Ejection seat

Không nhớ chủ đề này đã có chưa nhưng cứ post lên đây mời các bác thảo luận: (tạm dịch là ghế thoát hiểm của phi công?)
In Aviation and Aerospace there have been hundreds of men and women who have advanced the state of the art, and made flying safer for both pilots and their passengers. Some have made small advances that made uncomfortable things more palatable, others have brought about changes that have saved many lives. One of these men was Brigadier General Donald D. Flickinger, Ret. He was a Stanford trained doctor who while with the Army Air Corp during World War II would parajump to the site of air crashes in the area of the Burma-China Hump to tend the injured and help them to safety.

Later on in his career he assisted in the development of high altitude bailout aeromedical research. He was instrumental in developing ejection equipment that included oxygen bottles to prevent crewmen from blacking out in the thin upper atmosphere, a situation that would often prove fatal. A later development to his cre*** was in the barometric release mechanisms for parachutes that would ensure the chute did not deploy until it had reached a safe altitude.

Dr. Flickinger did research that led to the infamous Lovelace Clinic where the Mercury Astronauts went through the rigorous and incomprehensible (to us today) testing depicted in Tom Wolfe''''''''s "The Right Stuff". During the Mercury program Dr. Flickinger was the Assistant for Bioastronautics, ARDC Andrews Air Force Base. His expertise was developed over a long career and he retired in 1961. It is a solemn task to write this as it is both a tribute, and an obituary. Dr. Flickinger passed away on Feb. 23, 1997.

This tribute is also to all the other people who have been involved in the progression of Aeronautics over this century. All of them deserve our respect, from the designers and inventors who put ink to paper to ''''''''Rosie the Riveter'''''''' and all the other laborers who assembled the myriad air and space craft, to the maintenance personnel who repair and pamper the systems to the men and women who strap the conglomeration of parts on and soar into the sky.

Chiếc ghế đâu ftiên được thử nghiệm ngày 13 tháng 1 năm 1945 - Heinkel He280 prototype
Đến cuối thế chiến II, có khoảng 60 máy bay được trang bị:
Đây là loại He-162

He-219

CREST/4th Gen

The 4th Generation Ejection seat was developed as a technology demonstrator program to showcase some of the technologies developed for the CREST Seat. By having a sled test demonstration of the propulsion, flight control, and windblast concepts this seat would validate the capabilities for future projects. With AERO, Aerojet Propulsion Systems, McDonnell-Douglas Aircraft (a subsidiary of Boeing Aircraft), and F&L Enterprises the USAF and USN developed and tested the seat. The key features of this seat included positive limb restraints, a brow device, and a pintle-controlled rocket engine. Using an F-16 ACES II as the base chassis, the large ''H''-shaped rocket was installed in the back as can be seen in the picture to the left. This rocket consists of five tubes containing propellant and four nozzles located at the ends of the tubes, two at the top and two at the bottom. Unlike previous ejection seat propulsion systems these nozzles have the ability to control the thrust from each nozzle. This is accomplished by use of Aerojet-developed pintle nozzles which can vary the amount of thrust from each nozzle. A control system working off feedback sensors on the rocket with inputs from an inertial navigation unit mounted in the seat pan controlled opening and closing the nozzles. These nozzles were each tilted in a downward and inward direction, allowing the seat to be controlled in pitch, roll, and yaw based on differential thrust. Doing this allowed the seat to control motion to counter wind forces and inertial movement. Ground avoidance was also programmed and tested.
In a dramatic series of tests the 4th Generation seat was tested from zero-airspeed through 700 KEAS at the sled test facility at Holloman Air Force Base. Although there were some problems with the tests, the technology performed very well. This photo shows an early zero airspeed test. The seat has catapulted from the ****pit and the rocket has pitched the seat to a 45 degree angle for maximum effective trajectory. The seat was shown to be capable of righting itself from a 60 degree roll at speeds from 0 to 320 KEAS and climbing for altitude before seat separation. At lower speeds seat separation was also assisted by the pintle rocket system. Just prior to rocket burn-out the seat was commanded to pitch to have the lower end facing into the relative wind. With the ACES II parachute mortar system designed to deploy the parachute upwards from the seat, this position allowed for a very clean deployment and seat strip-off during separation.
At higher speeds, the seat would control attitude to prevent injury, and just prior to rocket burn-out would pitch into the best position for drogue deployment. After deployment of the drogue, the seat would be slowed by the drogue until seat separation which would occur in the same manner as a normal ACES II seat.
The arm nets and leg restraint system of the 4th Generation demonstrator were preset in the deployed position as was the intertia reel in the retracted position. Since the demonstrator was mainly proving the controlled thrust, it was felt that the ad***ional complications of developing these mechanisms concurrently were best avoided. The arm nets and leg restraints worked well. Another mechanism unique to the seat was the head brim. This device mounted on the headrest was designed to serve two functions. First, it was designed to provide aerodynamic isolation from the airflow over the aircrew''s helmet. Second, using a set of lines from the front edge of the extension down to the shoulder section of the aircrew harness it provided resistance to sideward movement of the aircrew''s head. The aerodynamic isolation was used to prevent the effect of the relative wind providing a lifting force on the airman''s helmet that would be transmitted to his/her neck. At seat/man separation, the brim was automatically retracted.
Although the CREST and 4th Generation programs have been closed, the CREST office is still open and developing further advances in seat design.

làm thế nào các dây đai tự động thắt chặt tay chân phi công lại trước khi ghế phóng ra nhỉ?Vì trước đó tay chân vẫn hoàn toàn thoải mái để thao tác mà??

Hic, bác ơi ghế thoát hiểm là ejection seat. Bác nói là injection seat, em lai tưởng là ghế để tiêm
VC

he he, sorry EJECTION
Đây là hình ảnh ngày 24 tháng 4 năm 67, phi công chiếc F4B tham gia tập kích sân bay Kép, trên đường trở về tàu USS Kitty Hawk (không rõ nguyên nhân):

The Ejection Site
K-36D Foreign Comparative Testing (FCT) Program
In a unique show of co-operation made possible by the end of the Cold war, The United States and Russia have been involved in a testing program of the Russian made Zvezda K-36D ejection seat. This seat is the standard seat of the Mig 29, SU-27 and many other aircraft of the former Soviet Union. Zvezda has many years of experience in the egress technology field. Seats from Zvezda have been in many different aircraft, and spacecraft.
The test program was jointly done in both Russia and in the United States to take advantage of the unique test equipment in both hemispheres. In Russia, special test facilities included the Big Vertical Catapult (BVC) tower, the Zvezda Aerodvnamic facility, and the Flight Institute of Aviation MIG-25 Flying Laboratory, as well as sled test facilities. In the United States, the primary test facility was the test track at Holloman AFB, and the Multi-Axis Sled Ejection system. Testing was done under the control of Armstrong Laboratories, Wright-Patterson AFB
The MASE is an improved rocket sled design that allows for adverse attitude ejection testing on a sled track. The MASE allows for yaw positioning off axis up to 20 degrees, some 45 degrees of pitch, and a roll capability of 90 degrees either side of center with the capability of rolling during the ejection of the test seat.
The BVC is a typical catapult tower used to validate the +Gz experienced on ejection. The Zvezda Aerodynamic facility is a well designed ''wind tunnel'' design which allows for testing the effect of wind blast on a seat and occupant as it enters the high speed airstream from the protective ****pit area. This facility is essentially a set of rails that begins below floor level and rises up into the exhausted from a 1.25 meter diameter wind tunnel with a wind speed of up to 1400km/hr.
The MIG-25 FLying Laboratory is a modified MIG-25 with the actual ****pit moved into the radardome area and the regular ****pit instrumented to allow for a seat to be fired in flight. Tests were accomplished at altitudes in excess of 55000 ft and Mach numbers up to Mach 2.5 from the MIG.