Recovery System Application - Revision history

Parachute at 21:10, 26 June 2024

2024-06-26T21:10:27Z

← Older revision		Revision as of 21:10, 26 June 2024
Line 160:		Line 160:
	The Air Force awarded a contract for the development of an improved final-rate-of-descent assembly to the Sandia National Laboratories (SNL) in Albuquerque, N. Mex. The SNL designed a new parachute assembly consisting of a cluster of three 52.5-foot-diameter, 20-degree conical solid-ringslot parachutes, where the crown of the solid fabric canopy is replaced with a ringslot insert for better stability and improved opening force control. The hybrid-material parachute uses a nylon canopy and Kevlar risers, suspension lines, and canopy tapes. A unique centrally and controlled disreefing system permits simultaneous disreefing of the two reefing stages of all three parachutes. The development and testing of this interesting parachute assembly is described in Reference 6.42		The Air Force awarded a contract for the development of an improved final-rate-of-descent assembly to the Sandia National Laboratories (SNL) in Albuquerque, N. Mex. The SNL designed a new parachute assembly consisting of a cluster of three 52.5-foot-diameter, 20-degree conical solid-ringslot parachutes, where the crown of the solid fabric canopy is replaced with a ringslot insert for better stability and improved opening force control. The hybrid-material parachute uses a nylon canopy and Kevlar risers, suspension lines, and canopy tapes. A unique centrally and controlled disreefing system permits simultaneous disreefing of the two reefing stages of all three parachutes. The development and testing of this interesting parachute assembly is described in Reference 6.42

	The major design problems were the very limited parachute compartment volume, low permissible parachute opening forces, and crosswind parachute deployment at 300 knots. Since publication of the referenced paper, SNL has decreased the diameter of the three 52.5-foot-diameter parachutes to 49.0 feet. This reduction was made possible by the higher than expected drag coefficient of C<~~sub~~>Do</~~sub~~> = 0.9 instead of the anticipated 0.77. The smaller parachute diameter also decreased the weight and volume of the parachute assembly, permitted a more civilized pack density, and lessened parachute installation problems.		The major design problems were the very limited parachute compartment volume, low permissible parachute opening forces, and crosswind parachute deployment at 300 knots. Since publication of the referenced paper, SNL has decreased the diameter of the three 52.5-foot-diameter parachutes to 49.0 feet. This reduction was made possible by the higher than expected drag coefficient of

			<math>C_{D_o}</math>

			= 0.9 instead of the anticipated 0.77. The smaller parachute diameter also decreased the weight and volume of the parachute assembly, permitted a more civilized pack density, and lessened parachute installation problems.

	The weight effectiveness of the main parachutes without added assembly components is 54.8 cubic feet of parachute drag area per pound of parachute weight, a value considering the high deployment velocity of 300 KEAS and the allowable parachute force of only 6g related to the crew module weight. The performance requirements for the main parachute assembly were based on the condition that the existing hemisflo drogue chute could be retained without change. The new parachute assembly was tested up to 275 knots. It did not meet the requirement of 300 knots at an 18,000•foot altitude for a 3120-pound crew module and, therefore, was not accepted by the Air Force.		The weight effectiveness of the main parachutes without added assembly components is 54.8 cubic feet of parachute drag area per pound of parachute weight, a value considering the high deployment velocity of 300 KEAS and the allowable parachute force of only 6g related to the crew module weight. The performance requirements for the main parachute assembly were based on the condition that the existing hemisflo drogue chute could be retained without change. The new parachute assembly was tested up to 275 knots. It did not meet the requirement of 300 knots at an 18,000•foot altitude for a 3120-pound crew module and, therefore, was not accepted by the Air Force.
Line 490:		Line 494:
	Reliability of the retarder operation is of utmost importance. A malfunctioning retarder can result in aircraft and aircrew loss. The retarder should have a high drag, but a low initial opening force, coupled with low weight and volume. Fast, reliable, and repeatable retarder inflation is especially important for ordnance dropped at high speed from low altitudes. Retarder manufacturing should be simple and inexpensive. Handling, packing, and maintenance should be easy and should require a minimum of special tooling. The retarder must be suitable for stowage in a compartment compatible with the configuration of the ordnance and must be suitable for long-term storage under field and shipboard conditions.		Reliability of the retarder operation is of utmost importance. A malfunctioning retarder can result in aircraft and aircrew loss. The retarder should have a high drag, but a low initial opening force, coupled with low weight and volume. Fast, reliable, and repeatable retarder inflation is especially important for ordnance dropped at high speed from low altitudes. Retarder manufacturing should be simple and inexpensive. Handling, packing, and maintenance should be easy and should require a minimum of special tooling. The retarder must be suitable for stowage in a compartment compatible with the configuration of the ordnance and must be suitable for long-term storage under field and shipboard conditions.

	[[Figure 8-28]] plots, for any kind of ordnance, the down-range distance, the impact angle, and the distance between the drop aircraft and the exploding bomb as a function of altitude, and the ratio of ordnance weight to retarder drag area W/(C<sub>D</sub>S)<sub>p</sub>. The figure assumes that the retarder will inflate instantaneously at drop. The table below the figure gives, for a 2000-pound ordnance device and various ratios, W/(CDS), the down-range distance, the impact angle, and the separation distance of aircraft-to-ordnance impact for drop altitudes of 100 and 300 feet. as well as the required diameter, Do, of a conical ribbon parachute retarder with a drag coefficient, C<~~sub~~>DO</~~sub~~>, of 0.55.		[[Figure 8-28]] plots, for any kind of ordnance, the down-range distance, the impact angle, and the distance between the drop aircraft and the exploding bomb as a function of altitude, and the ratio of ordnance weight to retarder drag area W/(C<sub>D</sub>S)<sub>p</sub>. The figure assumes that the retarder will inflate instantaneously at drop. The table below the figure gives, for a 2000-pound ordnance device and various ratios, W/(CDS), the down-range distance, the impact angle, and the separation distance of aircraft-to-ordnance impact for drop altitudes of 100 and 300 feet. as well as the required diameter, Do, of a conical ribbon parachute retarder with a drag coefficient, <math>C_{D_o}</math>, of 0.55.
	[[File:FIGURE 8-28. Effect or Ratio Vehicle Weight, W, to Decelerator Drag Area (CIS) on Down-Range distance, Impact Angle, and Aircraft ~~Separation~~ Instance..jpg\|center\|thumb\|~~617x617px~~\|FIGURE 8-28. Effect or Ratio Vehicle Weight, W, to Decelerator Drag Area (~~CIS~~) on Down-Range distance, Impact Angle, and Aircraft Separation ~~Instance~~.]]		[[File:FIGURE 8-28. Effect or Ratio Vehicle Weight, W, to Decelerator Drag Area (CIS) on Down-Range distance, Impact Angle, and Aircraft Seperation Instance.2.jpg\|center\|thumb\|741x741px\|FIGURE 8-28. Effect or Ratio Vehicle Weight, W, to Decelerator Drag Area (<math>C_DS</math>) on Down-Range distance, Impact Angle, and Aircraft Separation Distance.]]

	The figure demonstrates the known fact that airdropped bombs that explode on ground contact need larger decelerators than mines and torpedoes that are retarded primarily to avoid ricochet and damage at water entry.		The figure demonstrates the known fact that airdropped bombs that explode on ground contact need larger decelerators than mines and torpedoes that are retarded primarily to avoid ricochet and damage at water entry.

Parachute at 21:00, 26 June 2024

2024-06-26T21:00:52Z

Parachute at 20:43, 26 June 2024

2024-06-26T20:43:05Z

Show changes

Parachute at 20:11, 26 June 2024

2024-06-26T20:11:54Z

← Older revision		Revision as of 20:11, 26 June 2024
Line 56:		Line 56:

	Upon deployment command, the missile performs a pull-up maneuver. When the dynamic pressure decreases to 80 lb/ft<sup>2</sup>, the cover of the parachute compartment is pyro-ejected, and an attached lanyard deploys a 24-inch pilot chute that in turn deploys a 60-inch-diameter guide surface parachute, which then extracts the main parachute assembly. The tandem parachute assembly uses nylon for the parachute canopy and Kevlar for the load line, main parachute suspension lines. and canopy reinforcing tapes. The parachute assembly is pressure packed to a density of 43 lb/ft<sup>3</sup>, heat cycled during packing, and autoclaved at 180° F after packing for 20 hours to maintain form stability of the packed parachute. The weight effectiveness of the triconical main parachute expressed in square feet of drag area produced per pound of weight is 83.7 ft<sup>3</sup>/lb, a high value.		Upon deployment command, the missile performs a pull-up maneuver. When the dynamic pressure decreases to 80 lb/ft<sup>2</sup>, the cover of the parachute compartment is pyro-ejected, and an attached lanyard deploys a 24-inch pilot chute that in turn deploys a 60-inch-diameter guide surface parachute, which then extracts the main parachute assembly. The tandem parachute assembly uses nylon for the parachute canopy and Kevlar for the load line, main parachute suspension lines. and canopy reinforcing tapes. The parachute assembly is pressure packed to a density of 43 lb/ft<sup>3</sup>, heat cycled during packing, and autoclaved at 180° F after packing for 20 hours to maintain form stability of the packed parachute. The weight effectiveness of the triconical main parachute expressed in square feet of drag area produced per pound of weight is 83.7 ft<sup>3</sup>/lb, a high value.
			[[File:FIGURE 8-8. AGM-109 Tandem Parachute Assembly.2.jpg\|center\|thumb\|617x617px\|FIGURE 8-8. AGM-109 Tandem Parachute Assembly.2]]
	[[File:FIGURE 8-8. AGM-109 Tandem Parachute Assembly..jpg\|center\|thumb\|~~557x557px~~\|FIGURE 8-8. AGM-109 Tandem Parachute Assembly.]]		[[File:FIGURE 8-9. Main Canopy Plan.2.jpg\|center\|thumb\|592x592px\|FIGURE 8-9. Main Canopy Plan.2]]


	[[File:FIGURE 8-9. Main Canopy Plan..jpg\|center\|thumb\|~~579x579px~~\|FIGURE 8-8. ~~AGM-109 Tandem Parachute Assembly~~.]]

	=== 8.2.5 Space Shuttle Solid Booster Rocket Parachute Recovery ===		=== 8.2.5 Space Shuttle Solid Booster Rocket Parachute Recovery ===

Parachute at 18:38, 13 June 2024

2024-06-13T18:38:46Z

← Older revision		Revision as of 18:38, 13 June 2024
Line 2:		Line 2:
	Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ([[Definitions\|Reference 2.1]]) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.		Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ([[Definitions\|Reference 2.1]]) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.

	Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|~~TABLE~~ 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.		Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|Table 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.
	[[File:TABLE 8-1. Parachute Criteria.jpg\|center\|thumb\|884x884px\|TABLE 8-1. Parachute Criteria]]		[[File:TABLE 8-1. Parachute Criteria.jpg\|center\|thumb\|884x884px\|TABLE 8-1. Parachute Criteria]]

Parachute at 17:30, 13 June 2024

2024-06-13T17:30:10Z

← Older revision		Revision as of 17:30, 13 June 2024
Line 118:		Line 118:

	=== 8.3.3 Navy Aircrew Common Ejection Seat (NACES) ===		=== 8.3.3 Navy Aircrew Common Ejection Seat (NACES) ===
	In 1983, the Navy started developing an ejection seat to be used in all present and future Navy aircraft. The contract was awarded to the Martin Baker Aircraft Company, Ltd., in Great Britain. A subcontract was to the GQ Parachutes, Ltd., for the development of the parachute assembly to be used with the seat. The seat is designed for recovery of aircrew from the 5th percentile Oriental female to the 98th percentile ~~American~~ male, resulting in a maximum test weight of 291 pounds. Emergency recover covers from close to zero speed on the deck to Mach 2.5 at altitudes approaching 100,000 feet.		In 1983, the Navy started developing an ejection seat to be used in all present and future Navy aircraft. The contract was awarded to the Martin Baker Aircraft Company, Ltd., in Great Britain. A subcontract was to the GQ Parachutes, Ltd., for the development of the parachute assembly to be used with the seat. The seat is designed for recovery of aircrew from the 5th percentile Oriental female to the 98th percentile male, resulting in a maximum test weight of 291 pounds. Emergency recover covers from close to zero speed on the deck to Mach 2.5 at altitudes approaching 100,000 feet.

	The parachute assembly consists of a drogue chute for initial seat stabilization and deceleration, and a main parachute assembly for final recovery.		The parachute assembly consists of a drogue chute for initial seat stabilization and deceleration, and a main parachute assembly for final recovery.

Parachute: /* 8.8 REFERENCE MATERIAL */

2024-06-06T14:23:59Z

8.8 REFERENCE MATERIAL

← Older revision		Revision as of 14:23, 6 June 2024
Line 774:		Line 774:

	== 8.8 REFERENCE MATERIAL ==		== 8.8 REFERENCE MATERIAL ==
	[https://~~www~~.~~academia~~.~~edu~~/~~34856609~~/~~Parachute_Recovey_Sistem_Manual~~ 8.1] D. Webb and L Palm, "Development of a Nylon-Kevlar Recovery System for the CL 289 (AN/USD-502) Surveillance Drone." AIAA Paper, October 1981. (AIAA81-1952.)		[https://arc.aiaa.org/doi/abs/10.2514/6.1981-1952 8.1 D. Webb and L Palm, "Development of a Nylon-Kevlar Recovery System for the CL 289 (AN/USD-502) Surveillance Drone." AIAA Paper, October 1981. (AIAA81-1952.)]

	8.2 W. Knacke, "Report on the Work of the Parachute Department, Forschungsanstalt Graf Zeppelin." USAF translation F-SU-1107-ND, June 1946.		8.2 W. Knacke, "Report on the Work of the Parachute Department, Forschungsanstalt Graf Zeppelin." USAF translation F-SU-1107-ND, June 1946.

Parachute at 14:20, 6 June 2024

2024-06-06T14:20:05Z

← Older revision		Revision as of 14:20, 6 June 2024
Line 774:		Line 774:

	== 8.8 REFERENCE MATERIAL ==		== 8.8 REFERENCE MATERIAL ==
	8.1 D. Webb and L Palm, "Development of a Nylon-Kevlar Recovery System for the CL 289 (AN/USD-502) Surveillance Drone." AIAA Paper, October 1981. (AIAA81-1952.)		[https://www.academia.edu/34856609/Parachute_Recovey_Sistem_Manual 8.1] D. Webb and L Palm, "Development of a Nylon-Kevlar Recovery System for the CL 289 (AN/USD-502) Surveillance Drone." AIAA Paper, October 1981. (AIAA81-1952.)

	8.2 W. Knacke, "Report on the Work of the Parachute Department, Forschungsanstalt Graf Zeppelin." USAF translation F-SU-1107-ND, June 1946.		8.2 W. Knacke, "Report on the Work of the Parachute Department, Forschungsanstalt Graf Zeppelin." USAF translation F-SU-1107-ND, June 1946.

Parachute at 14:13, 6 June 2024

2024-06-06T14:13:50Z

← Older revision		Revision as of 14:13, 6 June 2024
Line 1:		Line 1:
	== 8.1 APPLICATIONS ANALYSIS ==		== 8.1 APPLICATIONS ANALYSIS ==
	Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide (~~{{Units_of_Measurement,_Technical_Tables,_and_Symbols~~\|Reference 2.1}}) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.		Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ([[Definitions\|Reference 2.1]]) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.

	Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|TABLE 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.		Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|TABLE 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.

Parachute at 14:11, 6 June 2024

2024-06-06T14:11:52Z

← Older revision		Revision as of 14:11, 6 June 2024
Line 1:		Line 1:
	== 8.1 APPLICATIONS ANALYSIS ==		== 8.1 APPLICATIONS ANALYSIS ==
	Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ({{Units_of_Measurement,_Technical_Tables,_and_Symbols~~#2.5_REFERENCE_MATERIAL~~\|Reference 2.1}}) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.		Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ({{Units_of_Measurement,_Technical_Tables,_and_Symbols\|Reference 2.1}}) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.

	Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|TABLE 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.		Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|TABLE 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.

← Older revision		Revision as of 18:38, 13 June 2024
Line 2:		Line 2:
	Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ([[Definitions\|Reference 2.1]]) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.		Parachutes are the primary means of aerial recovery and landing of air and space vehicles; aircrew emergency escape; retardation of ordnance; airdrop of military troops and supplies; premeditated use by sport parachutists, rescue personnel, and smoke jumpers; and other applications. The Recovery Systems Design Guide ([[Definitions\|Reference 2.1]]) describes many parachute recovery systems applications in use through 1977. This chapter describes parachute applications in use or being developed since 1978.

	Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|~~TABLE~~ 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.		Different applications require a variety of parachute types. [[Tables 5-1\|Tables 5-1 through 5-5]] list 29 different parachute and inflatable decelerator types. [[Media:TABLE 8-1. Parachute Criteria.jpg\|Table 8-1]] lists parachute design criteria that apply to all parachute applications. These criteria are useful in understanding why a particular parachute was used for a specific application described in this chapter.
	[[File:TABLE 8-1. Parachute Criteria.jpg\|center\|thumb\|884x884px\|TABLE 8-1. Parachute Criteria]]		[[File:TABLE 8-1. Parachute Criteria.jpg\|center\|thumb\|884x884px\|TABLE 8-1. Parachute Criteria]]

← Older revision		Revision as of 21:00, 26 June 2024
Line 41:		Line 41:

	[[Figure 8-6]] shows the parachute deployment sequence. Different signals initiate either the midair retrieval or the flight termination ground recovery. Both signals initiate ejection of the parachute compartment cover located on the vehicle underside. The cover simultaneously extracts a light design, 5.9-foot-diameter ringslot pilot chute and a strong, 1.8-foot-diameter ribbon pilot chute. At high-speed deployment, the large, light design pilot chute breaks away and the ribbon pilot chute deploys a 6.6-foot-diameter ribbon drogue chute. The missile descends on this drogue chute and, at 15,000 feet, disconnects and deploys the main parachute assembly for ground recovery. The MARS mode deployment sequence begins at 19,000 feet and at a low deployment speed. The large pilot chute bypasses the ribbon drogue chute and deploys the main parachute assembly as demonstrated in [[Figure 8-6]]. The time from cover ejection to ready-for-action main parachute is 24 seconds and is tailored to limit the parachute opening forces to 3 g for a 2000-pound vehicle. The vehicle turns over during the parachute deployment process. The helicopter, upon making contact with the engagement parachute, a load line that runs around the engagement parachute, down the engagement parachute suspension line and the main parachute, to a disconnect at the V-riser junction point. The intricate deployment, reefing, engagement, and parachute disconnect systems are described in [[#8.8_REFERENCE_MATERIAL\|Reference 8.3]]. Extensive use of Kevlar for the ribbon drogue and, where appropriate, for the main parachute assembly, decreases weight and volume. allowing stowage in a very limited parachute compartment at a pack density of 51 lb/ft<sup>3</sup> (using form setting by autoclaving under vacuum and heat application). A 6-foot-diameter cross parachute is used for stabilizing the missile during helicopter tow.		[[Figure 8-6]] shows the parachute deployment sequence. Different signals initiate either the midair retrieval or the flight termination ground recovery. Both signals initiate ejection of the parachute compartment cover located on the vehicle underside. The cover simultaneously extracts a light design, 5.9-foot-diameter ringslot pilot chute and a strong, 1.8-foot-diameter ribbon pilot chute. At high-speed deployment, the large, light design pilot chute breaks away and the ribbon pilot chute deploys a 6.6-foot-diameter ribbon drogue chute. The missile descends on this drogue chute and, at 15,000 feet, disconnects and deploys the main parachute assembly for ground recovery. The MARS mode deployment sequence begins at 19,000 feet and at a low deployment speed. The large pilot chute bypasses the ribbon drogue chute and deploys the main parachute assembly as demonstrated in [[Figure 8-6]]. The time from cover ejection to ready-for-action main parachute is 24 seconds and is tailored to limit the parachute opening forces to 3 g for a 2000-pound vehicle. The vehicle turns over during the parachute deployment process. The helicopter, upon making contact with the engagement parachute, a load line that runs around the engagement parachute, down the engagement parachute suspension line and the main parachute, to a disconnect at the V-riser junction point. The intricate deployment, reefing, engagement, and parachute disconnect systems are described in [[#8.8_REFERENCE_MATERIAL\|Reference 8.3]]. Extensive use of Kevlar for the ribbon drogue and, where appropriate, for the main parachute assembly, decreases weight and volume. allowing stowage in a very limited parachute compartment at a pack density of 51 lb/ft<sup>3</sup> (using form setting by autoclaving under vacuum and heat application). A 6-foot-diameter cross parachute is used for stabilizing the missile during helicopter tow.
	=== 8-2.4 Midair Retrieval System for the Navy AGM-109 Cruise Missile ===		=== 8.2.4 Midair Retrieval System for the Navy AGM-109 Cruise Missile ===
	The Navy AGM-109 cruise missile uses the tandem parachute concept for helicopter midair retrieval after training missions are completed. [[Figure 8-7]] shows the parachute deployment and midair retrieval sequence. The parachute system consists of a 71.8-foot-diameter triconical, gliding, main descent parachute and a 16.4-foot-diameter ringslot engagement parachute connected to the main parachute; the missile has a 13,600-pound Kevlar load line. Previous tandem systems for midair retrieval had problems maintaining tension in the heavy load line, poor yaw stability of the main parachute, and the engagement parachute trailing outside the wake of the main parachute.		The Navy AGM-109 cruise missile uses the tandem parachute concept for helicopter midair retrieval after training missions are completed. [[Figure 8-7]] shows the parachute deployment and midair retrieval sequence. The parachute system consists of a 71.8-foot-diameter triconical, gliding, main descent parachute and a 16.4-foot-diameter ringslot engagement parachute connected to the main parachute; the missile has a 13,600-pound Kevlar load line. Previous tandem systems for midair retrieval had problems maintaining tension in the heavy load line, poor yaw stability of the main parachute, and the engagement parachute trailing outside the wake of the main parachute.
	[[File:FIGURE 8-7. Parachute Deployment and Engagement Sequence..jpg\|center\|thumb\|763x763px\|FIGURE 8-7. Parachute Deployment and Engagement Sequence.]]		[[File:FIGURE 8-7. Parachute Deployment and Engagement Sequence..jpg\|center\|thumb\|763x763px\|FIGURE 8-7. Parachute Deployment and Engagement Sequence.]]
Line 101:		Line 101:

	The Air Force has eliminated four personnel emergency parachute assemblies and has added seven new assemblies. The F-15 and F-16 fighters and the B-1 bomber use the McDonnell Douglas ACES II ejection seat. This seat uses reefed 28-foot standard personnel parachute where the reefing greatly reduces the maximum opening force. [[Figure 5-53]] in section 5.4.7 compares parachute opening forces as a function of velocity for several personnel emergency parachutes presently in use.		The Air Force has eliminated four personnel emergency parachute assemblies and has added seven new assemblies. The F-15 and F-16 fighters and the B-1 bomber use the McDonnell Douglas ACES II ejection seat. This seat uses reefed 28-foot standard personnel parachute where the reefing greatly reduces the maximum opening force. [[Figure 5-53]] in section 5.4.7 compares parachute opening forces as a function of velocity for several personnel emergency parachutes presently in use.
	[[File:TABLE 8-3. Navy Emergency Escape Parachute Information and Utilization.jpg\|center\|thumb\|~~693x693px~~\|TABLE 8-3. Navy Emergency Escape Parachute Information and Utilization.]]		[[File:TABLE 8-3. Navy Emergency Escape Parachute Information and Utilization.2.jpg\|center\|thumb\|899x899px\|TABLE 8-3. Navy Emergency Escape Parachute Information and Utilization.]]
	[[File:TABLE 8-3. (Contd.).jpg\|center\|thumb\|~~728x728px~~\|TABLE 8-3. (Contd.)]]		[[File:TABLE 8-3. (Contd.)2.jpg\|center\|thumb\|903x903px\|TABLE 8-3. (Contd.)]]
	[[File:TABLE 8-4. Air Force Personnel Emergency Parachutes, Man Mounted..jpg\|center\|thumb\|~~663x663px~~\|TABLE 8-4. Air Force Personnel Emergency Parachutes, Man Mounted.]]		[[File:TABLE 8-4. Air Force Personnel Emergency Parachutes, Man Mounted.2.jpg\|center\|thumb\|906x906px\|TABLE 8-4. Air Force Personnel Emergency Parachutes, Man Mounted.]]

	=== 8.3.3 Navy Aircrew Common Ejection Seat (NACES) ===		=== 8.3.3 Navy Aircrew Common Ejection Seat (NACES) ===
Line 467:		Line 467:
	The parachute attach fitting on the aircraft must be designed for a 360-degree circular, 90-degree angular pull for spin parachutes, and for a 3D-degree upward pull for deep stall recovery parachutes. The attach fitting should be open during flight and closed before parachute deployment. and must be able to jettison the parachute under full load.		The parachute attach fitting on the aircraft must be designed for a 360-degree circular, 90-degree angular pull for spin parachutes, and for a 3D-degree upward pull for deep stall recovery parachutes. The attach fitting should be open during flight and closed before parachute deployment. and must be able to jettison the parachute under full load.

	[[FIGURE 8-27. Deploymeny Sequence of the F-18 Spin Recovery Parachute..jpg\|Figure 8-27]] shows the in-flight deployment of the F-18 spin recovery parachute assembly,		[[FIGURE 8-27. Deploymeny Sequence of the F-18 Spin Recovery Parachute..jpg\|Figure 8-27]] shows the in-flight deployment of the F-18 spin recovery parachute assembly.
			[[File:FIGURE 8-27. Deploymeny Sequence of the F-18 Spin Recovery Parachute.2.jpg\|alt=FIGURE 8-27. Deployment Sequence of the F-18 Spin Recovery Parachute.\|center\|thumb\|664x664px\|FIGURE 8-27. Deployment Sequence of the F-18 Spin Recovery Parachute.]]

	== 8.6 ORDANCE STABILIZATION AND RETARDATION BY INFLATABLE DECELERATORS ==		== 8.6 ORDANCE STABILIZATION AND RETARDATION BY INFLATABLE DECELERATORS ==
Line 534:		Line 535:

	[[Figure 8-30]] shows a typical mine cross parachute assembly in flight. [[#8.8_REFERENCE_MATERIAL\|Reference 8.114]] describes the development of mine retarder parachutes by the Naval Surface Warfare Center at Silver Spring, Maryland, the primary Naval agency responsible for mine development. [[#8.8_REFERENCE_MATERIAL\|Reference 8.115]] lists the military specifications for mine parachutes.		[[Figure 8-30]] shows a typical mine cross parachute assembly in flight. [[#8.8_REFERENCE_MATERIAL\|Reference 8.114]] describes the development of mine retarder parachutes by the Naval Surface Warfare Center at Silver Spring, Maryland, the primary Naval agency responsible for mine development. [[#8.8_REFERENCE_MATERIAL\|Reference 8.115]] lists the military specifications for mine parachutes.
	[[File:FIGURE 8-30. Typical Mine Cross Parachute Assembly in Flight..jpg\|center\|thumb\|~~720x720px~~\|FIGURE 8-30. Typical Mine Cross Parachute Assembly in Flight.]]		[[File:FIGURE 8-30. Typical Mine Cross Parachute Assembly in Flight.2.jpg\|center\|thumb\|786x786px\|FIGURE 8-30. Typical Mine Cross Parachute Assembly in Flight.]]


	=== 8.6.5 Stabilization and Retardation of Aerial Torpedoes ===		=== 8.6.5 Stabilization and Retardation of Aerial Torpedoes ===
Line 566:		Line 566:
	Parachute assembly weight, 20 pounds		Parachute assembly weight, 20 pounds

	[[Figure 8-31]] shows a torpedo ribbon parachute retarder in flight		[[Figure 8-31]] shows a torpedo ribbon parachute retarder in flight.
	[[File:FIGURE 8-31. Torpedo With Ribbon Parachute Retarder in Flight..jpg\|center\|thumb\|~~649x649px~~\|FIGURE 8-31. Torpedo With Ribbon Parachute Retarder in Flight.]]		[[File:FIGURE 8-31. Torpedo With Ribbon Parachute Retarder in Flight.2.jpg\|center\|thumb\|718x718px\|FIGURE 8-31. Torpedo With Ribbon Parachute Retarder in Flight.]]

	=== 8.6.6 Retardation of Illuminating Flares ===		=== 8.6.6 Retardation of Illuminating Flares ===
	Flares are used for battlefield illumination, aerial night photography, runway illumination for night landings, and similar applications. Gun-fired flares and aerial flares dropped from a variety of aircraft were used in large quantities in World War Il and in the Southeast Asia conflicts.		Flares are used for battlefield illumination, aerial night photography, runway illumination for night landings, and similar applications. Gun-fired flares and aerial flares dropped from a variety of aircraft were used in large quantities in World War Il and in the Southeast Asia conflicts.
Line 584:		Line 583:

	A slotted square parachute that meets all requirements is being produced. Development of this type of decelerator is continuing. [[#8.8_REFERENCE_MATERIAL\|References 8.116 to 8.120]] describe development and test work on sonar-buoy parachute decelerator systems. [[Figure 8-32]] shows a typical sonar-buoy parachute system. The U.S. Navy organization primarily responsible for sonar-buoy decelerator systems is the Naval Air Development Center, Air Vehicle and Crew Systems Development Department, in Warminster. Pa.		A slotted square parachute that meets all requirements is being produced. Development of this type of decelerator is continuing. [[#8.8_REFERENCE_MATERIAL\|References 8.116 to 8.120]] describe development and test work on sonar-buoy parachute decelerator systems. [[Figure 8-32]] shows a typical sonar-buoy parachute system. The U.S. Navy organization primarily responsible for sonar-buoy decelerator systems is the Naval Air Development Center, Air Vehicle and Crew Systems Development Department, in Warminster. Pa.
	[[File:FIGURE 8-32. A Typical Sonar-Buoy-Parachute System in Stable Descent..jpg\|center\|thumb\|~~602x602px~~\|FIGURE 8-32. A Typical Sonar-Buoy-Parachute System in Stable Descent.]]		[[File:FIGURE 8-32. A Typical Sonar-Buoy-Parachute System in Stable Descent.2.jpg\|center\|thumb\|667x667px\|FIGURE 8-32. A Typical Sonar-Buoy-Parachute System in Stable Descent.]]

	=== 8.6.8 Retardation of Electronic Countermeasure (ECM) Jammers ===		=== 8.6.8 Retardation of Electronic Countermeasure (ECM) Jammers ===
Line 659:		Line 658:

	All of the listed parachute assemblies use parafoils as main and reserve parachutes. [[Figure 8-35]] shows a typical parafoil in descent, ready to land with the jumper pulling full brakes. The design and the aerodynamic aspects of maneuverable parachutes in general and the parafoil in particular are discussed in section 5.9.		All of the listed parachute assemblies use parafoils as main and reserve parachutes. [[Figure 8-35]] shows a typical parafoil in descent, ready to land with the jumper pulling full brakes. The design and the aerodynamic aspects of maneuverable parachutes in general and the parafoil in particular are discussed in section 5.9.
	[[File:FIGURE 8-35. Parachutist Landing Parafoil With Full Brakes..jpg\|center\|thumb\|~~631x631px~~\|FIGURE 8-35. Parachutist Landing Parafoil With "Full Brakes."]]		[[File:FIGURE 8-35. Parachutist Landing Parafoil With Full Brakes.2.jpg\|center\|thumb\|683x683px\|FIGURE 8-35. Parachutist Landing Parafoil With Full Brakes.]]

	=== 8.7.3 Paratroopers ===		=== 8.7.3 Paratroopers ===
Line 700:		Line 699:

	[[Figure 8-36]] shows a Forest Service smoke jumper wearing the FS-12 parachute assembly and standard jump gear.		[[Figure 8-36]] shows a Forest Service smoke jumper wearing the FS-12 parachute assembly and standard jump gear.
	[[File:FIGURE 8-36. Forest Service Smoke Jumper Ready to Jump..jpg\|center\|thumb\|~~431x431px~~\|FIGURE 8-36. Forest Service Smoke Jumper Ready to Jump.]]		[[File:FIGURE 8-36. Forest Service Smoke Jumper Ready to Jump.2.jpg\|center\|thumb\|478x478px\|FIGURE 8-36. Forest Service Smoke Jumper Ready to Jump.]]

	=== 8.7.5 Sport Parachuting ===		=== 8.7.5 Sport Parachuting ===