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8.11 High Speed Escape
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Over the years, escape speeds have been slowly increasing. Table 8.1 shows the percentage of ejections occurring at or above given speeds. The Hunter was tted with a Martin Baker MK4 ejection seat and was typical of the aircraft in service from the mid 1950s to the mid 1970s. The Tornado is tted with a Martin Baker Mk10 ejection seat and is typical of aircraft in service from the mid 1970s to today. These are predominantly peacetime ejections, in wartime ejection speeds tend to increase overall. Table 8.1 Comparison of ejection speeds
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Aircraft Hunter Tornado 350 Kts 19% 36% 400 Kts 8% 16% 450 Kts 4% 8%
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As ejection speeds increase, the potential for injury from air blast increases. The face and limbs are particularly vulnerable to airblast damage. In some multi-crew combat aircraft such as the General Dynamics F-111 the crew escape in a module, the entire cockpit being designed to be jettisoned and parachuted to the ground.
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8.12 Crash Recorder
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It is a mandatory requirement to carry a recorder in commercial aircraft and in military aircraft operating in civilian airspace so that certain critical parameters are continuously recorded for analysis after an accident. The recorder, variously known as crash recorder, accident data recorder, ight recorder or, in the press, black box recorder, is a crash survivable machine which may be ejected from the aircraft after a crash and contains a radio and sonar locator to guide rescue crews to its location.
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Emergency Landing
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The recorder is connected to the aircraft systems so that ight critical parameters are continuously recorded together with information about the aircraft s ight conditions. For example, control column and throttle positions, ight control surface positions, engine speed, pressure and temperature will be recorded together with altitude, airspeed, attitude, position and time. Analysis of this data after an accident will be used to determine the cause of the incident. Recording all crew conversations and communications with the outside world is also carried out, either on the same recorder or on a separate cockpit voice recorder (Figure 8.11).
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Examples of crash recorders (Courtesy of BAE Systems)
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8.13 Crash Switch
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On many military aircraft it is accepted that an aircraft may have to be landed in a dangerous condition either wheels up or wheels down. The crew will have to exit the aircraft quickly and safely in these circumstances and the risk of re must be reduced as far as possible. A crash switch is designed to do this by providing a single means of shutting down engines, closing fuel cocks, disconnecting the aircraft battery from the busbars and discharging the re extinguishers into the engine bays. These precautions can be provided manually or automatically. The manual method provides a number of switches in the cockpit which are linked by a bar so that a single action will operate all the switches. The pilot will do this immediately before or as soon as the aircraft hits the ground. The automatic method is provided by inertia switches that operate under crash conditions.
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8.14 Emergency Landing
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In the event of an emergency landing or an aborted take-off it is necessary to provide an alternative to onboard systems to stop a military aircraft. There are
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two methods in common use an arrestor hook engaging on a wire across the runway, and a barrier net across the runway. Arrestor gear is found at nearly all military aerodromes. The gear usually consists of a cable laid across the runway about 1500/2000 ft in from each end. When fully rigged, the cable is held off the runway a few inches by rubber doughnuts , to allow the aircraft hook to pick it up. The cable is connected to rotary hydraulic equipment that provides the retarding force when an aircraft engages the system. This air eld installation is known as Rotary Hydraulic Arresting Gear (RHAG). Nearly all fast-jet ( ghter type) aircraft have an arrestor hook for engaging these systems, which is normally retracted at the tail of the aircraft. In an emergency the aircraft would lower the hook and engage the cable. The hook is normally locked up and is released by a cockpit switch that operates a solenoid to release the up-lock mechanism. Typical emergencies that require this type of action include aborted takeoff, or landings with a known failure of brakes/hydraulics/ aps/slats/wingsweep/engine or anything that increases the landing speed above normal or reduces the stopping power. If an air eld does not have a RHAG, if the cable engagement fails or a fast-jet without a hook declares an emergency, then a barrier engagement is the only alternative. A barrier is a heavy duty net which can be raised hydraulically to stop the aircraft before it goes off the end of the runway. An additional deceleration device is a bed of energy absorbing material beyond the arresting devices. Air elds will have on or more of these mechanisms in series, and some will have all three as illustrated in Figure 8.12. In the USA the arresting system has the designation MAK 2 or BAK 13. There is a BAK 14 system which can be recessed into the runway surface and is raised on demand. FAA Advisory Circular AC 25.981-1B (2001) describes these arresting systems [2].
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