Schemes of drag chute systems
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Schemes of drag chute systems
Hi 
I am currently trying to find anything about the drag chute systems of both military and commercial planes. But I found almost nothing...
As far as I know Sud Caravelle, Tu-104, Tu-124, Tu-144, Concorde prototypes, Learjet 25 and 35 and Falcon 20 had these chutes. As for the big military birds - Vulcan, Vickers, B-47, B-52, SR-72, XB-70, ... Any info for fighters will also help.
I know what to look for, but obviously have no luck.
The reason for my search is that I need to prepare a presentation about these systems and have to get a clear idea how they work. From pushing the button on the panel to jettisoning the chute at the end.
I would be grateful if someone helps I can read materials in Russian as well. Thanks in advance
Cheers
I am currently trying to find anything about the drag chute systems of both military and commercial planes. But I found almost nothing...
As far as I know Sud Caravelle, Tu-104, Tu-124, Tu-144, Concorde prototypes, Learjet 25 and 35 and Falcon 20 had these chutes. As for the big military birds - Vulcan, Vickers, B-47, B-52, SR-72, XB-70, ... Any info for fighters will also help.
I know what to look for, but obviously have no luck.
The reason for my search is that I need to prepare a presentation about these systems and have to get a clear idea how they work. From pushing the button on the panel to jettisoning the chute at the end.
I would be grateful if someone helps
I can read materials in Russian as well. Thanks in advance Cheers
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Last edited by Greg Horton; 28th Nov 2010 at 17:26.
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From what I recall of the drag chutes installed on the Falcon 20, the operation was purely mechanical; pull the handle once to deploy the chute and again to drop it.
Our ex - FedEx Falcons were all so-equipped. We had a Safety Equipment section that used to repack the chutes on the odd occasion that they were deployed.
On one occasion when returning from a particularly wet deployment to Decimomannu in Sardinia, one of our F-20s developed a problem and had to deploy the chute on arrival at BOH. Unfortunately the wet chute had frozen during the transit flight back to the UK and when deployed it left the aircraft as a solid block of ice and failed to deploy properly. Heavy braking was called for as a result and every bit of the 7000 ft runway was needed.
The drag chutes have since been removed from the fleet.
Again, if memory serves correctly, the drag chute installed on the UK F-4 Phantom fleet was also purely mechanical in operation using cables and springs. Given the number of occasions that an aircraft suffered a BLC failure resulting in a very high speed landing, the drag chute and crossed fingers was essential for stopping within the 6000 foot length of most fighter airfields.
Seem to recall reading somewhere that in both the F-20 and F-4 examples the chute could be used for assistance in spin recovery...but I have no reference material for this statement...
pp
Our ex - FedEx Falcons were all so-equipped. We had a Safety Equipment section that used to repack the chutes on the odd occasion that they were deployed.
On one occasion when returning from a particularly wet deployment to Decimomannu in Sardinia, one of our F-20s developed a problem and had to deploy the chute on arrival at BOH. Unfortunately the wet chute had frozen during the transit flight back to the UK and when deployed it left the aircraft as a solid block of ice and failed to deploy properly. Heavy braking was called for as a result and every bit of the 7000 ft runway was needed.
The drag chutes have since been removed from the fleet.
Again, if memory serves correctly, the drag chute installed on the UK F-4 Phantom fleet was also purely mechanical in operation using cables and springs. Given the number of occasions that an aircraft suffered a BLC failure resulting in a very high speed landing, the drag chute and crossed fingers was essential for stopping within the 6000 foot length of most fighter airfields.
Seem to recall reading somewhere that in both the F-20 and F-4 examples the chute could be used for assistance in spin recovery...but I have no reference material for this statement...
pp
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Concerning the Dutch F-16, the release of the pilot chut is done by a small cable, activated by a pneumatic actuator.
The release of the chute container itself is done by a sort of latch (claw), also activated by pneumatic actuator.
Changing / installing the chute is a quite simple job, only the release cable and a rather big pin for the container / package.
The release of the chute container itself is done by a sort of latch (claw), also activated by pneumatic actuator.
Changing / installing the chute is a quite simple job, only the release cable and a rather big pin for the container / package.
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Thank you for your answers
I really appreciate that !
So most of the systems are mechanical. So I will try to summarize:
There is a button or a handle on the control panel. There is a cable (electrical or mechanical ) which links the panel and the housing for the chute pack/ door opening mechanism. After a given command from the pilot, the door of the housing is being opened ( via spring or pneumatic actuator ). After that the small chute is triggered in the air flow ( HOW
) and it produces drag, which pulls the big chute and all its components out. And it opens and reduces the speed of the a/c. Then the big chute is being jettisoned ( again - how ?).
What is the connection between the chute and the a/c ? The chute must be attached to a hard point of the construction, right ? But how is it then released ?
And also. I found a site. It shows these mechanisms.
It is written, that they are used to lock the container of the chute. Is it kind the same with the one of F-16 ? These are used for the Su-27 family.
I really appreciate that !
So most of the systems are mechanical. So I will try to summarize:
There is a button or a handle on the control panel. There is a cable (electrical or mechanical ) which links the panel and the housing for the chute pack/ door opening mechanism. After a given command from the pilot, the door of the housing is being opened ( via spring or pneumatic actuator ). After that the small chute is triggered in the air flow ( HOW
) and it produces drag, which pulls the big chute and all its components out. And it opens and reduces the speed of the a/c. Then the big chute is being jettisoned ( again - how ?).What is the connection between the chute and the a/c ? The chute must be attached to a hard point of the construction, right ? But how is it then released ?
And also. I found a site. It shows these mechanisms.
It is written, that they are used to lock the container of the chute. Is it kind the same with the one of F-16 ? These are used for the Su-27 family.
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Installing the F-4 Phantom drag chute was by pushing the hook into the spring-loaded link. When operated I believe a small drogue chute pulled out the main drag chute. The pilot may have to use an increase in power while the back of the aircraft points to the grass, to release the chute.
My experience was that the F-4 used a drag chute as a matter of routine.
My experience was that the F-4 used a drag chute as a matter of routine.
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'chutes generally come in two forms; thos epacked into rigid 'cans' which are then slotted into the a/c and those in soft packs.
In both instances the mechanism is pretty simple. The can is generally held in by fasteners whereas the soft pack is held in by a shackle.
I worked on F4 'chutes where the main chute was packed into a soft pack. On top of this goes a small auxillary 'chute which is basically a large helical spring sewn into a small 'chute.
This is held closed with a temporary pin.
The other end of the pack has the 'chutes main strop with a shackle at the end.
This shackle is pushed into the spring loaded hook in the back end of the jet and the pack pushed in after it. The 'chute bay door is then locked shut and the auxillary 'temp pin withdrawn. The 'chute is then basically primed.
The chute is activated by a handle in the cockpit. (obviously I guess)
As Phizzer says, a burst of power helped release the 'chute after use. Sometimes this would be applied when the chute was pointing at the recovery crew for extra laughs. How we used to giggle as that metal shackle sailed towards us!
Most 'chutes (Brit ones) are similar in principle. They may be bigger or smaller with cables or strops but essentially a small chute drags out the big one. Simples! (surprisingly physical and dirty work packing them though)
In both instances the mechanism is pretty simple. The can is generally held in by fasteners whereas the soft pack is held in by a shackle.
I worked on F4 'chutes where the main chute was packed into a soft pack. On top of this goes a small auxillary 'chute which is basically a large helical spring sewn into a small 'chute.
This is held closed with a temporary pin.
The other end of the pack has the 'chutes main strop with a shackle at the end.
This shackle is pushed into the spring loaded hook in the back end of the jet and the pack pushed in after it. The 'chute bay door is then locked shut and the auxillary 'temp pin withdrawn. The 'chute is then basically primed.
The chute is activated by a handle in the cockpit. (obviously I guess)
As Phizzer says, a burst of power helped release the 'chute after use. Sometimes this would be applied when the chute was pointing at the recovery crew for extra laughs. How we used to giggle as that metal shackle sailed towards us!
Most 'chutes (Brit ones) are similar in principle. They may be bigger or smaller with cables or strops but essentially a small chute drags out the big one. Simples! (surprisingly physical and dirty work packing them though)
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The chute of the F-16 comes also in a soft pack, holding the actual dragchute together with a smaller pilotchute on the "open" side of the pack.
The package is hold in the latch / hook mechanism by a big pin, approx. 1 - 1-1/4 " of thickness.
The chute is deployed electrical/mechanical by a pilot chute that comes out b a big spring of approx. 1 foot.
The spring is loaded and holded by a small pin that can be retracted when selecting chute in de flightdeck.
The airspeed takes the pilot chut along followed by the dragchute itself, just like a parachute.
When the chute had done its work, the pilot turns the aircraft with an angle on the runway / intersection and releases the whole soft pack, just by switching it on the flightdeck, this prevents the chute to burn on the (exhaust) nozzle.
The latch / hook unit you are showing on the picture looks a like, only the F-16 I know is approx 30+ years old...
The dragchute is a time limited part and has to be replaced on a regular interval.
I hope you can understand my English a little bit, nowadays I only give lessons in Dutch
The package is hold in the latch / hook mechanism by a big pin, approx. 1 - 1-1/4 " of thickness.
The chute is deployed electrical/mechanical by a pilot chute that comes out b a big spring of approx. 1 foot.
The spring is loaded and holded by a small pin that can be retracted when selecting chute in de flightdeck.
The airspeed takes the pilot chut along followed by the dragchute itself, just like a parachute.
When the chute had done its work, the pilot turns the aircraft with an angle on the runway / intersection and releases the whole soft pack, just by switching it on the flightdeck, this prevents the chute to burn on the (exhaust) nozzle.
The latch / hook unit you are showing on the picture looks a like, only the F-16 I know is approx 30+ years old...
The dragchute is a time limited part and has to be replaced on a regular interval.
I hope you can understand my English a little bit, nowadays I only give lessons in Dutch
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F4 drag cute
RAF F4 drag chute was a bag type held in a dedicated bay under the fin. The bag strop shackle was held by spring loaded mechanical jaws. To fit the chute you balanced the chute on its drogue end on top of the steps on which you balanced. Hold the strop shackle in the left thumb and push it into the bay up to the closed spring loaded jaws which you opened by pulling the manual jaw release with index and middle finger of the left hand, trying not to drop the shackle. Push the shackle in with the thumb and let the jaws close, giving the strop a good tug to make sure it was secure. Pull the strop tight and then push the chute bag in with the right hand on top of the strop lying along the floor of the bay. Push the loose strop up the side of the chute and prepare to close the door.To close the door one had to haul on the door by using the right hand hooked into the door breather hole just under the rear most navigation light to pull the door against a pneumatic piston, to meet the fuselage. The door was closed by pulling it tight against the fuselage and at the same time pushing up and then down on a T bar just under the door on the fuselage side that opened and then closed a set of jaws onto a latch pin on the chute door. Before any of this one had to ensure that the small indicator tag was held in a small indentation and that the chute bag had been fitted the right way up so the long cable 'remove before flight' streamer could be pulled out. Once the T bar had been pulled and the door held, pull the streamer out, priming the drogue chute, then go into the front cockpit to make sure the door release handle on the left side of the seat was 'down'. On landing the pilot pulled this handle up, opening the door and releasing the spring loaded drogue chute, that pulled the main chute out. At the end of the runway the pilot then turned the jet and pushed the handle down opening the jaws and releasing the chute strop thus dropping the whole chute using the idle RPM to blow the chute clear. The increase in revs heard was due to the pilot increasing power to turn his aircraft back onto the taxiway as by now he would be on the left hand engine only. Most F4 aircrew were told that spins in the F4 were unrecoverable and to eject whenever entering a spin, especially the dreaded flat spin. I have no knowledge of an RAF F4 ever coming out of a spin by using the drag chute; its easier to replace an aircraft than two precious aircrew who could live and tell the tale later.
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RAF Jaguar GR 1's had a chute container that was held in with a pip pin below the rudder, it then had a weighty rubber cone attached to the chute in the container and a mechanical shackle latched to hold the cone in place, also the chute plugged unto the aircraft in the cockpit in the top left position was a T handle, the pilot pulled it out to release the shackle which dropped the cone off pulling the chute out, he then pushed it in to release the chute for recovery. Have known them deploy at low level, which gets the pilots attention, also seen them drop out the back when deployed still in their container because the person fitting them hasn't locked it in.
Last edited by NutLoose; 10th Jun 2012 at 08:32.
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See
http://www.pprune.org/military-aircr...hute-stop.html
Last flight of the Jag and a bit of showmanship
Copyright f4 publishing 2007
http://www.pprune.org/military-aircr...hute-stop.html
Last flight of the Jag and a bit of showmanship
Copyright f4 publishing 2007
hunter, had a chute below the rudder in a box in the tail cone fairing, Pilot deployed it by pulling a handle chute attached to aircraft by bomb type release and was released on the taxy to the dispersal.
Bastard to get the doors closed,usually had to kick on the no step signs to shut the dam thing
Bastard to get the doors closed,usually had to kick on the no step signs to shut the dam thing
