Followin its selection to produce the F/A-18 and TF-18 combat aircraft, the McDonnell Douglas Corporation selected the Martin Baker Aircraft Company, Itd. to provide the aircrew automated ejection seat escape system. the reusltign SJU-5/A and SJU-6/A escape systems were subsequently developed and qualified in 1981. The parachute assembly used in these escape systems was the GQ Type 1000 Aeroconical personnel recovery system. This parachute has an inflated diameter of 5.2m (17 ft) and incorporates low porosity ripstop nylon cloth in its gores and two vents at the rear of the canopy to profide steerability. Since its introduction, several aircrew mishaps have taken place in which the high descent rate of the GQ Type 1000 parachute was listed as the primary causal factor for the injuries. One of these mishaps occurred in 1995 during a test flight of the NASA X-31 aircraft which incorporated the SJU-5/A escape system. After the aircrewmember sustained injuries during parachute landing, NASA Headquarters directed that a program be established to investigate alternate parachute systems to replace the GQ Type 1000 parachute assembly. The Canadian National Defence Headquarters also expressed interest in this effort and agreed to jointly participate in the program with NASA. Utilizing the test facilities at the Naval Air Warfare Center Weapons Division, China Lake, CA, various parachute canopies were evaluated through a series of Drop Tower tests, High-and Low-Speed Air Drop tests, and High-speed Vehicle Launch Track tests. A series of in-flight ejection tests were also conducted to evaluate the performance of hte selected replacement parachute under actual operational coditions. Teh successful results from these tests demonstrated that the ACES-II canopy modified for usage with the SJU-5/A escape system is a viable replacement for the GQ Type 1000 Aeroconical parachute canopy.
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