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Frangibility

Frangibility refers to the property of a material or structure to break, distort, or yield into fragments under impact or specified loads, rather than deforming elastically while maintaining cohesion, thereby minimizing secondary hazards such as ricochet or penetration.^[1]^[2] In materials science, this characteristic arises from the release of stored elastic energy during fracture, leading to shorter crack branching and smaller fragment sizes, particularly in strengthened materials like glass where central tension influences fragmentation patterns.^[3] One of the most critical applications of frangibility is in aviation safety, where frangible structures—such as runway lighting, navigation aids (NAVAIDs), and masts—are engineered to collapse or fragment upon aircraft impact to reduce damage to the vehicle and enhance pilot survivability.^[2] Federal Aviation Administration (FAA) standards mandate that NAVAIDs within runway safety areas (RSAs) be frangible to within 3 inches (76 mm) of grade, with the frangible point designed using low-mass materials like fiberglass to ensure controlled failure under defined impact forces.^[2] These guidelines, outlined in FAA Advisory Circulars such as AC 150/5300-13B and AC 150/5220-23A, prioritize "fixed-by-function" installations that cannot be relocated without compromising operational needs, requiring safety risk assessments for non-compliant elements.^[2]^[4]^[5] In ballistics and ammunition design, frangible projectiles are developed to disintegrate into small fragments upon striking hard targets, preventing over-penetration and ricochet while delivering effective terminal ballistics in controlled environments like training ranges.^[6] The frangibility factor (FF_T) quantifies this behavior as the ratio of impact kinetic energy to a material-specific energy limit, often simulated using explicit dynamic methods to predict fragmentation patterns based on alloy composition (e.g., Cu-10wt%Sn) and velocity.^[6] Such ammunition, typically used by law enforcement and military for indoor firing, enhances safety by limiting projectile integrity beyond the intended target, with higher frangibility values correlating to greater scattering distances and finer debris.^[6] Beyond these domains, frangibility principles extend to other engineering fields, including demolition and protective barriers, where controlled breakage reduces collateral damage in high-impact scenarios.^[7] Overall, advancements in frangible design emphasize precise material selection and testing to balance structural integrity under normal loads with predictable failure modes, guided by international standards like those from the International Civil Aviation Organization (ICAO) for airfield infrastructure.^[2]

Definition and Principles

Definition

Frangibility refers to the engineered property of a material or structure to break, deform, or fragment in a controlled and predictable manner upon impact, thereby minimizing hazards to people or vehicles. The term derives from the Latin frangere, meaning "to break," which underscores the deliberate incorporation of breakability into design rather than viewing it as a flaw. This intentional vulnerability distinguishes frangibility from inherent material weaknesses, focusing instead on safety optimization through foreseeable failure modes.^[1] In contrast to fragility, which denotes uncontrolled brittleness that leads to accidental and often catastrophic failure under stress, frangibility is purposefully integrated into engineering solutions to reduce injury and damage during collisions. According to Federal Aviation Administration guidelines, a frangible object is defined as one designed to break, distort, or yield on impact to present minimal hazard, emphasizing its role in protective applications. This controlled response ensures that energy is dissipated without generating excessive debris or penetrating forces.^[8] The concept of frangibility emerged in 20th-century engineering practices, gaining prominence in post-World War II safety discussions, particularly in aviation and highway design. Frangibility standards were formalized through FAA-led investigations between 1976 and 1979, culminating in advisory circulars and adoption by the International Civil Aviation Organization (ICAO) in the early 1980s.^[9]^[7] Illustrative examples highlight the practical distinction: a breakaway fence post, engineered with slip bases or frangible connections, yields under vehicle impact to limit occupant injury, whereas a rigid steel beam resists deformation and may exacerbate crash severity by impaling or redirecting the vehicle.

Physical Principles

Frangibility in engineered systems relies on the deliberate incorporation of stress concentrations and weak points to initiate controlled failure at predetermined loads. These include scored sections, notches, or grooves that amplify local stresses, as well as shear pins engineered to yield preferentially under transverse forces.^[5] Materials with low ductility are selected to favor brittle fracture over plastic deformation, ensuring rapid disintegration without significant energy dissipation through bending or stretching.^[10] This approach allows structures to remain intact under normal operational stresses while breaking cleanly during impacts. The physics of impact in frangible systems centers on energy absorption through deformation or fracture, governed by principles of fracture mechanics. Upon collision, kinetic energy from the impacting object is redirected into creating new surface area via crack propagation, minimizing momentum transfer to the vehicle or aircraft. A foundational model for this brittle failure is Griffith's criterion, which predicts the fracture stress \sigma_f for a material containing a crack of length $2a:

\sigma_f = \sqrt{\frac{2E\gamma}{\pi a}}

where E is the Young's modulus and \gamma is the surface energy required to form the crack surfaces. This equation highlights how engineered flaws (e.g., pre-existing microcracks or notches) lower the required stress for propagation, enabling predictable failure modes in frangible designs.^[11] Several factors influence the onset of frangibility, including impact velocity, angle of incidence, and applied force thresholds. Higher velocities increase dynamic loading, accelerating crack growth beyond static limits, while oblique angles may distribute forces unevenly across weak points. For instance, aviation standards specify frangible supports that fail without exceeding 58 kN (13,000 lbf) on an impacting aircraft traveling at 50 km/h ground speed or 140 km/h airborne.^[5] These thresholds ensure failure occurs only under collision conditions, not routine environmental exposures. Achieving frangibility involves trade-offs between controlled breakability and structural durability for everyday loads, such as wind gusts or minor contacts. Designs must withstand sustained vertical or lateral forces (e.g., up to design wind speeds without yielding) while incorporating failure modes that activate solely at impact energies.^[5] Overemphasizing weakness risks premature failure, whereas excessive strength could rigidify the system, increasing hazard potential during accidents. Balancing these requires iterative testing to calibrate stress raisers against operational resilience.^[12]

Applications in Transportation Safety

Highway Infrastructure

In highway infrastructure, frangibility plays a critical role in mitigating the severity of run-off-road collisions by designing structures to yield or break away upon impact, thereby protecting vehicle occupants. The concept emerged in the 1960s following crash studies that revealed rigid lighting standards and poles contributed significantly to fatal run-off-road accidents involving fixed objects on freeways, with 15 fatalities reported from lighting standard impacts on California freeways in 1967, prompting research into breakaway designs.^[13] The U.S. Federal Highway Administration (FHWA) incorporated these findings into guidelines, mandating frangible supports for federal-aid highways to reduce impact severity, with early tests demonstrating effective breakaway performance at speeds up to 64 km/h.^[14] This historical shift emphasized energy dissipation through controlled failure rather than rigid resistance, influencing modern standards like those from the American Association of State Highway and Transportation Officials (AASHTO), as outlined in the Roadside Design Guide (4th edition, 2011, current as of 2025).^[15] Breakaway light poles and sign supports exemplify frangibility in highway design, featuring bases that shear or slip upon vehicle impact to minimize deceleration forces. These systems typically employ slip planes, frangible couplings, or cast aluminum transformer bases, allowing the pole to separate and rotate away from the vehicle, which significantly reduces the velocity change experienced by occupants compared to rigid structures.^[16] For instance, FHWA-approved designs ensure structural integrity under wind loads while providing breakaway functionality, with the 1985 AASHTO specifications limiting maximum velocity changes to enhance occupant safety during errant vehicle strikes.^[17] Such features are standard in clear zones along high-speed roads, where they prevent poles from penetrating vehicle cabins or causing excessive rebound. Frangible elements in guardrails and barriers further enhance roadside forgiveness, particularly through end terminals that collapse sequentially to absorb kinetic energy. AASHTO-compliant terminals, such as the Sequential Kinking Terminal (SKT) or Extruder Terminal (ET-Plus), deform rail segments in a controlled manner during impacts, redirecting or decelerating vehicles without snagging.^[18] These are tested to Test Level 2 (TL-2) standards, accommodating impacts at up to 70 km/h with 1100 kg vehicles at a 25° angle, ensuring energy dissipation while maintaining barrier integrity.^[18] FHWA guidelines recommend their use at barrier ends within clear zones to shield hazards like embankments or fixed objects, prioritizing occupant protection over structural preservation. Case studies underscore the effectiveness of frangible designs in reducing injuries on highways. In the United States, FHWA-mandated breakaway supports have lowered crash severities in run-off-road incidents, with field data showing decreased fatalities from pole strikes post-implementation.^[16] In Europe, adoption of passively safe (frangible) support structures on motorways, compliant with EN 12767 standards, has proven highly effective; a UK assessment indicated an eightfold reduction in collision risk compared to conventional rigid columns, contributing to broader declines in roadside-related fatalities since the 1980s.^[19] These outcomes highlight frangibility's role in forgiving roadside environments, where energy absorption principles limit injury risks without compromising infrastructure functionality.

Aviation Facilities

In aviation facilities, frangibility is essential for structures within runway safety areas (RSAs) and approach zones to reduce the risk of aircraft damage during overruns, excursions, or collisions. These structures, including masts, lighting supports, and signage, are engineered to break, yield, or collapse predictably upon impact, thereby minimizing penetration hazards and debris entanglement. According to ICAO standards, any object located within 60 meters of the runway centerline or approach lighting line must be of low mass and frangible to ensure aircraft can pass over or through with limited resistance.^[20] Similarly, the FAA requires frangible connections in RSAs to withstand environmental loads like wind and jet blast but fail under aircraft impact forces, with foundations designed to be flush or sloped to avoid snagging.^[5] Frangible masts for approach lighting systems, often extending up to 900 meters from runway thresholds for precision approaches, utilize aluminum or composite bases that incorporate breakaway mechanisms such as frangible couplings or shear pins. These must limit the maximum impact force to 45 kN and energy absorption to 55 kJ when struck by a 3,000 kg test mass at 140 km/h, as specified in ICAO guidelines, ensuring the structure yields without excessive rebound or fragment scatter.^[21] Lighting fixtures and supports in approach lighting systems (ALS) employ similar frangible designs, with low-impact resistant (LIR) elements like fuse bolts that disconnect at forces below 58 kN for ground impacts, preventing puncture of aircraft fuselages or wings.^[5] Signage, such as runway threshold or taxiway markers, is mounted on lightweight aluminum posts with frangible bases that fail under low static loads (e.g., 8.96 kPa), maintaining clear sightlines while prioritizing safety.^[21] The mandate for such frangible designs in aviation emerged in the post-1970s era, driven by FAA investigations from 1976 to 1979 that analyzed aircraft overrun incidents and led to harmonized international standards.^[9] These efforts culminated in ICAO Annex 14 updates and the Aerodrome Design Manual Part 6 (first edition 2006), which emphasized testing protocols including dynamic impact simulations to verify performance. Modern composite materials, such as fiberglass-reinforced polymers, have further enhanced these systems by promoting controlled shattering over bending, thereby reducing potential debris hazards compared to traditional metal structures.^[21] Representative examples include FAA L-806 frangible wind cones, which use hinged or breakaway aluminum supports to indicate wind direction without posing entanglement risks in RSAs, complying with specifications for failure at moments exceeding 950 N·m.^[22] These designs ensure that even ancillary aids contribute to overall airport safety by folding or fragmenting harmlessly upon contact.

Applications in Ballistics

Frangible Ammunition

Frangible ammunition refers to bullets and projectiles engineered to disintegrate upon impact with hard targets, thereby minimizing risks of ricochet, over-penetration, and collateral damage compared to conventional full metal jacket rounds. These projectiles are typically constructed using powder metallurgy techniques, where mixtures of metal powders—such as 90% copper and 10% tin—are compressed and sintered at low temperatures to form a dense yet brittle structure that fragments into fine powder when striking rigid surfaces like steel or concrete.^[23]^[24] The origins of frangible ammunition trace back to the 1940s during World War II, when U.S. military researchers, including chemists Paul Gross and Marcus Hobbs at Duke University, developed early versions for safe aerial gunnery training under Operation Pinball, using lead-phenolic resin composites that broke apart on impact to avoid injuring manned target aircraft. Modern iterations evolved for broader applications, with the Sporting Arms and Ammunition Manufacturers' Institute (SAAMI) establishing guidelines that define frangible projectiles as those designed to break up into small particles upon impacting a hard surface to ensure safe training conditions.^[25]^[26] In training and law enforcement contexts, frangible rounds are particularly valued for their ability to reduce ricochet hazards in confined spaces like indoor firing ranges and shoot houses, where traditional ammunition poses greater risks to bystanders and infrastructure. For instance, 9mm frangible cartridges, often loaded to velocities around 380 m/s (1250 fps), reliably disintegrate on contact with steel backstops, allowing closer-range target practice without dangerous rebounds.^[27]^[28] Performance characteristics of frangible ammunition stem from energy dissipation through controlled internal fracturing, where the bullet's brittle composition promotes rapid fragmentation rather than deformation or intact penetration. Ballistic gelatin tests demonstrate that 9mm frangible rounds typically penetrate 10-12 inches—such as 11.7 inches for certain sintered copper-tin variants—compared to the 12-18 inch FBI standard for duty ammunition, thereby lowering over-penetration potential while still delivering effective terminal effects in soft tissue.^[29]^[30]

Non-Lethal and Training Uses

Frangible training rounds, constructed from materials such as plastic composites or wax, serve as safe alternatives for firearm simulation in controlled environments. These rounds disintegrate upon impact with hard surfaces, replicating the feel of firing without the risks associated with live ammunition, including overpenetration or ricochet. Plastic composite variants, often lead-free, are particularly valued for indoor range use by military and law enforcement personnel, as they reduce toxic exposure and environmental contamination while maintaining ballistic accuracy for skill development. Wax bullets, propelled solely by primer ignition, provide a low-recoil option for marksmanship practice, shattering harmlessly to build trigger control and eliminate flinch responses without generating significant muzzle blast. In less-lethal applications, bean bag rounds are designed to deliver controlled blunt force trauma upon impact. These projectiles consist of a fabric pouch filled with payloads such as lead, rubber, or steel shot, which deforms on target contact to disperse kinetic energy without penetration. Fired at velocities generally below 100 m/s—often around 80-90 m/s from 12-gauge shotguns—these rounds minimize the risk of severe injury while incapacitating subjects through pain compliance, making them suitable for distances up to 20-25 meters. Such frangible munitions have seen widespread adoption in police training and crowd control scenarios since the mid-1990s, driven by the need to mitigate hazards in close-quarters exercises and operational responses. Studies on less-lethal weapons, including impact munitions like bean bag rounds, indicate reductions in both officer and suspect injuries during use-of-force incidents, attributed to lower escalation and fewer physical confrontations. Recent innovations include 3D-printed components integrated into frangible dummies for ballistic impact testing, allowing precise simulation of human tissue responses without rebound hazards or ethical concerns. These dummies, featuring breakable facial and skeletal elements made from engineered polymers, enable researchers to assess projectile fragmentation and energy transfer in controlled settings, improving the design of non-lethal rounds.^[31]

Frangible Materials and Design

Common Materials

Frangible materials are engineered to fracture or disintegrate predictably upon impact, minimizing secondary hazards such as penetration or ricochet, and common categories include metals, composites, glass-based products, and emerging bio-derived options. These materials are selected for their controlled failure modes, balancing structural integrity under normal loads with deliberate weakness during collisions.^[32] Metals and alloys form a foundational class of frangible materials, often modified for breakaway applications in infrastructure. Aluminum alloys, particularly 6061-T6, are widely used in breakaway pole bases due to their yield strength of approximately 276 MPa, allowing the structure to deform and separate cleanly when impacted by vehicles at highway speeds.^[33]^[34] This alloy's combination of moderate strength and ductility enables poles to remain upright under wind and environmental loads while yielding to reduce injury risk in collisions.^[32] In ballistics, sintered metal powders, typically composed of copper or copper-tin alloys, produce frangible bullets that disintegrate into fine particles on hard-target impact, avoiding overpenetration and ricochets.^[23] These powders are compressed without binders or jackets, achieving densities around 85-95% of theoretical while maintaining brittleness for controlled fragmentation.^[24] Composites, especially glass-fiber reinforced polymers (GFRP), offer lightweight frangibility with anisotropic properties that promote delamination under shear forces. In aviation, GFRP masts are designed to tear or shatter at impact sites, exhibiting tensile strengths of about 500 MPa along fiber directions but significantly lower interlaminar shear resistance, typically 20-50 MPa, which facilitates energy absorption through layer separation rather than rigid deflection.^[35]^[36] This behavior ensures minimal debris projection during aircraft strikes, aligning with airfield safety needs.^[32] Glass and ceramics provide inherent frangibility through brittle fracture mechanics, shattering into small, non-sharp granules upon low-energy impacts. Tempered glass panels, common in security barriers, undergo thermal stress treatment to create compressive surface layers, causing them to break into cubical fragments less than 10 mm in size, thereby reducing laceration risks while allowing controlled breach.^[37]^[38] These properties make tempered glass suitable for applications where visual transparency is needed alongside predictable failure, though it offers limited resistance to repeated impacts compared to laminated alternatives.^[39] Emerging materials like bio-based polymers address sustainability demands in frangible designs, particularly for ammunition and temporary structures in the 2020s. Derived from renewable sources such as starch or cellulose, these polymers enable eco-friendly frangible projectiles that biodegrade post-impact, reducing lead and metal contamination while meeting evolving environmental standards for defense and training uses.^[40] Research highlights their tunable brittleness through blending with natural fillers, achieving fragmentation similar to sintered metals but with lower carbon footprints, as tested under frameworks like the EU's bioeconomy initiatives.^[41]^[42]

Design Considerations

Weak point engineering is a core strategy in frangible design, focusing on the deliberate introduction of controlled failure mechanisms to direct and limit structural response during impacts. Techniques include incorporating hinges, fuses, or notched sections that serve as predetermined break points, ensuring the structure yields predictably without excessive energy transfer to the impacting object. For instance, in slip-base pole designs, the base plate is engineered to slip under lateral loads at low impact angles, such as approximately 10°, allowing the pole to rotate and separate from its foundation while minimizing vehicle deceleration forces.^[43]^[5] Multi-factor design approaches balance frangibility requirements against operational demands, ensuring structures withstand everyday environmental loads like wind and corrosion while fracturing reliably under specified impact thresholds. This involves selecting materials and geometries that maintain integrity under static or cyclic stresses—such as wind gusts up to design limits—but initiate failure at impact energies equivalent to, for example, a 3,000 kg vehicle at 100 km/h. Finite element analysis (FEA) simulations are widely employed to model these interactions, predicting stress concentrations, deformation paths, and failure initiation under combined loading scenarios, thereby optimizing designs prior to prototyping.^[5]^[44] Frangible designs often entail higher initial costs compared to conventional alternatives due to specialized components and fabrication, but they yield substantial long-term savings through reduced liability from injury claims and lower replacement frequency after non-impact events. In the 2010s, numerous highway retrofit programs, such as those upgrading sign and lighting supports under AASHTO guidelines, demonstrated these benefits via decreased maintenance and litigation expenses.^[18] A key challenge in frangible engineering is minimizing post-failure debris, particularly avoiding the generation of sharp or high-velocity fragments that could pose secondary hazards. In applications like frangible ammunition, designs using sintered metal powders aim to ensure complete disintegration into fine, non-penetrating particles upon impact, but inconsistencies in powder compaction or velocity can lead to larger shards, complicating ricochet control and environmental cleanup.^[45]^[5]

Standards and Testing

Regulatory Frameworks

In aviation, the Federal Aviation Administration (FAA) establishes frangibility requirements through Advisory Circular (AC) 150/5220-23A, issued in 2021, which mandates that fixed objects in runway safety areas (RSAs) and object-free areas be supported by frangible connections designed to break, distort, or yield under aircraft impact to minimize hazard potential.^[5] These guidelines apply to airport projects funded under the Airport Improvement Program and emphasize frangibility points no higher than 76 mm above grade for enhanced aircraft excursion safety. Complementing this, the International Civil Aviation Organization (ICAO) Annex 14, Volume I, sets global standards for aerodrome design, requiring objects in safety areas to be frangible and specifying energy absorption limits, such as a maximum of 55 kJ for masts to ensure controlled failure during collisions. As of Amendment 18 (effective August 2025), these provisions continue without changes to core frangibility energy limits.^[20]^[46] For highway infrastructure, the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH), second edition from 2016, provides crash-testing criteria for breakaway devices like sign and luminaire supports, ensuring they yield or separate upon vehicle impact to reduce injury risk in roadside environments. In the European Union, EN 12767:2019 outlines performance requirements and test methods for passive safety in support structures, including lighting columns, classifying them by impact energy absorption and deformation to promote vehicle occupant protection on roads.^[47] In ballistics, the Sporting Arms and Ammunition Manufacturers' Institute (SAAMI) issues voluntary industry performance standards for centerfire pistol and revolver ammunition, which encompass specifications applicable to frangible training rounds designed to disintegrate on impact with hard surfaces, thereby minimizing ricochet risks in controlled environments.^[48] Although NATO Standardization Agreement (STANAG) 4090 primarily addresses interchangeability for standard 9 mm x 19 mm ammunition, frangible variants align with broader NATO small arms proof and inspection protocols under AEP-97 to ensure safe training use. Post-2000, ICAO has driven international harmonization of frangibility standards through iterative amendments to Annex 14, with editions like the 8th in 2018 incorporating enhanced aerodrome safety provisions to address implementation gaps, particularly in developing regions via regional support programs and technical assistance.^[49] These efforts promote consistent global adoption, reducing accident risks in diverse operational contexts.

Evaluation Methods

Evaluation methods for frangibility focus on standardized protocols to verify that structures break away predictably under impact while minimizing risks to vehicles, aircraft, or personnel. These assessments combine dynamic simulations, static loading, fragment examination, and formal certification to ensure compliance with safety thresholds. Impact testing employs dynamic crash simulations to replicate real-world collisions, using sleds, pendulums, or full-scale vehicles at controlled speeds and angles. For highway infrastructure, such as frangible poles, the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH), second edition from 2016, specifies testing a 2270 kg (5000 lb) 3/4-ton pickup truck impacting at 100 km/h (62 mph) and 20 degrees to evaluate structural adequacy, occupant risk, and post-impact vehicle stability.^[50] In aviation contexts, similar dynamic tests use rigid impactors at speeds up to 50 km/h to confirm breakaway without excessive energy transfer to the aircraft.^[5] Static load tests measure the force required for breakaway by applying horizontal loads to supports until failure. These determine thresholds where the structure yields controllably, often incorporating safety factors for environmental loads like wind. For aviation lighting supports, the Federal Aviation Administration (FAA) requires frangible connections to withstand static forces up to 58 kN while limiting total energy absorption to 55 kJ, ensuring minimal aircraft penetration risk.^[5] The International Civil Aviation Organization (ICAO) aligns with this, mandating yield under 45 kN to prevent hazardous deformation.^[21] Fragment analysis follows impact or static tests by quantifying debris characteristics, including mass, size, velocity, and scatter pattern, to assess secondary hazard potential. Post-test measurements ensure fragments are low-mass and do not project uncontrollably, with ICAO criteria requiring designs that minimize scatter to avoid endangering aircraft passage or ground operations.^[21] FAA guidelines emphasize predictable fracturing without sharp edges or wrapping around impacting objects.^[5] Certification processes involve independent third-party validation to confirm tested performance meets regulatory benchmarks. The Federal Highway Administration (FHWA) issues eligibility letters for highway hardware after reviewing crash test data per MASH, verifying frangibility for federal-aid projects.^[51] For aviation, FAA-approved bodies conduct or oversee tests aligned with ICAO standards, issuing certifications for airfield installations.^[5] As of 2025, these processes increasingly integrate AI-driven modeling to predict frangible responses, enhancing simulation accuracy for complex structures in aerospace applications.^[52]

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[42]
[PDF] Multi-Directional Slip Base for Break-Away Luminaire Supports
The concept of the frangible base is to destroy the base during the collision. If the design functions correctly, the base must be replaced to return the ...
[43]
[PDF] Nonlinear Finite Element Analysis of Airport Approach Lighting ...
Frangibility was defined as the property which allows an object to break, distort or yield at a certain impact load while absorbing minimal energy, so as to ...
[44]
Tensile Strength Measurements of Frangible Bullets Using the ...
May 8, 2007 · Frangible bullets are designed to disintegrate on impact against rigid surfaces to avoid ricochet hazards in recreational shooting ranges or law ...Missing: indoor | Show results with:indoor
[45]
https://www.nist.gov/publications/tensile-strength-measurements-frangible-bullets-using-diametral-compression-test
[46]
SAAMI Standards
The SAAMI Standards are published to provide safety, reliability, and interchangeability standards for commercial manufactures of firearms, ammunition, and ...SAAMI Standards Activity · Cartridge & Chamber Drawings
[47]
[PDF] Annex 14
a) where the height of a supporting structure exceeds 12 m, the frangibility requirement shall apply to the top. 12 m only; and b) where a supporting structure ...
[48]
[PDF] NCHRP Report 350 - Transportation Research Board
Recommended test and evaluation procedures for side impact testing developed in the. FHWA study are given in Appendix G. Until these or other guidelines are ...
[49]
https://www.iacm.gov.mz/app/uploads/2018/12/an_14_v1_Aerodromes_8ed._2018_rev.14_01.07.18.pdf
[50]
https://store.transportation.org/Item/PublicationDetail?ID=4138