The complicated steel wheel and rail interaction on curve causes side wear on rail head. Thus, the cost of maintenance for the track on curve is significantly higher than that for track on a tangent. The objective of this research is to develop 3D printing technology for repairing the side wear. In this paper, the study examines induced residual thermal stresses on a rail during the cooling down process after 3D printing procedure using the coupled finite volume and finite element method for thermal and mechanical analysis respectively. The interface of the railhead and additive materials should conserve high stresses to prevent any crack initiation. Otherwise, the additive layer would likely shear off the rail due to crack propagation at the rail/additive interface. In the numerical analysis, a cut of 75-lb ASCE (American Society of Civil Engineers) worn rail is used as a specimen, for which a three-dimensional model is developed. The applied residual stresses, as a result of temperature gradient and thermal expansion coefficient mismatch between additive and rail materials, are investigated. At the beginning, the worn rail is at room temperature while the additive part is at a high initial temperature. Then, additive materials start to flow thermal energy into the worn rail and the ambient. The thermal distribution results from thermal analysis are then employed as thermal loads in the mechanical analysis to determine the von-Mises stress distribution as the decisive component. Then, the effect of preheating on residual stress distribution is studied. In this way, the thermo-mechanical analysis is repeated with an increase in railhead’s initial temperature. In thermal analysis, the temperature contours at different time steps for both the non-preheated and preheated cases indicate that preheating presents remarkably lower temperature gradient between rail and additive part and also represents a more gradual cooling down process to allow enough time for thermal expansion mismatch alignment. In mechanical analysis, the transversal von-Mises stress distribution at rail/additive interface is developed for all cases for comparison purposes. It is shown that preheating is a key factor to significantly reduce residual stresses by about 40% at all points along transversal direction of interface.

Additive manufacturing (AM) can produce highly complex engineering components that are either extremely challenging for the conventional subtractive manufacturing route or not possible otherwise. High surface roughness can make an AM component highly vulnerable to premature failure during fatigue loading. Post-processing aiming to reduce surface roughness is essential to make as produced AM parts functional. We have explored electropolishing route to achieve optimum surface roughness and surface chemistry. We have performed electropolishing treatment on the steel AM parts around 70 °C in an electrolyte comprising the phosphoric acid and sulfuric acid. Profilometry and scanning electron microscopy were performed to study the electropolished and unpolished areas. Optical profilometry study showed that one needs to remove nearly ∼200 μm material from the surface to achieve very smooth surface. Electropolishing was effective in reducing the surface Ra roughness from ∼2 μm rms to ∼0.07 μm rms. Such low rms roughness makes an AM component suitable for almost every engineering application for which a smooth surface is required. Scanning electron microscopy revealed that electropolished area on AM component possessed distinctively different microstructure as compared to the untreated surface of an AM component. We also conducted the compositional analysis of the electropolished area to investigate the possibility of residual contamination from the electropolishing process. Our study revealed that electropolishing is a highly promising route for improving the surface finishing of AM components.

Reducing surface roughness is critical for improving the mechanical properties of metal 3D printed components. As produced laser sintered metal 3D printed components suffer from high surface roughness. This problem is enormously big for the 3D printed components with intricate geometries involving a large internal surface area. To address this issue, we performed chemical polishing of the 3D printed 316 steel components. After 30 minutes of chemical polishing the color of 3D printed steel components’ surface became dull grey to bright lustrous. According to optical profilometer study, the surface morphology improved dramatically. The Rq roughness parameter changed from ∼8 um to ∼0.6 um. We also applied chemical polishing on cubical metal 3D printed components with internal surfaces. This surface finishing method was equally effective for the internal and external surfaces.

The aim of this study is mainly about preventing crack initiation and propagation in rolling contact under moderate and extreme loading through coating technology using finite element simulation and design of experiment (DOE) optimization techniques. Several applications of rolling contact were conducted and the parameters related to rollers’ materials, coating, temperature, and loads were investigated. M50 steels (0.8C-4.2Cr-4.3Mo-1V wt.%) and 100CrMnMo8 steel (1.0C-2.0Cr-0.5Mo-1.0Mn-0.5Si wt.%) were analyzed with and without titanium nitride (TiN), zirconium nitride (ZrN) and tungsten carbide (WC) coatings under different temperature and loading conditions. Results showed that cracks propagation were limited to extreme load when using coating technology. A fully three-dimensional finite element model showed the Von Mises stresses and displacement under different temperatures. Findings confirmed that coating will enhance the lifetime of rollers and inhibit cracks and plastic deformation with better contribution from TiN under extreme pressure if compared to WC. DOE optimization of the parameter used in this study correlate closely with previous experiments and provided a solid conclusion of the best combination in rolling contact applications.

The use of glass-fiber reinforced plastic (GRP) can reduce the weight of tanks significantly. By replacing steel with GRP in tanks for gases (propane, etc.) a weight reduction of up to 50 % was reached. In this project not only the material should be optimized, but also the design. Previous tanks consist of a double-walled structure with an insulation layer between the two shells (e.g. vacuum). Goal of this project is to realize a single-walled construction of GRP with an insulation layer on the outside. To determine the temperature dependent material values, two different experiments are performed: In the first experiment, temperature dependent material properties of liquid nitrogen found in literature research are validated in a simple setup. The level of liquid nitrogen in a small jar is measured over the experiment time. Numerical simulation shows the change of nitrogen level with sufficient precision. In the second experiment, a liquid nitrogen is applied on one side of a GRP plate. Temperature is measured with thermocouples on top and bottom of the GRP plate, as well as in the middle of the plate. By use of numerical simulation, temperature dependent thermal conductivity is determined. In the third experiment, a test stand is designed to examine different insulation materials. In this test stand, the insulation material can easily be changed. A numerical simulation, in which the determined material data is used, is performed as well for this test stand. The experiments show, that GRP can be used in cryogenic environments. Multiphase simulations are a suitable tool to describe the energy absorption of thermal energy due to thermal phase change. Results on different insulation materials will follow.

This study compares the deformation characteristics of steel and carbon fiber composite (CFC) front bumper crush can (FBCC) assemblies when subjected to a full-overlap frontal impact into a rigid wall. Both the steel and composite bumper tests were conducted using a sled-on-sled testing method. Several high-speed cameras (HSCs) and accelerometers were used to gather kinematics data. The applied forces were measured using a load cell wall. For each test, the collective set of data was filtered, sorted, and analyzed to compare the performance of the steel and CFC bumpers. Similarities in Acceleration-Time plots suggested resemblance in the deformation patterns for both types of bumper systems. The difference observed in the velocity and displacement time-histories was because of the brittle nature of the composite material. The velocity-time history of the CFC FBCC had two distinct patterns, events suggesting adhesive bond failure between the bumper beam and the crush cans, which was validated through video tracking. Post-impact photographs showed a clear difference between the material behavior of composite and steel bumpers when subjected to high-velocity impact. The steel bumper beam was bent uniformly with intact, equally crushed crush cans. The composite beam was cracked in the middle and was detached from the crush cans.

The change of the lath martensitic structure in the modified 9Cr-1Mo steel was observed in the specimens after the intermittent fatigue and creep tests using EBSD (Electron Back-Scatter Diffraction) analysis. The Kernel Average Misorientation (KAM) value and the image quality (IQ) value obtained from the EBSD analysis were used for the quantitative evaluation of the change in the lath martensitic texture. It was found that the lath martensitic texture started to disappear clearly after 10 7 –10 8 cycles under the fatigue loading at temperatures higher than 500°C when the amplitude of the applied stress exceeded a critical value. Similar change also appeared in the creep test. The critical value decreased monotonically with the increase of the test temperature. This microstructure change decreased the strength of the alloy drastically. In order to explicate the dominant factors of the change quantitatively, the changes of the microstructure and the strength of the alloy were continuously measured by applying an intermittent creep test at elevated temperatures. It was found that the effective activation energy of atomic diffusion decreased drastically under the application of mechanical stress at elevated temperatures. The effective diffusion length for the disappearance was about 9 μm, and this value was much larger than the initial pitch of the lath martensitic texture of about 0.5 μm, and smaller than the average size of the initial austenite grains of about 20 μm. Therefore, the stress-induced acceleration of atomic diffusion was attributed to the disappearance of the initially strengthened micro texture. The change of the micro texture caused the drastic decrease in the yielding strength of this alloy. Finally, the prediction equation of the lifetime of the alloy was proposed by considering the stress-induced acceleration of atomic diffusion under the application of mechanical stress at elevated temperatures.

The application of composite material in structures can not only lower the component weight but also improve the system performance through its tailorable thermal and mechanical properties. However, because of the harsh environmental conditions that such structures may encounter during operation, the successful applications of such structures cannot be realized without appropriate techniques for their structural integrity evaluation. In this study, composite cylindrical structures consisting of composite and steel layers are being evaluated with X-ray diffraction technique and various ultrasound techniques. First, X-ray diffraction technique was applied for the quantitative determination of the residual stress in the steel layer. The influence of composite layer on the stress distribution was analyzed and how such residual stress study will improve the performance of the structure was discussed. Then various ultrasound techniques were applied for the detection of various defects, such as the defects at the surface and subsurface of inner steel layer, the different types of defects in the outer composite layer, and the defect, which is the most critical one, at the interface of steel/composite layer. During ultrasound evaluation, the composite material may not only increase the ultrasound attenuation but also change ultrasound traveling direction, and this can make the inspection more challenging. Theoretical calculations were carried out for the optimization of experimental parameters such as ultrasound frequency, incident angle, and focused ultrasound field calculation and so on. The limitations of ultrasound technique and the potential of other non-destructive techniques were also discussed according to experimental results.

Thin films of titanium-silicon carbonitride (TiSiCN) with titanium adhesion layers were deposited at approximately 280°C on horizontally and vertically-mounted strips of 301-stainless steel by reactive magnetron sputtering. Considerable differences in the mid-deflections and radii of curvature between the vertical and horizontal samples were observed. Cross-sectional characterizations done on a TEM revealed a columnar growth and uniform microstructure. A finite-element model of the tri-layer sandwich structure using Mesh-Tie constraints was developed to estimate the intrinsic stress levels in the overcoat as probable functions of substrate location and orientation. The computational model in the absence of intrinsic stress was validated by analytical expressions for multilayer films. The initial stress state parameter was varied in Abaqus until consistency in curvature-values was achieved with the physical measurement obtained from an optical setup specially-constructed for this purpose. The difference in the S11/S22 principal stresses provided the intrinsic stress estimate. The calculated values of intrinsic stress were then applied to an FEA test model with fixed constraints to computationally determine the stress reduction for individual samples.

Oxygen content in air is approximately 21% by volume. With many industrial uses, mainly in the manufacture of steel and chemicals, for metal cutting, welding ,hardening & scarfing, it is being transported as a non-liquefied gas at pressures of 138 bar (13800000 Pa) or above, also as a cryogenic fluid at pressures and temperatures below 13.8bar (1380000 Pa) & −146.5°C (126.65K). Commonly we found air separation plants produce ultra-pure oxygen (> 99.9% purity) via liquefaction of atmospheric air and separation of the oxygen by fractionation and thereby transported to the needy areas via pipelines. The research efforts directed towards technical assessment to establish the correlations between valve construction and turbulence and solving the complications in the transported ultra-pure oxygen gas in the pipelines and through mounted valves. Hence, it is necessary to study the performance, complexities and fire hazards associated with the valves transporting it and the preventive measures to avoid any catastrophic failure in ultra-pure gaseous oxygen services. The study was conducted on two isolation valves — each of ball and globe of relative size. It was realized that velocities of the ultrapure gaseous oxygen on the impingement sites inside the valve are beyond the safe limit as recommended by European Industrial Gas Association (EIGA) [4] and various other prominent industrial gas manufacturers. Moreover, globe valve gave relatively less turbulence and velocity at initial opening of the valve. The study revealed that majority of health hazards & accidents on industrial usage of ultra-pure gaseous oxygen media are the result of the inadequate awareness of the degreasing or cleaning and optimum material selection and construction of the valve and fittings on the industrial pipeline.

Metal-polymer hybrid (MPH) materials can integrate the excellent mechanical properties of metal and complex geometry formability of polymer into a single component, which has become an effective way of reducing the weight of automotive semi-structural components. For example, the hybrid steel/thermoplastic polymer has been applied in automotive front-end modules, bumper cross-beams and B-pillars due to its light weight, excellent strength and stiffness, good corrosion resistance and recycling, high integration and reasonable cost. These components are usually subjected to impact or crash loads and the strain rate effect should be taken into account. This paper aims to experimentally and numerically study the dynamic behavior of MPH materials at different strain rates and provide an accurate and efficient numerical model for crash simulation of vehicles with MPH components. Firstly, MPH specimens with high strength steel (HSS) and glass fiber-reinforced thermoplastic polymer (GFRTP) were fabricated by direct injection molding adhesion (DIMA) process. Then, the dynamic mechanical properties of MPH specimens under strain rates from 800 s −1 to 2000 s −1 were investigated by Split Hopkinson Pressure Bar (SHPB) experiments. Finally, a strain rate-dependent numerical model was established in ABAQUS software to simulate the dynamic behavior of MPH specimens and validated by experimental results. Three numerical approaches for modeling the interface between the two discrete material phases were considered and compared to examine the level of interaction between two constitute materials. Cohesive zone modeling technique at the interface which saved modeling and characterization time and showed adequate predictive capability proved to be generally applicable to the evaluation of structural concepts in an early vehicle development stage. This study provides a foundation for the future engineering application of HSS/GFRP hybrid materials and numerical models for automotive crash simulation.

In the steel continuous casting process, cooling water is directly injected through multiple rows of nozzles to remove heat from the slab to allow the slab to solidify in secondary cooling. Effective heat removal from the slab without causing slab cracking and deformation is desired. The present study focuses on developing a reliable numerical model which can accurately predict the impingement and heat transfer between water droplet and solid slab. The flat fan atomizer is chosen as a representative nozzle to be simulated. The spray pattern on the slab surface, as well as the impingement behaviors of water droplets, are obtained through an Eulerian-Lagrangian approach. The wall jet model coupled with modified evaporation rate depending on the droplet Weber number has been applied in the numerical model. A series of parametric studies have been performed to investigate the effects of spray direction, standoff distance, and distance between adjacent nozzles on the impingement heat transfer process. Simulation results reveal that intense cooling effects can be found in the center of the spray, where the concentration of droplets is the highest regardless of the spray direction. Double the standoff distance can reduce the heat transfer coefficient on slab surface by 10%. Finally, the distance between two adjacent nozzles should be adjusted to be smaller than the standoff distance in order to avoid the “fountain” effect induced by the collision of the two neighboring wall jets.

For the development of design rules for nuclear piping using the Load and Resistance Factor Design (LRFD) method, the probabilistic properties of steel, namely, the mean value, bias, coefficient of variation, and probability distribution are needed. The paper presents background information for the existing material tables in the ASME Boiler and Pressure Vessel Code, Section II. Then it investigates the probabilistic properties for the most representative materials used for nuclear piping such as a carbon, stainless austenitic, and low alloy steels. Properties up to temperature 700°F are examined through a review of studies for the mechanical behavior of these materials. The paper discusses approaches for grouping materials in broader categories than the consideration of each type of steel separately. The impact of the steel probabilistic properties on the development of LRFD equations and the associated target reliability index is provided.

This work presents an experimental and numerical study of the melting and solidification processes of Solar Salt in a finned square metallic container with a constant heat flux source inside for the latent heat thermal energy storage (LHTES) for medium temperature applications. During the experiments the temperature of the PCM in several locations were recorded and used to validate results of numerical simulations that were conducted deploying the enthalpy method in Ansys FLUENT. Two prototypes of the container were tested, one with fins made of steel and the other with fins and casing made of aluminum, to compare the charging and discharging time in both configurations. The modelling results are in good agreement with experimental data for the charging of aluminum container and slightly higher deviation are found in the other cases. The validated simulation model can be used as a design tool to achieve the optimal geometry of the full scale LHTES for the required charging and discharging periods.

Corrosion fatigue growth behavior of structural steels at low cyclic frequency is characterized by an increase in crack growth rate in the threshold and Paris regions, due to the simultaneous action of cyclic mechanical load (fatigue) and corrosive environment. Knowledge on the effect of load sequence on corrosion fatigue crack growth is important to set out the realistic design and prognosis criteria for components operating under corrosive environments. In this study, the corrosion fatigue crack growth rate under the effect of hold-time (1000s), at a maximum stress intensity factor (K max ), interspersed during cyclic load on was studied experimentally on a Mn-Ni-Cr steel under 3.5% NaCl solution at a constant stress intensity factor range (ΔK) of 15 MPa √m; the corrosion crack growth rate was evaluated for three different frequencies of: 0.01, 0.1 and 1 Hz. As a result of hold time at the peak load, the exposure time for the crack-tip to interact with the environment increased, which could enhance the corrosion crack growth rates. To verify if this corrosion effect can be contained, electrode potential of (−) 850 mV and (−) 950 mV SCE was applied to the specimen to reduce the extent of corrosion contribution to crack growth rate. The fatigue crack growth rate (da/dN) increased when the frequency was decreased from 1 to 0.01 Hz at all electrode potentials. However, the crack growth rate at 0.01 Hz increased by an order of magnitude with a tensile hold at K max for 1000 s compared with the crack growth rate during continuous cyclic load for a given electrode potential. The crack growth rate reduced when the electrode potential was decreased to −950 mV SCE. The enhancement of corrosion fatigue crack growth rate with the introduction of a hold-time is explained using crack-tip strain rate assisted anodic dissolution.

Both high corrosion costs and an over-abundance of plastic waste have significant global impacts. This research seeks to help in both areas by utilizing recycled plastic as an anticorrosive coating. Many plastic-based coatings, especially those developed in more recent years, already contain recycled content. This research, which utilizes 100% recycled high density polyethylene (HDPE) as a powder coat, will add to the increasingly sustainable catalog of anti-corrosive coatings. The HDPE was applied to mild steel samples with traditional electrostatic powder coating equipment. The coating thickness was measured using scanning electron microscope (SEM) characterized and was found to be roughly 116 μm. The SEM analysis did not reveal any porosity in the coating. The immersion corrosion test in 5% H 2 SO 4 for 2–3 days showed corrosion products at the bottom of the beaker. The maximum corrosion obtained was 424.4 mills/year (mpy) after 70.45 hours of immersion and the minimum corrosion obtained was 0.0 mpy after 5.58 hours of immersion. The acid immersion tests indicated that the corrosion started from the edges and advanced towards the inner surfaces. The coating on the edges was not uniform and may be porous. The salt immersion test in 5% NaCl solution by mass showed the sign of corrosion products after 5.5 hours and increased with time. A few samples showed corrosion over 25% of the surface after 70.5 hours of immersion. This is again attributed to the fact that the edges were not coated completely. The corrosion resistance can be improved by avoiding the sharp edges on the part.

A significant amount of energy dissipates from frictional losses of moving components in machinery and devices in industry. This contact friction leads to the wear and eventual failure of industrial mechanical components over extended time through adhesion, abrasion, fatigue, or corrosion. Frictional losses could be mitigated by utilizing more effective lubricants, which would allow the translating surfaces to slide over one another more fluently. There is reason to study eco-friendly alternatives over traditional lubricants to reduce negative impact to the environment. The implementation of Ionic Liquids (ILs) as additives to oil-based lubricants is a development in tribology with the potential to lower the friction coefficient and reduce wear. When carbon nanotubes are dispersed into these ionic liquids, the reduction of losses due to friction and wear can be even greater. In this experiment, single-walled carbon nanotubes (SWCNTs) of four concentrations, 0 wt.%, 0.01 wt.%, 0.02 wt.%, and 0.03 wt.% were dispersed in a room temperature ionic liquid, Trihexyl(tetradecyl)phosphonium bis(2,4,4-trimethylpentyl) phosphinate, or [THTDP][Phos] for short, to form four homogeneous mixtures. Then, each mixture was added in 1 wt.% to a base vegetable oil. Friction tests were also conducted with pure vegetable oil for comparative purposes. The experiments consist of a pin-on-disk rotational tribometer and a ball-on-flat reciprocating tribometer both applying a steel-steel (AISI 52100) contact to evaluate the lubricating ability of combining SWCNTs and ILs as lubricant additives. The load, speed, wear radius, sliding distance, and duration of the experiment were held constant to isolate lubrication as the experimental parameter. Optical microscopy (OM), thermogravimetric analysis (TGA), and viscometer analysis were utilized after experimentation to analyze and discuss the wear mechanisms of the worn surfaces. Results differed between rotational and translational experiments, with the rotational results yielding a decrease of 14.21% in wear loss with the VO+1%[THTDP][Phos] lubricant. The translational results yielded a continuous decrease in wear loss with the increase in SWCNT wt.%.

In manufacturing processes, the cost of tooling contributes to a significant portion of operating costs. Several papers have been dedicated to various improvements on tool life, including monitoring the effect of temperature conditions and flood cooling. Flood cooling is not economical, so research has also been done to investigate minimum quantity lubrication and the effects of different additives, such as nanofluids. Another additive, ionic liquids, have become popular in tribological studies because they have unique properties that allow them to form ordered molecular structures, which is ideal in lubrication. Research has proven ionic liquids to be effective in reducing wear and friction coefficients. Currently, utilizing ionic liquids specifically to reduce tool wear has been almost exclusively limited to titanium and steel applications. The goal of this study is to improve tribological performance of the subtractive manufacturing process using ionic liquid add-ins to widely available machine shop coolants and oils. A series of reciprocating ball-on-flat experiments will be conducted using a 1.5mm diameter 250 Chrome Steel G25 ball and 6061-T6 aluminum disk to simulate cutting conditions often seen in manufacturing processes. 6061 Aluminum is an alloy commonly seen in machine shops and large-scale manufacturing scenarios because of its versatile material properties and wide availability. The tests were run at constant sliding distance, velocity and load. The lubricating mixtures were prepared by adding 5 wt % of a phosphonium based ionic liquid, Trihexyltetradecylphosphonium bis(trifluoromethylsulfonyl)amide ([THTDP][NTf2]), to the base fluids Trim Sol™ emulsion fluid and Mobilmet™ 766 high performance neat cutting oil. The addition of the ionic liquid to both base lubricants (oil and coolant) increased the friction coefficient (18.60% and 4.89%, respectively) while the wear volume was reduced (28.75% and 7.84%, respectively). The results for the oil provided evidence that the ionic liquid did have an effect to reduce wear, however, the same conclusion could not be drawn for the coolant.

In this study, the tribological behavior of the Trihexyl tetradecylphosphonium-bis(2,4,4-trimethylpentyl)phosphinate [THTDP][Phos] ionic liquid with and without single-wall carbon nanotubes (SWCNT) dispersion as a thin boundary layer was intended for investigation. However, the surface heat treatment process was not sufficient to form a thin film on the sample surfaces. Thus, in each test condition, the lubricating agents were used as external (liquid) lubricants. Specifically, [THTDP][Phos] and ([THTDP][Phos]+0.1 wt.% SWCNT) boundary film layers were applied on 6061-T6 aluminum alloy disk samples and tested under sliding contact with 1.5 mm diameter 420C stainless steel balls using a ball-on-flat linearly reciprocating tribometer. A commercially available Mobil Super 10W-40 engine oil (MS10W40) was also tested and used as this investigation’s datum. The tribological behavior of [THTDP][Phos] and ([THTDP][Phos]+SWCNT) boundary film layers was analyzed via wear volume calculations from optical microscopy measurements, as well as by observation of the transient coefficient of friction (COF) obtained through strain gauge measurements made directly from the reciprocating member of the tribometer. Results indicate the potential for reduction of wear volume and coefficient of friction in the IL lubricated steel-on-aluminum sliding contact through (SWCNT) dispersion in the ionic liquid. Wear results are based on measurements obtained using optical microscopy (OM). Results discussed display improved tribological performance for both [THTDP][Phos] and ([THTDP][Phos]+SWCNT) over baseline MS10W40 oil lubricant for both roughness values tested for the steel-on-aluminum contact. No measurable improvements were observed between [THTDP][Phos] and ([THTDP][Phos]+SWCNT) tests.

In this paper, a crushable absorber system is designed to analyze the dynamic behavior and performance of a helicopter seat. The mechanism of the absorption system makes use of the crash energy to plastically deform the aluminum material of the seat legs. Seat structure is composed of a bucket, two legs and two sliding parts on each leg. Seat legs are made of aluminum and and the sliding parts of the seat are steel. During the impact event, the heavier sliding parts move down and crash the aluminum material for the purpose of deforming the aluminum material under the sliding parts and reduce the crash energy. The designed helicopter seat is analyzed using the explicit finite element method to evaluate how the seat energy absorbing mechanism works. Dynamic simulations are performed in ABAQUS by crashing the seat to a fixed rigid wall. To simulate the plastic deformation, true stress-strain curve of the aluminum material of the seat leg has been used. Time response results are filtered to calculate the meaningful g loads which incur damage to the occupants. Analyses are performed with and without the energy absorption mechanism in order to see the effectiveness of the energy absorption mechanism on the human survivability by comparing the g loads on the seat bucket with the acceptable loads specified by EASA. This study is a preliminary study intended to check the effectiveness of the damping mechanism based on the plastic deformation of the aluminum legs of the seat in the event of a crash.