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Rocket thrust centerline and ejection seat-aircrewmember center of gravity |
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|  MIL-S-18471G(AS)
and integral rocket catapults shall be in accordance with MIL-P-83126.
Ballistic catapults that are not an integral part of a rocket catapult shall
be designed in accordance with MIL-D-21625 and MIL-D-23615. Where feasible,
propulsion subsystems previously qualified and released for service use shall
be used in preference to developing and qualifying new propulsion subsystems.
Ignition of the propulsion subsystem shall not cause burn damage to any
aircrewmember or the aircrewmember's flight equipment or cause the malfunctioning
of other escape system components in a multi-seat aircraft.
3.2.2.4.1 Rocket thrust centerline and ejection seat-aircrewmember center
of gravity. The ejection seat-aircrewmember center of gravity (c.g.) extremes
shall be determined for the specified aircrewmember population (see 3.2.1.1)
with full personal flight gear and for the range of ejection seat adjustments.
The rocket system centerline of thrust shall be located using the dynamic c.g.
to prevent excessive rocket induced pitching of the ejection seat-aircrewmember
combination. Neither the ejection seat occupant nor ground crew personnel
shall be required to effect any adjustment of the escape system or any of its
components to ensure achievement of the optimal relationship between the
ejection seat-aircrewmember combination c.g. and the rocket thrustline.
3.2.2.5. Deceleration and stabilization subsystem. The deceleration and
stabilization subsystem shall be integral with the ejection seat assembly and
shall control the motion of the aircrewmember and ejection seat combination
during ejection in accordance with requirements specified herein. Compliance
with these requirements shall be demonstrated during the system tests of 4.4.2,
4.4.3, and 4.6.1. The deceleration and stabilization subsystem shall be
capable of meeting the requirements listed below:
a.
Remain securely stowed within the ejection seat assembly
envelope in a dormant condition during normal aircraft
operating modes until such time as it is needed during the
ejection sequence.
b.
Throughout the escape envelope specified in 3.3.2, commence
to perform at the required point in the ejection sequence
and continue to control the motion of the aircrewmember
and ejection seat combination without interruption until
recovery parachute canopy opening. It shall prevent periods
of random attitude free flight and eliminate instabilities
which could cause limb injuries, system malfunctions, and
performance degradation.
c.
Control pitch, roll, and yaw rates (at parachute canopy
container opening speeds in excess of 150 KEAS) in a manner
which will maintain the angular displacement of the ejection
seat back plane relative to the centerline of the deploying
parachute within:
(1) The limits depicted in figure 4 for pitch.
(2) 45 in roll.
(3) 45 in yaw.
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