Computer-Controlled Seats in Visual Studio .NET

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8.9 Computer-Controlled Seats
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To operate the seat the pilot pulls on a handle between the thighs. This causes the canopy to be ejected or shattered and the pilot s legs and arms are restrained into the seat to stop the limbs ailing. A ballistic gas generator then ejects the seat up a pair of guide rails and out of the aircraft. At separation a rocket motor res to continue the trajectory over the n. After ejection a stabilising drogue parachute is activated, the seat is separated from the pilot and a main parachute deploys. This process is controlled by an onboard multi-mode electronic sequencer and backed up by a barostatic pressure sensor. The Mk 16 seat used on the Euro ghter Typhoon utilises a second-generation digital seat sequencer which continuously senses external environmental
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Ejection System Timing
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parameters. Under certain speed and altitude conditions the recovery timings at which the parachute is deployed are varied in order to optimise the terrain clearance. The seat used in the Joint Strike Fighter F-35 is the US-16E which is common to all F-35 variants. The seat is modular and contains the following major assemblies: A seat bucket within which is located the survival aids container, a backrest and under-seat rocket motor A twin tube catapult with integral canopy penetrators; on the catapult is located an energy absorbing head pad, a drogue parachute, and inertial retraction device and a third-generation COTS electronic sequencer Side-mounted guide rails Fully integrated Life Support & Helmet Mounted Display equipment The seat incorporates an auto eject function for the F-35 STOVL aircraft to be used in the event of lift fan failure. The auto ejection system utilises a signal from the FCS to initiate ejection.
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8.10 Ejection System Timing
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The required time delay between canopy jettison and seats is not signi cantly speed dependent. Improvements to low-level escape capability can be achieved by sensing the speed (and altitude) during the ejection to vary the timing of the ejection seat sequence of events. This is done on electronically controlled seats such as those for Typhoon and F-35 where the point at which the seat parachute is deployed is varied dependent on speed and altitude. Current escape system sequences have xed time delays built into them, to ensure safe separation between the individual elements that are launched from the aircraft. For example, the Tornado has a fully automatic sequence to manage: Jettison of the canopy Ejection of the rear seat Ejection of the front seat Two xed timers are used to sequence these three elements such that there is a nominal delay of 0.30 seconds between the canopy and the rear seat and a nominal delay of 0.34 seconds between the front and rear seats. These delays are set to give safe separation across the whole escape envelope. They are also subject to production tolerances. The total delay deliberately introduced into the sequence is 0.79 seconds or approximately 80 % of the overall time taken for the canopy and both seats to separate from the aircraft. Future improvements in low-level escape capability will come from the introduction of variable time delays, based on actual conditions rather than a single worst design case. An aircraft travelling at 450 knots in a 60-degree dive will descend through 520 ft during the 0.79 seconds delay of the Tornado
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Emergency Systems
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system. In a 30-degree dive, it will descend through 300 ft. As fast jet aircraft routinely operate at or below such altitudes, any reduction in sequence delays will reduce the height required at system initiation for a safe escape and increase the probability of a survivable ejection. At 450 knots, the total time delay could be reduced considerably, by 50 % or more, reducing the safe ejection height for the Tornado front seat by some 200 ft or so. For higher sink rates at ejection, the gain would be even greater. In order to achieve variable sequence timings, technologies that allow position sensing and algorithms that can establish the appropriate timing for the prevailing conditions will have to be developed. The introduction of computer controlled sequencers onto the ejection seats will facilitate the development and integration of these more intelligent overall system sequences.
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