"lfk f; \"A Lt. - Airborne Systems

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TABLE 1.6 COMPARISON OF SEVERAL ENCAPSULATED SEATS , CREW MODULES AND A TYPICAL EJECTION SEAT HIGH PERf-ORM- ANCE EJECTION SEAT 111 AIRCRAFT Type of Es "r)e Encapsulated SOOl Encapsulated Seal Crew Module Crew Module No. of Clew Members 2(4) 4 Operational 1 to 6 6 Training Esc8pe linit Weight (1) 500 510 2900 6000/9000 150 Weight/Crew Member Lb/Cm 506 510 1450 1500 150 Stabilization Means Ex\. Fin5 Telesope Q Ft Crew MOdule 1=xtension Crew Modure Fins Drugue Chute Drogue Chu le Booms Equipped Drogue Chute Glove Spoilers. Drogue w/Drogue Chutes Pitch FlaPs Chute Drogue Chute 3.45 Ft 0 25 Ft. D 0 Ft. Do Hemisflo 14.2 Ft. Varied 4 I- to 6 I-t P Type/Si2e Hemisflo nibbon Hemisilo (2 eal Porosirv Ribbon Hemisflo Ribbon fjQ. 5 Ft. D 28 Ft. D Main Parachute 41 F\. D 5 Ft. D 70 H. 0 0 Ringsail TvpelSize R ingsail 10% Ext. Skirt Ringsa!! (3 eal Solid Flat Trajectory Altitude Feet 200 (50)C 450 (80) (31 450 200 (501 (3) For Zero-Zero Ejection Parachute System Wt 45 (MP); 52 10P (21 25 (MPI 101' (MP); 33 !DP1 121 342 IMP); 43 lOP) (2) 75 (DPI Impact System Crushable Unit Impact Bag I mpact Bag Impact Bag Not Used Type/Weight 511 Lb Mainl.Refurb. Level Medium rvledium High Very High Low Flotation 4- Ea F 10ta1ion 4 Ea Flotation 1 Front. 2 Aft 2 Front. 2 Aft Ufe Raft Bags Bags 2 Uprightin'J Bags 2 Uprighting Bags Location Aids, Survival Chaf' . Beacon , UHF Chaff . Beason Chaff. Be:;r:n . UHF Chaff. Beacon. UHF 3 Days Arctic. 15 Days Fooel Crew Module Tested At Zero to 650 KEAS 70 lO 650 KEAS Zero to 800 KEAS 600 to 630 Knots Zero to 45,000 FI Zero to 37 000 Ft Zero to 35.00 Ft 0) Without Crew Member (2) MP = Main Parachute; DP; Drogue !'arachute (3) Max. FJightTraiectorv. Par.enute Fully Inflated
58 Encapsulated Seat. The 8-58 aircraft was originally equi/=ped with three ejection seats (pilot and two crew members). Ercapsulated ejection seat.s were investigated as a possible solution for Imprcving pilot cornfort during long duration fligrts- When the encapsui,ated seat development proved successfu , all operetional 8. 58 aircraft were re-equipped with them during 1962/64. FigJre 1 18shows the seat in various stages of encapsulation, Tre B-58 capsule "unctions similar to an open ejection seat during normal flight, except that a pressure suit, parachu te and su rvival gear is not worn ::Y the occupant. I f pressurization is lost, the c-ewmember pulls a handle on either sieje of the seat inieiating encapsulation and pressurization. Escape is in itiated by a trigf8r under eitrer side handle, The following sf;quence of events then occur: (11 the seat occupant's egs, hip and shoulders are retractec; (2) :he three clam shell doors are closec and presslJrization activated; (3) the aircraft canopy is jettisoned followed in 0,3 seconds b'y rocket catapult ejection of the seat/man: (4) as the enca:Jsulated seat leaves the airrraft, a 3.46 ft diameter Henisflo ribl)on stabilization parachute is deployed fo:lowed by propellant actuateu extension of the stab IIzation fromE with attached fins, initiation of the oxygen system and ejection of chClff: (5) after any required delay (due to speed/altitUde corditions at time of ejection), a reefed 41 ft diCJmeter Ringsail main oarachu1e is deployed; (6) five seconds latar the main parachute interim attachment poim is disconnected and the ca:Jsule repositions to the la1ding attitude and the stabilization frame is re:racted and two cylindrical impact sho::k absorbers deployed; (71 shortly thereafter. the flotation booms extenc and all remaining live pyrotechrdcs are tired, (8) L:pon land impact, the flower pot deformatior: of the extcnded cylindri. cal shock absorbers ar"d shearing aCcion of the fins cutting into .eat flanges I' mi t the impact shock to human tolerance levels; the extended flotatior boo'ns serving as anti-roll devices; (91 after landing, the main parachute is rnanually released; if wator impa::t, release of the ,'nain parachute also activates inflation of four flotation bags. 70 Encapsulated Seat. The 8-70 aircraft had four crewmembers equipped wth four ejectable encapsulated seats. The sequence of e ection is very similar to the B-58 encapsu ated seat. Two (2) nine ft long stabili/ation booms extend imrnediately after seat ejection and separation from the aircraft. Two each 2, 13 ft diameter Hemis fo ribbon stabilizat;on parachutes are stored in the tip of the booms and deployed 0. 5 seconds aHe!' beam extension; they Essist the boolTs in providing stability while descendi:19 f(Qm high altitude and during low speed ejections. Themai1 descent parachute is a 34. 5 ft diameter ten-percent extended skirt parach\- te. At al titudes below 15,000 feet, deplovment of the main descent parachute is Initiated t\NO seconc;s after crewmenter ejection or as soon as he encapsulated seat spee:! decre8ses to 400 KEAS, At this point, the cever of t'18 parachute compartment IS ejected and a pilot chute deployed from a bag attached to the cover. The pilot chute extracts and deploys the main parachute which is roofed for two (2) seconc:s to a reefi n9 ratio of 4. 8 percent. Two seconds after main parechute deployment , an air bag is pressure inflated with stored nitrogen and serves as ground impact a ttenuator, The B. 70 seat capsules were part of the original concept and therefore more comfortable and more organically integrated into the aircraft as compared to the B- 58 encapsulated SCDt 'Nhich replaced existing ejection seats, Multiple seah:apsules similar to lIultipul ejecton:;eats create the problem of: i1 J who i1itiBtes ejection cf individual or of all encapsulated seats; (2) what time-st2ggered sequencing and what ejection direction is emploved to avoid capsule colli sian; (3) how is separation maintained when ejecting from out-of-con:rol flight concitions? These and otl-,er questions led to ':he development of aircraft crew escape modules which eject the entire crew in one capsule. 111 Crew Module. The F- l11 is the fi rst opera. tional aircraft to use a module fer crew escape. The crew moclu,e , as shown in Figure 1, 19 forms an integral part of the fo:vvard aircraft fuselage and ellcompasses the pres Jrized cabin iJnd part of the win fuselage po-tion ca ice the "::!ovs . The two-men crew module is fJly sel f-contained and independent of air. craft electrica: , hydmulic and cmeumatic systems, In case of emergency, the crew module is pressurized, its emer ency oxvgen system is act.ivated ane it is severed (cut) fro'n the aircraft by Fie;dble Linear Shapco Charges (FLSC) place:J in a groove undel- the aircraft skin around the crew module, The F LSC are fired by Shielded Mile Detonating Cord (SMDC). ThE sa:!)'. method is used for cetting control , tubing and wire connectiQns :0 the aircraft and for the StJ'srance of covers for the parachLlte, airbag and flOlation bag compartments. I t is obvious from FiGure 1. 19 that a
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AFFDL- TR-78-151 IRVIN INDUSTRIES I
Page 3 and 4:
UNCLASSIFIED SECURITY CLASSIFICATIO
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. . . . . . . . . . . . CHAPTE R IN
Page 7 and 8:
. . . . . . . . . . . . . CHAPTER 4
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CHAPTE R 6 (Cont) RELIABILITY Typic
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GURE 1.2 1.4 1.5 1 10 1-1 1 12 1 13
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FIGURE 3.40 3.41 3.42 3.43 3.44 3.4
Page 15 and 16:
FIGURE 6AD 10A 10B . . . . . . . .
Page 17 and 18:
LIST OF ILLUSTRATIONS (Continued) U
Page 19 and 20:
FIGURE 7.45 7.4 7 7.48 7.49 LIST OF
Page 21 and 22: i'Jz dl.'lI/b"W"O","'"' J! L E 101
Page 23 and 24: GDA LIST Of SYM BO LS - Area (cross
Page 25 and 26: ob Mass of Body I ncluded Mass Any
Page 27 and 28: X-r r/c SYMBOLS (Continued) - Numbe
Page 29 and 30: Inertial Elasticity Canopy ventilat
Page 32 and 33: INTRODUCTION Recovery is a term pop
Page 34 and 35: deceleration stages were possible b
Page 36 and 37: TABLE B WEIGHTS AND MEASURES Length
Page 38 and 39: Z, (- y% T AS LE C PROPERTIES OF EA
Page 40: TABLE D TYPICAL GROUND WIND VELOCIT
Page 43 and 44: VEHICLE RECOVERY Vehicle!; that hav
Page 45 and 46: . . Recovery was initiated with pne
Page 47 and 48: vehicle enters the continuum flow a
Page 49 and 50: They "re scheduled to arrive in Dec
Page 51 and 52: SeparB riot! Entrv Figure 1. T=O Fi
Page 53 and 54: TABLE 1.1 TECHNICAL DATA OF THE MER
Page 55 and 56: as lsed 0, the Mercury C:8psule. AI
Page 57 and 58: Three Main rachut:s Fxtracted by Mo
Page 59 and 60: Back-up Drogue Chute PIV Steel Cabl
Page 61 and 62: 95 Suspension Lines Number of parac
Page 63 and 64: Reference 32 suggests certain appli
Page 65 and 66: chute and slightly decreases the ve
Page 67 and 68: TABLE 1. S. NAVY PERSONNEL EMERGENC
Page 69 and 70: pilot chute extraction, independent
Page 71: Canopy Inflated Survival Kit Releas
Page 75 and 76: 300 tOO 'l1j V- C- Stabilization Br
Page 77 and 78: TABLE 1.8 AIRCRAFT USED FOR AI'DROP
Page 79 and 80: These requirements have resulted in
Page 81 and 82: The advantages of the LAPES airdrop
Page 83 and 84: Con:ainer, Platform Piatform Weight
Page 85 and 86: defeated the low cost aspect. ::ffo
Page 87 and 88: , , Figure 26 10. Personnel Troop P
Page 89 and 90: Design TABLE 1 13 T. 10 PARACHUTE A
Page 91 and 92: In operation, the a rcraft pilot ma
Page 93 and 94: ment bag should closely contain the
Page 95 and 96: ' TABLE 1. PARACHUTE SYSTEMS FOR SP
Page 97 and 98: ORDNANCE The application of aerodyn
Page 99 and 100: Figure 33 Mark 82 AID Inflation 0 ;
Page 101 and 102: AERIAL PICKUP Aerial pickup is one
Page 103 and 104: Figure 34 Trapaze/Helicopter (HH-53
Page 105 and 106: Main Parachute as Suspension Lines
Page 107 and 108: Other Mid.air Retrieval Concepts. B
Page 109 and 110: apid turn rates. and minimal weight
Page 111 and 112: door of a cradle rrounted platf:rm
Page 114 and 115: CHAPTER 2 DEPLOYABLE AERODYNAMIC DE
Page 116 and 117: TABLE . 2. SOLID TEXTILE PARACHUTES
Page 118 and 119: Type Taja, TU Slots, etc. LeMoigne
Page 120 and 121: BIAS il BLOCK Figure 2. Flet Patter
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Specific; rdcrcncc data are listed
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.( Con ical. The ca'loPY is constru
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! , Trj. Conical. The canopy is co,
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Full Extended Skirt. The canopy is
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Guide Surface, Ribbed. The canopy i
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Panels ROOF PATTRN X/I1, .70 Y/X 60
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- = Cross. The cross parachute, a F
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Slotted Canopy Parachutes Flat Circ
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Hemisflo. The constructed shape of
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--- Ringsail. This parachute design
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Rotating Parachutes Rotation Df par
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Low G!ide Parachutes gliding paracr
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'" Parawing, Single Keel. Tfe canep
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Parafoil. The canopy is cOlstructed
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DECELERATORS OTHER THAN PARACHUTES
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CHAPTER 3 COMPONENTS AN SU BSYSTEMS
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drogue and starts the timer which o
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alloth r is the pyrotechnic delay t
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that an'! Ai r- Iaunched from a car
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Catapult/Telescoping Thruster. Tele
Page 162 and 163:
Inflation Phase Actuators. Pym/mech
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\()\ \, '.. , i. ,, / " .. $) -' .,
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Figure 18 Cargo Parachute Release 5
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Figure 21 AlP 28S-2 Personnel Harne
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wiDensi on Linlis 'I, Gre;ur.d t_C
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Bridles. A bridle IS :J connectirg
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Sus,GfinsiQn Line Sigh -Sleeve Mout
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Figure 38 Representative Cargo Harn
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, ':"' -." (, ::. :: - , :..' ' , .
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sharp edged corner knifes into the
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compartments or in ex ernal fairing
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from the air , and hydrogen from wa
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ather tran measuring its cross-sect
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tion potential. The first !;::lunll
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(%) TABLE 4. (cont'd) MECHANICAL PR
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'R 1000 800 600 400 200 1000 800 60
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For a hypothetical fabric composed
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TABLE 4. NYLON SEWING THREADS Data
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TABLE 4. THREAD , NYLON , NON MELTI
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Type Iia Iii I'la -1!L VII VIII XII
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Narrow Woven Fabrics. The strength
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111 Yarn: Color: Ident Use: Min. Br
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TABLE 4. 19 POLYESTER WEBBING, IMPR
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TABLE 4. 23 (Continued) Dqta horn M
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(%) TABLE 4. RAYON TAPE AND WEBBING
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(%) TABLE 4 a from MI ranee 260 Cia
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Type III Weave: Finish: Use: TABLE
Page 217 and 218:
TABLE 4. NYLON DUCK Data from MI L-
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yarns. In order to achieve low air
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!. Entrapped air in the cells contr
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method of joining textiles. Strong,
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However. if tile strength of the cl
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;: =::~~~~~~~~~ ::: ::.. "':;.. - -
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_._--_.- -------- ---- ------ -----
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--- -".. , ;;;" / . ----- ------- -
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width sec ion dimensions based on t
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and length depend on the type parac
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has become cOr/mon practice to x-ra
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TEST METHODS AND CAPABILITIES Selec
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cescent, drift terden::es, and ethe
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supported at other bases including
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stant of release, the free-flving p
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Figure 5.7 for the same type in wat
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Function and Performance Checks. Re
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Laboratorv apparatus has been assem
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The coeff icient of sl idin g frict
Page 255 and 256:
White Sands Misslfe Range Texas Hol
Page 257 and 258:
TABLE 5. DECELERATOR TESTING, PRINC
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allistics tEst tracks and special p
Page 261 and 262:
atmospheric wind tunnel Tre test se
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i ng and launching models wh de the
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TEST VEHICLES In a free flght test
Page 267 and 268:
Load-Searing Platform Paper Honeyco
Page 269 and 270:
338 with an operation has been obta
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1, Central part of housing 2. Upper
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to the appl ied stifTl lus. In gene
Page 275 and 276:
:ll€thod available is provided by
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The different deployrrent methoDs f
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a: 30 .. 60 t: 20 18 10 AV6r6ge New
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.q:.Q 1.0 002 -- ,. ,. '0. 1.. P (C
Page 283 and 284:
2000 1000 Lbs Force Snatch Farce bp
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,\ )\' ""' Ij, !i!t: a) Opening of
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1.0 HORIZONiAL TRAJECTORY ft H. S.
Page 289 and 290:
The Inflation 0 " clustered canopie
Page 291 and 292:
"' area across the canopy s the gov
Page 293 and 294:
j '" . =: qlide) and ringsail desig
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Canopy Type C-9 Canopy Con fig A Sn
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si'" 9 Configuration: 9 ConfiglJrti
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::. ::". :::. , " .:.' I I Ii 1! l4
Page 301 and 302:
Figure 6, j; 5"O 540 u. :z 12 o 1.
Page 303 and 304:
Fioure 27 Opening Force- Time Histo
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'" Axial Force Coefficient I t is c
Page 307 and 308:
CAo 35 OM-O. a, Degrees Angle of At
Page 309 and 310:
. /;. ;. - .'; , . .\. . ~~~ : ;:.
Page 311 and 312:
LID .. .. Hlen Gliding: W"'W FC08(J
Page 313 and 314:
Proiect System Descent Parachute We
Page 315 and 316:
;J = I .. !-- 1// 10. i- ,\;y q.. C
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-.rQ W/. '" 300 '" 2.35 PSF TURN RA
Page 319 and 320:
db == p' Mgr ,, ". .. al Velocity D
Page 321 and 322:
;. ti c: 1). 0.4 C-' -.- --- .. - '
Page 323 and 324:
TABLE 6.9 MID-AIR RETRIEVAL SYSTEM
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three dimensional body ha'Je been s
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;'1 Fig. 6. 55. For a given Mach nU
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CDo 0.4 'siD LJ 0,. 0 1. Ipd 4.70 0
Page 331 and 332:
-- I- l- -2 /:INCR c)-200 lo/in Nyl
Page 333 and 334:
(J f. :' ' - ... . -- ' ;,' ; .; '-
Page 335 and 336:
p. 'e- - - - - - - - - - - - - ven)
Page 337 and 338:
2 0. 0.4 0. REEFING RATIO D,ID Figu
Page 339 and 340:
lengths during deplovment and openi
Page 341 and 342:
(CoSJ o varies with in the same way
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Flar Circular Conical 10'1 Extended
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-2.4 1.6 1.2 -0.4 0.4 0.4 a! Model
Page 347 and 348:
flralleJ and the (-- to X Axis Cent
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a) Tap View of MARS Axis SV5tems OI
Page 351 and 352:
- ----- --- Figure 6. 48 Ft Ribbon
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""' . it -; 1. " _._,.- 0.4 measure
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:9 0. 20. 0.40 Q; O. 10 -0_05 0. -0
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ing points of poIY'TIers , their sp
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2500 (A) Ascent 2000 1500 100 500 I
Page 361 and 362:
Water Impact (Spla$hdown) In a wate
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where is the instantaneous r:eight
Page 365 and 366:
Bag 'Material.NvllJn Cloth! Narsyn
Page 367 and 368:
.. , , ; . '(. ., ' .. . ! '.: \ '
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Human error is more difficult to de
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TABLE 14 8-YEAR SUPPL Y/EQUIPMENT D
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Scale Camp ressibillty Factor Fluid
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"' been unlocked. :he bag offers ve
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() = Drogue Parachute Angle of Atta
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270 180 o - 120 Pe rcent Per See 6
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€ = PI .. velocity of mass added
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e f312JK PICoSJ1I2 (C (CDS! n((CD S
Page 385 and 386:
D fDrii(! Coeffcient For Ul1iform M
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:: . 0. .. Aluminum Canopies fDp 6.
Page 389 and 390:
axial and radial acceleration of th
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Iy in Figs. 7. 14b and c. Inflating
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p, '" '" inflowin9 air is subjected
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Gore Dimensions Warp or Fil Inflate
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The posi tive internal differential
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d) View of Plane A- el View of Plan
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area '" (R/ /2Jf2(J-sin := g., The
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COMPUTE ,,, ASSUME TRIAL CONVERGENC
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Note: ABterisk denote, inPt/f bvana
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at a) Canopy Tension Approach Tsnoe
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_-- "" - .. -.. (fnviscid) Wake Qf
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easonable to use Reynolds and Nusse
Page 413 and 414:
Figure 7. ReD x 10 t: 3. 'V 4.42 .
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= 10. iFf: = 1. 86 x 10 Deg. Deg ,!
Page 417 and 418:
If/db Figure 34 Wake Coefficients v
Page 419 and 420:
A prima ry and obvious limitation o
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tive drag stabilizer because of ii:
Page 423 and 424:
tVa (min- (min. ) . '" M/M .4 . Mr!
Page 425 and 426:
Angle of Atteck Deg S R8 &12 See In
Page 427 and 428:
'" 0.4 Ex"eriment iSSinger Nt) Adju
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Jt (See XI0) e IGz J (3) (4) FPS (6
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point the discharge or tices open.
Page 433 and 434:
FPS K. 10. f( 60 80 100 - Lb Sec/Lb
Page 435 and 436:
they are analogm.. s to the inacleq
Page 437 and 438:
"" usr=d in th 8 computations. The
Page 439 and 440:
desc-ibed in References 285 and 552
Page 441 and 442:
pre-seleCting the final confidence-
Page 443 and 444:
g., system is to be identified. Thi
Page 445 and 446:
'/, too heavy., too bulky or too lo
Page 447 and 448:
t. 14 -- .: Jlten d ed SkI Ffar Cir
Page 449 and 450:
Surface af Revolution: ; -1 Gore La
Page 451 and 452:
TABLE 8.3 SYSTEM A OPENING FORCES (
Page 453 and 454:
'" '" '" "" 156 '" 3 D,IDo 10 (reef
Page 455 and 456:
TABLE 8. RECOMMENDED PARACHUTE DeSI
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adial distance a, ong the surf"ce f
Page 459 and 460:
TABLE 8. STEERABLE PARACHUTE COMPAR
Page 461 and 462:
Portion of canopy Sockiri up Fourth
Page 463 and 464:
followed to create a sequence of ca
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ond /db =" 8. 3/5 7 D /CDt; Appra,s
Page 467 and 468:
I'ne rraterfal required is 18 1583
Page 469 and 470:
Unlock Action Riser Closure Flaps (
Page 471 and 472:
'" "" "" = . where (see Page 344) p
Page 473 and 474:
'), w m.rif 305 Mo' ar weight, m 18
Page 475 and 476:
ecause the le1gth of riser branches
Page 478 and 479:
( .,." ' 727J . ' LIST OF REFEi=ENC
Page 480 and 481:
104 LIST OF REFERENCES (Continued!
Page 482 and 483:
138 141 144 146 147 148 149 150 151
Page 484 and 485:
206 207 208 209 210 Z), 212 213 214
Page 486 and 487:
290 291' 293 294 295 296 297 298 29
Page 488 and 489:
353 354 355 356 357 358 359 364 365
Page 490 and 491:
411 412 413 414 415 416 417 418 419
Page 492 and 493:
463 464 465 466 467 468 469 470 471
Page 494 and 495:
..'- 524 525 526 527 533 534 535 53
Page 496 and 497:
Acceleration Measurement, 232 Actua
Page 498 and 499:
Pressure Distribution , 227 Strain,
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"lfk f; \"A Lt. - Airborne Systems

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