chute, due to the common use of bias construction.
SMALL DISPLACEMENT THEORY CONCERNING THE
STABILITY OF REEFED RIBBON' CHUTES

When operating properly in a reefed condition, a ribbon chute of flat

development has a symmetrical shape similar to that shown in Figure 1(a).
As the flight dynamic pressure increases, quite often the vent moves away
from the top of the chute (see Figure 1(b)) resulting in non-symmetry, and
the plane of the skirt is no longer normal to the direction of flight. This
condition results in large variations in shroud line loads, and an appreciable loss in drag. An insight into the reasons for this phenomenon may be
obtained by studying the forces which tend to upset the syumetry compared
with those which tend to maintain it.
When the top of the chute is displaced a small distance (dx) from the
axis of syimretry (see Figure 2), the aerodynamic forces tend to cause a
migration of the radial lines around the approximately elliptical pressure
field in the direction of the vent displacement. Consequently, the radial
lines move toward the vertical great circle path passing through the point of
attachment of the radials near the top center of the chute. The horizontal
ribbons restrict the movement of the radials toward the great circle path,
and comparisons of the ribbon restraining forces with the side forces on the
radials when not on great circle paths allows computation of the actual path
of the radial lines from the center of the chute around the high pressure
- 2 -

F o r ,

c 71 7

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rs

REPORT

#644

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field. The horizontal ribbon restraining forces are dependent on their

tightness, and for a flat chute they rapidly become slack as their positions
approach the maximum inflated diameter.
If the path of the radial lines around the high pressure area is known,
the variation in the tensile load carried by different lines can be calculated. A comparison of these loads with the elastic properties of the
shroud lines and radials, will show whether the shift in load is compatible
with the original assumption of the displacement, dx. If the shift in load
is greater than that required for the displacement, the chute is unstable}
if less, the chute is stable.
The restraining effect of the horizontal ribbons is due to differential
spacing of the radial lines and therefore due to variations in the peripheral component of the ribbon load on the radial lines. The peripheral
component of force normal to the radials, per unit length along the radials
i3 (see Figure 3(a)):
/r.

where:
P - effective pressure difference
across the ribbons.

^ o r f *

and since:
Z )

~ r &

J)-ters//L&

and

so:
S'/h-O-

-Z> zrs/n. <9

=2}

where:
D^ = length of the horizontal
ribbon.
Now, we can say:

PA

COS-&-

The restraining effect of the ribbons on the radials is due to variations in "F" with "D" and
from gore to gore, ay differentiation:
d P -

cLZ)

dP

d&

where:

dP _ PAP

O0S-&)

Fore

7d7

5 -

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^ f =
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^
( t ^ P -

From which we can obtains

<? (

- / /

Or i

Z Kecoie-/ J
Physically, a discontinuity of the variation of the force F with
occurs at

=^

. At

>

from Figures 3(b) and 3(c). Values of ^ ^ ^

ent argles

and

as can be seen

have been calculated for differ-

and are shown versus values of

in Figure U. The pressure

P may vary somewhat along the chute from the crown to the maximum inflated
diameter, but this variation is probably small.
With this information, the true path taken by a radial line may be calculated, as shown in the following analysis.

- 7
For *

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The diagram above shows a conical chute with the apex displaced an
arbitrary distance dx, as a result of stretch in the radial lines. For a
parachute with an infinite number of gores, the radial line on the near
side will bisect the cone until it reaches the line of tangency between cone
and approximate ellipsoid. At this point its direction will change abruptly
and the line will follow the path of the vertical great circle through this
point, since there are no restraining forces (see following analysis). Such
a path is shownfcyline A, which, for simplicity of analysis, is taken as
the one which, prior to displacement, lay in the plane of anti-symraetiy.
However, when dealing with an actual parachute with a finite number of gores,
the change in direction of the line is gradual (line B), rather than abrupt,
and the path of this line (as a function of the number of gores) can be
determined by finding its incremental departure from a great circle path per
vertical element A Q .
Lets
- Angular change of direction (in radians) of the true
path of a radial line per increment A Q , in the
side view.
W " * Angular change of direction (in radians) of a great
'
circle path per increment A Q
in the side view.
This actually represents segments of several great
circles. At each increment A Q
, it is the
great circle passing through the center point of
the line defined by <fj .
IU' - Angular change of direction (in radians) per increment A Q
(in the side view) caused by the
differential tension forces in the horizontal ribbons.
Now, we can says

IJJ (fJ" -

For the construction shown in the diagram (starting from the bottom),
when V is positive the angular change is to the right} when (fJ is negative toe angular change is to the left.
The value offc^foreach increment ^
is found by geometrical
construction, and the value of tp' is defined by the following derived expression.
Lets
the distance from the displaced chute centerline
(projected) to the true path of the radial line (see
diagram) at each increment A
or unit length of
gore.
ci

the lateral force derivative per gore per unit length

(as derived previously).

PcLD - of gore

- 9 For.

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= the angle of the parachute profile at any increment

A Q
.The true length of the gore per unit side
voov Length is
, or per increaent A Q_ is
C6S-&

As shown in the figure below, the migration force varies as the cosine
of angle <J)' . The migration forces are accumulatedfcythe horizontal
ribbons, and to resist motion, the shape of the resisting force curve is the
integral of cos ft' , or simply sin
.

The sinusoidal variations of radial line displacements

i n p o l a r
coordinates in such a manner that the line
K s p c S is represented by the intersection
and a plane normal to the parachute centerline. We can now
magnitudes of the forces and displacements at ar*r point, as
diagram below.

p l o t t e d

foTTThT

10

and forces are

of zero force
represent Ifce
shown by the

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The horizontal ribbon force curve, and the radial line displacement
curve are plotted to represent the indicated quantities corresponding to
each point on the clmte cross-section by finding the intersection of the
curves with a line joining the point under consideration with the center of
the circle. These curves have the equations, in polar coordinates of:
/-*

^zVj -S//Z.

Cos

, for the displacement curve, and

, for the force curve.

PUN VIEW CUT THROUGH PARACHUTE

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The effective number of gores undergoing the displacement ct%3 in

terms of the gore adjacent to point 0
where ^

is g

7T

or

JL

JZir

cous from the ratio of the average to the maximum for a sine

curve. Then, the change in the width of a gore, or the change in distance
between too radial lines

is

or

at

the point O .

Converting to rectangular coordinates, the slope of a sine curv6 is

(see diagram) ^

at point 0

, whereJ

Therefore, the 3lope of the curve at point

is one-quarter cycle, and

O'

in terra3 of the number of

gores is:
d J j
7T

_
-

ZrrcLr?
a//h\ A

4n!-dx:{

Now, in order to find the displacement relative to the adjacent line at

point

O'

, the slope at 0\

-"iplirf by V 2 gore,

since a slope multiplied by a dimension gives a dimension.

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""pet

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/V2

The accuracy of this expression depends upon the number of gores. The
more gores, the greater the accuracy. For an infinite number of!joreo, the
expression is precise.
The force acting on the line at point

0'

, per unit vertical distance

is:

Where the lateral force derivative

nust be multiplied by

2 because the displacement of a adial line is the result of the action of

forces from both sides of the plane of anti-symnetry.
It is assumed that the load in a radial line is constant, and equal to
.

This is not exact, but in the region important to this problem

it is very close, as shown in Figure h of L.R. #85bl, "A Study of the Load
Distribution in a Conical Ribbon-T^pe Parachute".

/V

" /V

Therefore, the tangential force on the line on the near side (at point
O') per unit vertical distance is also:

- 13 F ' .

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Is the true view angular change of the radial line per unit

vertical distances and <f)= If/'cas &, since (j> and

are small angles.

Equating:

Solving for (f) and reducing, we have:

_

dyrdx.
/Vg'cos-Q-

Sub8tituting

' c#5

for <p

Therefore, the change in angle through a vertical distance Z\ Q

[h'

A A&LL

is:

) 4-TTdXy

Now, by substitution into our original equation:

Solutions to the above equation were obtained by geometrical layouts of

parachutes with various cone angles. The apex of the cone was displaced
through an angle of 5 and the great circle was constructed which intersected
the radial line at the near side at the point coincident with the tangency
line between cone and approximate elliptical shape (see Figures 5, 6, and 7).
This great circle represents the path of a radial line in a parachute with an
infinite number of gores. The distance Q (from inflated diameter to line
of tangency between cone and approximate ellipse) was divided into a convenient number of increments AQ.

Average values of %

were^obtained for each

increment (Hy layout) and the corresponding value o f ^ >

was obtained

from Figure U. Average values of COS*& were obtained for each A Q

increment (where

i the average angle of the chute profile), so

that solutions to the equation would be based on the angular

1U For

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change as viewed from the side. An arbitral value of cU 3 was chosen as a

starting point at the inflated diameter, and solutions to the equation were
made progressively from one A Q
of

increment (upward) to the next. The value

^ ' (local curvature of the great circle path in radians) was obtained

ty interpolation and represents the great circle curvature at the location of

the constructed path of the radial. A valid solution of the true course of
the radial line was obtained when the plotted path terminated at the 3-way
intersection of the near side radial, the great circle and the tangency line
between cone and approximate ellipse. Experience proved that the starting
value of ct'/.j could be determined quite easily within very close limits.
Slight variations to one side- or the other of the correct starting value of
CL7(3 caused an abrupt departure from the normal path of the plotted radial
at the last two or three increments of

. Solutions for several values

of A/ (number of goros) were made for each cone angle. Values of j

then determined (

the resuits w e r e

were

plotted against the number

of gores for various cone angles as shown in the curves of Figure 3.

In practice, the value of /

is found from the curve for a parachute

with a given cone angle and number of gores. This value is then substituted
into the formula for the determination of shape stability as derived below.
The displacement (d/) oi the apex of the chute (see Figure 2) causes a
shifting of the radial and shroud lines to the left, resulting in an increase
in load in the right hand lines, and a decrease in the load in the left hand
lines. The shift of the near and far side radials is d / , from
For analysis, we can consider the line w
load in line X

, anl line Y

(see diagram) as decreasing the

as increasing the load in line

This

reasoning applies to all lines in the chute, and the force in any line is
reacted ty the force in the line at 90'. Since the migration force varies as
tbe COS <F>' (from page /0) the infinitesimal tangential line displacement
- 13 F o r .

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(see insert) is {COS

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fidx,),

A-A centerline is CAS

REPORT

85U1

and the change in distance of line W from the

'ct-X, . The reacting line (X) is a distance

a>' from the centerline.

'

,.

p,

L/ME Y-

jO/sftnceo fhs/r/arf
OA J&to/AL /./*/
U/

Cos'ptLX,

From moiasnt considerations, the load in line X is decreased by the amount

Cos*4>'clt,

line

/ _ cosj'dX,

o r slfflply (

Similarly>

d*.

is increased by the amount ( / +

the l o a d in

). Now, considering

line E (the line with maximum load and maximum stretch), which is acted upon
by line D (which is displaced an amount d-Xt = f d-X ), we can see that the
), since <j)'*.0 and Cosf=/

load is increased by the factor ( /-h ^

The original load in this line was ^ ^

'

stretch in line E is due to the displacement dX,t

311(1 t h e a d d i t i o n a l

line D

- Hence:

// _ dx, fn-g'P) L
~

/V

//?<f

where:
L

radial plus shroud line length (Ft.).

AE

= elastic spring constant per unit length of line

(lbs./ft./ft.).

- 20
For

^767

L O C K H E E D

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Now, If d L = c C x , ^

C O R P O R A T I O N

chate 18

Or, for stability i

- f

REPORT

G72!I

neutrally stable, and for this conditions

G&fJ*.

And, more conveniently:

>

This equation shows that the stability at a given drag may be improved
by the following means:
a. increasing the elastic spring constant of the lines,
b. reducing the length of the shroud lines, and
c. reducing the value of the factor n / u by reducing the number of
gores or by using some sort of a shaped chute, such as conical,
etc.
Increasing the number of lines to increase the value of the left hand
term of the equation msy be rather ineffective because of the variation of
"AE" with load (

) of the nylon material presently being used for

ribbon chutes.
Large improvements in stability are also apparently possible ty the use
of formed chutes. Plat chutes having considerable tucking of the ribbons
(excess ribbon material) near the crown can be expected to have very poor
stability characteristics.
A fairly obvious, but perhaps not completely satisfactory method for
eliminating or minimizing this stability problem, is the use of control or
guide lines to space the radial lines uniformly at a point just below the
maximum inflated diameter.

The guide lines must be attached to the radials

so that the attachment fails when the reefing line is out, and care must be
taken to insure that the attachments do not fail in a sequence that will cause
considerable non-uniformity in line spacing when disreefing occurs.
- 21 For.

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Calculations indicate that it is often difficult to obtain satisfactory

stability for reefed fiat chutes when the drag is moderately high compared to
the total line strength. In those cases which are found unstable, a large
displacement theory is necessary to determine the equilibrium condition, the
variation in load among the different lines, and the loss in drag resulting
from the assymmetrical shape.

LARGE PERTURBATION THEORY

Although unstable chutes should be of little interest, in general, such
chutes in the past have been operated successfully because the strength was
sufficient to prevent failure even with large variations in the load between
the different lines. For example, one flat chute tested during the development of a missile recovery system had sufficient "tucking" of ribbons (excess
ribbon length) near the vent so that the radials could move around the high
pressure area until restrained by tightening of the horizontal ribbons near
the maximum inflated diameter. The value of d.t, , was therefore obviously
determined by the slack in the ribbons at this point. For this chute, it was
found that 20 of the UL radials would concentrate at one side of the chute
with large differences between the average and maximum line load. Consistent
failures of this chute at relatively low drag loads showed that such a condition must have actually occurred.

ELASTIC AND PLASTIC CHARACTERISTICS

OF CHUT3 MATERIALS
In order to study the elastic and plastic effects in relation to the
aerodynamic properties of parachutes, it was necessary to find the material
characteristics ty test. It was recognized that duration of stresses would
- 22 form '767

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1 REPORT

G72!I

play an important part in the properties due to the plastic characteristics

of the material. The only testing equipment available, however, was a tension
machine with a rather slow loading rate. At maximum speed, this machine required about 30 seconds to stretch a specimen to failure. This meant that
stretch versus load time was on the order of 100 times longer than is involved
in the inflation to full load of a moderate size chute, in a highly reefed
condition at speeds on the order of 300 to W O nph. This is a regrettable
handicap, and the following data are of questionable value since the slopes
of the load deflection curves are probably somewhat higher for short periods
of time than those shown. (See Figures 9 to 11.) Some method must be found
to determine these data at high rates of loading, if a high degree of accuracy
of analysis is to be obtained.
The low loading rate data presented in Figures 9 to 11 show that for increasing load the derivative

increases rapidly. Therefore, for the

small displacement theory, increasing the line strength does not appreciably
affect the stability. The data are presented in dimensional form such that
drag is a constant when evaluating lines of various weaves on maximum
strength. As an example, a line load of 300 lbs. applied to 500, 750 and
d f

1,000 lb. braided line produces a

of approximately U,S00 lbs. for

all lines. This odd result is quite different from that obtained for metallic
materials. This indicates that increasing strength in a chute to eliminate
eccentric loading may not materially improve the condition, but of course can
make the chute strong enough to work in spite of the condition. On the other
hand, the tubular 550 lb. line (standard man-carrying chute line) produces a
value of AE of only 3,300 for the same load and time conditions.
The comparison of woven line to tubular lines suggests that weaves and/or
construction of the

line

may

have a large effect on the tensile stiffness

without resulting in high bending stiffness.

- 23 F o r * 5767

It may be possible to

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AIRCRAFT

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REPORT

85UU

develop weaves that produce higher values of AE than that obtained from the
materials shown in this report. The only objection to high stiffness would
be the higher snatch force generated by deployment. This objection, however,
is not valid if incremental bag deployment is used because of the low values
of snatch force obtained for this system. The possibility of high tensile
stiffness weaves should therefore be investigated.
In applying these data to the large perturbation theory one must first
analyze the case to find the approximate loading of both the low loaded lines
and the highly loaded lines and draw a straight line between the two points
thus established on the load deflection curve. The slope of this straight
line will roughly approximate the effective AE of the lines for this case.
(Large perturbation theory.)
It is apparent from the foregoing that considerable work in this field
is necessary to provide data and methods for the elastic and plastic analysis
of parachutes, especially for large perturbation analysis and short time
properties of the material for small perturbation theory. These data should
be obtained and made available to the aircraft industry.
Calculations of inflation and drag of reefed ribbon chutes must include
the effect on the stability parameters of stretch in the horizontal ribbons
and radial lines. Radial line stretch causes a change in the chute geometry
ty increasing the cone angle. Stretch in the horizontal ribbons reduces the
cone angle. The drag load resulting from the projeoted area of the chute
above any plane J A ( s e e diagram) will determine the loads carried ty
the radlais and ribbons at that plane. The approximate net change in the cone
angle may be found by assuming the stretch in the horizontals is due to the
tension load, R * (where:

^gfo*

ribbon). This is conservative, since any value of

- 2U for

5767

'^

f * *
greater than /.0


PREPARED

BY

DATE
CHECKED

LOCKHEED AIRCRAFT CORPORATION

t
BY

Li
-f- t

BP?A losro

tr50 *

SPA

DSD

TUBJL. \R

LOCKHEED AIRCRAFT CORPORATION

AE ?.n 3.

ILOTJI2AIIQ,F|E,F?

CJEBTX

TUB1JLAR, Lil-ijWOOQ

Utsl U.'AOiH

\ ,- A. rb i M

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AIRCRAFT

CORPORATION

REPORT

8&1>

JR.

will make the radius of curvature of the ribbon less than R^. The percent
elongation in a radial and in a horizontal ribbon are found from stress-strain
curves of the material, using

as the load in a radial and (Pg'Y\

A/

as the load in a horizontal ribbon. The constructed chute cone angle i s ,

and the loaded chute cone angle is ( /3 V- (f> ), or/S
v

Cos/2- ^
N

, and the circumference of a circle with radius H 1 is NL, where,

; number 0 f gores and 1 = the length of a horizontal ribbon at plane Jh-Jh. .

Therefore, R 1

^tr

~^

Now, C*s6s+f>) ~
so,

where R =
"

COS k i t ) =

* ^
^
' "
which reduces to:

ZJT(I vtion we have:

- 28 f o r . 5767

2-rr

substitu-

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AIRCRAFT

cosj^-t
tf^SV
') =
.

Where, ( -^r ) and (

CORPORATION

Cos/2'

1R E P O R TG 7 2 ! I

COSS3
-

) are the percent elongations of the horizontal

ribbon and the radial line, respectively. Now, the effective cone angle
'L can be used in the chart as the actual parachute cone angle under load
during descent. Further work should be done on this effect to reduce the
conservatism.
OTHER PROBLEMS
There are many parachute stability problems not discussed in this paper,
one of which is the use of vents at the crown of the chute or other arrangements resulting in large variations in porosity. This may result in large
changes in the chute stability, since displacement of regions of zero load
or of comparatively small load will result in appreciable changes in load
distribution.
Additional theoretical studies and experimental research in this general
field should result in large savings in parachute development work.

- 29 For f ^ 76 7

REPORT N O
DATED

8721i

August, 13, 1952

LOCKHEED AIRCRAFT CORPORATION

BUHIANK,

CALIFORNIA

TITLE

REEFING LINE LENGTH CALCULATION FOR RIBBON TYPE

PARACHUTES - CONSIDERING AEROELASTICITY
SUBMITTED

MODEL

UNDER

REFERENCE

General

PREPARED RY R. Delia-Yedowar^'GROUP
iitr
G

CHECKED

BY

U-

Guided Missiles Division

Aerodynamics and. Analysis Group

'^-APPROVED

BY

P. P. Jeijks
F.

I. H. Culver
NO PAGES
NO

E.W.A. #U658

NO PICTURES
DRAWINGS-

REVISIONS
DATE

IREV

0Y

PAGES

REMARKS

AFFECTED

-f-

FORM 4 0 2

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AIRCRAFT

CORPOR6TSOM

REPORT

REEFDR LINE LESQTH CALCULATION FOR RIBBON TOPE

PARACHUTES - CONSIDERING AERQELASTICITO

ABSTRACT

A method is presented for calculating reefing line lengths for the highly reefed stages of
ribbon type parachutes. The effects of aeroelasticity on parachute porosity, length of radial
and shroud lines, and length of the reefing line
are included.

forr S 7 e 7

372U

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AIRCRAFT

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1 REPORT G

72!I

INTRODUCTION!

To decelerate and effect the recovery of an object by parachute, the drag

required to produce the necessary deceleration without exceeding allowable
load factors must be determined. The drag load required, plus forces due to
snatch and opening shock, establish the strength that must be built into the
parachute. If the object to be recovered is relatively light in weight and
the initial velocity is relatively low at chute opening, a single descent
canopy that inflates immediately to the full-open configuration may be all
that is required. However, to effect the recovery of heavy objects, where
the initial velocity at parachute deployment is high, may require an initial
deceleration by the use of a small drag chute, followed by tne deployment of
a highly reefed ribbon type main descent canopy that opens progressively
during several disreefing stages as the object is decelerated. In such cases,
the use of a reefed parachute may allow successful recovery of a high speed,
heavy object at high altitudes without requiring a parachute of tremendous
strength, bulk, and resulting stiffness.
The drag area for a given reefing line length will be affected by the
porosity of the inflated part of the canopy, and the drag load and stressstrain characteristics of the parachute material will determine the porosity.
The method for determining reefing line lengths described in this report is
based on the premise that the flow of air entering the reefed opening is equal
to the flow of air leaving through all the holes in the inflated part of the
canopy, and that the entrance air velocity equals the exit air velocity.
Since little is known about the air flow paths near the entry of a fully or
nearly fully inflated parachute, the calculations shown here should be applied
only to parachute operation in the highly reefed stages.

For r

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8721,

DERIVATION OF FORMULAS:
At a given reefing stage, with the parachute inflated, the known drag
required is equal to
s

The drag area (S) is:

and

8 =

So i
(1)

<sVrrC0<z

can be found since the values of

Drag, Cp, and q are known or can be found.

The value of Cp Is estimated from the curve
of Figure 1 in L.R. #85U3.

When inflated, the quantity of air entering the reefed opening is equal
to the total amount of air leaving all the openings in the inflated portion of
the canopy. The air entering the reefed opening is equal to { 7T

where // is the true airspeed. The air leaving all the openings in the inflated portion of the canopy is equal to ( 7T

where:

K is a factor representing that part of the surface area of the chute

formed around the inflated part of the canopy above the maximum inflated diameter, divided by the cross-sectional area of the chute at
the maximum inflated diameter.
H is the average porosity of the area of the chute involved in inflation.
For a ribbon chute, it is the ratio of built-in open area to the total
area} the porosity of the parachute materials being neglected.

- 1 Forn

'.767

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REPORT

CORPORATISM

3721,

J is an aeroelastic factor tending to increase the porosity* As the

radial lines stretch under load, there is a greater percentage increase in the open area than in the total area.
C is the average flow coefficient of all the openings in the inflated
portion of the canopy which corrects the actual open area value to
an effective flow area value.
Since the inflow equals the outflow, we can write:
(7T;)K=(rr
0rs

&

KMC

CVt)

(2)

The reefing line length ( L^ ) is:

Zrrse,

-S

27T

Combining equations (1) and (2) and substituting for

, we have:

(kt=
Ors

(3)
J

4 = R

The reefing line length ( Lt?) found from formula (3) above, is the loaded
(or elongated) length of the line during descent. The loads in the radial and
shroud lines and the angle through which these loads act, causes a hoop tension at the reefed opening, which stretches the reefing line. The actual, or
unloaded length of the reefing line ( Z^.) is:
/

Ae
S
- 2 -

For r

^767

(U)

REPORT

Where:

8721^

S " % elongation

METHOD OF CALCULATION:
From equations (3) and (U), the reefing line length can be determined
by the following procedure.
The factor, K, can be found when the cone angle *y3 ) of the parachute
is established and the slant height of the cone required to meet the inflated
radius is determined. For convenience, a curve showing the value of K versus
the cone angle is plotted in Figure 1.
The average porosity, H, is the percent open area built into the parachute, and may vary from one reefing stage to the next.
The aeroelastic factor, J, takes into consideration the increase in
porosity (H) caused by the elongation of the radial lines in the inflated
part of the canopy due to the drag loads. In a ribbon type parachute, the
increase in length of the radial lines goes entirely into an increase in
porous area. However, the radial line load is not constant, but increases
from the apex of the cone to a maximum at the inflated diameter. Therefore,
it is necessary to determine the average load in the radial line to find the
average elongation. The load in a radial line at the inflated diameter is
, but the average load carried by the radial from the inflated diameter
to the apex of the chute is ( 2^2. )(}} where Q is a factor which reduces the
maximum radial line load to an average load. A curve showing the values of
Q as a function of cone angle (/S ) is given in Figure 2. When the average
load in a radial line has been determined, the percent elongation can be
found from the stress-strain curve of the radial lines. Now, since stressstrain curves of parachute materials are seldom straight lines in the usable

- 3For S 7 (i 7

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.u
Tfkr
.s; ^IfeZ'K.'u/.'.:

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REPORT

G72!I

range, an average slope line should be drawn from the origin to the load at
the maximum inflated diameter in order to get a fairly close value for the
average elongation. With the value thus obtained, the aeroelastic factor,
J, can be determined as follows.
The elongation of the radial lines causes an increase in the open area
proportional to the amount of elongation. It is assumed that the horizontal
ribbon area remains constant, and the area increase due to elongation results
in a direct increase in open area. Consequently, when stretched, the percentage open area becomes (AV $), and the total area is increased by S ,
making the new percentage total area ( / + $ )j where S

- the average percent

elongation of a radial line around the inflated part of the chute. The ratio
of the open area to the total area (or the new porosity of the chute under
load) is T ^ - v x

(/ -f-6 )

which is equal to JH. Therefore, the aeroelastic factor

is found to bes
(H-f-S)

/AVX)
JH

0ri

-mi

Values of J are shown in the curves of Figure 3 as a function of average

porosity, (H), and the average percent elongation, $ .
The flow coefficient, C, is estimated since no test values are available.
For a sharp-edged orifice, C = .60, and for a bell-mouthed nozzle, C .98.
The flow coefficient for the openings in a ribbon type parachute falls somewhere between these two values. A small chamfer at the entry of a sharp-edged
orifice will increase the value of C from .60 to between .85 and .9U, depending on the angle of chamfer. The openings between ribbons in the canopy will
not be sharp-edged, and deformation of the ribbon edges will increase the
value of C. However, the openings are rectangular and of fairly high aspect

- 5
7oT7777T~

L O C K H E E D

A I R C R A F T

C O R P O R A T I O N

REPORT

G72!I

ratios, tending to decrease the value of C. Also, the fabric is not smooth,
and ribbon flutter is a possibility. Weighing all these factors, and solving
for values of C from test data on parachutes with stable first reefing stages,
a value of C - .75 is considered a close approximation for use in horizontal
ribbon-type parachute calculations.
With this information, the elongated reefing line length (1^) is found
from equation (3).
The next step is the determination of the hoop tension in the reefing
line, as outlined in L.R. 035U3, "Determination of the Forces at the Skirt of
a Reefed Parachute." The percent elongation can then be found from the stressstrain curve for the reefing line. The true length of the reefing line can
then be found by substitution into equation (U).
A sample calculation is given in Appendix A.

L O C K H E E D

A I R C R A F T

C O R P O R A T I O N

APPENDIX

REPORT

G72!I

Sample Calculation of First Stage Reefing

Line Length for 60 Cone Angle Chute
Required first stage drag a 21,500
Deployment q = 925 #/Ft.2 at 11,000 Ft. altitude
From Op Vs. Mach No. curve, C^

1.29

I Average porosity, H - .15

No. of gores S N - 32

i Average flow coefficient, C - .75

From the curve of Figure 1, for a parachute with a 60 cone angle, K
From the curve of Figure 2, the Q factor
So.

. 1^00

(Q)

(<U3)

2.26

.U3

28?# Ave>

Load/Radial

From the stress-strain curve for the radial ribbons

(2 - 1000$ 2" ribbons sewed together), percent
elongation ( S ) - 5.2%. From Figure 3, the value
of J is found to be 1.28.
Substituting these values into equation (3), we haves
^

. ^

ffi^fj0*

(2.26 x .15 x 1.28 x .7$) = 8.6 Ft.

Solving for the hoop tension in the reefing line by the method shown in the
referenced report, a value of 5W is found. From the stress-strain curve for
5500 tubular line, the elongation is 5%. Substituting into equation (U), we
find:
%T

**

( i 4-S)

'6

( l -v .05 )

So, the reefing line length = 8.2 Ft,

/

F o r ti =7^7

3 -

8.2