NGES DRAFT SRD.pdf

DRAFT SYSTEM REQUIREMENTS DOCUMENT (SRD)

16 August 2024 Request for Information

NEXT GENERATION EJECTION SEAT (NGES)

FOR THE F-15, F-16, F-22, AND B-1B

Prepared by

AFLCMC/WNU

1981 Monahan Way Wright-Patterson AFB, OH 45433-7017

DISTRIBUTION STATEMENT C. Distribution authorized to U.S. Government agencies and their contractors; Critical Technology; 16 August 2024. Other requests for this document must be referred to the Human Systems Division, AFLCMC/WNU, 1981 Monahan Way, Building 12, Wright-Patterson Air Force Base, Ohio 45433-7017, or AFLCMC/WNOS 1981 Monahan Way, Building 12, Wright- Patterson Air Force Base, Ohio 45433-7017.

DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or reconstruction of the document.

Revision Number Date Description of Changes Approved By

RFI Draft 14 August 2024 Basic N/A

1. SCOPE

1.1 Scope. This System Requirements Document establishes the requirements for the Next Generation Ejection Seat (NGES), which will replace the legacy Advanced Concept Ejection Seat (ACES) II ejection seat and integrate with the existing crew ejection seat escape systems on the F-15, F-16, F-22, and B-1B aircraft.

1.2 System objective. The objective of the NGES is to provide seating accommodation during normal flight operations, a means of safe escape for the entire USAF anthropometric flying population, and a modular structure that does not require removal of the F-15, F-16, F-22, or B-1B escape hatches/canopies for any maintenance task requiring seat removal.

1.3 Basis. This SRD is based upon the individual specifications for the F-15, F-16, F-22, and B-1B platforms, amended with updated Air Combat Command (ACC) and Air Force Global Strike Command (AFGSC) requirements to improve the safety and sustainability of the system.

2. APPLICABLE DOCUMENTS

2.1 Government documents. The following documents of the exact issue shown form a part of this specification to the extent specified herein. In the event of conflict between the documents referenced herein and the contents of this specification, the contents of this specification shall be considered a superseding requirement.

2.1.1 Military specifications.

MIL-C-83124

30 Oct 1969

Cartridge Actuated Devices / Propellant Actuated Devices, General Design Specification for

MIL-C-83125

10 Mar 1969

Cartridge for Cartridge Actuated / Propellant Actuated Devices, General Design Specification for

MIL-P-83126A

8 Feb 1980

Propulsion Systems, Aircrew Escape, Design Specification for

MIL-R-8236F

Amendment 1 03 Nov 1995

Reel, Shoulder Harness, Inertia Lock

2.1.2 Standards.

2.1.2.1 Federal.

49 CFR 173.124 Department of Transportation Flammable Solid Definitions

SAE-AMS-STD-595A

Change Notice 1 01 Feb 2017

Colors Used in Government Procurement

FAR 25.853 Federal Aviation Regulation Compartment Interiors

NASM33540 Safety Wiring and Cotter Pinning, General Practices for

NASM33588 Nut, Self-Locking, Aircraft, Reliability and Maintainability Usage Requirements for

2.1.2.2 Military.

MIL-STD-1247D

Notice l 14 Jul 2014

Markings, Functions and Hazards Designations of Hose, Pipe, and Tube Lines for Aircraft Missile, and Space Systems

MIL-STD-130N

Change 1 16 Nov 2012

Identification Marking of U.S. Military Property

MIL-STD-1472G

11 Jan 2012

Human Engineering

MIL-STD-461G

11 Dec 2015

Requirements for the Control of Electromagnetic Interference Characteristics of Subsystems and Equipment

MIL-STD-470B Maintainability Program for Systems and Equipment 30 May 1989

MIL-STD-704F

Change 1 5 Dec 2016

Aircraft Electric Power Characteristics

MIL-STD-7080 Selection and Installation of Aircraft Electric Equipment 31 May 1994

MIL-STD-721C Definitions of Terms for Reliability and Maintainability Notice 2 12 Jun 1981

MIL-STD-810G Environmental Engineering Considerations and Laboratory Tests Change 1 15 April 2014

MIL-STD-882E

11 May 2012

System Safety

2.1.3 Publications.

JSSG-2010-11

30 Oct 1998

Crew Systems Emergency Egress Handbook

MIL-HDBK-454B

15 Apr 2007

General Guidelines for Electronic Equipment

MIL-HDBK-838

3 Dec 1997

Lubrication of Military Equipment

MIL-HDBK-5400

30 Nov 1995

MIL-HDBK-516C

12 Dec 2014

MIL-HDBK-516C

Change Notice 5 9 Nov 2016

Electronic Equipment, Airborne, General Guidelines for

Airworthiness Certification Criteria

Change Notice: Section 9.1.1, Escape System Safety Compatibility

AFRL-HE-WP-TR-

2002-0118 Jan 2002

Body Size Accommodation in USAF Aircraft

2.2 Non-government documents. Documents pertaining to “legacy” or “existing” aircraft specifications will be provided by the prime airframe manufacturer of the respective aircraft through Associated Contractor Agreements (ACAs).

2.2.1 Publications.

ASTM D6413-15 Standard Test Method for Flame Resistance of Textiles (Vertical Test)

3. SYSTEM REQUIREMENTS

3.1 General.

3.1.1 Requirements. The NGES system requirements specified herein shall be separated into the following categories: general, compatibility, characteristics, design and construction, major subsystems, and logistics. Objective requirements are the desired level of performance and are denoted by (O).

Threshold requirements are the minimum acceptable level of performance that must be met and are denoted by (T). If neither (O) nor (T) is designated, the requirement is the minimum acceptable level of performance. The term “seat system” shall refer to the NGES seat system that satisfies the requirements herein. The term “legacy” shall refer to the F-15, F-16, F-22, and B-1B configurations of the ACES II ejection seat.

3.1.2 Item definition. For this specification, the term “seat system” shall refer to the following major subsystems and their components:

a. Seat System – A complete ejection seat consisting of all seat components including the seat structural assembly, energetics, adjustment actuators, and installed components.

b. Seat Structural Assembly – The primary structural components of the seat including linkages, controls, and mechanical mechanisms minus energetics and installed equipment.

c. Energetic Components – Any components that produce power through propellant/explosive devices, or chemical/electrical energy including but not limited to: ejection initiators, gas generators, catapult, rocket motors, mortars, severance cutters, thrusters, thermal batteries, and various detonation or explosive energy transmission lines.

d. Seat Adjustment Actuator – An electromechanical device that can adjust the seat or crew sitting position to accommodate anthropometric crew variations.

e. Installed Equipment – Any non-energetic components that can be removed without disassembling the seat structural assembly, including but not limited to: recovery sequencers, inertia reels, airspeed/altitude sensors, drogue parachute, recovery parachute assembly, and routine maintenance items such as the seat cushion, back pad, emergency oxygen, lap belt, and survival kit.

3.1.3 Design commonality. The individual left, right, fore, or aft seat systems should be identical to each other in all respects, except where configuration differences are essential for unique left, right, fore, or aft crew station applications. Likewise, the NGES system should maximize commonality of parts amongst all four aircraft platform configurations.

3.2 Compatibility.

3.2.1 Aircraft compatibility. Ejection seat variations, mandatory to accommodate aircraft platform interface inconsistencies, shall be permitted. The seat system and variations shall not require modifications to the aircraft interfaces in accordance with (IAW) applicable aircraft Interface Control Documents (ICDs). The ejection seat shall be compatible with the cockpit, emergency oxygen interfaces (manual and automatic activation upon ejection), aircraft electrical power supply, SAFE/ARM status indicator wiring, Helmet Mounted Device (HMD) seat position sensors, crew station ejection clearance envelope, transparency, and all crew station controls IAW applicable aircraft ICDs.

3.2.1.1 Structural compatibility. With respect to both normal flight operations and ejection loads, the ejection seat shall not require any aircraft structural modifications except for minor secondary structural modifications to accommodate the limb restraint stowage and attachment points as approved by the Government.

3.2.1.2 Aircraft escape path clearance and sequencing system compatibility. An ejection seat variant for each aircraft shall be fully compatible with the existing aircraft sequencing systems including the ejection initiation interface and catapult/rocket motor initiation interface with energetic transmission line variations specific to each platform. The seat system shall maintain compatibility with the relevant canopy/hatch removal and interseat sequencing timing and delays. The seat system shall not further encroach on the existing cockpit ejection clearance envelope unless demonstrated to provide no increased injury risk.

3.2.1.3 Aircraft maintenance and inspection compatibility. The ejection seat shall be compatible with platform unique seat maintenance position capability requirements. Seat installation and maintenance position capability shall permit all current aircraft maintenance and inspection tasks currently defined in aircraft platform Technical Orders that do not require seat removals.

3.2.2 Personal services and equipment compatibility. The ejection seat shall be fully compatible with the connections, disconnects, and functional capabilities for crew member personal services, including communication cables, oxygen supply lines, HMD cables/connectors, and pressure garment (G-suit) supply lines. The seat restraint system, inertia reel connections, survival kit connections, and recovery parachute connections shall incorporate the legacy torso harnesses specified below or a seat-integrated harness. The seat system shall comply with the functional capabilities and requirements specified herein for crew members wearing any combination of required clothing and equipment as specified in TABLE 1.

TABLE 1. Aircrew Flight Equipment (AFE)

Descriptive Nomenclature F-15 F-16 F-22 B-1B Aircrew Ensembles Integrated Aircrew Ensemble (IAE) X X X X Next Generation Aircrew Protective Ensemble

(NGAPE) X X X

Aircrew Flight Clothing CWU-27/P Flyer’s Coverall (Summer) X X X X CWU-27/P Flyer’s Coverall (Tan) X X X X CWU-64/P Flyer’s Coverall (Winter) X X X X CWU-45/P Jacket (Winter) X X X X CWU-36/P Jacket (Summer) X X X X Flyer’s Winter Hood X X X X Flyer’s Gloves (GS/FRP-2) X X X X Flyer’s Gloves Inserts (Cold Weather) X X X X IAE Integrated Flight Layer (IFL) Coverall X X X X IAE Underlayers X X X X Multi-Climate Protective System CWU-88/P Shirt, Men’s Silkweight X X X X CWU-89/P Shirt, Women’s Silkweight X X X X CWU-90/P Drawers, Men’s Silkweight X X X X CWU-91/P Drawers, Women’s Silkweight X X X X CWU-92/P Shirt, Men’s Midweight X X X X CWU-93/P Shirt, Women’s Midweight X X X X CWU-94/P Drawers, Men’s Midweight X X X X CWU-95/P Drawers, Women’s Midweight X X X X CWU-96/P Shirt, Men’s Heavyweight X X X X CWU-97/P Shirt, Women’s Heavyweight X X X X CWU-98/P Drawers, Men’s Heavyweight X X X X CWU-99/P Drawers, Women’s Heavyweight X X X X CWU-100/P Jacket, Men’s Fleece X X X X CWU-101/P Jacket, Women’s Fleece X X X X CWU-102/P Vest, Men’s Fleece X X X X CWU-103/P Vest, Women’s Fleece X X X X CWU-104/P Overalls, Men’s, Cold Weather Fleece X X X X CWU-105/P Overalls, Women’s, Cold Weather Fleece X X X X CWU-106/P Jacket, Men’s Waterproof Outershell X X X X CWU-107/P Jacket, Women’s Waterproof Outershell X X X X CWU-108/P Trousers, Men’s Waterproof Outershell X X X X CWU-109/P Trousers, Women’s Waterproof Outershell X X X X IAE Thermal Underlayers X X X X Cold Weather Aviation System (CWAS) X X X Bladder Relief Device Advanced Mission Extender Device (AMXD) Max X X X X Skydrate System, Omni Defense Tech x X X X

Descriptive Nomenclature F-15 F-16 F-22 B-1B Aircrew Laser Eye Protection (ALEP) ALEP Block II, ALEP Block III Day 1,2 X X X X ALEP Block II Night 2 X X X X JHMCS Compatible ALEP Spectacle (JCAS) 3 X X Mask Equipment MBU-12/P Oxygen Mask X X X MBU-20/P Combat Edge Mask X X X MBU-20A/P Oxygen Mask (Non-PBG) X X X X CRU-60/P Oxygen Connector X X CRU-94/P Oxygen Connector X X X CRU-120/A Connector (OBOG Systems Only) X CRU-122/A Connector (OBOG Variant Systems Only) X CRU-60/P Oxygen Connector (G002-4240-01) X X Gentex Mask Light X X X JSAM Tactical X Helmets

HGU-55/P X X X

HGU-55/P, High-Speed X X X X HGU-55/P L/W, Light-Weight X X X X

HGU-55A/P, JHMCS X X

Helmet-Mounted Equipment

PLZT X

PLZT Top Latch Mount X HMIT / Scorpion HMD X HoBIT (HMD) X Attenuating Custom Communication Earpiece System

(ACCES) X X X X

Joint Helmet-Mounted Cueing System (JHMCS) X X Anti-Exposure Suits CWU-22/P Batted Underwear X X X X CWU-23/P Liner X X X X CWU-43/P Aramid Underwear X X X X CWU-44/P Aramid Underwear X X X X CWU-62A/P Coverall X X X X CWU-62B/P Coverall X X X CWU-74/P Coverall X X X X CWU-86/P Coverall X X X X OTS-600 Dry Suit (601GBR005B) X X X X IAE Environmental Protection Layer (EPL) X X X X Anti-G Garments CSU-13B/P Anti-G Trouser X X CSU-17/P Anti-G Vest X X X CSU-22/P Anti-G Trouser X X CSU-23/P Anti-G Trouser X

Descriptive Nomenclature F-15 F-16 F-22 B-1B Torso Harness Assembly PCU-15 Series Harness X X X X PCU-16 Series Harness X X X X MXU-22/P Lumbar Pad X X X PCU-22/P Lumbar Pad X Koch Gen I Canopy Release X Koch Modified Gen II Canopy Release X X X Frost Canopy Release X X X PCU-63(V)/P Universal Water Activated Release System X X X X Personnel Lowering Device (PLD)

PCU-10/P X X X X

PCU-21/P X

Survival Vests

SRU-21/P X X X X

IAE Survival Vest X X X X Airsave Survival Vest X X X Air Ace Survival Vest X X X X Chemical Defense Equipment Cotton Undershirt X X X Cotton Drawers X X X CWU-66/P Coverall X X X X Chemical Protective Gloves (Butyl) X X X X Chemical Protective Glove Inserts X X X X MBU-13/P Mask X X HGU-41/P Hood X X MBU-19/P Mask-Hood X X X

CQU-7/P X X X

MXU-835/P Communication Unit X X X Night Vision Systems AN/AVS-9 (4949 G Series) X X X X

AN/AVS-10 (PNVG) X X

Life Preservers

LPU-9/P X X X

LPU-10/P X

LPU-38/P X X X X

IAE LPU X X X

1 Block II Day is qualified on F-16 (Block 30), F-15 (D and E) 2 F-16 (Block 40 and 50), F-15 (C and E) are the platforms that fly with JHMCS 3 JCAS is qualified on the following platforms: F-16 (Block 40 and 50), F-15 (C and E) which are the platforms that fly with JHMCS

3.2.3 Electrical power compatibility.

3.2.3.1 Electrical power supply. The seat system shall be compatible with the power characteristics and limits as supplied to the legacy ejection seat on specified aircraft platforms. The seat system shall perform IAW the requirements herein when supplied with electrical power having the characteristics and limits defined in MIL-STD-704.

3.2.3.2 Electrical power usage. The seat system maximum steady-state electrical power shall not exceed the aircraft platform’s technical specifications.

3.2.3.3 Momentary power interruptions. The seat system shall automatically recover after a momentary power interruption (as defined in MIL-STD-704) upon resumption of normal power within the time periods of TABLE 2.

TABLE 2. Electrical Power Interruption

Power Interruption Time

Performance Requirements

0 to 0.050 seconds IAW MIL-STD-704, section 4.2.2

0.050 or greater IAW this specification

3.3 Characteristics.

3.3.1 Performance.

3.3.1.1 Ejection position. The seat system shall eject IAW this specification from any position within its vertical/horizontal adjustment range.

3.3.1.2 Ejectable occupant weight. The seat system shall perform IAW this specification for any appropriate combination of aircrew nude weight (103-245 lbs as specified in section 3.4.5.3 and TABLE 8), aircrew flight equipment weight (20-52 lbs of items from TABLE 1), and packed survival kit weight (15-40 lbs including all contents) such that the total ejectable occupant weight range for the recovery parachute is from a minimum of 138 lbs to a maximum of 337 lbs.

3.3.1.3 Escape envelope. The seat system shall perform IAW this specification for all level flight conditions from 0 to 600 Knots Equivalent Airspeed (KEAS) and altitudes of 0 to 60,000 feet.

3.3.1.4 Terrain clearance. The seat system shall perform IAW this specification to fully recover aircrew at the low altitude, adverse attitude conditions specified in TABLE 3. Full recovery is defined as the first, full inflation of the recovery parachute.

TABLE 3. Low Level Escape Performance

F-15 and F-16

Attitude [°] Velocity [knots]

Altitude Required [ft] 1,3 for percentile noted

Fore & Aft Roll Angle 5th 50th 95th

Level 60 120 20 20 20

Level 180 150 180 180 180 Level 0 150 185 2 200 2 215 2

60 down 0 200 385 400 415 30 down 0 450 580 600 620 60 down 60 200 435 450 465 45 down 180 250 470 480 490

1. Unless otherwise specified, the cited conditions are at the initiation of the rocket catapult. All altitudes are AGL at near sea-level atmospheric conditions. Recovery is defined as the aircrew being under an inflated disreefed parachute with a total velocity of 30 ft/sec or less. The weight includes the flight gear (32 lbs) and survival kit and contents weight (40 lbs).

2. 10,000 ft/min sink rate.

3. Divergence for all roll angles is in the adverse direction.

F-22

Attitude [°] Velocity [knots]

Altitude Required [ft] 1 for percentile noted

Single Roll Angle 5th 50th 95th

Level 60 120 20 20 20

Level 180 150 180 180 180 Level 0 150 185 2 200 2 215 2

60 down 0 200 385 400 415 30 down 0 450 580 600 620 60 down 60 200 435 450 465 45 down 180 250 470 480 490

1. Unless otherwise specified, the cited conditions are at the initiation of the rocket catapult. All altitudes are AGL at near sea-level atmospheric conditions. Recovery is defined as the aircrew being under an inflated disreefed parachute with a total velocity of 30 ft/sec or less. The weight includes the flight gear (32 lbs) and survival kit and contents weight (40 lbs).

2. 10,000 ft/min sink rate.

B-1B

Attitude [°] Velocity [knots]

Altitude Required [ft] 1 Fore & Aft Roll Angle Ejection Seat 4 Total Altitude 5

Level 60 120 0 2 0 2

Level 180 150 200 200 Level 0 150 300 3 490 3

60 down 0 200 500 980 30 down 0 450 700 1350 30 down 60 200 550 560 45 down 180 250 780 1090

1. Unless otherwise specified, the cited conditions are at the initiation of the rocket catapult. All altitudes are AGL at near sea-level atmospheric conditions. Recovery is defined as the aircrew being under an inflated disreefed parachute with a total velocity of 30 ft/sec or less. The weight includes the flight gear (32 lbs) and survival kit and contents weight (40 lbs).

2. Impact occurs at instant of seat-aircraft separation.

3. 10,000 ft/min sink rate.

4. Applies to seat number 4 when ejected.

5. Applies to the initiation of the escape sequence for the automatic ejection sequencing of four crewmembers.

3.3.1.5 Collision avoidance, damage, and trajectory divergence. During an ejection, the ejection seat and parachute subsystems shall not contact or collide with external aircraft structures and jettisoned canopies/hatches. For multi-seat aircraft, an individual ejection should not introduce aircraft damage that will prohibit a continued safe flight capability and subsequent crewmember ejection. For multi-seat aircraft, the seat system shall provide lateral escape divergence ensuring that there are no collisions between ejection seats, jettisoned canopies/hatches, parachutes, or crewmembers.

3.3.1.6 Major injury probability. The seat system shall function to separate the aircrew from the aircraft and deliver the crewman, with necessary survival equipment, to the earth’s surface in such a physical condition that they can perform the actions required to survive, evade capture, and establish signals to aid in rescue operation. The seat system shall meet the performance requirements specified in this document without exceeding a five percent risk of an Abbreviated Injury Scale (AIS) 2 injury, unless otherwise specified.

When in a backup mode of operation (a through-canopy ejection); injury criteria upper limits shall be Multi-axial Neck Injury Criteria Y-axis (MANICY) = 0.78, Neck Moment Index X-axis (NMIx) = 1.08, Pconcussion = 30%, and DRIz = 22.5 from system initiation through seat-rail separation. These four limits revert to the limits defined in sections 3.3.1.7, 3.3.1.10, and 3.3.1.11 after seat-rail separation.

3.3.1.7 Catapult/rocket acceleration. The seat back tangent line shall be no more than 5 degrees offset from the acceleration thrust vector prior to seat-aircraft separation. The acceleration imposed on the seat occupant in the +GZ direction (parallel to the spinal column) by the ejection catapult/rocket shall be limited in terms of Dynamic Response Index (DRI) values for the Z-axis, DRIZ, calculated according to the method described in APPENDIX A.2. The following DRIz limits are for specific catapult/rocket pre-ignition temperature and ejected weight representing the ejection seat, personal equipment, and human body weight representative of the crew member population anthropometric range. The limits for specific catapult/rocket motor pre-ignition temperature and ejected weight representing the ejection seat, personal equipment, and a human body nude weight range of 103 lbs to 245 lbs shall be as follows:

a. The mean seat pan acceleration time history generated in system level ejection sled or in-flight tests from system initiation through seat-aircraft separation at test ambient conditions does not yield a DRIZ value in excess of 16.0 (approximately 1% risk of AIS 2 spinal injury).

b. The mean seat pan acceleration time history generated in controlled component testing at a pre-ignition temperature of 70 °F does not yield a DRIZ value in excess of 16.0 (approximately 1% risk of AIS 2 spinal injury) with an allowable standard deviation of 1.0.

c. The mean seat pan acceleration time history generated in controlled component testing at a pre-ignition temperature of 165 °F does not yield a DRIZ value in excess of 20.0 with an allowable standard deviation of 1.0.

When in a backup mode of operation; the injury criteria upper limit shall be DRIZ = 22.5 from system initiation through seat-rail separation. This limit reverts to the limits shown above after seat-rail separation.

3.3.1.8 Multi-axial acceleration. All accelerations, from seat-aircraft separation through just prior to ground impact, shall not exceed a Multi-axis Dynamic Response Criterion (MDRC) value of 1.0 up to 450 KEAS or a linear increase above 450 KEAS of 1.7 at 600 KEAS, as shown in FIGURE 1. MDRC accelerations shall be measured and calculated using the method in APPENDIX A.3.

FIGURE 1 - Maximum Allowable MDRC vs. Ejection Speed

3.3.1.9 Chest acceleration. The maximum resultant deceleration/stabilization recovery parachute deployment and inflation loads experienced by the aircrew during escape shall not exceed 25G (vector sum) if the system is controlled so the force is applied while the body is in an optimum position (inertial resultant in +z to –x direction or “eyeballs out” to “eyeballs down”).

3.3.1.10 Neck injury criteria.

3.3.1.10.1 MANICZ. Deleted.

3.3.1.10.2 MANICX. Deleted.

3.3.1.10.3 MANICY. From system initiation to just prior to ground impact, the MANICY shall not exceed a five percent risk of AIS 2 injury up to 450 KEAS (limit of 0.47), linearly increasing to a 15% risk of AIS 2 injury at 600 KEAS (limit of 0.65) at the occipital condyles (C0-C1). Probability curves and calculations are included in APPENDIX A.4.

0.48, 0 ≤ v ≤ 450 MANICY(v) = { 1 v − 3) , v > 450

MDRC vs. Ejection Speed 1.8

1.6

1.4

1.2

0.8

0.6 Above 450 KEAS; MDRC limit =

((Ejection Speed in KEAS - 450 KEAS)/214.286 KEAS) + 1

0.4 100 200 300 400 500 600 700

Ejection Speed (KEAS)

M

DR

C (n ot to e xc ee d)

When in a backup mode of operation; the injury criteria upper limit shall be MANICY = 0.78 from system initiation through seat-rail separation. This limit reverts to the limits shown above after seat-rail separation.

3.3.1.10.4 NMIX. From system initiation to just prior to ground impact, the NMIX shall not exceed a five percent risk of AIS 2 injury up to 450 KEAS (limit of 0.56), linearly increasing to a 15% risk of AIS 2 injury at 600 KEAS (limit of 0.86) at the occipital condyles (C0-C1). Calculations are included in

APPENDIX A.5.

When in a backup mode of operation; the injury criteria upper limit shall be NMIx = 1.08 from system initiation through seat-rail separation. This limit reverts to the limits shown above after seat-rail separation.

3.3.1.11 Head acceleration. From system initiation to just prior to ground impact, head acceleration, as indicated in the probability of a concussion (Pconcussion), shall not exceed a five percent risk as defined in

APPENDIX A.6.

When in a backup mode of operation; the injury criteria upper limit shall be Pconcussion = 30% from system initiation through seat-rail separation. This limit reverts to the limit shown above after seat-rail separation.

3.3.1.12 Automated performance. Deleted.

3.3.2 Physical.

3.3.2.1 Weight. The installed seat system weight, including survival kit container, adjustment actuators, catapult, and rocket systems, but not including the survival kit equipment, shall be no greater than 195 lbs.

3.3.2.2 Color.

3.3.2.2.1 Seat color. The seat system color for all platforms shall be black, #37038, IAW SAE-AMS-

STD-595.

3.3.2.2.2 Ejection control color. The seat system ejection control color for all platforms shall be orange-yellow (#13538) with black stripes (#37038), both IAW SAE-AMS-STD-595. The spacing and size of the stripes shall be consistent with ejection control handles and other safety features found on previously qualified ejection seats.

3.3.2.3 Drain holes. The seat system shall incorporate drain holes into the seat bucket, seat back structure, and any enclosures where water could accumulate or moisture might become entrapped.

3.3.2.4 Strength.

3.3.2.4.1 Proof loads. The seat system shall withstand the proof loads in TABLE 4 without the structural integrity of any component being compromised via measurable plastic deformation and/or cracking. The proof load values are to be determined (TBD) by the vendor based on the seat design and approved by the Government.

TABLE 4. Proof Loads [Pounds]

Test Location Load Direction Distribution of Force

Seat Pan / Sitting Platform

Center of the front edge

TBD Downward, perpendicular

Distributed over a laterally centered 3 inch x 3 inch area

Armrest (if applicable)

4 Inches aft of forward edge

TBD Downward, perpendicular

Over a length simulating the form of the aircrew’s forearm

Ejection Controls Center of handgrip TBD

Perpendicular to control in the pull direction

Over a length simulating the width of an aircrew’s hand

Headrest Center of the headrest

TBD Aftward, perpendicular Over an area simulating the form of the aircrew’s flight helmet

Seatback Seatback TBD Aftward, perpendicular to seatback tangent line

Uniformly distributed over the seatback (below the headrest)

3.3.2.4.2 Ultimate loads. The seat system shall withstand the ultimate loads in TABLE 5. Permanent deformation, fracture of materials, and/or failure of attachments is acceptable. However, permanent deformation, fracture of materials, and/or failure of attachments must not result in the seat becoming unrestrained to the aircraft, aircrew becoming unrestrained from the seat, or seat components becoming unattached from the seat. The ultimate load values are TBD by the vendor based on the seat design and approved by the Government.

TABLE 5. Ultimate Loads [Pounds]

1 40 times the headrest/parachute container assembly weight 2 40 times seat system weight 3 25 times seat system weight 4 When seat is in the most structurally critical position in the guide rails 5 Free-stream dynamic pressure for a 600-KEAS ejection

Test Location Load Direction Distribution of Force Seat Pan / Sitting Platform

Center of the front edge TBD Downward, perpendicular Distributed over a laterally centered

3 inch x 3 inch area

Armrest (if applicable)

4 Inches aft of forward edge TBD Downward, perpendicular Over a length simulating the form of the aircrew’s forearm

Ejection Controls

Center of handgrip TBD Perpendicular to control in the pull direction Over a length simulating the width of an aircrew’s hand

Headrest Headrest TBD Aftward, perpendicular Over an area simulating the form of the aircrew’s flight helmet

Headrest Headrest CG 1 Forward, perpendicular Point load

Seatback Seatback TBD Aftward, perpendicular to seatback tangent line

Uniformly distributed over the seatback (below the headrest)

Personnel Restraint Occupant CG TBD Upward Point load

Seat System Seat-occupant

CG

TBD

2 Forward & 20° of yaw Point load

Seat System Seat-occupant

CG

TBD

3 Downward Point load

Ejection Air Load4

Exposed seat-occupant CP

5 Perpendicular to seatback tangent line

Over area of seatback exposed to airstream

Ejection Load

1.5 times the maximum loads imposed by all ejection subsystems during an ejection sequence such as rockets, catapults, thrusters, parachutes, lanyards, or mortars

Crash Loads The seat structure and restraint system shall withstand a 40G dynamic crash load with 245-lb occupant.

3.3.3 Environmental.

3.3.3.1 Operating temperature. The seat system, excluding Cartridge Actuated Devices/Propellant Actuated Devices (CAD/PAD), shall perform IAW the requirements of this document within an operational temperature range of -65°F to +165°F. CAD/PAD shall perform IAW MIL-C-83124, MIL- C-83125, and MIL-P-83126 with the exception that the components must withstand an exposure temperature range of -65°F to +200°F.

3.3.3.2 Temperature shock. The seat system, excluding CAD/PAD, shall perform IAW the requirements of this document after exposure to a change in thermal environment between -65°F to +165°F with maximum transfer rates of one minute. CAD/PAD shall perform IAW MIL-C-83124, MIL- C-83125, and MIL-P-83126 after exposure to changes in the thermal environment between -65°F and +200°F with maximum transfer rates of one minute.

3.3.3.3 Humidity. The seat system shall perform IAW the requirements of this specification after exposure to 95% relative humidity and a temperature profile varying between 86°F and 140°F.

3.3.3.4 Explosive decompression. The seat system shall perform IAW the requirements of this specification after experiencing an explosive decompression of 9.0 psi in 0.1 second.

3.3.3.5 Salt-fog. The seat system shall perform IAW the requirements of this specification during and alternating wet and dry cycles.

3.3.3.6 Rain. The seat system shall perform IAW the requirements of this specification after exposure to rain rates of 4.0 in/hr and 40 mph winds for a period of 30 minutes.

3.3.3.7 Dust. The seat system shall perform IAW the requirements of this specification after exposure to a dust concentration of 0.3 g/ft3 at a velocity of 1750 ft/min.

3.3.3.8 Sand. The seat system shall perform IAW the requirements of this specification after exposure to a sand concentration of 0.18 g/m3 at a velocity of 40 mi/hr.

3.3.3.9 Fungus. The seat system nonmetallic materials shall not deteriorate after exposure to the following fungi: aspergillus flavus, aspergillus versicolor, penicillium funiculosum, chaetomium globosum, and aspergillus brasiliensis.

3.3.3.10 Vibration. The seat system shall perform IAW the requirements of this specification during and after exposure to the platform-specific vibration spectrum.

3.3.3.11 Mechanical shock. The seat system shall perform IAW the requirements of this specification after experiencing a functional mechanical shock with a 95th percentile manikin installed in the seat. The pulse shall be a sawtooth shock shape for a duration of 11 ± 1 milliseconds or an equivalent half-sine pulse with the same duration. The mechanical shock peak values are shown in TABLE 6.

TABLE 6. Mechanical Shock1 [G’s]

Forward2 Aft2 Up2 Down2 Lateral3 (Both)

Terminal Peak Sawtooth Pulse4 (<300 lbs)

20.0 20.0 20.0 20.0 20.0

Half-Sine Pulse4 (≥300 lbs)

15.7 15.7 15.7 15.7 15.7

1 A 245-pound LARD manikin, or an equivalent manikin, shall be installed in the seat for all tests. The manikin shall wear AFE and include ballast to represent a parachute suspended weight of 337 pounds (including a packed/ballasted seat survival kit).

2 Perform three shocks in this direction.

3 Perform three shocks left and three shocks right.

4 All tests have an 11-ms pulse duration in accordance with MIL-STD-810G Change Notice 1 Method

516.6 Procedure V.

3.3.3.12 Crash hazard shock. The seat system and its mounting points shall withstand a crash shock with a 95th percentile manikin installed in the seat. The pulse shall be a sawtooth shock shape for a duration of 11 ± 1 milliseconds or an equivalent half-sine pulse with the same duration. The crash shock peak values are shown in TABLE 7. Permanent deformation, fracture of materials, and/or failure of attachments is acceptable. However, permanent deformation, fracture of materials, and/or failure of attachments must not result in the seat becoming unrestrained to the aircraft, aircrew becoming unrestrained from the seat, or seat components becoming unattached from the seat. Operation of the equipment is not required during or after the shock.

TABLE 7. Crash Hazard Shock1 [G’s]

Forward2 Aft Up Down2 Lateral (Both)

Terminal Peak Sawtooth Pulse3 (<300 lbs) 40 N/A4 N/A4 25 N/A4

Half-Sine Pulse3 (≥300 lbs)

31.4 N/A4 N/A4 19.6 N/A4

1 A 245-pound LARD manikin, or an equivalent manikin, shall be installed in the seat for all tests. The manikin shall wear AFE and include ballast to represent a parachute suspended weight of 337 pounds (including a packed/ballasted seat survival kit).

2 Perform two shocks in this direction.

3 All tests have an 11-ms pulse duration in accordance with MIL-STD-810G Change Notice 1 Method

516.6 Procedure V.

4 The aft, up, and lateral crash hazard shock requirements are covered by the mechanical shock tests listed in TABLE 7.

3.3.3.12.1 Vertical. The seat system and its mounting points shall perform IAW 3.3.3.12 when subjected to the downward load shown in TABLE 7.

3.3.3.12.2 Longitudinal. The seat system and its mounting points shall perform IAW

3.3.3.12 when subjected to a 40G forward load and a 40G load 20 degrees to each side of forward.

3.3.3.13 Flame resistance. The cushion upholstery materials shall be flame resistant and self-extinguishing in accordance with the twelve-second burn test procedures specified in Federal Aviation Regulation (FAR) 25.853, Appendix F, Part I.

3.3.3.14 Nuclear hardness.

3.3.3.14.1 Nuclear Electromagnetic Pulse (EMP). Deleted.

3.3.3.14.2 Transient Radiation Effects on Electronics (TREE). Deleted.

3.3.3.14.3 Thermal. Deleted.

3.3.314.4 Solar radiation. The textile materials shall be resistant to exposed solar radiation. The minimum service life for textile materials shall be 3 years without physical or functional degradation, except for minor color fading.

3.3.4 Maintainability.

3.3.4.1 Seat removal and installation. The seat system shall not require removal of the aircraft escape hatches or canopies for the entire seat assembly to be completely removed from, and installed into, the aircraft. Seat installation and removal shall be accomplished using existing platform crew access spaces.

A modular seat structure shall permit partial removal of the seat assembly to facilitate maintenance actions (T) and permit time change components installation/removal on-aircraft (O).

3.3.4.2 Recovery and drogue parachutes.

3.3.4.2.1 Recovery parachutes. All seat system recovery parachutes that require a packing press shall utilize a packing container with environmental protection and a repack cycle not less than every 36 months (T). Hand-packed parachutes shall only require hand tool aids as the preferred parachute packing method (O).

3.3.4.2.2 Drogue parachutes. All seat system drogue parachutes shall be hand-packed requiring only hand tool aids, or the drogue parachute shall be sealed in a container allowing environmental protection and the drogue/container to be replaced as an assembly without repacking when the drogue parachute reaches the end of its installed life.

3.3.4.3 Parachute packing containers. All seat system recovery and drogue parachutes shall be packed in removable containers as a modular component, or as part of a seat modular component to facilitate routine inspection and repacking/replacement.

3.3.4.4 Ground servicing. The seat assembly shall be designed to allow removal and installation of the ground servicing items to include the recovery parachute and container, lap belts or seat-integrated harness, and survival kit using unlock mechanisms that limit additional, seat-specific tools (T) or do not require additional tools (O).

3.3.4.5 Survival kit packing. The survival kit shall allow packing as a field service organizational maintenance task and shall limit additional, seat-specific support equipment/tools (T) or not require additional support equipment/tools (O).

3.3.4.6 Inspection cycle. The seat system shall meet the requirements of this specification while using a complete inspection cycle of 36 months for the F-15, F-16, and F-22. The seat system shall meet the requirements of this specification while using a complete inspection cycle of 60 months for the B-1B.

3.3.4.7 Mean Time Between Failure (MTBF). The seat system shall have a minimum MTBF of no less than 1200 flight hours when operated in the environments of 3.3.3.

3.3.4.8 Maintenance Man Hour per Flight Hour (MMH/FH). The seat system shall require not more than 0.00142 MMH/FH at a maturity of 100,000 flying hours, as defined by MIL-STD-721.

3.3.4.9 Mean Time To Repair (MTTR). The seat system shall have a total MTTR for both on- and off-aircraft maintenance not to exceed 1.30 hours as defined by MIL-STD-470. For all platforms, the on-and off-aircraft maintenance shall utilize a mean maintenance crew size not to exceed two.

3.3.4.10 Useful life. The seat system, in combination with required time change item replacements, shall have a useful life of not less than 30 years under any natural combination of aircraft operating and storage life without exceeding the operational service life.

3.3.4.11 Service life. The seat structural assembly, electrical, and mechanical systems shall have an operational service life of not less than 11,000 flight hours under any natural combination of environmental conditions specified in 3.3.3. Fabric and textile items shall not be service life limited, unless approved by the Government, and replaceable at the discretion of the USAF during periodic inspection.

3.3.4.12 Storage life. The seat system, fully configured for aircraft installation, shall have a storage life of not less than 5 years.

3.3.4.13 Reliability. The minimum probability of success for the ejection seat system shall be 98% at the 90% Lower Confidence Limit (LCL).

3.3.4.14 Demonstrated reliability. The minimum demonstrated reliability of the ejection seat shall be 90% at the 90% LCL. The minimum demonstrated reliability for escape system integration with the aircraft shall be 75% at the 90% LCL.

3.4 Design and construction.

3.4.1 Marking.

3.4.1.1 Product identification. The seat system major structural assemblies shall be permanently and legibly marked IAW MIL-STD-130 with a nameplate (FIGURE 2) securely attached in a location where it can be read without the removal of either the entire seat assembly or a modular sub-assembly from the aircraft and containing the following information, at a minimum:

Part No. Part Name Specification No. Serial No.

Mfr Code Mfr Name Stock No. * Prime Contract No. **

US

*Federal stock class and federal item identification (when assigned) **As specified in the Purchase Order

FIGURE 2. Product Identification Label

3.4.1.2 Equipment identification. The seat system equipment shall be marked for identification IAW the IUID and marking requirements of MIL-STD-130.

3.4.1.3 Transmission line identification. The seat system ballistic transmission lines shall be marked for identification IAW JSSG 2010; the fluid lines IAW MIL-STD-1247.

3.4.2 Materials, processes, and parts.

3.4.2.1 Workmanship. The seat system materials should be of the highest quality, lightest weight practicable, and suitable for the purpose intended. The seat system shall be developed and finished with craftsmanship, cleanliness and neatness; be free from defects, burrs, and sharp edges; have accurate dimensions, radii, fillets, and marking of parts and assemblies; have thoroughness of welding, brazing, painting, riveting, and machine finishing; have alignment of parts and tightness of assembly screws and bolts; be free of any projections or sharp edges which could snag, jam, or damage clothing and equipment, injure the seat occupant or maintenance personnel, foul personal equipment, jeopardize operation of seat components, or interfere with recovery parachute operation.

3.4.2.2 Fumes. The seat system materials shall not emit gasses prior to ejection initiation that can combine with the atmosphere to form acids or corrosive alkali, nor toxic or corrosive fumes.

3.4.2.3 Fluid exposure. The seat system materials exposed to fluids normally used in aircraft shall be resistant to damage by such fluids.

3.4.2.4 Lubrication. The seat system lubricants and lubrication should use MIL-HDBK-838 as guidance and shall function within the temperature range of -65 to +200 degrees F. The seat system and its components shall only require the application of lubrication as needed, but no more than one lubrication application per 90-day period.

3.4.2.5 Captive hardware. The seat system shall use captive hardware for maintenance actions accomplished while the seat is installed in the aircraft.

3.4.2.6 Safetying. The seat system shall use self-locking fasteners IAW NASM33588 for mounting or assembly in preference to safety wiring or cotter pinning IAW NASM 33540. No safety wire or cotter pins shall be required for on-aircraft seat maintenance tasks. The procuring agency shall be notified of any uses of safety wire or cotter pins used in the design of the seat.

3.4.2.7 Interchangeability. The seat system parts having the same part number should be functionally and dimensionally interchangeable with each other across all platforms with respect to installation and performance.

3.4.2.8 Component improper installation. The design of the seat system shall preclude improper installation of replaceable components.

3.4.3 Electrical design.

3.4.3.1 Wiring. The seat system wiring should meet the requirements of MIL-HDBK-454, Guideline 20, and should be installed IAW MIL-HDBK-454, Guideline 69.

3.4.3.2 Insulation resistance. The seat system electrical components shall have insulation resistance of not less than 100 megohms when subjected to 500 ± 50 volts direct current (vdc) applied between all mutually insulated circuits.

3.4.3.3 Voltage withstand. The seat system adjustment actuator, operating on aircraft power, shall withstand, without damage or insulation breakdown, 1500 volts root mean square (vrms) (standard conditions) and 700 vrms (60,000-ft altitude) at 60 Hz frequency, for one minute between mutually insulated parts.

3.4.3.4 Electrical protection.

3.4.3.4.1 Under-voltage protection. The seat system adjustment actuator shall not be damaged by voltages below the minimum specified in MIL-STD-704 and shall automatically resume normal operations when the voltage returns within limits.

3.4.3.4.2 Overload protection. The seat system adjustment actuator should meet the electrical overload protection requirements of MIL-HDBK-5400. Parts and circuits likely to carry an overload due to failures, open circuits, or grounding of wiring external to the actuator shall withstand the overload for any duration without permanent damage, and the actuator shall automatically return to normal operation when the cause of the overload is removed.

3.4.3.5 Electromagnetic Interference and Compatibility (EMIC). The seat system shall be designed and tested for EMIC requirements contained in MIL-STD-461. The seat system shall be designed to prevent spurious functioning or degradation of any electro-explosive device and to prevent the out-of-sequence activation of, or interference with, electrical/electronic control circuits, when installed in the aircraft.

3.4.4 Safety.

3.4.4.1 Inadvertent actuation. The seat system ejection control handgrip(s) shall be protected with a mechanical safety lock system to guard against inadvertent actuation of the controls or ejection functions when the safety system control is in the safe position. The safety control and position shall be readily visible to a seated occupant and able to be rapidly moved to an armed position with a single motion. An indicator capability shall be incorporated as a discrete input compatible with aircraft platform warning systems.

3.4.4.2 Safety devices. The seat system design and development shall incorporate the safety principles prescribed in MIL-STD-882. All identified hazards shall be mitigated to either a medium, low, or an eliminated risk. Safety devices that cannot be inadvertently left in a safe configuration during flight shall be incorporated to render the seat or modules safe for routine maintenance and ground operations.

Removable devices shall be minimized, but if incorporated, shall be interconnected when practical and shall use streamers having the inscription “Remove Before Flight”.

3.4.4.3 Installation keying. The seat system shall prevent installation of seats designated for left, right, fore, or aft crew station application in the incorrect location.

3.4.4.4 Public display of aircraft. The ejection seat system, and its corresponding safety devices of 3.4.4.2, shall allow for safe public display of the aircraft without requiring removal of either the entire ejection seat or any part of the egress system.

3.4.5 Anthropometric accommodation.

3.4.5.1 Human factors. The seat system shall be commensurate with human engineering principles

IAW MIL-STD-1472.

3.4.5.2 Ejection seat accommodation. Ejection seat performance shall be IAW this specification for any occupant represented by the multivariate anthropometric cases in TABLE 8.

3.4.5.3 Aircraft accommodation compatibility. The aircrew population is defined as any occupant represented by the anthropometric ranges and body weight ranges of multivariate cases listed in TABLE

8. The ejection seat installation and positioning adjustments shall fully accommodate the existing platform crew station anthropometric accommodation requirements without introducing any reduction to current anthropometric accommodations for respective aircrew population pilots, as reported in AFRL- HE-WP-TR-2002-0118. The specified aircrew population shall be able to adjust the seat sitting position to reach the platform design eye location without any reduction in internal and external visibility from legacy seat installations. The ejection seat, as installed in specified target aircraft, shall allow all legacy crew mission tasks to be safely conducted without altering external visibility or control reach and function. The seat accommodation shall not interfere with or reduce the aircrew population’s reach and control actuation capability in comparison to the legacy seat installation.

TABLE 8. Multivariate Anthropometric Cases (in)*

Dimension Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7 Functional (thumbtip) reach 27.0 27.6 33.9 29.7 35.6 36.0 26.1

Buttock-knee length 21.3 21.3 26.5 22.7 27.4 27.9 20.8 Knee height, sitting 18.7 19.1 23.3 20.6 24.7 24.8 18.1 Sitting height, erect 32.8 35.5 34.9 38.5 40.0 38.0 31.0 Eye height sitting, erect 28.0 30.7 30.2 33.4 35.0 32.9 26.8

Shoulder height, sitting 20.6 22.7 22.6 25.2 26.9 25.0 19.5

Shoulder (bideltoid) breadth range

14.7– 18.1

16.4– 20.6

16.2– 21.2

16.8– 21.7

16.9– 22.6

16.8– 22.5

14.2– 18.0

Chest depth range 7.4– 10.9

6.9– 10.6

7.2– 11.3

7.1– 11.0

7.3– 12.1

7.4– 12.2

7.2– 10.2

Upper thigh circumference range

18.5– 25.0

17.1– 25.0

20.2– 27.6

17.6– 26.3

18.6– 29.2

19.1– 29.7

17.8– 25.2

Weight range 103–245 lbs *Anthropometric dimensions are defined in MIL-STD-1472G, Appendix B

3.5 Major subsystems.

3.5.1 Seat assembly.

3.5.1.1 Structure subsystem.

3.5.1.1.1 Limb retention. The seat system shall incorporate limb restraints on all aircraft platforms to restrain the arms and legs and prevent flail injuries during the ejection sequence, including windblast, free-flight, and drogue phases, up to 600 KEAS. Leg restraints shall be passive in that no additional pilot strap-in actions will be required. Leg restraints shall prevent movement of the legs laterally, beyond the sides of the seat. Arm restraints shall require not greater than one active connection per arm (T) or be passive in that no additional pilot strap-in actions will be required (O). Arm restraints shall prevent movement of arms rearward. Limb restraints shall not interfere with aircrew movements required for aircraft control and mission accomplishment during all phases of flight. The limb restraint system shall be compatible with the aircraft platform’s current personal flight equipment listed in TABLE 1, the seat-integrated harness (if utilized), and shall neither require equipment modification nor hinder aircrew ground egress procedures and timing. The arm restraint system shall not preclude the crew from reaching and actuating a manual parachute deployment handle, or an independent system shall be provided to release the arms to allow the crew to reach and actuate the parachute deployment handle.

3.5.1.1.2 Lap belt retention. The seat structure subsystem shall be designed to prevent lap belt buckles from being trapped between the seat assembly and aircraft consoles when the lap belt is unbuckled or from jamming any aircraft controls during seat position adjustment.

3.5.1.1.3 Armrests. Armrests shall be incorporated into the B-1B seat variant and shall mount on the seat sides, pivot from a using position to a stowed position, and have the same vertical adjustment range of the legacy B-1B ejection seat. The using position shall be in the current location relative to the cockpit internal configuration as defined by the ICD. The stowed position shall not interfere with crew mission tasks.

3.5.1.1.4 Canopy breakers. Canopy breakers shall be installed on F-15 ejection seats to fracture the transparency and allow ejection should the…