RELEVANCE AND RELATED LINKS
Ejector
Seat Enhancement Patent [foreign application priority Sep. 8, 1995] to push forward the human [+Gz] vertical accelerations tolerance limits*
&to relieve pilots or seat occupants from these violent [+Gz] Forces
exerted during:
Ø
Ejection (average) 17G or 1,870 lbs [or 17 x 110 lbs (chest’s weight =110lbs)]
Ø
Dogfight /training (up to) 9G or
990 lbs [or 9 x 110]
Ø
Navy deck landing ’’
7G or 770 lbs [or
7 x 110]
Ø
Crash &controlled crash in commercial
&military transports, events of blast, shocks, vibrations encountered with
all sea /land /aircrafts.
The purpose of this document is to emphasize on the
advantages of a new Ejector Seat System as it is described in the US 6129313 / UK 0844965 Patent,
entitled “System
for damping and distributing the stress exerted on the human body during an
emergency ejection…”, with regard to the present techniques in the domain of
saving the life of service men. Our invention is in total agreement with the
Government administration and military staff specifications (Solicitation RFP N00421-05-0050; see copy below)
and perfectly fits with what any aircrew should expect of such a system in
terms of proper safety and mastery in flight.
(1) During
an ejection, our system would better prevent the aircrew (men/women) from
suffering major trauma (spinal or organic injuries), would permit to lower
the 10% fatalities rate, and by the way should reduce drastically the military
and social costs of such hazardous events (see main title below).
With reference to US Air Force and Navy reports [www.findarticles.com/p/articles/mi_m0IBT/is_2003_Jan-Feb/ai_98340675]
[www.vnh.org/FSManual/22/07EjectionMishap.html
FIG. 22-16], it can be stated that,
during 1978-2002 among a total of 396 USAF crewmembers who experienced an
ejection solely on modern ACESII seat, 67 suffered major injuries (17%), 78
suffered minor injuries (20%) and 39 didn’t survive (10%). These data do not
take into account for the ejections listed in the Navy, Marine Corps, NASA and
so on, or with previous seats or training Command [ir.goodrich.com/phoenix.zhtml?c=60759&p=irol-newsArticle&ID=652212&highlight
(Since 1978, USAF ACES II saving more than 500 lives
during more than 555 ejections, with 10% lethality)].
We estimate that our invention would drop the general
loss rate by 60 % at
least. In these conditions, we think that promotion and entering on industrial
phase of manufacturing the ejector seat as it is detailed hereabove in the US
Patent freepatentsonline.com/6129313.pdf
would be a decisive progress in term of saving lives
of servicemen in combat. Servicemen ejected in hostile boundary have poor
chance of being recovered if they suffer hard trauma [www.ejectorseats.co.uk/History.html] [www.hse.gov.uk/research/hsl_pdf/2003/hsl03-09.pdf P.48].
Our invention can fulfil such a challenge by
unfocusing the violent, damaging ejection forces (G15-20) currently concentrated on the lower part of
the spinal area by relocating a lot of them on upper part of the pilot's body enclosed in a harness with airbag functions:
__ Which is placed under tension (harness) into a sub-vertical
hyper extended traction that avoids the upper body's weight to
"crush" lower organs & spinal vertebras, which the current
technique doesn’t realize yet by concentrating the upper body’s weight
only on lower spinal area therefore generating frequent severe injuries.
Airbags provide protection, stiffening, grip &better lifting. [“Hyper extended
posture is ideal for ejections” www.vnh.org/FSManual/02/03ImpactAcceleration.html
1997-2005]. Harness shoulders straps could
just support instantaneous apparent chest’s weight (for
instance).
__ By simultaneously to this
traction, allowing the buttock support to lower in a controlled manner in order
to absorb the kinetic ejection shock traditionally focused only on the lower
spinal vertebras in the past technique, so that with our invention the
intervertebral space would be maintained nominal as in supine position
(for instance), despite any acceleration. The Buttock could just support instantaneous apparent
pelvis’s weight (for instance). See
1st main title below & 2nd one about the simultaneously
process. See more at www.ejsbat.com further development link
__ With help of neck airbag: contribute to erect head, to
hyperextension with the attenuation of
head &helmet
weight on cervical (see main
title below).
(2) On the other hand, out of ejection context, our
Invention should find an application as a permanent or semi permanent G-Forces
damping protection system, as a pilot fatigue countermeasures [www.brooks.af.mil/AFRL/HEP/HEPF/]. It could be a major improvement field axis in the
next years. By gripping the chest wall,
inflatable corset has an important counter-pressure function (facilitate
exhalation &diaphragmatic activity) if activated with Positive Pressure
Breathing during hypergravity (&/or high alt. loss of cabin pressure).
Without PPB, extension of
the cage facilitates inhalation &optimises straining maneuvers. Our system would strengthen the pilot's control under G-Forces by
giving him more comfort, more tactical judgment to ensure air supremacy. The
limit by which the [+Gz]induced Loss of Consciousness occurs would be pushed
back. Should the Loss of Consciousness occur, the system would shorten its
length and intensity. Such accrued pilot's comfort should save for the US only,
1-9 aircrafts yearly (up to 15% of their ejections) with avoiding collateral
damages, since the last aircrafts generation price is well over $50M/unit. For
Navy pilots, it should reduce the vertical shock of deck landing and for astronauts
it could help the sitting posture & their hearts at the long missions final
burst (see main title below).
(3) Furthermore our patent may be applied as an
improvement to civil &military air transportation crashworthiness through an upgrade of the fixed seats but cost
effectively &simplified (non ejection context) : our system intending to
attenuate vertical effects of some impacting ground or water forces & to
better restrain passengers in other forward abrupt decelerations & to
protect helicopter (autorotation) or tiltrotor occupants during emergency
landing. Any new safety progress keeps supporting the airline industry,
passengers traffic &aircraft sales (see main title below). Out of
aviation context &upon a same simplified concept, for the seats of mine
clearance vehicles (event of a blast), tanks, marine crafts, roller
coasters.
Along with the improvements owed to the US, Russian
and English Companies regarding ejector seats and notably with the specialist
Martin Baker CIE keeping high its investment in cutting-edge technologies, our
patent offers an accurate answer to the actual preoccupations as detailed
below. Applied, it would contribute to the pursuit or reinforcement of an
economic, technological and military leadership along with the mandatory
control of ever-growing social expenses.
__ Lower the
ever-growing social and medical health costs of the ejected pilots population.
Those expenses are at the forefront of the financial challenges of modern
societies and the mandatory need for savings. The annual total medical-social
cost of a quadraplegic was already $2M as of 1992 and costs are still growing;
the 30 years cost amount to $60M... This "total" amount includes
direct and indirect costs. The human suffering of the injured and their family
cannot be quantified. www.findarticles.com/p/articles/mi_m0825/is_n3_v63/ai_19781777
www.rickhansen.com/Media/media_backgrounders.htm securiteroutiere.equipement.gouv.fr/data/revue/revue136/dossier/dossier_trois.html
We remind we proposed our idea as soon as Nov 1996 to the
industrial ejector seat leaders. Social &health costs are estimated in another
letter.
__ Allow
each pilot to bear numerous ejections and fly again without the need for
retraining new pilots ($1.2M/pilot), the immediate availability of pilots being
strategic, converge with the reshaping of the Army with the goal of having a
very well trained and experienced small Air Force rather than a large but
efficientless high "turn over" Air Force. There our Patent by keeping
the well trained/experienced pilots active in the Air Force, would bring a
critical advantage during wartime. “According to US Navy data, Non combat
F/A-18 ejection statistics reveal that 90 percent of pilots survive. This same
data shows that of the pilots who ejected over land and survived, 70 percent
were injured in some way. www.nationalalliance.org/gulf/intel.htm www.findarticles.com/p/articles/mi_m0IBT/is_2003_Jan-Feb/ai_98340675
__ Diminish
the longitudinal downward bodies compression (+Gz) at the very time when,
encountering the outside air flow (aircraft speed) at ejection, these organs
have to support also a –20 Gx
deceleration (transversal to the spine) a forward compression. "Captain
IROC" lost a full inch in height over Indian ocean.
Annihilate compression starter when pilot strong hands
sharply pull the lower ejection initiation handle to end of travel (40 pounds).
__ As a permanent or semi-permanent Fatigue
countermeasure our system should be especially
useful for:
·
The Navy according to
the goal of rendering pilots &equipments more (aircraft)
carrier-suitable. Navy pilots repetitively endure more than any other
pilots longitudinal and transversal G-Forces accelerations occurring during
catapult, and (heavy) deck landing [equals to a small controlled crash
involving up to 7,3 vertical +Gz] and higher flight stress conditions (shorter
and unstable carrier deck etc.). Initiated
when gear down & linked on to (IVSI) Instantaneous Vertical Speed
Indicator, our system in increasing
their comfort should enable them to optimally fulfil their mission with minimum
navy hardship like never before. The propellers aircraft’s pilots (who don’t
suffer as many G-Forces except on the deck) are subject to debilitating vibrations,
especially during deck landing when the rotary rev are at maximum. codeonemagazine.com/archives/1997/articles/jul_97/july3a_97.html
(IVSI up to 26’/s)
brooksidepress.org/Products/OperationalMedicine/DATA/operationalmed/Manuals/FlightSurgeonManual/Flight
SurgeonsManual.pdf
(appendix 24C /21-24) nhrc.navy.mil/rsch/code21/projects/neckandback.htm
vernier.com/innovate/images/bmx.mov (similar G magnitude on halfpipe touch
&go)
·
Better in-flight resistance
against high/low altitude turbulences &high
speed terrain following vibrations; helicopter pilots may be concerned.
·
The possibility of a margin for
an approved new cushion slightly more comfortable because of a reduced
‘overshoot’ phenomenon impact (ejection event) through a reduced load on the
buttock if chest &shoulders are properly taken away.
·
The pilot improved capacity
to reach the upper ejection handle or
actuate the lower (40 pounds) at higher
+Gz magnitude. And then to better lift his chest by a final anchor through this handle and his hands &arm’s muscles
to relieve the load on shoulders straps, on lumbar area. iiimef.usmc.mil/medical/FMF/FMFE/FMFEref/fs_man/CHAPTER
22.html (face curtain up to 6/8G)
·
The health, the safety, the
comfort and the career’s length of the pilot and then, should reduce the
aggravation of the delayed long term pathologies related to earlier flight life.
brooks.af.mil/af/files/fsguide/HTML/Chapter_04.html
See more at www.ejsbat.com further
development link.
__ Retard
the limit by which Losses of Vision & [+Gz]induced Loss of Consciousness
(G-LOC) &Amnesia would occur during or out of ejection context. And once
happened, shorten the length and intensity of G-LOC, mainly because unfocusing
G-Forces equals to a better less damaging overall repartition of G-Forces
rather than a very dangerous because highly concentrated damaging one. The more
this repartition is overall spread out, the better the body organs, nerves
or elements will intrinsically, homogeneously be swept along by G-forces. The
organs should lesser jolt crush and damage themselves thus better enabling a
lesser strained heart respond to their disorder and irrigate the brain [ bobtait.com.au/pdfs/hpl.pdf ’’brain, which like all nervous tissue is
particularly sensitive to lack of oxygen’’ ]. With reduced solicitation &better venous return,
the heart should also drastically resist cardiac failure.
In our case the harness hang up the Chest
musculo-skeletal System which could carry more finely each organ Heart,
Aorta, Lungs, that Diaphragm also sustains providing better separation
from lower: Liver Spleen, Kidneys, Stomach, Abdominal Aorta.
The Loss of Consciousness is responsible for a hard
injuring sea/land touch down by an unconscious pilot who might get drowned. www.vnh.org/FSManual/02/05References.html [Whinnery, J. E. Laughlin, M.H., & Uhl,
G.S. Coincident loss of consciousness and ventricular tachycardia during +Gz
stress. Aviation, Space, and Environmental Medicine, 1980, 51, 827-831] [Whinnery, J. E., & Shaffstall, R. M.
Incapacitation time for +Gz induced loss of consciousness. Aviation,
Space, and Environmental Medicine, 1979, 50, 83-85] www.vnh.org/FSManual/22/08SpecialEscape.html
www.hse.gov.uk/research/hsl_pdf/2003/hsl03-09.pdf (notably p.15-20)
www.fedbizopps.gov//spg/DON/NAVAIR/N00421/N00421-05-R-0050/SynopsisP.html
Consequences on the physiology, the health of the
pilot and his mastery of the flight: on respiratory, on heat
&urinary stress, notably with waterproof, NBC garments. See more at www.ejsbat.com further development link
__ With hyperextension bringing the chest closer to head, the diaphragm
is higher &heart also: one thus reduces the aortic valve to eye
&brain blood column height, which is a determining factor for better
tolerance to the +Gz brooksidepress.org/Products/OperationalMedicine/DATA/operational
med/Manuals/FlightSurgeonManual/FlightSurgeonsManual.pdf (2/ 11)
72.14.203.104/search?q=cache:AMMU5RZHJswJ:www.mazdeen.com/art-resp/assoup.htm
+extension+heart+élévation+cœur+buste&hl=fr&ct=clnk&cd=2
(IV 13) Reduce collapse (tissue tension), resistance of neck veins (jugular) flightmed.com
.au/IAW2001Newsletter.PDF (p 10) “Avoid heart
shifting towards abdomen” (Info Pilote Feb 2000 p 41). By releasing diaphragm
and by containing the chest subsidence one can hope for a better coupling of
parasympathetic &sympathetic nervous system, for better +Gz resistance with
or without Gz baseline. On reclined-seat, hyperextension in addition would
allow, by its natural rib cage amplification
effect (alleviate inhalation) to optimise lungs capacity and to oppose the
oppression of anterior thoracic wall crushed on the lungs by the strong
accelerations component beco-me transverse. Improve abdominal respiratory if
required. Also help Positive Pressure Breathing:
while limiting hyperinflation &hyperventila- tion, counterpressure corset
&hyperextension optimise oxygenation &intrathoracic__to arterial
pressure transmission to the brain. See below #(3)
__ Allow the
seat to fit (active settings) various bodies (110lbs to 240lbs), thus allowing
women pilots to better bear the violent thrust of the rocket especially when
the thrust is exclusively set-up for men larger, heavier and physiologically
different bodies (vascular hormonal systems, strength, cross sectional area of
vertebra). 5th percentile small weight pilot experience G18 to G20
(acceleration magnitude) when 95th percentile larger weight pilots experiences
G14 to G16 only, because of the weight difference. www.stormingmedia.us/25/2561/A256113.html
www.isam-india.org/essays/cme_recent.shtml www.stormingmedia.us/20/2089/A208903.html ctie.monash.edu.au/hargrave/fast_women.pdf
__ Diminish the 5% to 50% rate for spinal injuries occurring during
canopy fragmentation. Especially if the devices designed to destroy the
canopy fail to do so. pdf.aiaa.org/preview/2001/PV2001_3222.pdf www.ncbi.nlm.nih.gov/entrez/query.fcgi?cmd=Retrieve&db=PubMed&list_uids=8424748&dopt=Abstract www.isam-india.org/essays/cme_recent.shtml
www.ejectionsite.com/siiisseat.htm
__ Provide
a solution to the weight issue of the new heavier helmet generation. Our
Patent provide a neck airbag naturally supportive of the Panoramic Night Vision
Google (PNVG) and other diurnal helmet-mounted display (like the Top Sight)
which should find use during lateral or vertical (+Gz) flight acceleration as
well as during an ejection, itself possibly laterally redirected (Russian
ejections shown in Bourget air show 1989 &1999), and in some cases of wind
blast (helmet tilting due to violent airflow, involving neck injuries). This
airbag should also stiffen the neck in the abrupt [+5/ 26Gz] parachute opening
shock range at that time when the pilot is possibly unconscious &harmed.
Neck airbag should be conceived so that the head &helmet weights be mostly
carried by the harness.
See more at www.ejsbat.com further development
link.
www.hec.afrl.af.mil/Publications/PNVGSPIE99.pdf
www.vnh.org/FSManual/22/08SpecialEscape.html
brooksidepress.org/Products/OperationalMedicine/DATA/operationalmed/Manuals/FlightSurgeonManual/FlightSurgeonsManual.pdf (22/ 22, 29-31)
__Should reduce for shuttle space crew the impacts
of _ vibrations, blast (during ascent)
_sudden +Gz stresses involved by instability _final +Gz sequence before Touch Down when seats aren’t anymore
recumbent settled _&future ejections
if it is planned that they could do so (extreme vulnerability after long zero
gravity exposure).
studentbmj.com/back_issues/0498/data/0498ed1.htm
__ Specifically
address the preoccupations and recommendations of the Bureau of Export
Administration (BXA), of the Office of Strategic Industries (SIES),
of the joint US-Japanese Initiative, [originating from Armstrong Lab., Air
Force Research Lab., and Naval Air System Command NASC {together
involved in the Crew Escape Technology CREST Program}] and notably
address the NASC Solicitation RFP N00421-05-0050 (until Dec. 14, 2005: see
main title below) which goal is to make current without delay the latest
safety progress for the aircrew as accounted in the last Governmental
Life Support Systems Budget for 2001-07. www.safeassociation.org/proceedings.html
www.dtic.mil/descriptivesum/Y2003/AirForce/0604706F.pdf
www.dtic.mil/descriptivesum/Y2006/AirForce/0604706F.pdf
http://www.bis.doc.gov/News/Publications/chap5sie.pdf
__ Allow the retrofit of the Aircrafts ejector seats
already in use (30 000 about worldwide,
+simulators market). (BXA report, same
ref.)
__ Our system should be especially helpful in aviation
crashes or emergency sea/landing especially when the crewmember can predispose
passengers to get ready &harnessed for the emergency. Crash has similarities with ejection but usually
involves higher vertical (+Gz) forces besides forward (Gx) deceleration [or
lateral (Gy) &angular forces]. Then considering abrupt (Gxz) decelerations,
the degree of efficiency of a “forward seating position” (-Gx eyeballs out)
updated with our system (+Gz countermeasure) may draw nearer to that ideal one
of the “backward position” (+Gx eyeballs in, superior human tolerance) when
comparing drawbacks &advantages of each :
“forward seating position” is not concerned by the drawbacks of the
“backward one” which is lethality of all flying object, numerous in crash
situation. Our system can stroke fully with the seat into the clear space of
the delethalising underfloor area if existent and is compatible with &
complementary of inflatable restrain
airbags. The increased safety is still the cause for the continued expansion of
the airline industry (passenger traffic & aircraft sales). A cost effective
& simplified system could easily be installed on all the seats of the
commercial airliners. If more & more passengers are able to escape mostly
uninjured from a crash, the airline industry would be promoted as it safety
perception would be increased. The continued expansion of the airline industry
is conditioned by the relentless safety of its flight & is correlatively
always at risk of backing up when crashes happen. The prosperity of this
activity is intimately related to the latest advances in safety progress. Our
system may therefore be regarded as mandatory for the better of that industry.
Advantages of a simultaneous combination (4) of [neck airbag + buttock support collapse + harness]
by comparison with each of :
See ’Further Developments’ at www.ejsbat.com
With respect to lower (a) the (DRI) Dynamic
Response Index (first being developed for ejection seats), the (HIC)
Head and (Nij) Neck Injury
criterion, & (b) the (SE) values, respectively (a) maximum acceleration
from singular events & (b) cumulative spinal injury predictions from
multiple events over a normalized time.
In following (2) & (4) cases we consider 2
possible depths for the collapsing buttock:
_A length to react against shaking or to overcome part
of the of upper body stretching range (hyper extension unfocus the concentrated
loads),
_An additional length intending to an extenuation of
hard +/- acceleration (at high onset).
This buttock braking could be done using some complex (s) {spring + jack} or by any other form of assistance
&control.
(1) If neck airbag only
Create a local & stiffened hyperextension
&relieve the head & helmet load
[ less than below in #(3-4) ]
(2) If buttock support collapses only (as a shock isolator but
without the use of harness)
There is no hyper-extension here. Nevertheless, there are advantages :
·
Crash
auf.asn.au/emergencies/deceleration.html
- forces “FAR Part 23 also has a 6 g downward load
requirement… skeletal structure
is much weaker than the aircraft understructure and downward deceleration loads
may result in serious injury, thus the importance of minimising the vertical
velocity at impact.”
tsb.gc.ca/fr/reports/air/2001/A01Q0105/A01Q0105.asp
72.14.207.104/search?q=cache:WPe3-gD9wssJ:users.adelphia.net/~luv2hang/crash.htm+helicopter+autorotation+G+impact&hl=fr&ct=clnk&cd=6
Autorotation, helicopter isam-india.org/conference44/ “…Injuries in Aircrew in Non Fatal Helicopter Accidents”
·
Out
of ejection context
The collapse &mobility of the buttock as damping protection system in shaking mode (more stable eye helmet-visor &instruments correlation), carrier deck landing, marine races (heavy/all sea states), troops operational suitability after low level flight or surface motorised incursion.
·
Ejection
To lower the +Gz forces, buttock support could totally collapse with avoiding overshoot as much as can be, to meet seat abutment with null speed or almost (possibly after the rocket stops, gravity solely).
(3) If harness only
(without
the collapse of buttock support)
An hyperextension is created by the lifting of a
stiffening harness which carries part of
the loads previously applied to lower body part. Gripping of harness is
re enforced by our tubular integrated prehensile airbag components about the
trunk & beneath the armpits (front back lateral). Inflations coupled with Positive
Pressure Breathing (forced exhalation) provide counter pressure
on the chest wall &diminish fatigue.
___Better protection against wind blast & objects collision is offered.
___Lower arm pain. Harness holding around armpits reduces high blood pressure within arms, thus petechial &vascular pain receptors shocks.
___Better tolerance to G-Forces, without PPB, induced by increasing Total
Lung/Vital &Inspiratory Capacities, freer diaphragm &organs, better
venous return, nerves response &hemodynamic results: optimal Respiratory
Blocking* technique, intra thoracic &arterial pressures and brain
irrigation. Clearer voice commands &communications facilitated by freer
abdominal capacity. Differently, ideal complement to ’Recli- ned Seat’ during PPB,
to restore diaphragm mechanical inspiratory activity (to same level as without
PPB). Counteracts hypotension. Muscles sparingly used facing acceleration
benefit dogfight endurance &mission fulfilling. jap.physiology.org/cgi/content/full/83/2/591#B1 [*Info Pilote Feb. 2000 p. 41] boeing.com/news/releases/2005/q4/nr_051108m.html 72.14.203.104/search?q=cache:hiIUXykAjwUJ:www.lpl.univ-aix.fr/lpl/personnel/scotto/radios/radio-z91.htm+respiration+costo+abdominale+maximum+air+contrôle&hl=fr&ct=clnk&cd=9
kcl.ac.uk/depsta/biomedical/physiology/jp390/2005/Acceleration_Physiology.pdf
(p. 17 lung capacities)
sfte.org/newsletter/euro_5-2.pdf
(p. 5 arm pain)
*
In static up to 4sec, following by one new rapid dynamic respiratory
(straining maneuvers). Thanks to hyperextension, lungs pinching is optimised
more by effect of an optimal inspiration volume than by lungs compression which
is now alleviated on diaphragm &abdomen.
iiimef.usmc.mil/medical/F MF/FMFE/FMFEref/fs_man/CHAPTER 2.html (straining L1
: “5sec… pulling the head down between
the shoulders”)
Lower ’’Waterhammer Effect’’, blood clots propulsive (many people have symptomless
clots) after straining maneuvers when less com- pressed organs are recovering. “Some blood
disorders &being immobilised”
(medsafe.govt.nz/Consumers/leaflets/oralcontraceptives.htm). Constriction
of thorax superficial vessels and around armpits improves internal circulation.
Provides some shorter way &strainless blood column heart to eye/ brain. bobtait.com.au/pdfs/hpl.pdf (p. 6-2).
Helpful in ejection, crash controlled or not
&fatigue countermeasure dogfight, turbulences, marine races.
If ejection is envisaged under positive load factor
(high sustained +Gz), ejection initiation settings will have to profit from the
preliminary hyper extension ones (not-withstanding the stick depression).
See ’Further Developments’ at www.ejsbat.com
But
hyper-extension is better and faster realized combined with the collapse of the
buttock support as described below:
(4) Harness with thoracic & Neck airbags
simultaneously combined with the collapse of the buttock support: a better and
faster hyper-extension, gain of body mobility
collectionscanada.ca/obj/s4/f2/dsk2/ftp01/MQ43410.pdf f°12,
44, vital reaction time
Such an optimised
hyper extension is ideal physiologically against static station jeopardize.
With simultaneously process, ’’hyperextension’’ happens faster &with more
flexibility to overcome the margin of inefficiency (of the harness, straps, the
shoulders &chest flexibility and stretch) and to better manage harness
&buttock supporting process &the initialization allowance for tare.
More topic, this bi-reaction easily frees from the distortion inherent to the
stretching range, such a harder distance [in the case #(2)] for a single straps
reaction. Initialization &
stretching forces can work out of motor (or resistant work) to maintain a
proper distance with canopy, head seat & instruments.
When lower Gz baseline (hypogravity exposure) is preceding,
better vascular, cardiac response time (see title link)
after parasympathetically dominated condition has reversed to sympathetically
mediated one with +Gz hypergravity : vasoconstriction, tachycardia, higher
heart contractility &head pressure (heart must raise from a deficit under a
normal level it should have if Gz baseline didn’t occur before). Push-pull transition
could perhaps maintain some voluntary extension-persistence from hypogravity (push)
induced posture that would anticipate the hypergravity required hyperextension
in response to specific stick pressure (pull). Alleviate posture/respiratory
muscles &privilege heart flow to the brain.
To spare the resistance with the shoulders, a measured
distribution might be discounted slightly lower than 50 – 50 (% upper body
weight) :
__ with the subvertically chest/shoulder harness tensor
__ and with the mobile pelvis buttock support,
but more than in the prior art with current restraint
: 5(only transversal torso restraint)
--- 95(fixed buttock near supporting all upper body) “At +6Gz a 160 pound aviator is pressed into his seat
with an equivalent of 960 lbs” iiimef.usmc.mil/medical/FMF/FMFE/FMFEref/fs_man/CHAP TER 2.html Pelvis
femoral joint remains less rooted to the spot (lighter, more angular move). One
or both actors may be deactivated for a time according to the type of exposure
its intensity & to what lumbar area can bear (low +Gz discomfort tolerance
range). Their permanence being recovered at any time when better
protection needed. Our neck &
thoracic airbags contribute to hyperextension (local extension) as described
in # (1 & 3) : airbags supported
loads lean less on the lumbar area than in #(1) because retained by the chest
harness where neckairbag rests.
See #2 Ejection: Unfocused loads being lowered as +Gz
forces decrease, when the pilot imperceptibly slips until gradually exploiting
all the allocated depth under the buttock. Better hemo dynamic results &
overshoot countermeasure.
In restraint with pelvis subsidence, venous return is
more secured by an upper knee’s position (closer to heart level, limits blood
poo-ling notably during PPB). Harness & pelvis suspension: more
deadened points to protect the crewmember from forces &shocks going up by
the seat fixings. More comfort to react with panel &displays and helpful
during high +Gz forces, shaking, carrier deck landing...
As an additional deadened &braking distance, the
advantage of the totally collapsing buttock is increased by the reserve of the
harness which transfers part of the dorso-lumbar area compression to the
shoulders straps what is not the case into #(2). Same references as in #(2). Because terminal velocity reduces, so
dissociated loads (on upper torso &lumbar area) also diminish.
PART COPY OF A
US NAVAL AIR SYSTEM COMMAND SOLICITATION
RFP
Number N00421-05-R-0050 12/14/2004 12/14/2005 CLOSE DATE
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Description DEVELOPMENTAL AIRCREW PROTECTIVE CLOTHING AND DEVICES FOR USE IN
TACTICAL, ROTARY, AND SUPPORT AIRCRAFT |
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“Broad
Agency Announcement (BAA) N00421-05-R-0050 solicits/requests proposals for
Developmental Aircrew Protective Clothing and Devices for use in Tactical,
Rotary, and Support Aircraft. Responses to this BAA submitted in accordance
with the guidelines set forth herein will be accepted at the Contracting
Office for a period of twelve (12) months from the date of this announcement.
No formal solicitation will be issued; this BAA is the solicitation. AREAS OF
INTEREST - Areas of interest include new, innovative approaches to
providing enhanced aircrew protection/performance in current and future
Navy tactical, rotary and support aircraft. Topic areas include
but are not limited to: (1) protection against G-induced loss of consciousness,
loss of situational awareness, spatial disorientation, and high altitude
hypoxia; (2) development of micro/nanotechnology applicable to life
support and protective devices; (3) protection against
hypothermia/hyperthermia; (4) auxiliary or integrated human cooling and
heating systems; (5) integrated helmet mounted displays, multi-mode helmet
vision system technology; (6) advanced filter/device development for eye and
/ or sensor protection; (7) aircrew / equipment compatibility; (8)
aircrew breathing systems and advanced concept approaches for current and
future aircraft applications; (9) improved crash protection, advanced
restraint systems (all axes of restraint), and seating concepts;
(10) emergency egress/escape concepts such as but not limited to improved
signaling/locating, thermal signature reduction, and day/night cloaking
technologies (11) improved / integrated communications systems; (12) improved
hearing protection and communiction capabilities in high noise environments
(13) improved / integrated floatation systems; (14) human strength
enhancement technologies; (15) improved garment textiles/materials flame
resisitance and improved garment textile/materials, flame resistant and
melt-proof fibers, webbings, water-proof, high-stretch, breathable fabrics,
durable, malleable, lightweight conductive-network fabrics, low-bulk/high
flexibility vascular compression mechanisms for acceleration protection,
fast-response cooling/heating textiles (16) improved lightweight, portable
power sources, recharging and scavenging technologies; and (17) other threat
protection technologies. PROPOSAL SUBMISSION - Proposals may address one or
more of the areas listed above. Proposals shall be limited to advanced
development where concept feasibility has already been demonstrated. The
period of performance may range from .5 up to 4 years at a level of effort of
.5 to 5 work-years per year. Reasonable deviations/exceptions will be
considered. More than one proposal may be submitted during the twelve (12)
month period following publication of this announcement. Technical proposals
shall not exceed fifty (50) pages. Cost proposals shall include a detailed
breakdown of proposed cost/prices. Offerors shall submit one (1) original and
four (4) copies of their proposal to Contracts… Department
Of The Navy, NAVAL AIR SYSTEMS COMMAND, Aircraft Support Contracts Department
(2.5.1.3.2.1), 21983 Bundy Road, Unit 7 Bldg 441, Patuxent River, MD
20670-1127 … Dr. James Sheehy, AIR 4.6T (301) 342-8480,
e-mail: James.Sheehy@navy.mil Ms.
Roberta Nethercutt (301) 757-8939, email:
Roberta.Nethercutt@navy.mil (contractual matters)” |
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