AD0865988
AD0865988
AD0865988
AD NUMBER
AD865988
FROM
Distribution authorized to U.S. Gov't.
agencies and their contractors;
Administrative/Operational Use; JAN 1970.
Other requests shall be referred to Army
Aviation Materiel Labs., Fort Eustis, VA.
AUTHORITY
INVESTIGATION OF
CH-54A ELECTROSTATIC CHARGING
AND OF
ACTIVE ELECTROSTATIC DISCHARGER CAPABILITIES
By
Michael C.Becher
January 1970
I2
DISCLAIMERS
DISPOSITION INSTRUCTIONS
The results of the test program show that the CH-54 operating in a
sand and dust environment will generate charging currents greatly
in excess of the discharging capability of the tested systems. It
can be seen that a substantial amount of research and development
effort must yet be accomplished to solve the overall problem. For
the short-term solution to the CH-54A problem, it appears that the
use of dual high-voltage units of a slightly refined design will
suffice. Such an installation would be capable of discharging approx-
imately 200 microamperes, which will satisfactorily discharge the
aircraft in a large percentage of its operating conditions.
INVESTIGATION OF
CH-54A ELECTROSTATIC CHARGING
AND OF
ACTIVE ELECTROSTATIC DISCHARGER CAPABILITIES
Final Report
By
Michael C. Becher
Prepared by
Dynasciences Corporation
Scientific Systems Division
Blue Bell, Pennsylvania
for
U. S. ARMY AVIATION MATERIEL LABORATORIES
FORT EUSTIS, VIRGINIA
iii '
FOREWORD
Mr. Ronald Spicer was present at the test site in the capacity
of observer for an interested agency, the United States Army
Electronics Command. The author is indebted to Mr. Spicer
for his considerable contributions to the engineering and
fabrication work on the exciter/multiplier fixture and for
his photographic record of the aircraft hovering in a dust
cloud.
The assistance of Mr. Joseph Dupnik, observer for Sikorsky
Aircraft, in the installation phase of the program is acknowl-
edged and appreciated.
v
1ABLE OF CONTENTS
Page
SUMMY . . . . .. i
FOREWORD .... . . . . . . . . , . . • v
INTRODUCTION. . . . . . . . . . . . . . 1
DISCUSSION . . . . . . . . . . . . . . . 4
Test Program. . . . . . . . 4
Test Results . . . . . . • • 5
Test Problems . . . . . . .0 . . . . 30
CONCLUSIONS . . . . .... . . . . . 36
RECOMMENDATIONS. . . . . . . . ..... 37
APPENDIXES
I. Description of Tests .... . 41
II. Graphs of Data . . . ....... 75
vii
LIST OF ILLUSTRATIONS
Figure Pae
viii
Figure a
ix
. .. . .. .. . .. .. . . . . . . . . . . . . . .
FigurePa
26 Detail of Exciter/Multiplier Mounting Fixture
Installation and Wiring Harness Tie-in to
Negative Exciter Unit (Fuselage Station 726) 57
27 Completed Exciter/Multiplier Test Installation
at Fuselage Station 726. . . . . . . . 58
x
Figure Pate
40 Discharging Capability Test Data, . . . . 76
xi
LIST OF TABLES
Table
I Observations of Natural ChargiLg Current . . 8
xii
INTRODUCTION
1
experienced are within the operating range of the system. In
addition, the test results showed that the passive discharger
can offer no benefit under those conditions of most serious
concern; namely, charging 2 environments in which the rate
exceeds 10 microamperes.
2
V.,<
3
DISCUSSION
TEST PROGRAM
Problem Definition Tests
Two types of tests were performed to define the electrostatic
charge problem on the CH-54A aircraft. Some information
regarding the nature of this problem is presented in Appendix
III.
4
The optimization test series consisted of measurements of ESD
system discharging capability conducted with different
f
exciter/multiplier component locations. The purpose of the
discharging capability tests is to obtain data regarding the
efficiency of the high-voltage multipliers as dischargers.
The overall efficiency of the system is dependent upon opti-
mization of the multiplier location for maximum discharge with
minimum recirculation.
The instrumentation and test procedures for this phase of the
program are described in Appendix I.
TEST RESULTS
On the first flight into the test site, grounding of the air-
craft and instrumentation was accomplished by means of a drop
line, of approximately 100 feet in length, with a metal weight
secured to the end which touched the ground. As the aircraft
descended to an altitude of approximately 100 feet, the drop
line made contact with earth ground and maintained ground
contact as the aircraft flared and hovered.
The instrumentation was set up such that the drop line current
could be both visually observed on microammeters and perma-
nently recorded by means of a strip chart recorder. However,
upon entry into the test conditions, it was observed that the
recorder was inoperative and no alternative means was immedi-
ately available to tabulate the charging currents experienced.
During the course of this test, which lasted approximately 2
to 3 minutes and involved a flare and hover at about 20 feet,
very high charging currents were experienced. The magnitude
of the charging currents was observed by Army and contractor
5
personnel in the aircraft to vary between extremes of approx-
imately 100 and 325 microamperes. The charging current
appeared to have a center value on the order of 200 micro-
amperes.
For subsequent flights into the dusty area, the test procedure
was modified in an attempt to achieve a better electrical
connection between the aircraft and earth ground.
The metal weight at the end of the drop line was eliminated.
Before any measurements could be made, the aircraft was
landed at the test site. A stainless steel rod was driven
into the ground, and a bucket of water was dumped in the
immediate area (within a radius of about I foot of the rod)
to wet the ground adjacent to the rod. The drop line was
attached to the rod. The helicopter was then raised to a 15-
to 40-foot hover while the drop line current was recorded.
During these tests, the recorder was intermittently operative,
but data was manually tabulated as a backup. Results of
natural charging current measurements made during these test
series are presented in Figure 1 and in Tables I and II.
6
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TABLE I. OBSERVATIONS OF NATURAL CHARGING CLRENT
'N 'N IN
(uA) (aA) (gA)
1. 190 12. 35 23. 125
2. 220 13. 34 24. 150
3. 120 14. 38 25. 125
4. 110 15. 40 26. 75
5. 100 16. 48 27. 70
6. 75 17. 55 28. 75
7. 60 18. 60 29. 85
8. 70 19. 80 30. 80
9. 25 20. 90 31. 100
10. 35 21. 100 32, 97
11. 25 22. 100
Remarks: Readings were recorded continuously in the sequence
shown, at approximately 4- to 5-second intervals.
The test helicopter was hovering with no load
(gross weight approximately 29,000 pounds) over
dust (Phillips Drop Zone).
8
TABLE i1. OBSERVATIONS OF NATURAL CHARGING CURRENT
IN IN IN
(gA) (gA) . A)
1. 30 16. 70 31. 40
2. 40 17. 100 32. 35
3. 50 18. 125 33. 50
4. 60 19. 150 34. 60
5. 80 20. 100 35. 70
6. 100 21. 75 36. 80
7. 75 22. 100 37. 20
8. 50 23. 100 38. 12
9. 20 24. 125 39. 8
10. 25 25. 100 40. 15
i. 40 26. 75 41. 60
12. 60 27. 70 42. 80
13. 60 28. 25 43. 70
14. 80 29. 30 44. 60
15. 70 30. 35 45. 50
9
leading to the conclusion that the environment was not the
same for both runs; that is, the repeated flying and hovering
over the same area tended to dissipate the dust to some
extent.
10
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The data set in Table I will be considered first. The sample
mean R is
omitted determined
from as followsof (the
the calculations the units--microamperes--are
statistical parameters):
= 84.12 (2)
2 22
2 (190-84.12) + (220-84.12) + + (97-84.12)2
31
s 2 = 2029.79 (4)
s = 45.05 (5)
15
percent of the time, the charging current will average 103.71
microamperes or less.
The same parameters can be determined from the data set con-
tained in Table II.
30 + 40 + ... + 50
45 (12)
= 62.89 (13)
2 2 2
S= (30-62.89) + (40-62.89)
44 + .. + (50-62.89)2 (14)
s2 = 1042.78 (15)
s = 32.29 (16)
16
62.89 - 2.39(4.81) ; ! 62.89 + 2.39(4.81) (18)
17
AI
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18
basis of the R and s of the data set in Table 1. Curve B
utilizes the worst-case values of t and a calculated from the
Table I data.
ESD Evaluation
19
TABLE III. AIRCRAFT/GROUND CAPACITANCE NFJASUREENTS
Altitude Capacitance
(feet) (microfarads)
0 2660
10 370
20 300
30 300
40 260
20
TABLE IV. DISCHARGING CAPABILITY TEST DATA
Discharging
Ip IDL IR Efficiency
(A) (gA) (gA) M%
+ 12 + 12 0 100
+ 18 + 20 - 100
+ 30 + 30 0 100
+ 40 + 38 2 95
+ 50 + 42 8 84
+ 72 + 50 22 69
+ 80 + 50 30 63
+ 55 25 69
+ 100 + 50 50 50
+ 56 44 56
+ 120 + 58 62 48
+ 62 58 52
+ 130 + 65 65 50
- 22 - 22 0 100
- 30 - 30 0 100
- 50 - 44 6 88
- 60 - 48 12 80
- 80 - 38 42 48
- 51 29 64
- i00 - 40 60 40
- 108 - 60 48 56
21.
When the exciters and multipliers were moved rearward to
fuselage station 748, the capability of the system decreased
sharply (see Table V), indicating that this location was too
far back on the tail cone to provide a sufficiently strong
wind force to the discharged ions. While the probe current
from the positive unit reached 164 microamperes during this
test run, the net discharge at that point was only 52 micro-
amperes. The negative unit discharged a maximum net of 30
microamperes. It is apparent that the positive unit was
influenced somewhat by the tail rotor, while the negative
unit, shielded from the tail rotor airstream by the fuselage,
wis more susceptible to the ambient wind. This is indicated
by the fact that drop line current readings of both 16 and 29
microamperes corresponded to a probe current of 30 micro-
amperes. It is further indicated by diszcrepancies in the net
discharge current readings, with a net of 30 microamperes
corresponding to a gross of 96 microamperes and a net of 20
microamperes corresponding to a gross of 104 microamperes.
When the exciter/multiplier components were moved forward to
fuselage station 7Mt, the test results (see Table VI) were
similar to those previously obtained at station 726. The
maximum gross discharge from the positive units was 116 micro-
amperes, with a net of 60 microamperes. From the negative
side, a maximum gross of 92 microamperes was recorded, and a
maximum net discharge of about 50 microamperes was achieved.
Table VII and Figures 7 and 8 show the discharging capability
test results with the same ESD component location but with the
aircraft about 6000 pounds heavier. This increased the down-
wash wind force exerted on the dischared ions and resulted
in a maximum net discharge cu-rrent of 80 micrraiperes from the
positive units. The output of the negoLiqe units also
increased to 65 microamperes net.
During the period when the aircraft was outfitted with the
6000-pound load, it was observed to charge at a rate of 8 to
10 microamperes, even while hovering over the ramp area. It
appears quite likely that this was chiefly the result of engine
rather than triboelectric charging, since there was no notice-
able dust recirculation during the test and the charging
current was a more-or-less constant 8 to 10 microamperes. Th.
chart recordings (Figures 7 and 8) illustrate the magnitude of
this charging current; namely, the magnitude of IDL when 1p
is zero.
When the D-04 multipliers were installed at flselage station
704 on a "light" aircraft, the data recorded in Table VIII and
Figure 9 were taken. Here, with less current being drawn
22
TABLE V. DISCHARGING CAPABILITY TEST DATA
Discharging
IP IDL IR Efficiency
(LtA) (pA) M%
+ 10 + 5 5 50
+ 20 + 12 8 60
+ 30 + 27 3 90
+ 40 + 34 6 85
+ 50 + 38 12 76
+ 60 + 38 22 64
+ 80 + 42 38 53
+ 100 + 43 57 43
+ 120 + 52 68 43
+ 164 + 52 112 32
- 20 - 10 10 50
- 30 - 16 14 53
- 29 1 97
- 40 - 15 25 38
- 50 - 25 25 50
- 80 - 15 65 19
- 96 - 30 66 31
-104 - 20 84 19
23
TABLE VI. DISCHARGING CAPABILITY TEST DATA
Discharging
Ip IDL IR Efficiency
._QA) (AA) (AA) M%
110 + 10 0 100
+ 16 + 16 0 100
+ 19-20 + 18-20 0.5 97
+ 28 + 26 2 93
+ 37 + 27-33 7 81
+ 50 + 39 11 78
+ 60 + 22 38 37
80 + 48 32 40
+ 84 + 42-50 38 55
+ 100 + 43 52 48
+ 116 + 60 56 52
16 - 13-16 1.5 91
24 - 24 0 100
30 - 16-30 7 77
40 - 25-32 11.5 71
50 - 30-36 17 66
- 35-41 12 76
60 - 40 20 67
80 - 48 32 60
- 50 30 63
92 - 40-48 48 48
24
TABLE VII. DISCHARGING CAPABILITY TEST DATA
I Discharging
'p IDL 'DL-IN IR Efficiency
(gA) (MA) (g±A) (gA) (%)
+ 30 + 32-35 + 22-25 6.5 78
+ 40-43 + 30-33 - 100
+ 40 + 38 + 28 12 70
+ 46 + 36 4 90
+ 80 + 62 + 52 28 65
+ 75-80 + 65-70 12.5 84
+ 130 + 72 + 62 68 48
+ 90 + 80 50 62
- 30 - 26 - 36 - 100
- 50 - 36-40 - 46-50 2 96
- 38-40 - 48-50 1 98
- 80 - 48 - 58 22 73
- 50 - 60 20 75
25
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TABLE VIII. DISCHARGING CAPABILITY TEST DATA
Discharging
IP IDL IR Efficiency
(AA) (gA) (k.A) (%)
+ 10 + 10 0 100
+ 20 + 20 0 100
+ 30 + 30 0 100
+ 40 + 36 4 90
+ 50 + 40 10 80
- 10 - 10 0 100
- 20 - 20 0 100
- 30 - 28 2 93
- 40 - 36 4 90
- 50 - 40 10 80
28
t VA
S~pA
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IPL 0
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Figure~ 7
9. DIcagn CpbltTetArRcodn
Shwn4eatv5antueAfDopLn n
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through the interconnecting lines, the positive and negative
units performed in much the same manner, each being capable
of discharging a net of 40 microamperes from a gross of 50.
It is to be noted that the probe current trace lags the drop
line current trace in Figures 7 through 9. The probe current
actually leads the drop line current somewhat, because of the
procedure used; namely, adjusting the probe current as the
independent variable. However, the presence of a long-time-
constant circuit in the ESD probe current line results in the
apparent contradiction in these chart records. This circuit
does not affect the steady-state probe current recordings.
TEST PROBLEMS
Recorder
During the first day of data-taking, problems were experienced
with the Clevite-Brush Mark II recorder unit. The unit was
equipped with an interlock to prevent pen recording when the
access door to the chart section was open. During the flight
test, the vibration experienced by the recorder caused a
failure in this interlock, and it was impossible during the
first day of testing to activate the pen and achieve a chart
record. This failure in the recorder unit was repaired, and,
from the second day of flight testing to the completion, the
problem did not appear again.
Meters
After the recorder malfunction had been eliminated, early set-
up problems were encountered with the Keithley Model 610
Electrometer Voltmeter (EVM). These became apparent in a
I
noncorrelation between current readings on the EVM and those
on the instrumentation test panel. At that time, the EVM was
removed from the test setup and the panel meters were wired
in series with the test set meter as a check. Early readings
indicated a fairly close correlation between the panel meters
and the meter on the test set. However, there was no correla-
tion at higher ranges; that is to say, the test set readings
were approximately half those on the panel meters.
It appears most reasonable to accept the panel meter readings JI
for three reasons:
30
2. The panel meters were set up for this function. The test
set meter was not checked out for this function.
Voltage Measurements
bo0
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r.A
bD
32
Grounding
33
conditions. There is apparently a considerable resistance,R 1
(see Figure 11), between any two points on the surface ground
and also between any point on the surface ground and good
ground, R 2 or R 3 . If an aircraft is electrostatically charged,
it has & potential with respect to good ground; and, if a
drop line is connected from any surface ground point A to the
aircraft, the potential is equalized between point A and the
aircraft. However, no charge equalization occurs between a
man standing at point B and the aircraft, because a consider-
able impedance exists, as much as 2.5 x 109 ohms, between the
man and point A, which is at the same potential as the air-
craft. Therefore, even if a good connection is maintained
between the aircraft and point A, the man at point B can
receive a severe shock when he comes in contact with the hook.
The grounding line does not necessarily provide a direct shunt
for the man at point B; it provides a shunt to point A or
possibly to good ground, in which case the man is shunted by
the drop line in series with either R 1 or R 3 .
ESD Output
The test installation suffered from the fact that supply and
signal lead lengths were excessive for the wire gauge employed.
The result of this situation was appreciable line losses and
subsequent reduction of system output (gross discharge current).
34
' I
A Rl B
SURFACE "GROUND"
R2 R3
-J17DD GROUND
35
IlJ-
I
CONCLUSIONS
36
RECOMENDATI ONS
37
.9 ]
LITERATURE CITED
38
SELECTED BIBLIOGRAPHY
39
I______
PARTICULAR REFERENCE TO WHIRLWIND MK. lOS, Technical
Report 66152, Royal Aircraft Establishment, Ministry of
Aviation, Farnborough, Hants, United Kingdom, May 1966.
40
APPENDIX I
DESCRIPTION OF TESTS
GENERAL
41
ItlI
42
Figure 13. Test Equipment: Detail of Lower Section of
Instrumentation Rack Showing Static Discharger
Test Set (TS-17M), AC-to-DC Converter, and
Part of Microanimeter Bank.
43
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the polarities of parameters directly measured or inferred
from direct measurements during this test program are illus-
trated in Figure 15. The arrows indicate the direction of
positive clrrent flow. It is seen that a positive natural
charging current IN causes a positive random discharge
current IDRo When the ESD system is operated, a positive
natural charging current results in a positive probe current
Ip. In later sections of this report which detail specific
test procedures, it will be shown that a positive drop line
current IDL corresponds to either a positive ESD probe
current or a negative natural charging current.
The aircraft and thL earth form the two plates of a capacitor,
the value of which is a measure of the ability of the aircraft
to store charge. The \,alue of the aircraft/ground capacitance
is primarily a function of the hovering altitude of the air-
craft.
45
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Figure 33. Completed Exciter/Multiplier Installation on
Tail Cone of CH-54A Teat Aircraft at Fuselage
Station 704.*
64
L
UNIFORM SURFACE
CHARGE DENSITY
+Ps
CONDUCTOR SURFACE OF AREA S
65
S, which are separated by a distance x. The intra-plate
medium has a permitivity, or inductive capacity, of r. The
potential difference V between the lower and upper plates is
lower
V E-dL (the scalar product of two vectors)
-upper (24)
V= P- dL (25)
V P (26)
Q= PsS (27)
The capacitance is
C = Q/V (28)
C - PsS(29)
C
C = CS/x (30)
66
Relating this back to the situation of a hovering helicopter,
equation (30) states that the capacitance will decrease as
the hovering altitude x increases.
67
i IMPEDANCE
BRIDGE
II
Cs
CA
EARTH GROUND
68
I IN
VA=O
EARTH GROUND
69
Figure 37). The drop line current is equal to the sum of the
ESD discharge current 'DE and the natural charging current
IN - With the polarities indicated in Figure 37,
The ESD output is the probe current Ip. Ideally, and opti-
mally, Ip = IDE. But, when there is recirculation,
'P = 'DE + I R
Therefore,
R P IDE (34)
By substituting,
IR = IP - IDL (35)
Both Ip and IDL are measured during the test. The technique
is to adjust the input signal for discrete values of Ip and
read IDL. In terms of the polarity convention, a positive
value of IDL corresponds to a positive value of IDE.
70
iIP
EARTH GROUND
71
A sample of the data collection form used at Yuma to facili-
tate recording of the necessary readings is shown in Figure
38.
TEST OF ESD OPERATION UNDER NATURAL CHARGING CONDITIONS
72
DISCHARGING CAPABILITY TEST DATA SHEET
ESD Model
E/M Location
Date
Remarks
73
-i-
VA
EVM
EARTH GROUND
74
APPENDIX II
GRAPHS OF DATA
75
IDE
+ 100-
'P
76
IDE
+ 50-
00 'P
0- 00
-5
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77
IDE
+tO
0 'P
78
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+ 100-
'P
79
DE
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+50-
-50
-100-
E SD MODEL D-04
E/M LOCATION - STA.704
6 /20 /69
80
APPENDIX III
PROBLENS ASSOCIATED WITH
ELECTROSTATICALLY CHARGED HELICOPTERS
GENERAL
Helicopters in flight can accumulate a sizable electrostatic
charge. Experience has indicated three main problem areas
associated with electrostatically charged helicopters. Field
personnel performing underslung cargo operations with electro-
statically charged aircraft have been subjected to severe
electrical shocks while attaching cargo slings to helicopter
cargo hooks. The danger of exploding fuel and munitions
cargo due to spark contact during external hookup operations
has also been a major source of concern. In addition, elec-
trostatic charge on aircraft can result in radio frequency
interference (RFI) on communications and navigation systems.
TRIBOELECTRIC EFFECTS
AIRCRAFT POTENTIAL
81
to the aircraft-to-ground capacitance C and the total charge
on the aircraft Q by the classical formula V = Q/C. Because
the aircraft has a potential with respect to its surroundings,
corona discharge will take place from the helicopter when the
breakdown field of the air is exceeded. A steady-state con-
dition will be reached, wherein the corona discharge current
is equal to the natural charging current. The steady-state
residual aircraft voltage will be that required Zo support
corona discharge at a rate equal to that of charge influx.
This is typically on the order of 30,000 to 200,000 volts,
depending upon the particular helicopter type and the ambient
natural charging rates.
STORED ENERGY
82
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83
threshold of sensitivity, that is, the energy level at which
electrostatic discharge is just noticeable, averages about
5 millijoules. (These averae figures are based upon results
of tests performed by Dynasciences in August 1968.) This
threshold varies depending upon circumstances; it is somewhat
lower for a person standing in water or on a grounded metal
plate and higher for an individual standing on concrete or
wood.
Energy levels of 0.64 to 0.88 millijoule will ignite aviation
fuels under conditions of most ideal temperature and air mix-
ture for combustion. 6 However, for the conditions under which
these substances are encountered while sling loading, permis-
sible energy levels are considerably higher.
The severity of a shock from a power source, as ind.icated
above, is dependent upon the amount of current forced through
the body.
The threshold of sensitivity for shock of this nature is 5
milliamperes. Any amount of current over 10 milliamperes is
capable of producing a painful to severe shock; at values as
low as 20 milliamperes, breathing becomes labored, finally
ceasing completely at about 75 milliamperes. Currents between
100 and 200 milliamperes are lethal. As the current approaches
100 milliamperes, it causes ventricular fibrillation of the
heart; that is, an uncoordinated twitching of the ventricle
walls. Above 200 milliamperes, the muscular contractions are
so severe that the heart is forcibly clamped during the shock,
and the victim's chances for survival are good. Currents
above 5 amperes are fatal because of the heating due to the
power, I2R, dissipated in the body.
Interference
84
APPENDIX IV
BASIC CONSIDERATIONS FOR
TBE STATISTICAL ANALYSIS OF TEST DATA
PARAMETERS OF A SAMPLE
Given a set of data (a sample), any quantity which can be
determined on the basis of the sample values xl, x2, . x n
is called a statistic. The sample mean is, therefore, a
statistic. This is a value assumed by the random variable i,
where
n x.
(36)
(xi -
S2 i n=l (37)
n-l
Its positive square root s is called the sample standard
deviation.
85
USE OF SAMPLE PARAMETERS IN DECISIONS ABOUT A POPULATION
or
86
or
87
UNCLASSIFIED
&cunty ClassifaCZ1,
DOCUMENT CONTROL DATA - R & D
,S-urty ,I...,fllrtlon *ffle, body of sbetracl and Indexing annotation must be entered when the oeraoll tsport I cl.aifedI)
rf
I. ORIGINtATING ACTIVITY (CorpoNrt author) 120. RrPORT SECURITY CLASSIFICATION
Dynasciences Corporation/Scientific Systems Unclassified
Division 7. GROUP
Blue Bell, Pennsylvania 19422
REPORT TITLE
Michael C. Becher
6. REPORT DATE
1 7b. NO. OF RFS
7a, TOTAL NO. OF PAGE$
January 1970 98 7
k. CONTRACT OR GRANT NO, be. ORIGINATOR'S REPORT NUI."DERIS)
DAAJ02-69-C-0102 DCR-304
b. PROJECT NO.
d. DCR- 304
10. DISTRIBUTION STATEMENT
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 U. S.
Army Aviation Materiel Laboratories, Fort Eustis, Virginia 4-3604.
It. SUPPLEMENTARY NOTES 112. SPONSORING MILITARY A. TIVITY
Department of the Army
U.S.o Army Aviation Materiel Lab.
Fort Eustis, %Arginia 23604
13.'ARSTRACT
r ___
Unclassified
Security Classiflcation
14. LINK A LINK | LINK C
XY WORDS ,, I
ROLE WY ROLM WT ROLM WT
Electrostatic
Static
Charges, Static
Charge
Electrostatic Dischargers
Electrical Charges
P-Stats
ESD
Triboelectric Charging
Atmospheric Electricity
CH-54
Null Field Dischargers (NFD)
Wicks (Electrostatic)
Probes (Discharge)
Active Dischargers
Active Electrostatic Discharge Systems
Potentials, Electostatic
Precipitation Static
Lightning Discharge
Shock
External Cargo Hookup Operations
Energy, Potential
Capacitance
Natural Charging
Artificial Charging
Earth Field
Electrostatic Field
Dust
Engine Charging
Unclassified
Secrity Classification I- 2