4 , 6 ? SchLeiAo/ersltze.

DGLR
DEUTSCHE GESELLSCHAFT FUR L U F T - U N D RAUMFAHRT E.V.

DFVLR
DEUTSCHE F O R S C H U N G S - U N D VERSUCHSANSTALT FUR L U F T - U N D RAUMFAHRT E.V.

AGARD
A D V I S O R Y GROUP FOR AEROSPACE RESEARCH A N D DEVELOPMENT

EINLADUNC ZUM SYMPOSIUM

uber

FALLSCHIRMTECHNIK UND BERGUNGSSYSTEME

(Aerodynamic Deceleration)

15. bis 19. September 1969

in

BRAUNSCHWEIG

PRESENT TRENDS IN EJECTION SEAT DESIGN

By J O H N JEWELL.QBE,C ENG. F.R.AeS.
MARTIN-BAKER AIRCRAFT CO.
 DGLR
DEUTSCHE GESELLSCHAFT FUR L U F T - U N D RAUMFAHRT E.V.

DFVLR
DEUTSCHE F O R S C H U N G S - U N D VERSUCHSANSTALT FUR L U F T - U N D RAUMFAHRT E.V.

AGARD
A D V I S O R Y GROUP FOR AEROSPACE RESEARCH A N D DEVELOPMENT

EINLADUNG ZUM SYMPOSIUM

iiber

FALLSCHIRMTECHNIK UND BERGUNGSSYSTEME

(Aerodynamic Deceleration)

15. bis 19. September 1969

in

BRAUNSCHWEIG

PRESENT TRENDS IN EJECTION SEAT DESIGN

By J O H N JEWELL.OBE.C.ENG. F.R.AeS.
M A R T I N - B A K E R AIRCRAFT CO.
HIGHER D E N H A M BUCKS. ENGLAND.
I
I
^ ABSTRACT

1. Ejection seats must recover pilots uninjured. A rocket pack fitted underneath the seat bucket
provides supplemental thrust to increase trajectory
2. All-through efficiency of the entire escape system
height.
must be the constant endeavour and responsibility
of a single design and management authority. Parachute quick opening devices have been evalu-
ated and the Martin-Baker patent short anti-squid
3. Aircraft altitude, speed and attitude must be taken
line is now being embodied in the parachutes em-
into account when evaluating seat performance. ployed with Martin-Baker seats in Service aircraft.

4. A large percentage of emergency ejections take

Spinal injuries in the latest seats are much fewer
place at low altitude and low speed and this im-
than was hitherto the case. Designers and operators
portant fact must continue to influence design.
are becoming more aware of the need to establish
5. The present recovery rate of Martin-Baker ejection good posture, satisfactory cushioning and adequate
seats world-wide is 92% and higher in selected restraint whilst the ejection forces are applied.
seats.
Crew comfort is of paramount importance in ejection
seat design.

Linda Hall Library

Kansas City, MO.
 «

Mk. 9 E J E C T I O N SEAT

Mk. H7 E J E C T I O N SEAT
 PRESENT TRENDS IN E J E C T I O N SEAT DESIGN

INTRODUCTION

Requirement

E s c a p e systems for military aircraft must provide isolation but the complete system must be evaluated
a means whereby the crew may, in an emergency, eject to determine ultimate efficiency and reliability. Good

from a crippled aircraft when abandonment is necessary, ejection seat performance can be nullified by long time

land the men on open parachutes and provide gear by delays in cockpit canopy jettisoning and, in low level

which survival i s assured. By meeting this requirement ejections, such delay is fatal. The accomplishment of
the desirable objective of complete escape system
air crew casualties are kept low, whilst morale is sus-
efficiency is best assured when the whole system is
tained at a desirably high level.
designed, developed and managed by a single authority
Escape System Efficiency and not, as at present, by widely scattered agencies, in-
In assessing the efficacy of an escape system it evitably leading to incompatibility and problems, the
is not enough to examine ejection seat performance in solution of which i s often time consuming and costly.
 TERRAIN CLEARANCE FOR SAFE EJECTION TERRAIN CLEARANCE FOR SAFE EJECTION
ROCKET ASSISTED SEAT
ROCKET ASSISTED SEAT
DIVE-WINGS LEVEL

ZERO SECOND PILOT REACTION TIME

AIRCRAFT SPEED AT EJECTION - KTS.
M I N I M U M EJECTION ALTITUDE
VS
ZERO SECOND PILOT REACTION TIME
VELOCITY AND FLIGHT PATH

ZERO SECOND PILOT REACTION TIME

DIAGRAM O F P E R F O R M A N C E IN VARIOUS ATTITUDES O F R O L L , P I T C H AND A L T I T U D E

4
EJECTION PATTERN

Environmental Conditions

As well as looking at an escape system as ^n 4) Only approximately 2% of all ejections occurred at

integrated whole it is necessary to consider the environ- indicated air speeds of 500 knots or more.
mental conditions in which the system is likely to Having the foregoing in mind, it seems likely that
operate with frequency as these conditions should a good open ejection seat will recover alive a greater
determine the design criteria. From a study of Martin- proportion of ejectees than a capsule in such conditions
Baker records during the past ten years, involving of low altitude, low air speed, coupled, as they invariably
about 2,000 emergency ejections, the following facts are, with a high aircraft sink rate, as these conditions do
emerge relating to the altitude and speed pattern of not favour a capsule. A capsule designed to cater for
abandonments from operational aircraft:- very high speed, high altitude ejections, ought not to be
1) About 40% of all ejections occurred below 1,000 ft., employed if the outcome of the frequently occurring low
whilst about 30% of them took place below 500 ft. level, low speed ejections is thereby placed in jeopardy,
especially when the greater weight and complexity of a
2) 857o of all ejections occurred below 10,000 ft., whilst
capsule is considered in relation to the performance and
only 5%> took place above 20,000 ft.
cost effectiveness of the aircraft.
3) 50% of all ejections occurred at indicated air speeds
of less than 200 knots.

5
DEVELOPMENT FACTORS

Design Features 3) Positive extraction of the main chute and seat/man

At this stage, brief mention of some of the desir- separation is accomplished with a slight delay after
able design features of Martin-Baker seats is worthwhile. ejection (save when it is barostatically delayed
1) The seats are self-contained, not relying for function- above 10,000 ft. and delayed in some seats by
ing on any of the aircraft services, but are fired by means of a " G " controller when the ejection speed
a simple mechanism visible at all times to-ground is above about 350 knots).
and air crews- These design features ensure rapid controlled

2) Seat stabilisation is secured immediately after functioning which is so essential to safe recovery,

ejection by a gun deployed drogue system. especially in very low level ejections.

7
 QUANTITIES 100 SMILl 10 BE 1HUIV REPRESENTATIVE
PERCENTAGE RECOVERY
100-

\ A
\ / V

10-

1949 1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966 1967 196B 1969 1970 1971 1972 1973

500
NUMIE OF EJECHONS

450
A

/
\
\\
il M
\\
/
;
/
\\
\

V
^/ \

0-

EJECTION TOTAL
Seat Capability
A study of Martin-Baker records shows that about
92% of pilots are presently being recovered and that, of
the 8% killed, more than a half of them are due to impact
with the ground or sea before the parachute develops.
It therefore becomes plain that in ejection seats
the maximum gain in pilots recovered can be achieved
by increasing trajectory height in a favourable direction
and speeding up parachute development after ejection.
Our recent intensive development work has been directed
with a very large measure of success to these two most
desirable objectives- In this presentation it will not be
possible to give more than a brief summary of the vast
amount of work done to improve the seats performance.
Much of this work has been monitored by, and its results
are known to the U.S. Navy and U.S. Air Force, as well
as to the German and British Defence Ministries. A note
of caution i s not inappropriate when forecasting the
probable improvement in seat capability which can be
expected to arise from modification by the embodiment
of recent developments.
Any overall improvement in recovery rate is likely
to be slight, because of the seat's present excellent
performance; nevertheless, even a slight gain is worth
the effort in saving pilots, yet constantly in our minds
during development work has been the need to ensure
that no proposed change should degrade present seat
performance.
TRAJECTORY - MARK 9 SEAT AT ZERO SPEED / ZERO ALTITUDE
DUMMY WEIGHT 149 lb. DUMMY WEIGHT 224 lb.

6 08secs
.PARACHUTE PARACHUTE / -
HEIGHT
FULLY OPEN FULLY OPEN V 407 f..t

SHACKLE SHACKLE
RELEASE RELEASE

60 IN.DROGUE 60 IN DROGUE
DEVELOPED DEVELOPED

DROGUE GUN DROGUE GUN

FIRES FIRES

ROCKET BURN , „ , ROCKET BURN

/ 0.6
OUT I OUT
• •• GROUND L E V E L GROUND LEVEL

HORIZONTAL DISTANCE IN FEET.

1" R O C K E T MOTOR 2" ROCKET MOTOR

 INTRODUCTION OF MARTIN-BAKER ROCKET PACK

The most important recent advance in Martin-Baker height i s greatly increased, thereby providing more time
seats is the introduction of multi-tube rocket packs for the parachute to open. When the ejection seat has
designed to fit neatly in the small space available left the aircraft a static line operates the rocket firing
between the bottom of the seat bucket and the cockpit mechanism, igniting a cartridge, thus producing an
floor. The rocket pack consists of a number of com- exceedingly hot flame which flashes across the gallery,
bustion tubes containing solid propellant, the tubes simultaneously igniting the solid propellant in all tubes.
being screwed into a gallery mounted transversely To ensure correct' pressure build-up and simultaneous
underneath the seat bucket, one of the combustion tubes firing the efflux nozzles are sealed by metal discs which
being fitted with a firing mechanism and cartridge. When blow out when the correct pressure is reached, and
this rocket pack is fitted to the seat the thrust thus stability throughout rocket burn-time is maintained by
obtained supplements in a complementary manner the adjustable thrust alignment in relation to the C. of G. of
thrust of the ejection catapult and in this way trajectory the mass.
 ROCKET SLED

12 INCLINED TRACK AT CHALGROVE

Rocket Seat Test Programme

A most extensive test programme has been con- the U.S. Navy's Test Establishments at Philadelphia
ducted and i s at present continuing by Martin-Baker, and China Lake, as well as by the British Ministry of
aircraft constructors, and U.S. Navy Test Establish- Technology at Pendine and Boscombe Down. Test pro-
ments, consisting of both static and dynamic tests to grammes planned and executed to determine efficient

verify efficient performance and reliability. Rocket pack performance in simulated ejections over a wide range of

tests are conducted at the Martin-Baker Aircraft Com- critical conditions, particularly zero/zero, ground level
at 40 knots, 120 knots, 450 knots and 600 knots, and in
pany's Works in Denham and at the U.S. Navy Explosives
high sink rate conditions on the INCLINED SLED
Laboratory at Dahlgren, Virginia, whilst the dynamic
TRACK at C H A L G R O V E , O X F O R D S H I R E , have ensured
tests have been done primarily at Martin-Baker and at
that seats enter service well tested and reliable.
 H7 ROCKET SHOT AT CHALGROVE

0-25 0-30
TIME SECS

K E Y : - Dotted Line KEY - S o l i d Line

E J E C T E D WEIGHT 456 lbs EJECTED WEIGHT 368 lbs

ROCKET THRUST 5100 lbs ROCKET THRUST 5000 lbs

GUN R A T E OF RISE 140 G / S E C . (DUMMY) GUN R A T E OF RISE 145 G / S E C (DUMMY)

MAX ' G ' GUN ' 3 . 2 'G' (DUMMY) MAX 'G' GUN 14.5 ' G ' (DUMMY)
MAX ' G ' R O C K E T 13.5 ' G ' (DUMMY) MAX 'G' ROCKET 14.0 ' G ' (DUMMY)
R O C K E T SEAR R E M O V E D 71.5 i n s . UP S T R O K E R O C K E T SEAR R E M O V E D 65 i n s . UP STROKE
ROCKET L I G H T UP 81.0 i n s . UP STROKE ROCKET LIGHT UP 74.5 ins UP S T R O K E
D I S T A N C E B E T W E E N ENDS OF D I S T A N C E B E T W E E N ENDS OF
GUN A T R O C K E T L I G H T UP 4 ins. GUN A T R O C K E T L I G H T UP 2.5 ins

SEAT P A N IN B O T T O M POSITION S E A T PAN IN TOP P O S I T I O N

14
Reduction in Seat Acceleration

As well as increased trajectory height in current both in ejection guns and rocket motors and a study of
seats the introduction of the rocket pack imparts lower the pressure curves obtained from our test programme
acceleration during ejection, the peak "G" in both shows that this most desirable characteristic has been
ejection guns and rocket motors is about 15G, whilst the satisfactorily obtained. It is confidently expected that
rate of rise of G has been held to about 200 G ' s per this significant reduction in acceleration will result in
second. During the development of the rocket pack great a very substantial reduction in spinal injuries during
care has been taken to ensure a smooth rise of pressure ejection. Further reference to this will be made in
succeeding paragraphs.
SAFE PARACHUTE DEVELOPMENT HEIGHTS
I-
ft
v/

\ /

7/P DEVELOPED
IUULH DOWN
A
•T
N
Y

PARACHUTE DEVELOPMENT TIMES

KEY
SHACKLE
•
RELEASE

a LINES
W
TAUT 1 SEC.

CHUTE
DEVELOPED

S T E I N T H A L RING HEINRICH OPENER MARTIN P A T E N T

& LOW POWER & LOW POWER ANTI-SQUID L I N E
CARTRIDGES CARTRIDGES & LOW POWER
EJECTED WEIGHT • 428 lb (95% MAN)
CARTRIDGES
EJECTION VELOCITY • 130 KNOTS

COMPARISON OF OPENING DEVICES

 SPEEDING PARACHUTE DEPLOYMENT

Three Devices Investigated Martin Patent Anti-Squid L i n e

In an endeavour to speed up parachute deployment The Martin Patent Anti-Squid L i n e pulls down the
after ejection a most intensive development programme main 'chute apex and removes from the canopy the ex-
has recently been completed by Martin - Baker, using traction loads during initial stages of deployment, thus
seats as fitted in F 4 aircraft. allowing the canopy to open at the base smartly, which
speeds up canopy inflation.
Three devices were exhaustively tested, viz :-
Of the three devices tested in Martin-Baker seats
1) Stein thai Opener
the Martin Short Anti-Squid L i n e gave the best results
2) Heinrich Opener
and by its simple nature enables the modification to be
3) Martin Patent Anti-Squid Line embodied in existing seats with no attendant complication
or stowage problems within the presentor projected para-
Steinthal Opener
chute packs.
The Steinthal Opener i s a inch diameter silicone Short anti-squid lines are at present being fitted-
ring sewn to the periphery of the main canopy. The ring to the parachutes in Martin-Baker seats in service
i s designed to bring quickly to circular shape the 'chute aircraft.
skirt on extraction from its pack to admit the air, thus
speeding up canopy inflation.

Heinrich Opener

The Heinrich Opener is a small parachute, say

3 ft. 6 inches in diameter, or larger if necessary, and
rigged inside the main 'chute canopy. On extraction
from the pack the Heinrich Opener i s designed to open
rapidly and by air spillage it accelerates main canopy
inflation.
 M.B.A. RIGID SURVIVAL PACK

M.B.A RIGID BACK CUSHION

HARNESS LAP S T R A P , showing

M.B.A. 2 to 1 RATIO BUCKLES

18
 INJURIES DURING EJECTION

Injuries Immobilise Injuries High in some Aircraft

An injury sustained during ejection which immobi- A further study of our records and our investiga-
l i s e s the pilot makes h i s ultimate recovery more critical tions show that whereas in some aircraft spinal injuries
and renders him l i a b l e to capture or death should he are unacceptably high, in other aircraft the spinal injury
alight in hostile territory. Such injuries are wholly rate is remarkably low, e.g. F8 Crusader and A6 Intruder
unacceptable and much effort has been applied to their aircraft of the U.S. Navy, where the spinal injury rate i s
total elimination. less than 5 per cent. When spinal injuries during ejec-
tions are eliminated the serious injury rate will thus be
A study of our records shows that ejections made
reduced to tolerable proportions and certainly not
by means of our seat from some aircraft produce an
greater than injuries sustained by participants in other
unacceptably high proportion of spinal injuries, whereas
strenuous or hazardous exercises.
the catapults and explosive charges are similar in all
aircraft. Whilst almost all pilots quickly recover from
such injuries and are soon restored to flying status,
nevertheless, for the reasons given above such injuries
must and indeed can be eliminated.
 i)

MAN DRESSED F O R F L I G H T
IN C O R R E C T POSTURE
Causes of Spinal Injury

Whilst spinal injuries during ejection are caused during ejections from Navy F4's were substantially
by the applied thrust, it is now generally accepted that fewer than were the Air Force's. Ultimately the U . S . A . F .
contributory factors are :- accepted the fact that the seat kit/cushion assembly and

1) Poor sitting posture waist belt in their F 4 ' s were significantly contributing
to spinal injuries. A back fit programme, now completed,
2) Spongy or incorrectly sloped sitting platform
replaced the unsatisfactory cushions and seat belts by
3) Inadequate harness restraint.
those of Martin-Baker design. This has resulted in a
A pilot ejecting in a poor posture, sitting on a dramatic reduction in spinal injuries when ejecting from

forward sloping seat kit, with a badly fitting harness U.S.A.F. Phantoms. This fact gives substance to the

or loose seat belt, will surely receive a spinal injury former proposition that incompatibilities and problems

even though the ejection thrust i s tolerable. On the will arise in survival equipment assemblies unless

other hand, spinal injuries would seldom occur when design and management is entrusted to a single authority.

the three factors mentioned above are all favourable.

Other Abandonment Injuries
Our investigations establish this thesis beyond
All other injuries received during abandonment
doubt because we see in ejections in our seats from
are fewer, less severe and follow a more random pattern.
some aircraft spinal injuries occurring and their absence
The few injuries now occurring due to flailing limbs
in others, although the propulsive thrust is the same in
can be reduced, if not entirely eliminated, by the general
almost all catapults employing, as they do, explosive
use of good limb restraint. The present small number
cartridges of identical design. of landing injuries can be expected to continue dependent
Remedial Action as they are upon wind conditions and terrain. The number
In investigating the high spinal injury rate in and extent of landing injuries might well be reduced

ejections from their F4 aircraft the U . S . A . F . were able by the general employment of larger parachutes, although

to consult the U.S. Navy and found that spinal injuries this is controversial.
 COMFORT DURING FLIGHT

Factors leading to Comfort

The very important attributes of crew comfort in important, as is the relationship of levels of sitting
flight, which contribute in large measure to operational plane and rudder pedals. Sometimes optimum relation-
efficiency and flight safety, have been given much ships are sacrificed to over-ruling factors of another
thought* by M A R T I N - B A K E R and it is a matter for kind, e.g. equipment and controls distribution in the
regret that owing to procurement policy many available cockpit.
items are not fitted in all service aircraft.

Comfort Equipment
Seated comfort in a military aircraft is in a very
large measure dependent upon geometric layout, cushion- Martin-Baker has done considerable design and

ing and seat harness design. Installation angle of the development work in the field of cushioning, harness

seat, angles of sitting and back-rest planes are extremely design and personal equipment connectors.
 CONCLUSION DISCUSSION

Martin-Baker has been engaged exclusively in

ejection seat design and manufacture since 1944 and
seats of this design are fitted in 34 different types of
aircraft in world-wide u s e .

2,474 lives have been saved to date; ejections now

occur at the rate of about one each day and wide experi-
ence, coupled with a continuing extensive research and
development programme, confers on the Company unique
advantages and expertise in this highly specialised and
important field.

25