Mil HDBK 244a

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[lNCti-POUNDl
MIL-HDBK-244A
6 APRIL 1990
SUPERSEDING
MIL-HDBK-244
1 AUGUST 1975
MILITARY HANDBOOK
.. .. . .
GUIDE TO AIRCRAFT/STORES
COMPATIBILITY
I AMSC N/A FSC 15GP

DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.
MIL-HDBK-244A
FOREWARD
1. This military handbook is approved for use by all Departments and Agencies
of the Department of Defense.
2. Beneficial comments (recommendations,additions, deletions) and any

pertinent data which may be of use in improving this document should be
addressed to: Naval Air Engineering Center, Systems Engineering and
Standardization Department (Code 53), Lakehurst, NJ 08733-5100, by using the -
Standardization Document Improvement Proposal (DD Form 1426) appearing at the
end of this document or by letter.
3. This handbook was developed by the Department of Defense with the

assistance of the Joint Ordnance Commanders Sub Group (JOCG) for
aircraftistores compatibility in accordance with established procedure.
4. This document provides basic guidelines for accomplishing compatibility

between military aircraft and airborne stores or weapons. The-handbook is
not intended to be referenced in purchase specifications except for
informational purposes, nor shall it supersede any specification
requirements. Every effort has been made to reflect the latest information on
aircraft/store compatibility. It is the intent to review this handbook
periodically to ensure the completeness and currency.
5. This document is intended to assist engineers in the design and testing of

aircraft, suspension and employment equipment, and airborne stores or
weapons. It is expected that the engineer using the guidance provided by this.
handbook will assume the responsibilitytod etermine and apply the latest
technology available in each particular area of interest. Major effort has
been placed on standardizing the types and methods of testing between the U.S.
Air Force, U.S. Army, and U.S. Navy to demonstrate aircraftlstore
compatibility.,,Quantitative values provided in this handbook are the best
available at this time based on past experience but are to be viewed as
recommendations since each design or test effort should be dealt with using
full consideration of available information.
ii
MIL-HDBK-244A
CONTENTS
PARAGRAPH PJGJ
1. SCOPE.................................................. 1
1.1 Scope...............................*. .............. ●
1
1.2 Successful airborne weapon system.................... 1
1.3 ....................
Detailed engineering data- .......... 1
2. APPLICABLE DOCUMENTS................................... 2
2.1 Government documents................................. 2
2.1.1 Specifications,standards,and handbooks.............. 2
2.1.2 Other Government documents and publications.......... 6
2.2 Order of precedence................................... 9
3. DEFINITIONS............................................ 10
3.1 Aircraft............................................. 10
3:2 Aircraft/store compatibility................ .=-..-+=.* 10
Carriage............................................. 10
;:: Certification of a store............................. 11
3.5 Critical conditions... ......... .’...................
● ●
11
3.6 Employment........................................... 11
3.7 Free flight (of a store)............................. 11
3.8 G-jump............ ......................’.
● ........... 11
3.9 Hung store........................................... 11
3.10 Interval.............“................................ 11
3.11 Mixed load................. .........................“
●
11
3.12 Separation........................................... 12
3.13 Store................................................ 12
3.14 .Submunition.......................................... 13
3.15 Suspension and release equipment..................... 13
3.16 Aircraft store ejection cartridge.................... 13
3.17 Aircraft store ejector rack.......................... 13
3.18 Aircraft stores management system.................... 13
3.19 Arm .................................................. 13
3.20 Fuzing system........ ...............................
●
13
3.21 Jettison............................................... 13
3.22 Sway braces,.......................................... 13
.. .
111
MIL-HDBK-244A
CONTENTS
PARAGRAPH PAGE
4. GENERAL REQUIREMENTS................................... 14
4.1 Basic design areas.. ...... .................... .....
● ● ●
14
4.2 Types of compatibility requirements.................. 14
4.2.1 Type I................................................. 14 _
4.2.2 Type II............... ........................,.....
●
15
4.2.3 TyPe III.............................................. 15
4.2.4 Type IV...............................................
4.3 Compatibility at the design stages.........i......... ,::
DETAILEDREQUIREMENTS..:..... .......................... 16 -
; ;:1 Aircraft design...................................... 16
5.1.1 Store installation criteria......*................... 16
5.1.1.1 .Carriage...*:.
: .....................................
● ●
“16
5.1.1.1.1 .. .. .’”.
Mission requirements......... ...*.............-- -----
●
16
5.1.1.1.2 Selecting carriage location of airframe..........~... 17
5.1.1.1.2.1 Performance.................... ..................... ●
17
5.1.1.1.2.2 Stability and control................................ 17
5.1.1.1.2.3 Lifting and control surfaces......................... 17
5.1.1.1.2.4 Engine inlets....................**.................. 18
5.1.1.1.2.5 Airframe functional components and ’systems........... 18
5.1.1.1.2.6 Boundary layer disturbances or separation............ 18
5.1.1.1.2.7 Stability.and control during store’separation........ 18
5.1.1.1.2.8 Preflight access panels..............................
, 18
5.1.1.2 Separation,*......................*................... 19
5.1.1.2.1 Separation during design phase....................... 19
5.1.1.2.2 Separation problem area ...............................
5.1.1.2.3 Separation analysis.................................. ;:
5.1.1.2.3.1 Factors.............................................. 20
5.1”.1.2.3.2 Separation analysis data............................. 24
5.1.1.2.3.2.1 Analytically derived data’ ............................ 24
5.1.1.2.3.2.2 Suspension equipment data ............................. 24
5.1.1.2.3.2.3 Experimental data...*...... ............ ........ ....
● ● ● 24
5.1.1.2.3.2.4 Six degrees of freedom computer analysis............. 25
5.1.1.2.3.2.4.1 Choice of axes system....................... ..’. ...... 25
..5.1.1.2.3.3 Separation criteria.................................. 25
5.1.2 Store-to-aircraft clearances and fit................. 27
5.1.3 Electrical interface................................. 27
5.1.3.1 Categories........................................... 27
iv
.. .
MIL-HDBK-244A
CONTENTS
PARAGRAPH ~
5.1.3.2 Logistics and training............................... 28

5.1.3.3 Multiplex circuits................................... 28
5.1.3.4 Test circuits........................................ 29
5.1.3.5 Electrical connectors..............................“. . 29 ._
5.1.3.6 Pin function assignment...............................
5.1.3.7 Location of electrical disconnects................... ::
5.1.4 Electrical release systems design.................... 30
5.1.4.1 Guidelines for armament system safety. ............... 30
5.1.5 Mechanical interface.................................
5.1.5.1 Safety devices....................................... ;;
5.1.5.1.1 In-flight............................................ 33
5.1.5.1.1.1 Interlocks........................................... 33
5.1.5.1.1.2 Jettison............................................. 33
5.1.5.1.2 ..
Ground................................. .. ......’:.”...
.-. . 33●
5.1.5.2 Accessibility........................................ 34
5.1 .5.2.1 Loading or off-loading...............................’ 34
5.1.5.2.2 Checkout’and preparation............................. 35
5.1.6 Aircraft structure...................................
5.1.6.1 Carriage loads....................................... ;:
5.1.6.2 Flutter and vibration................................ 35
5.1.6.2.1 Mechanical instability............................... 36
5.1.6.3 Landing loads...... ... ............... ... ........
● ● ● 36 ● ●
5.1.7 Aerodynamics.......................................... 36
5.1.7.1 Flying qualities..................................... 36
5.1.7.1.1 Store carriage locations............................. 36
5.1.7.1.2 Store carriage and separation aerodynamics...........
5.1.7.1.2.1 Stability with external carriage..................... :;
.5.1.7.1.2.2 Stability with internal carriage..................... ~ 37
5.1.7.1.2.3 Engine ingestion of missile exhaust.................. 37
5.1.7.2 Optimizing carriage aerodynamics................ ..... 37
5.1.7.2.1 Choosing carriage class.............................. 37
5.1.7.2.2 Internal carriage aerodynamics....................... 38
5.1.7.2.2:1 Weapon bay design.................................... 38
5.1.7.2.3 External carriage aerodynamics........................ - 39
5.1.7.2.3.1 Wing mounted stores.................................. 40
5.1.7.2.3.2 ..............................
Pylon design parameters” 40
5.1.7.2.4 Drag count (index) system............................ 41
5.1.8 Environment.......................................... 41
5.1.8.1 Store related equipment within aircraft.............. 41
5.1.8.2 Aeroacoustic or acoustic.............................
5.1.8.3 Thermal............. ....... ........................
● ● %
5.1.8.4 Nuclear hardening.................................... 42
5.1.8.5 Electromagnetic...................................... 42
5.1.8.5.1 Design guidance...................................... 43
5.1.8.5.2 Electroexplosive subsystems.......................... 43
5.1.8.5.3 Electromagnetic interference......................... 43
5.1.8.5.4 Electrical bonding and lightning protection.......... 46
v
MIL-HDBK-244A
CONTENTS
PARAGRAPH
5.1.8.5.5 Electrostatic protection............................. 43

5.1.8.5.6 Electromagnetic interference filters................. 44
5.1.9 Propulsion effects................................... 44
5.1.9.1 Rate of pressure and temperature change.............. 44 _
5.1.9.2 Engine ingestion of armament gas..................... 44
5.1.9.2.1 Gun gas ingestion.................................... 45
5.1.9.2.2 Rocket gas ingestion.................................. 45
5.1.9.2.3 Infrared flare smoke ingestion....................... 45
5.1.9.2.4 Foreign object damage................................ 46
5.1.9.2.5 Chaff ingestion...................................... 46
5.1.10 Gunpod installations................................. 46
5.1.10.1 Internal VS. external”gunpod installation............ 46
5.1.10.1.1 Advantages..............................’............. 46
5.1.10.1.2 Disadvantages.............................................. ... 46
5.1.10.2 Muzzle blast pressure wave........................... 47
5.1.10.3 Vibration”generated at gun muzzle.................... 47
5.1.10.3.1 Aircraft gunfire vibration report.................... 50
5.1.10.3.1.1 Gunfire report objectives............................ 50
5.1.10.4 Vibration at gun mounts........ .,*.... .......... ...
● ● ● 50
5.1.10.5 Acoustic environment................................. 50
5.1.10.5.1 Human tolerance acoustic level....................... 50
5.1.10.5.2 Aircraft structure sonic fatigue...................... 50
.5.1 .10.6 Mounting and load characteristics.................... 52
5.1.10.6.1 Functioning in flight................................. 53
5.1.10.6.2 Hard mounting of gun................................. 53
5.1.10.6.3 Soft mounting (recoil.adapters) of gun............... 53.
5.1.10.6.4 Recoil loads......................................... 53
5.1.10.6.5 .............................
Gun barrel support.....“’. 53
5.1.10.6.6 Pitch or,yawdue to burst firirig.................... 54
5.1.10.6.7 Ammunition depletion CG shift......................... 54
5.1.10.7 Gun system power..................................... 54
5.1.10.7.1 Feed and ammunition initiation power................. 54
5.1..10.8 Feed and storage system.............................. 54
5.1.10.9 Gun.gas...............*.............................. 55
5.1.10.9.1 Corrosive effect................................. ..... 55
5.1.10.9.2 Internal gas accumulation............................. 55
5.1.10.9.2. Gun compartment and storage area.....................
5.1.10.9.3 Muzzle gas...................................“......... ;:
5.1.10.9.4 Flash suppression...............................’. .... 56
5.1.10.9.5 Temperature effect of gun gas........................ 56
5.1.10.9.5. Example of temperature effect........................ 57
5.1.10.9.6 Safety............................................... 57
5.1.11 Cockpit controls, displays, and management........... 58
5.1.11.1 Stores management controls........................... 58
5.1 .11.1.1 Sight controls....................................... 58
5.1.11.1.1.1 Manual sight controls................................ 58
vi
MIL-HDBK-244A
CONTENTS
PARAGRAPH
5.1 .11.1.1.2 Sight electrical caging and radar....................

5.1.11.1.1.3 Radar-out control.....................................
5.1.11.1.2 Gun control..........................................
5.1.11.1.3 Control of other munitions........*.................. 59 ._
5.1.11.1.4 Emergency release of stores.......................... 59
5.1.11.1.5 Bomb bay door control................................. 59
5.1.11.1.6 Missile guidance control.............................. 59
5.1.11.1.7 Air-to-air combat mode quick change selection control 59
5.1.11.2 Stores management displays........................... 59
5.1.11.2.1 Control panel displays............................... 59
5.1.11.2.2 Head-up”display...................................... 59
5.2 Suspension equipment design.......................... 59
5.2.1 Shape criteria................................... .,.. ● 60
5.2.2 Electrical/mechanical/plumbing interfaces...=~,.,-......
5.2.3 Electrical connector selection....................... ::
5.2.4 Stepping switches.................................... 61
5.2.5 Strength............................................. 61
5.2.5.1 Material selection ..................................
● 61
5.2.6 Employment characteristics........................... 62
5.2.6.1 Ejection velocity.................................... 62
5.2.6.2 Ejector piston location.............................. 62
5.2.6.3 Store acceleration requirement.......................
5.2.6.3.1 Free fall stores....*................................ ::
. 5.2.6.3.2 Power augmented weapons..............................
5.2.6.4 Ejector force.....................................,.. ::
.!
5.2.6.5 Cartridge firing pin selection....................... 63
5.2.7 Cartridges........................................... 63
5.2.8 Store/loading and handling............................ 64
5.2.9 Fuzing and arming.................................... 65
5.2.9.1 ..Mechanicalarming units..............................
5.2.9.2 Electrical arming units............................... :2
5.2.9.3 Digital arming......................................, 65
5.2.10 Conflagration hazards............. ..................
● 66
5.2.10.1 Existing suspension/employment equipment............. 66
5.2.11 Carriage environment................................. 66
5.2.11.1 Electromagnetic...................................... 66
5.2.11.2 Electroexplosive subsystems.......................... 66
5.2.11.3 Electromagnetic interference (EMI)...................
5.2.11.4 Electrical bonding and lightning protection.......... ::
5.2.11.5 Electrostatic protection............................. 67
5.2.11.6 Electromagnetic interference filters................. 67
5.2.11.7 Electromagnetic environment.......................... 67
5.2.12 Special purpose launchers and adapters............... 67
5.3 Store design......................................... 68
vii
‘1
MIL-HDBK-244A
CONTENTS
PARAGRAPH PAGE
5.3.1 Design parameters..................................... 68

5.3.2 Release conditi.ons................................... 69
5.3.3 Carriage environment ................................. 69
5.3.4 Droppable stores ............................... ....... 69 _.
5.3.5 Aircraft pyrotechnic equipment .................. ..... 69
5.3.6 Classes of airborne stores’ . .......................... 69
5.3.6.1 Dispensers,........................................... 70
5.3.6.1.1 Class 2 dispensers................................... 70
5.3.6.1.2 Dispensing operation................................. 71
5.3.6.1.3 Dispenser jettison ................................... 71
5.3.7 Store aerodynamics ....*.... .......................... 71
5.3.7.1 Trade offs.......~.................................... 71
5.3.7.2 Drag.................................................. 72
5.3.7..2.1 Free-body drag ....................... ..
.. 72
.......-:..-.-...”.-.
.-.
5.3.7.2.2 Installation factor .................................. 72
5.3.7.2.3 Supersonic ..............................“. ............ 72
5.3.7.3 Stability............................................. 72
5.3.7.3.1 Destabilizing effects................................ 72
5.3.7.3.2 Stability factors for various store classes .......... 73
.5.3.8 Analysis of store clearances and.fit................. 75
5.3.9 Store electrical interface... .......................
●
75
5.3..9,1 Store electrical connectors...... .................... 75
5.3.9.2 Store pin function assignments...................*... 76
5.3.9.3 Connector location........*.......................... 76
5.3.9.4 Store power requirements...“ ..............“. ........... 77
5.3.9.5 Connector keyway..................................... 77
5.3.10 Store mechanical interface” ........................... 77
5.3.10.1 Store mechanical interference........................ 77
5.3.10.2 ‘!All-up”delivery ~o aircraft...:.................... 78
5.3.10.3 .
Store lugs,........................................... 78
5.3.10.4 Sway brace compatibility............................. 78
5.3.10.5 Ejector areas................................*....... 78
5.3.10.6 Weight and ”center of gravity.......................... 78
5.3.10.7 Special equipment and services....................... 79 “
5.3.11 Store structural requirements..............-o........ 79
5.3.11.1 Store/aircraft structural interface.................. 79
5.3.11.1.1 Deformation at interface............................. 79
5.3.11.2 Carriage loads irnposedon store...................... 79
5.3.11.3 Store flutter and vibration.......................... 80
5.3.11.4 Store dynamic response............’. ..........’. ........ 80
“5.3.11.5 Landing loads imposedon store....................... 80
5.3.12 Store environment..................... ............... 80
5.3.12.1 Store aeroacoustic parameters........ ................ 81
5.3.12.2 Store thermal environment............................. 81
. . . ,,
Vlll
MIL-HDBK-244A
CONTENTS
PARAGRAPH ~
5.3.12.3 Operational vibration................................
. . .
81
- -, ., ..
5.3.12.4 brore electromagnetic crlterla....................... 81
5.3.12.4.1 Store electroexplosive subsystems.................... 82
5.3.12.4.2 Store electromagnetic interference................... 82
5.3.12.4.3 Store electrical bonding and lightning protection.... 82 .
5.3.12.4.4 Store engine electrostatic charging.................. 82 ‘-
5.3.12.4.5 Store electrostatic protection....................... 82
5.3.12.4.6 Store EMI filters.................................... 82
5.3.12.4.7 Store electromagnetic environment.....................
5.3.13 Loading and handling.................................. ::
5.3.13.1 Stores design as a function of AGE and GSE requirements
5.3.13.1.1 Packaging............................................ ::
5.3.13.1.2 Transportation........................’.. ............. 83
5.3.13.1.3 Assembly............................................. 83
5.3.13.1.4 Cradle area ..........................’........................ 83
5.3.13.1.5 Strongback and sway brace areas...................... 83
5.3.13.1.6 Hoist band areas..................................... 83
5.3.13.1”.7 External protuberances............................... 84
5.3.13.1.8 Flight line assembly or removal...................... 84
5.3.13.1.9 Special tool requirements............................ 84
5.3.13.1.10 Markings............................................. 84
5.3.13.1.11 Adapter cables and store suspension requirements ..... 84
5.3.14 Fuzing and arming.................. .. ..............● ● 84
5.3.14.1 Fuze and weapon....................................... 84
5.3.14.1.1 Mechanical fuze connections.........................’. 84
5.3.14.1.2 Mechanical fuze characteristick...................... 85
5.3.14.1.3 Electrical fuze connections and characteristics ...... 85
5.3.14.1.4 Digital fuzing....................................... 85
5.3.15 Reliability and maintainability...................... 86
5.3.15.1 ,Storesystem effectiveness........................... 86
5.3.16 Mass properties variation............................ 86
5.3.16.1 Mass properties tolerances........................... 86
5.3.17 Conflagration........................................ 86
5.3.17.1 Store fire protection................................ 87
5.4 Stores management system............................. 87
5.4.1 Stores management equipment............................ 87
5.4.2 SMS electrical interfaces............................ 87
5.4.2.1 Electrical connectors................................ 88
5.4.2.2 Pin function assignments............................. 88
5.4.2.3 Location of electrical connectors.................... 89
5.4.2.4 Electrical input power............................... 89
5.4.3 SMS mechanical interface.............................. 89
5.4.4 Controls and displays................................ 89
5.4.5 General design criteria..............................
5.5 Helicopter application............................... ;:
ix
MIL-HDBK-244A
CONTENTS
PARAGRAPH
6. TESTS AND ANALYSES...................................... 91

6.1 Ground tests......................................... 91
6.1.1 Test plan............................................ 91
6.1.2 Hind tunnel tests.................................... 91
6.1.2.1 Effect of stores on aircraft..................’... .:.. 91 -
6.1.2.1.1 Test models..............;........................... 92
6.1.2.1.2 Test data..................................“. ......... 92
6.1.2.2 Effect of aircraft on stores................’ ......... 92
6.1.2.2.1’ Test models for aircraft effect on stores . ............ 92
6.1.2.2.2 Hind tunneltests for store separation ............... 93
6.1.2.2.2.1 Wind tunnel test data for store separation........... 93
6.1.2.2.3 Wind tunnel facilities................................ 93
6.1.2.3 Isolated store aerodynamic tests..................... 93
6.1.2.3.1 .Storemodel ........................:......$.. .-.-
.......-*..
..*, ●
95
6.1.2.3.2 Store model capabilities............................. 95
6.1.3 Store and suspension equipment characteristics tests. 95
6.1.3.1 Structural response during multiple store release .... 95
6.1.3.2 Ejector performance tests.............’. .............. 96
6.1.4 Store tests .......................................... 96
6.1.4.1 Store static tests................................... 96
6.1.4.1.1 Testfixture ,........................................ 96
6.1.4.1.2 ,Designlimitandyieldloads ......................... 96
6.1.4.1.3 Design ultimate load.................................. 96
6.1.4.1.4 Failure load ..... ........................ ........
● ● ● ●
97
6.1.4.2 Liquid-filled stores tests........................... 97
6.1.4.2.1 Accelerated loads test..............“. ................ 97
6.1.4.2.2 Test method.......................................... 97
6.1.4.2.3 External protrusions load tests...................... 97
.6.1.
4.3 .Vibration.tests ...................................... 97
6.1.4.3.1 External store configurations........................ 97
6.1.4.3.2 pylon influence coefficient..............~.*.......... 97
6.1.4.3.3 Jig-mounted pylon ground vibration...................
6.1.4.3.4 Airplane ground vibration ........................... Yl
6.1.4.4 Acoustic tests........................................
6.1.5 Engineering analyses..........’....................... :;
6.1.5.1 Engineering analysis parameters...................... 100
6.1.5.2 Physical compatibilityr.eview........................ 101
6.1.5.2.1 Applicable carriage locations...:.................... 101
6.1.5.2.2 Suspension method...................“.. ............... 101
6.1.5.2.3 Alignment....................“........................ 101
6.1.5.2.4 Quantity per carriage location....................... 101
6.1.5.2.5 Ground/structure clearance........................... 102
6.1.5.2.6 Stores configuration.......*.......................... 102
x
MIL-HDBK-244A
CONTENTS
PARAGRAPH pA(J&
6.1.5.3 Store configuration evaluation....................... 102

6.1.5.3.1 Operational conditions analysis...................... 102
6.1.5.3.2 Captive carriage analysis............................. 102
6.1.5.3.2.1 Weight and CG review................................. 102 _
6.1.5.3.2.2 Structural review.................................... 103
6:1.5.3.2.3 Flutter analyses...................................... 103
6.1.5.3.2;4 Aerodynamic analyses................................. 104
6.1.5.3.3 “Employmentanalyses.................................. 104
6.1.5.3.3.1 Launch analyses..............“........................ 104
6.1.5.3.3.2 Separation analyses.................................. 105
6.1.5.3.3.3 Minimum release interval............................. 105
6.1.5.3.4 Stores configuration report . . . . ...0 ● ...*... . . . . . . . . . . 105
6.1.6 Fit and function test................................ 105
6.1.7 Aerospace ground equipment (AGE)/ground support........ 106
equipment (GSE)
6.1.7.1 AGE/GSE analysis..................................... 106
6.1.7.2 AGEJGSE tests........................................ 107
6.1.8 Stores management equipment test..........-’.......... 108
6.1.9 Electromagnetic compatibility testing................ 108
6.1.9.1 Electroexplosive subsystem testing................... 108
6.1.9.2 Electromagnetic interference testing................. 109
6.1.9.3 Electrical bonding and lightning protection testing.. 109
6.1.9.4 Store engine electrostatic charging tests............. 109
“.> 6.1.9.5 Static charge test................................... 109
‘..
‘,: 6.1.10 Engine ingestion tests.. ..................... ......

● ● 109
L-.
6.2 Flight tests...............’.
.......................... 109
6.2.1 Captive flight testing............................... 109
6.2.1.1 Aircraft flying qualities............................ 109
6.2.1.2 Structural flight tests.............................. 110
6.2.1.3 Flight flutter tests................................. 110
6.2.1.3.1 Basic aircraft with specified stores.................. 110
6.2.1..3.2 Basic aircraft with non-specified stores............. 114 .
6.2.1.4 Flight vibration and aeroacoustic tests.............. 111
6.2.1.5 Mechanical instability................................ 111
6.2.1.6 Performance degradation measurement tests............ 111
6.2.1.7 Qualitative flight tests............................. 112
6.2.1.7.1 Purpose of qualitative flight tests.................. 112
6.2.1.7.2 Store loading configurations........................ .. 113
6.2.1..7.3 Store carriage for sustained periods................. 113
6.2.1.
7.4 Examination after each sortie......................... 113
6.2.1.7.5 Aircraft configuration and munitions................. 113
6.2.1.7.6 Part I/first sortie (structural integrity and handling) 114
6.2.1.7.6.1 Specified envelopes.................................. 114
6.2.1.7.6.2 Detailed instructions................................ 114
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PARAGRAPH PAGE
6.2.1.7.7 Part 11/second sortie (vibration and endurance)...... 117

6.2.1.7.8 Flying time........................’.
................., 117
I 6.2.1.7.9 Documentation of flight tests........................ 117
6.2.2 Store separation tests................................ 118
6.2.2.1 Need for flight test................................. 118 -
6.2.2.2 Flight program........................................ 118
6.2.2.3 Flight test demonstration............................ 118
6.2.2.4 Correlation of predicted with demonstration results.. 118
6.2.2.4.1 Correlation techniques............................... 119
6.2.2.5 Employment tests..................................... 119
6.2.2.5.1 Separation tests objectives............“.............. 119
6.2.2.5.2 Minimum fl:lghttest program.......................... 119
6.2.2.5.3 Flight envelope parameters............................ 120
6.2.2.5.4 Store production tolerances relation to flight.data.. 120
6.2.2.5.5 Employment data........................“.............. 120
6.2.2.6 Jettison tests.....*................................. 120
6.2.2.6.1 Emergency ”jettisontests............................. 120
6.2.2.6.1.1 Emergency jettison envelope.......................... 121
6.2.2.6.2 Selective jettison................................... 121
6.2.2.7 Ballistics...’.
........................................ 121
6.2.3 Carrier suitability tests............................ 121
6.2.3.1 Laboratory tests ...............................’.
● .... 121
6.2.3.2 Catapult launches and arrested landings.............. 121
6.2.3.3 Short airfield for tactical support (SATS)..:........ 122
6.2.3.3.1 SATS capability for non carrier-based airplanes...... 122
6.2.4 Propulsion effects tests............................. 122
6.2.4.1 Critical flight conditions........................... 122
6.2.4.2 Gun systems.......................................... 123
6.2.4.3 Missile/rocket systems...........’.
................... 123
6.2.4.4 Engine ingestion compensating devices................ 123
6.2.5 Helicopter application............................... 123
7. REPORTING AND DOCUMENTATION.....’.

...................... 124
7.1 Parameters........................................... 124
7.1.1 Substantiation.......................... ............. 124
.7.2, International standardization agreements............. 128
‘7.3 Subject term (keyword) listing...................... 129
7.4 Changes from previous issue.......................... 129
xii
MIL-HDBK-244A
CONTENTS
FIGURE
No diffuser.......................................... 48
L With diffuser........................................ 48
3. No diffuser.......................................... 49
4. With diffuser........................................ 49 _
5. Damage-risk contours for one exposure per day to..... 51
octave (left-hand ordinate) and one-third octave
or narrower (right-hand ordinate) bands of noise
6. Stick force lightening. (Stick force vs incremental. 116
load factor.)
7. Stick force reversal. (Stick force vs incremental... 116
load factor.)
TABLE
. . .. .
I. Explosive limits in air.............................. 55
Hind tunnel facilities for store separation.......... 94
iii. Vibration test methods............................... 98
IV. Paragraphs containing international standardization.. 128
agreements
. . .
Xlll
MIL-HDBK-244A
1. SCOPE
1 .1 m. The handbook is intended to cover all

aspects of aircraft/weapons compatibility: mechanical, electrical, struc-
tural, aerodynamic, etc. Theseare dealt with individually as they relate to
various elements of the complete system. The material has been organized to
present design guidelines for the five general categories of weapon system
components: aircraft, suspension equipment, stores, stores management
equipment, and ground support equipment. This information deals with
compatibility of the components while the system is on the ground, in flight,
and during weapon delivery.
1.2 Successful airborne wea~on svstem. A successful airborne

weapon system is achieved by proper matching of all components. Integrating
the numerous components which make up a complete weapon system into one ef-
fective, efficient, maintainable, and reliable operating unit will not pro-
duce the desired compatibility unless each element is designed with proper
consideration of its relation to all other elements. The complexity of mod-
ern airborne weapon systems and the interdependency between components make
the task of assuring compatibility difficult. Therefore, definitive guide-
lines are needed to provide engineering direction forthe development of all
components. Because some major components are used in more than one weapon
system, there must be consistency, versatility and clarity in the guidelines
prepared for this:purpose. This handbook deals in detail with all individual
elements to present guidelines for the design integration of totally compati-
ble systems.
1.3 Detailed enaineerina data. This handbook does not include

detailed engineering data necessary to design specific components of a com-
patible system. Much of the published material useful in the design process
is available through government technical information services. However,
there are large quantities of additional technical data and design informs-
-tion located at various government laboratories and contractor facilities.
““”There
is no intent to include that material here because of the large volume
of data involved. Direct contact with the responsible organizations may be
necessary if the design information is needed to apply the compatibility
guidelines presented in this handbook.
1
MIL-HDBK-244A
2. APPLICABLE DOCUMENTS
2.1 Government documents.
2.1.1 ‘Specifications.standards. andhandbooks. The following

specifications, standards, and handbooks form a part of this document tothe
extent specified herein. Unless otherwise specified, the issues of these
documents are those listed in the issue of the Department of Defense Indexof
S~ecifications and Standards (DO131SS)and supplement thereto, cited in the
solicitation.
-.
SPECIFICATIONS
MILITARY
MIL-E-5007 Engines, Aircraft, Turbojet and Turbofan,

General Specifications for
MIL-B-5087 Bonding, Electrical and Lightning Protection

for Aerospace System?
.. ....... .
MIL-E-6051 Electromagnetic Compatibility Requirements
Systems
MIL-H-8501 Helicopter Flying and Ground Qualities,
General Requirements for
MIL-A-8591 Airborne Stores, Suspension Equipment and

Aircraft-Store Interface (CarriagePhase);
General Design Criteria for
MIL-I-8671 Installation of Droppable Stores and

Associated Release Systems
MIL-I-8672 Installation and Test of Aircraft Pyrotechnic

Equipment in Aircraft, General Specification for
MIL-T-8679 Test Requirements, Ground, Helicopter
MIL-S-8698 Structural Design Requirements, Helicopters
MIL-D-8708 Demonstration Requirements for Airplanes
2
MIL-HDBK-244A
SPECIFICATIONS.- Continued
MILITARY
MIL-F-8785 Flying Qualities of Piloted Airplanes
MIL-M-8856 Missiles Guided Strength and Rigidity, General

Specification for
MIL-A-8860 Airplane Strength and Rigidity General

Specification for
MIL-A-8861 Airplane Strength and Rigidity Flight Loads
MIL-A-8863 Airplane Strength and Rigidity Ground Loads for

Navy Acquired Airplanes
MIL-A-8865 Airplane Strength and Rigidity .MiscellaneousLoads
MIL-A-8866 Airplane Strength and Rigidity Reliability

Requirements, Repeated Loads Fa+-i-gui?
and Damage
Tolerance
MIL-A-8867 Airplane Strength and Rigidity Ground Tests
MIL-A-8868 Airplane Strength and Rigidity Data and Reports
MIL-A-8869 Airplane Strength and Rigidity Nuclear Neapons

Effects
MIL-A-8870 Airplane Strength and Rigidity Vibration,

Flutter, and Divergence
MIL-F-15733 ‘Filtersand Capacitors, Radio Frequency

Interference, General Specification for
MIL-T-18847 Tanks Fuel Aircraft, Auxillary External, Design

and Installation of
MIL-I-23659 Initiators, Electrical, General Design

Specification for
MIL-C-38999 Connectors, Electrical, Circular, Miniature,

High Density, Quick Disconnect
MIL-B-81OO6 Bombs, Free Fall, Demonstration of Dispersion

Requirements for
MIL-D-81303 Design and Evaluation of Cartridges for Stores

Suspension Equipment
MIL-F-83300 Flying Qualities of Piloted V/Stol “Aircraft
MIL-A-87221 Aircraft Structures, General Specification for
3
MIL-HDBK-244A
STANDARDS
MILITARY
MIL-STD-129 Marking for Shipping and Storage
MIL-STD-21O Climatic Information to DetermineDesign and

Test Requirements for Military Systems and
Equipment
MIL-STD-220 Method of Insertion Loss Measurement
MIL-STD-461 Electromagnetic Emission and Susceptibility

Requirement for the Control of Electromagnetic
Interference
MIL-STD-462 Electromagnetic Interference Characteristics,

Measurement of
‘MIL-STD-704 Aircraft Electric Power Characteristics
MIL-STD-81O Env~ronmental Test Method’sand Engineering

Guidelines
MIL-STD-1289 Ground Fit and Compatibility Tests of Airborne
Stores, Procedure for
MIL-STD-1316 Fuze Design, Safety Criteria for
MIL-STD-1319 Item Characteristics Affecting Transportability

and Packaging and Handling Equipment Design
MIL-STD-1385 Preclusion of Ordnance Hazards in Electro-

magnetic Fields, General Requirements for
MIL-STD-1472 Human Engineering Design Criteria for Military

Systems, Equipment’and Facilities
4
MIL-HDBK-244A
STANDARDS - Continued
MILITARY
MIL-STD-1512 Electroexplosive Subsystems, Electrically Initi-

ated, Design Requirements and Test Methods
MIL-STD-1553 Digital Time Division Command/Response

Multiplex Data Bus
DOD-STD-1686 Electrostatic Discharge Control Program for

Protection of Electrical and Electronic Parts,
Assemblies and Equipment (Excluding
Electrically Initiated Explosive Devices)(Metric)
MIL-STD-1760 Aircraft/Store Electrical Interconnection

System
MIL-STD-1763 Aircraft/Stores Certification Procedures
MIL-STD-2088 Bomb Rack Unit (BRU), Aircraft,--GeneralDesign

Criteria for
HANDBOOKS
MILITARY
MIL-HDBK-235-1 Electromagnetic (Radiated) EnvironmentConsider-

ations for Design and Procurement of Electrical
and Electronic Equipment, Subsystems and
Systems
DOD-HDBK-263 Electrostatic Discharae Control Handbook for

Protection of Electri~al and Electronic Parts,
Assemblies and Equipment (Excluding
Electrically Initiated Explosive Devices) Metric
(Unless otherwise indicated, copies of federal and military specifications,

standards; and handbooks are available from the Standardization Documents Order
Desk, Building 4D, 700 Robbins Avenue, Philadelphia, PA 19111-5094.)
5
MIL-HDBK-244A
2.1.2 Other Government documents and publications. The following

other Government documents and publications form a part of this document to
the extent specified herein. Unless otherwise specified, the issues are those
cited in the solicitation.
OTHER GOVERNMENT DOCUMENTS
CODE OF FEDERAL REGULATIONS
49CFR, Parts 100-177 Transportation
49CFR, Parts 178-199 Transportation
(Copies are available from the Superintendent of Documents, U.S. Government

Printing Office, blashington,DC 20402-0001.)
PUBLICATIONS
AIR FORCE
DH 1-4 Design Handbook Electromagnetic--C~atibility
DH 2-1 Design Handbook Airframe
DH 2-2 Design Handbook Crew Stations and Passenger

Accommodations
DH 2-4 Design Handbook Electronic Warfare (S)
DH 2-5 Design Handbook Armament
AFR 127-100 Explosive Safety Standards
TR 70-131 Aircraft Gunfire Vibration
(Copies of DHs are available from,ASD/ENES, Wright Patterson AFB, Ohio

45433-6503. Copies”of TRs are available from the Defense Technical Information
Center (DTIC), Cameron Station, Alexandria, VA 22304-6145 and from the National
Technical Information Services (NTIS), 5285 Port Royal Road, Springfield, VA
22161-2171. Copies ofAFRs are available from the Air Force Publications
Distribution Center, Baltimore, MD 21220-2998.)
6
MIL-HDBK-244A
PUBLICATIONS - Continued
ARMY
AMCP 706-201 Helicopter Engineering, Part One, Prelim’nary

Design
AMCP 706-202 Helicopter Engineering, Part Two, Detail Design
AMCP 706-203 U.S. Army Material Command Engineering D[sign

Handbook, Helicopter Engineering, Qualif’cation ;
Assurance
AMCP 706-235 Hardening Weapons Systems Against RF Energy

Handbook
TR RD-TE-87-1 Electromagnetic Environmental Criteria for U.S.

Army Missile Systems; EMC, EMR, EMI, EMP, ESD,
and Lightning
~~(Unless otherwise indicated. coDies ofAMCPs and TRs ar~available from

the National Technical Information Se}vices (NTIS), 5285 Port Royal Road,
Springfield, VA 22161-2171. Copies of TRs are also available from the
Defense Technical Information Center (DTIC), Cameron Station,
Alexandria, VA 22304-6145.)
NAVAL SEA SYSTEMS COMMAND
OP-4 Ammunition Afloat
OD 30393 Design Principles and Practices for Controlling

Hazards of Electromagnetic Radiation to Ord-
nance (HERO Design Guide)
(Copies ofOP-4 and OD 30393 are available from the Standardization

Documents Order Desk, Building 4D, 700 Robbins Avenue, Philadelphia, PA 19111-5094.)
NAVAL AIR SYSTEMS COMMAND (NAVAIR)
SD-24 Volume I General Specification for Design and Construc-

tion of Aircraft Neapon Systems Fixed Wing Aircraft
SD-24 Volume II General Specification for Design and Construe- “

tion of Aircraft Weapon Systems Rotary Wing Aircraft
AR-56 Structural Design Requirements for (Helicopters)
(Copies of SD-24 and AR-56 are available from the Naval Air Systems
Command, Standardization Section (Code 51122E), Washington, DC 20361-5110.)
NORTH ATLANTIC TREATY ORGANIZATION (NATO)
STANAG 3525 AA Design Safety Princples and General Design Cri-

teria for Airborne Weapon Fuzing Systems
STANAG 3556 AA Aircraft Store Ejector Cartridge
7
MIL-HDBK-244A
PUBLICATIONS -.Continued
NORTH ATLANTIC TREATY ORGANIZATION (NATO)
STANAG 3558 AA Locations for Aircraft Electrical Control Con-

nections for Aircraft Stores
STANAG 3575 AA Aircraft Stores.Ejector Racks
STANAG 3605AA Compatibility of Mechanical Fuzing Systems and

Arming Devices for Expendable Aircraft Stores -
STANAG 3726 AA Bail (Portal) Lugs for the Suspension of

Aircraft Stores
STANAG 3791 AA Interoperability of NATO Aircraft Stores -

AOP-11
STANAG 3837 AA Aircraft Stores Electrical Interconnection

System
.......... .
STANAG 3842 AA Rail Launched Missile/Launcher Interface
for Aircraft
STANAG 3898 AA Aircraft/Store Interface Manual (ASIM) -.AOp-12
STANAG 3899 AA Ground Fit andCompatibility Criteria for

Aircraft Stores
“AGARDographNo. 300 AGARD Flight Test Techniques’Series

Volume 5 Store Separation Flight Testing
AOP-11 Interoperability of NATO Stores with Fixed Wing

Aircraft and Helicopters
AOP-12 Volume 1 Aircraft Stores Interface Manual (ASIM)

Aircraft Manual
AOP-12 Volume 2 Aircraft Stores Interface Manual (ASIM)
Stores Characteristics
AOP-12 Volume3 Aircraft Stores Interface Manual (ASIM)
AIR STANDARDIZATION COORDINATING COMMITTEE (ASCC)
AIR STD 20/10 Ejector Racks for Conventional Weapons
AIR STD 20/12 Cartridges for Stores Suspension Equipment
AIRSTD 20/14 Location of Electrical Connectors for Aircraft

Stores
AIR STD 20/15 Suspension Lugs for 1000 Pound Class and 2000 to
5000 Pound Class Stores
8
MIL-HDBK-244A
PUBLICATIONS -.Continued
AIR STANDARDIZATION COORDINATING COMMITTEE (ASCC)
AIR STD 20/16 Design Guide to Preclude Hazards of Electromag-

netic Radiation to Airborne Weapon Systems
AIR STD 20/17 Mechanical Arming Hire Connections Between

Airborne Armament Stores and Associated
AIRSTD 20/21 Ground Fit and Compatibility Criteria for

Aircraft Stores
AIR STD 20/22 Aircraft Store Electrical Interconnection System
(Unless otherwise indicated, copies of STANAGS and AIR STDS are available
from the Standardization Documents Order Desk, Building 4D;700 Robbins
Avenue, Philadelphia, PA 19111-5094. AOP-11 and AOP-12 are published by the
Pacific Missile Test Center Maintenance Engineering Branch, Code 2021, Point
Mugu, CA 93042-5000.Application for microfiche or photocopies-&AGARDograph
No. 300 Vol. 5, edited by R.K. Bogue, should be made to the National Technical
Information Service (NTIS) 5285 Port Royal Road, Springfield, VA 22161-2171.)
2.2 Order of t)recedence. In the event of a conflict between the

text of this document and the references cited herein, the text of this
document takes precedence. Nothing in this document, however, supersedes.
applicable laws and regulations unless a specific exemption has been obtained.
9
MIL-HDBK-244A
3. DEFINITIONS
3.1 Aircraft. Any vehicle designed to be supported by air,

being borne up either by the dynamic action of the air upon the surfaces of”
the vehicle, or by its own buoyancy. The term includes fixed and movable
wing airplanes, helicopters, gliders, and airships, but excludes air-launched
missiles, target drones, and flying bombs.
3.2 Aircraft/Store Compatibility. The ability of an aircraft,

stores, stores management system, and related suspension equipment to coexist
without unacceptable effect of one on the aerodynamic, structural, or func-
tional characteristics of the others under all flight and ground conditions -
expected to be experienced by the aircraft/store combination. A particular
store may be compatible with an aircraft in a specific configuration, al-
though not necessarily so with all pylons (or stations) or under all condi-
tions.
3.3 Carriage. The conveying of a store or suspension equipment

by an aircraft under all flight and ground conditions including taxi, take-
off, and landing. The store or suspension equipment maybe locatedeither
external or interna”lto the aircraft. ‘Carriage shall i nclude--tiine
in flight
up to the point of complete separation of the store or suspension equipment
from the aircraft.
(a) Symmetrical carriage. The loading of identical stores and

suspension equipment on both sides of theeenterline longitudinal axis of
the aircraft. Each side is the mirror image of the other for store stations
and weapon bays. Loading of similar stores.on each side of the aircraft
may be considered functionally symmetrical if there is no disparity in
aerodynamics or physical properties of the stores.
(b) Asymmetrical carr~age. The carriage of stores arranged’

without symmetry. This term applies to the carriage of the stores unlike in
shape, physical properties, or number with reference to the plane of symme-
try.
NOTE: The term “asymmetrical” shall apply tothe arrange-

ment or loading, of stores on an aircraft or suspension
equipment, as contrasted with the term “unsymmetrical,”
which shall apply to an aircraft maneuver wherein the
aerodynamic loading is unequally distributed on each side
of the plane of symmetry of the aircraft as in a roll.
(c) Conformal (or tangential) carriage. The concept of packaging

stores to conform as closely as practical to the’external aircraft lines to
reduce drag and obtain the best overall aerodynamic shape. Stores are gene-r-
ally carried in arrays, mounted tangentially to some portion of the aircraft,
usually the bottom of the fuselage. It includes those arrangements made
possible by weapon shapes configured for this purpose.
(d) Multiple carriage. Carriage of more than one store on any

given piece of suspension equipment, such as bombs carried on a Triple Ejec-
tion Rack (TER) or Multiple Ejection Rack (MER).
10
MIL-HDBK-244A
(e) Single carriage. Carriage of only one store on any given

station or pylon.
3.4 Certification of a Store. The determination of the extent

of specific store/aircraft compatibility and the formal publication of all
information necessary for appropriate-employmentof a store on a specified
aircraft (aircraft series) in the applicable technical manuals and flight
operation manuals or interim supplements or revisions’thereto.
3.5 Critical conditions. A combination of pertinent operational

parameters expected to be encountered by an aircraft, store, stores manage- ._
ment system, suspension equipment or combinations thereof; upon which the
design or operational limits of the aforesaid vehicles, devices, or portions
thereof are based.
3.6 EmDlovment. The use of a store for the purpose and in the
manner for which it was designed, such as releasing a bomb, launching or
ejecting a missile, firing a gun, or dispensing a submunition.
(a) Release. The intentional separation of a free-fall store,

such as an “iron bomb;’’fromits suspension equipment,-for pwrpos~s of em-”
ployment of the store.
(b) Launch. The intentional separation of a self-propelled

store; such as a missile, rocket, or target-drone; for purposes of employment
of the store.
(c) Fire. The operation of a gun, gun-pod, or similar weapon,

so as to cause a bullet or projectile to leave through the barrel.
(d) Dispense. The intentional separation from an airborne dis-

penser of devices, weapons, submunitions, liquids, gases, or other matter,
for purposes of employment of the items being dispensed.
3.7 Free fliqht (of a store). The movement or motion of a store

through the air after separation from an aircraft.
3.8 ** The change in normal load factor that results from

store release, due to the combined effects of ejection force, dynamic re-
sponse, and instantaneous aircraft gross weight decrease. The g-jump effect
is most apparent when several large stores are released simultaneously or a
large number of smaller stores are released with a very small ripple interval.
3.9 Hung store. Any store (or stores) which does not separate
from the aircraft when actuated for employment or jettison.
3.10 Interval. The elapsed time between the separation of a

store and the separation of the next store.
(a) Minimum interval. The shortest allowable or usable interval

between successively released stores that will allow safe separation of the
stores from the aircraft.
3.11 Mixed load. The simultaneous carriage or,loading of two or

more unlike stores on a given aircraft.
11
MIL-HDBK-244A
3.12 . Se~aration. The terminating of all physical contact between

“a store or suspensionequipment$ or portions-thereof, and an aircraft; or
between a store, or portions thereof, and suspension equipment. This shall
include the parting of items or submunitions from a dispenser.
(a) Safe separation. The parting of a store, submunition, sus-

pension equipment, or portions thereof, from an aircraft”without exceeding
the design limits of the’store or the aircraft or anything carried thereon,
and without damage to, contact with, or unacceptable adverse effects on the
aircraft, suspension equipment, or other stores both released and unreleased.
(b) Acceptable separation. Acceptable store separations are

those which meet not only the “safe” separation criteria, but also meet per-
tinent operational criteria, While a store may pitch, yaw, or roll to any
magnitude during separation from the aircraft as the interference boundary is
not penetrated or bomb-to-bomb collisions do not occur, such a separation
would be unsatisfactory if, for example, the control limitations fora guided
weapon were exceeded thereby resulting in an inaccurate weapon. Also, while
separation from the aircraft may be safe, angular excursions may be of such a
magnitude that variations in predicted ballistic dispersions are generated
which causeless ofweapon accuracy. Thus, a successful separation
encompasses the total store trajectory commencingwith safe separation from
the aircraft and terminating with accurate impact on the targets.
(c) Pairs. The simultaneous separation of stores from two sepa-

rate stations on an aircraft.
(d) Ripple (or.train). The separation of two or more stores or

submunitions one after the other in a given sequence at a specified interval.
(e) Salvo. The simultaneous release of two or more stores.
(f) Ejection. The Drocess of forcibly separating an aircraft

store from an airc~aft to’achieve’safe separation.- - -
(g) Selective jettison. The intentional separation of selected

stores or suspension equipment, or portions thereof (such as expended rocket
pods).
(h) Emergency jettison. The intentional simultaneous, or nearly

simultaneous, separation of all stores or suspension equipment from the air-
craft in a preset, programmed sequence and normally in the unarmed condition.
3.13 Store. An: device intendedfor internal or external car-

riage and mounted “onaircra.t suspension and release equipment, whether or ..
not the item is intended to be separated in flight from the aircraft..
Aircraft stores are classif<ed in’two categories asfollows:
(a) Expendable store. An aircraft store normally separated from
the aircraft in flight such as a missile, rocket, bomb, nuclear weapon, mine,
torpedo, pyrotechnic device sonobuoy,,signal underwater sound device, or
other similar items.
(b) Non-expendable store. An aircraft store which is not I
normally separated from the aircraft in flight such as a tank (fuel and
spray), line-source disseminator, pod (refueling, thrust augmentation, 9un,
electronic countermeasures, data link) multiple rack, target, cargo drop
container, drone or other similar item.
12
MIL-HDBK-244A
In the context of MIL-STD-1760. stores are further subdivided into two

categories: mission stores and carriage stores. Mission stores’are stores
which directly support mission of the aircraft and which are not suspension
and release equipment. Carriage stores are’stores which are also suspension
and release equipment. Examples of mission stores include missiles, rockets,
bombs, mines, torpedoes, electronic countermeasures (ECM) pods and fuel tanks
Examples of carriage stores include multiple ejector racks and rail launchers
which attach to parent racks.
(c) All-up store. Any store which is completely assembled, both
mechanically and electrically, and ready for installation on or in an air-
craft for purposes of carriage and employment on a specific mission. An
all-up store has all mission-necessary sub-assemblies (such as guidance and
control units, fins, fairings, and fuzes), associated hardware, and electri-
cal cables installed and serviceable, as well as necessary pre-flight safety
devices and anyadaptation equipment which is normally fixed to the store.
An all-up store does not include items of suspension equipment (such as empty
bomb racks or missile rails), externally mounted electrical cables which
attach the store to the suspension equipment or other items which are not
separated with the store.
“3.14 Submunitioni Any munition carried inor dispensed from

projectiles, dispensers, or cluster bomb units and intended for employment
therefrom. Rockets are not considered as submunitions.
3.15 Suspension and release eauipment. All aircraft devices such

as racks, adapters, missile launchers, and pylons used for carriage,
suspension, employment, and jettison of aircraft stores.
3.16 Aircraft store e.iectioncartridqe. A cartridge used to

provide the mechanical force for ejection of an aircraft store from its air-
craft store ejector rack.
3.17 Aircraft store e.iectorrack. Suspension equipment which

‘incorporates a method of forcibly separating the aircraft store from the
aircraft at the time of release.
3.18 Aircraft stores management system. That functional aircraft

sub-system which monitors and controls aircraft stores and manages all commu-
nications between aircraft stores and other aircraft sub-systems and crew.
3.19 ~. To prepare an explosive device, aircraft store or

aircraft weapon system for functioning, usually.by removing the safety
constraints.
3.20 Fuzina system. A physical system designed to sense a cor-

rect release environment, to precludeunintentional initiation of the explo-
sive train, and to cause an item of ammunition or aircraft store to function
at the desired position and time.
3.21 Jettison. Deliberate release of an aircraft store from an

aircraft to effect aircraft safety or prepare for air combat.
3.22 Sway braces. Mechanical devices d{signed either as a part

of, or as an attachment to, suspension equipment wh”ch, when properly posi-
tioned on an attached aircraft store, provide store restraint in roll and
assist in counteracting side and vertical forces.
13
MIL-HDBK-244A
4. GENERAL REQUIREMENTS
4.1 Basic desian areas. Aircraft/store compatibility difficul-

ties can not realisticall’ybe ascribed to any one particular design group or
piece of equ pment or ordnance. The compatibility problem involves basic
design areas that shall be assigned to the aircraft designer, the store sus-
pension equilment designer, stores’managementsystem designer, and the store
desicmer. A’ rcraft/store compatibility problems represent the resolution of
mutu~l design parameters which often cannot be fully solved unless the,de-
signer considers the relationship to all areas and applies this overall ‘
knowledge to his specific design problem. MIL-STD-1763 establishes standard- ,_
ized procedures for the certification of stores on aircraft, and defines the
information and data required to determine aircraft/store compatibility.
4.2 Tv~es of compatibility requirements. Aircraft/store com-

patibility problems may occur between the aircraft and the.suspension equip-
ment, the suspension equipment and the store, the aircraft stores management
equipment and the store, the store and the aircraft, or combination thereof.
The problems,are inter-related and must be approached from an overall system
basis. Basically, however, there are four compatibility situations requiring
separate solutionsby the designengineer. These are: .............
(a) Type I - Adding inventory stores (or store configura-

tions) not previously certified to the authorized weap-
ons list of inventory aircraft.
(b) Type 11 - Adding inventory stores (or store configura-

tions) to the authorized weapons list of new or future
aircraft.
(c) Type 111 - Adding new, modified, or future stores (or

store configurations) to the authorized weapons list of
inventory aircraft.
(d) Type IV- Adding new, modified, or future stores (or

stores configurations) to the authorized weapons list
of new or future aircraft.
4.2.1 W“ Type I generally requires the least involvement

from design and compatibility engineers. “Both the store and the aircraft
have already been produced. Ideally, the store and the aircraft are compati-
ble and the only task required is to simply verify and demonstrate
compatibility. In other cases, particularly if the store requires an elec-
trical interface with the aircraft, some modification of the aircraft stores
management system supporting avionics suite may be required to employ the
store. For these cases.,the burden of achieving compatibility is primarily
placed on the aircraft and SMS designers. This is because the store is al-
ready in inventory and changes would not be practical. The Type I condition
is one of the drivers that result in periodic updates to the capabilities of
inventory aircraft.
14
MIL-HDBK-244A
4.2.2 Tv~e II. Type II presents a cha”lenge to the aircraft and

suspension equipment designers and represents the most complex problems. The
stores to be carried on a particular aircraft can and do, have a profound
effect on the specific aircraft design and quite often are the cause of air-
craft design trade-off.
4.2.3 Tvpe III. Type III places a large portion of the responsi-
bility and effort for achieving compatibility on the.store designer. It is
not uncommon to find that the requirement for carriage of a newly developed
store on certain specific aircraft has had a major influence on the store
design. The aircraft and stores management system (SMS) designers will also _“
have significant efforts in the situation particularly if an electrical in-
terface is required. While it is possible in some cases to design a new store
which mimics the electrical interface of an inventory store, most new stores
(with electrical interfaces) will require modifications to the aircraft.
This modification may be limited to software changes in the aircraft avionics
or SMS.
4.2.4 Twe IV. Type IV represents the classic case of the abso- :
lute necessity of dialogue during the design stages between the aircraft
designer, the suspensionequ
ipmentdesigner, and the...store
designer-to pre-
elude any aircraft/store compatibility problems occuring at the operational
phases. The stores to be carried on a particular aircraft can, and do, have
a profound effect on the specific aircraft design and quite often are the
cause of aircraft design trade-offs.
4.3 Comuatibilitv at the desiun stages. “Operational experience

acquired by all the services has repeatedly demonstrated that airborne weapon
system compatibility considerations have not been adequately addressed during
“the design stages of the aircraft, suspension equipment, store or combina-
tions thereof. Therefore, the primary objective of this section is to empha-
size, to the design engineer, those areas that are considered prerequisite
and necessary for achieving total weapon system compatibility during the
design evolution. The development of the aircraft/weapon interface shall
consider not only the equipment already in inventory, but also those pro-
jected or proposed for.future employment.. Elimination of’interface
compatibility problems encountered in times past by the various services is a
‘mandatoryobjective.
15
MIL-HDBK-244A
5. DETAILED REQUIREMENTS
5.1 Aircraft desire. The aircraft should be considered first

and above all a carrier and deliverer of stores to the specified target loca-
tion. Therefore, its design, both in general and in detail, should be
optiniizedto successfully achieve that goal.
5.1.1 Store installation criteria. The aircraft’s size, aerody-

namic configuration and method of weapon carriage should be optimized for the
most efficient execution of successive primary missions while carrying the
primary mission stores in designated load ’configurations. ?he.selected
method of store carriage, arrangement, and installation should be designed
such that the aircraft/store operational envelope and delivery accuracy be
maximized, and that mission turn-iround time and required interface operat:on
and maintenanceeffort be minimized.
5.1.1.1 Carriaqe. Carriage shall be the conveying of a store or

suspension equipment by-an aircraft under all flight and ground conditions,
including taxi, take-off, and landing. Carriage-shall include time in flight
up to the point of complete separation of the store or suspension equipment
from the aircraft. The store or suspension equipment may be-located either
external or internal to the aircraft. External carriage can be further iden- ~
tified as:
(a) Conventional pylon with racks or launcher carriage.
(b) Semi-submerged carriage.
(c) Conformal carriage.
(d) Internal carriage equipment that is external at re-

lease.
5.1.1.1.1 Mission recmirements. Mission requirements will set the

types and quantities of stores to be carried through given mission profiles,
and will, in large measure, establlsh the speed-altitude envelope and maneuver-
ing capability required of the final design. The requirements of the primary
mission will lead to the final airframe sl?e, general arrangement, and pri-
mary weapon carriage mode. Notwithstanding this design priority, the car-
riage provisions for,secondary stores carried in secondary mission roles
could result in minimum range, endurance, speed and maneuvering agility loss
due to the installed secondary stores. Moreover, store arrangement, loca-
tion, orientation, and spacing should be carefully assessed to minimize aero-
dynamic loads; separation perturbations due to local aerodynamic interference
forces and moments, increases in aircraft signature, and increases in air-
craft vulnerability from unnecessary exposure to enemy air defense weapon
effects. In no in;tance should rel~ase”conditions pursuant to delivery tac-
tics desired for a particular mission be limited by separation characteris- ~
tics attributable to store carriage provisions. With respect to store car-
riage, the overriding weighting factors are aircraft performance during store
carriage, separation safety and weapon delivery accuracy.
16
MIL-HDBK-244A
5.1.1.1.2 Selectinu carriaae location on airframe. Selecting the

locations for store carriage involves many parameters for the aircraft de-
signer, such as, but not limited to, the stores effect on the aircraft’s:
(a) Performance.
(b) Stability and control for full, partial, and mixed

store loadings.
(c) Lifting and control surfaces (primary or secondary).
(d) Engine inlets by disturbance of inlet flow or released

to pass in flow field ingested by the engine.
(e) Components or systems, such as inertial, acoustic,

electromagnetic, etc.
(f) Boundary layer disturbances on carriage and separation.
(g) Preflight inspection and access panels.

..
(h) Radar and infra-red cross sections.
(i) Stability and control during store separat on.
5.1.1.1.2.1 Performance. The design objective for true aircraft/store

compatibility is that aircraft performance must not be appreciably compro-
mised both before and after the store has been released. Quite often, when a
new aircraft is being-designed, the situation occurs where the service wants
the latest technology included in the aircraft design, but atthe same time
wants to be able to carry and release older weapons. When faced with the
situation, the designer has only two basic options. First, the designer could
design the aircraft to accept all stores required, both new and old, and meet
all the performance and mission requirements. This generally results in a
design compromise on the aircraft caused by the older stores, and a resultant
aircraft which does notembody all the latest technology. Secondly, the
designer could design the aircraft to accept the latest stores design, using
the latest, or innovative, carriage techniques without penalizing aircraft
performance or mission requirements. In this case the older stores would be
carried on a “secondary” basis, allowing whatever penalty in performance or
mission these stores cause.. The second option is the preferred solution
because usually the latest tecnology is embodied in the aircraft and store
designs.
5.1.1.1.2.2 Stability and control. The effects of partial as wellas.

mixed store loadings, on the stability and control characteristics of the
mission configured aircraft, should be such that the aircraft continues to
exhibit stabflity and control characteristics required by MIL-F-8785, for all
physically possible permutations and combinations of those specific stores
required by the aircraft’s detailed specification.
5.1.1’.1
.2.3 Liftinq and control surfaces.. Provision for store carriage
and the placement of lifting and control surfaces (primary or secondary) must
avoid strong mutual aerodynamic interferences between the stores and the
17
MIL-tlDBK-244A
aircraft. The aerodynamic surfaces must be fully effective with or without

the presence of stores. In addition, the surfaces must not produce adverse
effects on the functioning of the store or its separation trajectory through
physical interference,or loads pursuant to steady or unsteady aerodynamic
pressure or flow fields generated by the surfaces. Airframe external
protuberances, fixed or movable, (antennae, fittings, etc.) should not pro-
duce degrading effects through like influences. Particular attention should
be given to the design of the empennage for aircraft on which stores that are
rocket powered or retro-launched are expected to be used.
5.1.1.1.2.4 Engine inlets. Stores carried near engine inlets, or re-

leased to pass in the vicinity of the flow field beingingested by the engine ‘-
are undesirable because of the detrimental effects on engine performance
caused by’the flow disturbance or exhaust gas’ingestion or both.
5.1.1.1.2.5 Airframe functional components and systems. Careful consid-

eration should be given to the environmental effects that airframe functional
components and systems pro~uce upon the stores, while operating through their
full functional range, during both transport and separation. Here, trans-
port includes both ground and in-~~ight movement.” In particular, the above
requires that theim
pact of:airfrarnecomponent or system operation on stores’
spatial, inertial, aerodynamic, thermal, acoustic, electromagnetic and
vibrational environments be carefully assessed. For systems utilizing internal
bays, consideration shall be given to minimization of the aero-acoustic
environment associated with such bays either by bay des,ignor incorporation of
suppression techniques. The airframe designer, then, must be well versed in
the stores’ design criteria and their structural environmental limits and
sensitivities.
.,
5.1.1.1..2.6 Boundarv laver disturbances or se~aration. The airframe and
stabilizing surfaces are also sensitive to boundary layer disturbances or
separation caused by flow interference from the captive store. Vortices,
exhaust gases or aerodynamic interactions produced by the store may cause
surface loadings, heating? erosion, or vibrations-on the airframe which may
be detrimental to the local structure. Therefore,-the choice of carriage
locations must be madeto-assure that the’airframe can be designed to with-
stand the store loading environment.
5.1.1.1.2.7 Stability and controldurinq store se~aration. The effects

of store separation (such as changes in aircraft loading, aerodynamics, store
reaction forces, and locally induced turbulence) shall be considered during
the design phase to assure successful performance of the weapon delivery
system. For ’systemsutilizing internal weapons bays, the unique aerodynamic
interactions.between the bay and the store during store separation shall be
considered.
5.1.1.1.2.8 Prefliqht access ~anels. All pre-flight inspection and

servicing access panels and fittings required fgr operation of the aircraft
should be available to maintenance and operating personnel under any store
loading condition. Similarly, the detail design of the airframe including
its store carriage provisions should in no way impair or make difficult the
required servicing of stores while loaded on the aircraft.
18
MIL-HDBK-244A
5.1.1.2 Separation. Separation is defined as the terminating of all

physical contact between a store or suspension equipment, or portions
thereof, and an aircraft; or between.a store, or portions thereof, and sus-
pension equipment. This shall include the parting of items or submunitions
from a dispenser. Store separation studies should be applied to assist in
determination of carriage locations, types and number of weapons to be used,
required suspension systems, release sequence of stores, minimum time inter-
vals between releases, either single or multiple store releases, avionic
requirements, and ground and flight testing “requirements. A complete
discussion of the store separation, its causes, effects, and solutions may be
found in AGARDograph No.300, Vol 5. The”following paragraphs cover some, but _
not all, of the information in the AGARDograph.
5.1.1.2.1 SetIarationduring desian Dhase. During the design phase of

an aircraft, the geometry of the design isstrongly influenced by the number
and types of weapons stipulated for carriage. If one particular type of
weapon or the minimum required number of any one weapon, has the greatest
impact on the design, that weapon should be evaluated for effect on safe
separation so that these studies can aid in the continuation of the design,
or give indication that another design approach must be used. As design
decisions are made that relate to carriage of stores (<suchas--type,number,
and location), separation of these stores should be of vital interest. The
aircraft, as a weapon system, must be capable of meeting-its performance and
flying qualities requirements, and must, in most cases, to achieve its ob-
jective, deliver a weapon, either air-to-air or air-to-surface and,have that
weapon hit the target. An aircraft that can carry numerous types and
quantities of weapons at desirable flight conditions, but is then restricted
in the release of these stores, may be more vulnerable to enemy attack. It
is imperative, therefore, that maximum safe separation envelopes of weapons
under realistic flight conditions, compatible with ”the type aircraft being
considered, be analyzed during early design stages. Over the past several
years, the services have identified certain stores or types of stores, that
almost always cause problems during separation (e.g. lightweight, low-density
stores, or stores with folding fins or other surfaces). A list of these
storescan be obtained by the designer and their effects studied during early
design stages. -Thisway, using a “worst case” scenario, unpleasant “sur-
prises” later on may be minimized or avoided entirely.
5.1.1.2.2 Set)arationDroblem areas. One of the areas essential for

consideration during aircraft design phases is store separation, both employ-
ment and jettison. Store separation problems are not necessarily accidental,
many times they are built into the aircraft design. All too often store
separation is given cursory attention, being relegated to a minor status in
favor,.ofaircraft performance or clean aircraft handling qualities. Such
things as high wings, low horizontal tails, close pylon or store spacing,
multiple carriage, flexible bomb racks; and low ejector forces are prime
contributors to store separation problems. Shallow internal bays, multiple
bays, bays in the vicinity of external aircraft protuberances and bays with
doors extended into the airstream can also create store separation problems.
Of all these, the currently used flexible, multiple bomb racks with single
ejector pistons and low actual ejection forces are, without doubt, the.
principal contributor to separation problems. Bomb racks, with individually
controlled, dual ejection pistons and high ejection forces are currently
19
MIL-HDBK-244A
available. Unfortunately, few of today’s inventory aircraft.can take full

advantage of these rack improvements, primarily because thin, flexible aircraft
wing structures cannot withstand the higherejection forces and increased
reaction loads. High aircraft wings contribute to store separation problems.
by causing the store to remain in the perturbated flow field longer allowing
the airplane to cause erratic store behavior. High wings and straight,
slab-,sidedaircraft fuselages also cause a flow field ’which tends to move
the stores toward the aircraft centerline below the fuselage. This increases
the chances of bomb-to-bomb collisions. Low aircraft horizontal tails present
two major problems. One is obvious, they are directly in the path “ofdebris
and rearward-dispensed stores. The other fault is not so.obvious. Any store .-
which changes shape immediately after release (such as the opening of retarder
fins) radically affects the airflow immediately downstreamof the store. If
this disturbed air passes over the horizontal tail, sudden, rad”icalaircraft
pitch or roll oscillations may occur. Balanced against these disadvantages,
however, is the contribution of the”low tail to superior aircraft control
performance at high “g” and high angle of attack. If all the preceding
factors are designed into one aircraft, the probability of serious store
separation problems is high. See AGARDograph No. 300, Volume 5, for a more
complete discussion of separation problems.
.. ...
5.1.1.2.3 Se~arationanalvsis. Separation of stores from any aircraft
without reasonable foreknowledge qf their trajectories exposes the pilot and
aircraft to unnecessary risk., Safe separation is contingent upon some degree
of order and repeatability in the behavior of both the aircraft.and stores.
These behavioral characteristics are largely predictable prior to flight by
analyses based on experimental, theoretical, and empirical methods.
5.1.1.2.3.1 Factors. Several factors, including, but not limited to those

stated, form a part of any acceptable store separation analysis and the
analysis must demonstrate that these factors are not detrimental to the.per-
formance of the aircraft orthe employment of its ordnance.
(a) bleaponsequencing - As the design progresses, the sepa-

ration analyst must consider the proper sequencing of these weapons,
either singly or multiply, from their.respective carriage stations. The
importance of weapon sequencing, as well as the weapon’s location on the
aircraft, cannot be overemphasized, particularly when assessing store
separation and ballistic aqcuracy of the weapon. Acceptable separation, as
well as ground impact points, must be evaluated based on the capability of
the armament control system. Mission objectives a~d versatility indelivery
“sequence should be a major consideration in establishing the best sequence
for weapon delivery. -
(b) Minimum time interval - To assure a sufficient number

of weapons on target, a-minimum time interval for employment of weapons must
be determined.for single or multiple release modes. Simultaneously, the
analyst must ensure that sufficient clearance between weapons is maintained
when employed within the minimum time interval so that store-to-store colli-
sion does not occur within the lethal envelope of the store. Minimum time
interval is also directly’.relatedto aircraft exposure time over target
whether it amounts to fewer passes or less,time on a singlepass. For flexi-
ble weapons or projectiles of different velocities, it is.necessary to con-
sider time intervals between firings or action of.interrupters to prevent
projectile collision in the proximity of the aircraft.
20
I MIL-HDBK-244A
(c) Correct weapon carriage station - Most present day

aircraft are required to include a large variety of stores in their weapons
complement to meet their multi-role missions, which generally include several
of the following: intercept, combat air patrol, interdiction, close air
support, surveillance, early warning and anti-submarine. Coupled with the
large variety of weapons required for carriage is the need to have multi-
station capability for maximum ordnance. Mating the proper weapon to the
correct carriage station requires that store separation anaylysis be per-
formed during early design phases.
(d) Variable store geometry- Since there are many types of .

ordnance presently available that change geometric characteristics
immediately upon employment, the changed geometry must be considered in
carriage station selection for satisfactory aircraft/store compatibility.
(e) Ordnance exhaust plumes - Present day aircraft gener-

ally carry some ordnance that contain rocket motors, such as 2.75 inch or 5
inch rockets, and air-to-air or air-to-surface missiles. Since the exhaust
plumes from rocket motors can cause aircraft engine flame-out or degraded
performance, selection of carriage stations for these types or ordnance must
include a consideration to provide sufficient distance away f+om-aircraft
engine inlets. The effect of rocket exhaust impinging upon nearby aircraft
structure such as the horizontal tail should be assessed together with the
design of structure to minimize severe erosion and corrosion problems and
heavy corrective maintenance time. The effect of metallic particles in the
exhaust plume on sensors or other devices in the store itself or adjacent
stores is another area which should be assessed. In some cases, the aircraft
may fly through the rocket exhaust after the store has been launched. When
such conditions occur, the above effects should be considered.
(f) Delivery accuracy- Both the initial store employment

trajectory and its subsequent terminal impact are largely dependent upon the
magnitude and direction of the net loads acting on the store at the instant
of release (i.e. inertial’,plus the carriage aerodynamic and interference
loads prevailing at the release flight condition). The integrated effect of
large drag and normal forces on the storecaused by separation transient
oscillations results in a trajectory deviation from that which would have
developed without the oscillation. The trajectories of unstable or
marginally stable stores are more seriously affected in this manner by large ~
and unsymmetrical carriage loads. Thus, the separation trajectories can be
unrepeatable or unpredictable. Another factor having a significant effect on
the delivery accuracy is the geometry of the store release station. For
example, if three stores are carried on a triple ejector rack (TER), with one
store ejected vertically and the other two at 45” from the vertical, the store
ejected vertically will impact the ground dozens of feet behind the other two,
simply because the other two stores are being ejected with a vertical
acceleration of 0.707g and the first is ejected at l.Og. This “g” difference
is entirely caused by the the geometry’of the TER. To enhance delivery
accuracy, it is imperative, therefore, that stores be carried and released in
aerodynamic fields of low interference that aid separation. Such,flow fields
generate low pitching and yawing moments about the store center of gravity,
which are desirable for gravity releases. Moreover, sufficiently rigid
structure must be made available to the rack, to obviate rack flexure, maximize
allowable ejector impulse and make ejectorseparation impulses applied to the
store uniform-within the rack capability.
21
MIL-HDBK-244A
-1
(g) Employment,parameters- Of the many possible variables
that affect store se~aration, the following-list contains the basic
parameters that should be included in any ~nalys.is: ‘
(1) Aircraft flight path angle.
(2) Aircraft bank angle.
(3) Aircraft angle of attack.
(4) Aircraft side slip.
‘ (5) Aircraft load factor.
(6) Aircraft math number.
(7) Altitude.
(8) Aircraft weight.
“(9) .Variable wingsweep’(ifpertimen~)--- ----
(10) Store load configuration and position.

,,
,(11) Store aeroballistics characteristics (after separa-
tion).
(12) Syppo.rtstructure reactive compliance.
(13) Ejector impulse characteristics.
(14) Release sequence.
(15) Release interval.
(16) Delivery modes.
(17) Aircraft dynamic response to store separation.
(18) Store mass properties.
(19) Aircraft interference flow field characteristics.
(20) Propulsion actuation sequence (missiles).
The above r)arameterswill vary considerably depending upon”the type store

being considered. For example, employment”parameters for actively launched
air-to-air missiles will entail extremes of pitch, roll, and maneuver load
factor which are neither required nor desired for conventional air-to-ground
ballistic stores.
(h) Jettison requirements - Any external or internal store

is capable of producing a recognizable hazardous condition to the aircraft I
while being carried by the aircraft and ideally should be capable of.safe
I
separation in an unarmed condition from the aircraft at any Mach-Altitude
22 I
MIL-HDBK-244A
condition in the carriage envelope. A capability for emergency jettison of all

external storesin cases wherea rapid decrease in aircraft weight or drag is
desired (particularly during take-off and landing operations) must be provided.
Emergency jettison is required to be accomplished at least between normal load
factors of +1.003.5g’s absolute and bank angles and roll rates between ~10° and
tlOe per second, respectively, and pitch attitudes between~lOO.
Selective jettison, where required, for the purpose of intentional
separation of stores or suspension equipment no longer required for the
performance of the ’mission in which the aircraft is engaged, must be capable
of being accomplished at least within the load factor, attitude, and angular
rate noted above.
(i) Airframe cavities - The airflow within and around

airframe cavities such as those generated for semi-submerged stores or bays
used for internal carriage should be of such basic character or controlled
such that the separation of stores therefrom shall be safe and shall result
in minimum dispersion due to separation perturbations. The provisions of (e)
should apply equally to stores carried in such cavities.
(j)” Aircraft response - Response of the aircraft to store

‘separation isalso avital consideration to the overall weaponssy-stem de-
sign. The aircraft response will create additional store response, thus, an “
amplification of the total separation transient can result. Aircraft re-
sponse is derived from the effects of the ejection sequence, the change to
the aerodynamic characteristics of the airplane after store release, and the
effect of store induced aerodynamic loads on the aircraft during separation.
The latter effect is pronounced when stores of relatively large size are
utilized or when stores reach large displacements in attitude during supersonic
separation thus producing strong shock waves that impinge on the aircraft.
‘.
,..
,= (k) Arming wires and clips - A detailed analysis should be
.*- made of the effect on the aircraft of store arming wires, lanyards, clips,
..7
;
pins, and other debris. There are several ways to install arming wires or
lanyards to stores to effect arming of the weapon. The installation method
depends on the fuze selected, the position of the bomb rack arming solenoid,
whether there is -some pilot-operated inflightfuzing option, and whether the
wire or lanyard is intended to be dropped with the bomb. In any case, arming
wire retaining clips, and pins become debris during store separation. Such
debris may become entangled with aircraft control surfaces or imbedded in
other structure, or it may be ingested into the aircraft engines causing
serious failures. Arming wires routing and securing should be the subject of.
,. detailed analysis,since the wires, if broken, can cause a dud bomb or damage
the aircraft or suspension equipment by flailing around. Arming wires which
become unsecured can cause bombs to become armed while still attached to the
aircraft.
(1) Nake effects - The location of stores on the aircraft

can result in adverse effects on other aircraft structure. Clusters of
stores, store fin wake, and store angle of attack during carriage can affect
the wing or tail boundary layer in such a manner as to cause local flow
separation; Fin extension during employment ”candamage adjoining structure.
Vibratory loads, such as those resulting from gun fire, can affect local
structure.
23
MIL-HDBK-244A
(m) Shock effects -,Oscillating shock waves in the near-

sonjc flow regime between the store and the pylon, the store and the wing
surface, or on surfaces between tandem-carried stores can result in rapid
metal fatigue of the structure being impinged upon.
5.1.1.2.3.2 Se~aration analysis data. Because of the complex flow field

about many store installations, analytical methods usually require experimen-
tal verification, but they do serve to provide preliminary estimates, and to
reduce the experimental studies needed for this purpose. The data required by
the separation analyses shall include but notlimited to that specified in
5.1.1.2.3.2.1 through 5.1.1.2.3.2.4. —
5.1.1.2.3.2.1 Analvticallv derived data. It has been stated that

installed loads and flow fields are best derived from experimental sources.
Data on store free-stream aerodynamic characteristics can be derived
experimentally or analytically. It is also emphasized that cost savings can
be realized by utilization of available data on similar configurations and on “
data that can be reliably derived from analytical prediction methods.
Analytical methods are also extremely useful during predesign and conceptual
phases of design in determining trends or preferred locations.
... .... .
5.1.1.2.3.2.2 Sus~ension eauit)mentdata. Some of the inputs required for”
a store separation analysis are release system capabilities suchasforce
time histories, induced pitch or yaw rates, ejection velocities as a function
of store weight, and ejector stroke length; Normally, this type of data is
based on experimental values derived from’ground tests such as qualification
or developmental,tests. ln almost all cases, data are gathered for
individual rack/cartridge combinations mounted from rigid steel supports.
Data are taken for several representative store weights, but rarely includes
other than lg, zero air load conditions. For stores installed on flexjble
structure, situated in a severe, non-uniform flow, which cause large excur-
sions in loads; data during release under the effect of applied air loads and
flexible structures become essential.
5.1.1.2.3.2.3 Ex~erimental data. Store separation analysis must be

substantiated by or-basedupo
nexperimental data, either ground or flight.
As developmental wind tunnel tests are planned, time should be allocated to
measure the following:
(a) Installed store loads - Initial store response is

grossly ’dependent upon magnitude and direction of the aerodynamic loads act-
ing on the store at the instant of release! Though there are several basic
analytical techniques currently available to predict installed store loads,
none are availab~e for complex or multiple”carriage situations. These data
are also used for structural design purposes.
(b) Aircraft interference flow field - Knowledge of the

flow environment, including flow angularity and shock patterns at high
transonic and supersonic speeds, is essential to a meaningful theoretical
store separation analysis. In the absence of flow separation under-wing
subsonic flow can be predicted fairly accurately using existing methods for
clean wiitgor single pylon/store installations. Multiple store installations
$Fl~~i~~TER) cause flow fields which are extremely complex and difficult to
.
24
MIL-HDBK-244A
5.1.1.2.3.2.4 Six decree of freedom computer analysis. With the advent

and extensive use of high speed computers, solutions to complex problems,
such as aircraft/store motions, have been made more reliable and useful. It
is imperative that the designer utilize the best means available to solve the
basic problem of maximum safe separation of the store from the aircraft. .
Separation analysis is an applied engineering discipline in which the
ultimate solution relies on an integrated application of principles from
three fundamental fields: mechanics of solids, fluid mechanics and applied
mathematics. The absolute or relative position and orientation of one body
upon separation from a second are the areas of concern. It differs from a
general trajectory analysis only in accounting for the interaction which —.
exists between bodies in proximity to one another, each having a peculiar
flow field associatedwith it. In the presence of an atmosphere, the effect,
of complex interference air flows plays a dominant role in controlling the ~~
initial trajectory of a separated body. Computer.simulation derived by a sum
of flow field interference and store aerodynamic data (usually data on wind
tunnel tests) together with proper initial conditions provides rapid and
accurate predictions of separation characteristics. Continuous refinement of
the inputs to such a simulation by correlation with wind tunnel and flight
test data will ensure.that costlyand time consuming flight test incremental
drops are kept to a minimum. The basic analytical areas necewary for a
logical development of the equations and operations involved in a separation
analysis are discussed herein. These areas fall into the following catego-
ries:
(a) Various frames of reference and,their relationships.
(b) Expressions developed for.the absolute linear and angu-

lar”accelerations of a rigid body.
.
(c) The general dynamic equations. ,,.
5.1.1.2.3.2.4.1 Choice of axes svstem. Depending upon individual preference

or familiarity, any one of the following axes systems can be used: earth,
body, wind or stability. Each has its peculiar usefulness and can be used
provided any neces.sarytransformation of coordinates is readily available,
since the experimental and analytical data used in the analysis come in many
forms. The general dynamic equations for a rigid body in terms of an axis
system fixed to the body at its center of mass relate the summation of the
forces and moments about the X, Y, Z axes respectively, to.the absolute
acceleration of a point-mass in terms of motions observed from a moving
frame.
5.1.1.2.3.3 Separation criteria. The criteria for safe and acceptable

separation trajectories must include the following:
(a) Positive movement awav from aircraft - Anv store.

submunition, suspension equipment, or combi~ation thereof being-separated
from an aircraft must have positive movement away from the aircraft. Posi-
tive movement, in the form of positive velocities of the item as a whole,
should be such that no portion of the item penetrates a predetermined inter-
ference boundary of the aircraft and remainingsuspension equipment and
stores. This interference boundary is defined as that area encompassed by
the aircraft or store combination into which the released item cannot tran-
scend or contact. For example, an interference boundary may be defined by a
25
MIL-HDBK-244A
plane which isparallel to the bottom of a pylon. However, low tail surfaces
downstream of unpowered stores are particularly vulnerable to store damage
and illustrate the need for something more than simple, planar, interference
boundaries for some aircraft configurations. With this form of boundary, a
given store separation would be satisfactory as long as the path of the store
did not result in any portion of the storepenetrating the interference
boundary during the release ”trajectory. ‘
(b) Critical parts - Critical”parts of the item being sepa-

rated should not be caused to fail during separation or during the free-fall
trajectory. This limitation applies to rigid as well as movi,ng:partssuch as _
folding fins, canards, strakes, and wings:
(c) Store exhaust - the exhaust plume of a self-propelled

store must not cause structural damage or erosion of any portion of the air-
craft or stores or have any adverse effect on engine operation and perform-
ance or aircrew environment.
(d) Jettison of rocket propelled stores - Alternate means

to jettison rocket propelled stores than firing the rocket motor should be
considered. In older’tecfinology;the jettison mo@ehad fewer--checksthan the
normal employment mode. Therefore, inadvertent store launches in the
jettison mode were more likely to occur than in the normal employment mode.
These inadvertent launches, particularly during ground operations, can be .
catastrophic. Thus in new technology, if’jettison of stores by firing of
rocket motors is to allow for an,application, sufficient safety devices and
fun,ctlonsmust be provided in the jettison circuits to preclude inadvertent
rocket firing due to probable failure in hardware,,software or operating/
maintenance procedures. For applications where rel~ability and safety values
are not defined, the following is suggested as a guideline. The probability
that jettison occur when commanded shall be at least 0.9999. The probability
of inadvertent jettison shall not exceed 1 x 10-7 for normal conditions, and
1 x 10-5 when in hostile territory, and 1 x 10-3 wpen in the attack mode.
These values apply over any one hour operating interval throughout the life
of the weapon system. The different values for inadvertent jettison reflect
that the.safety checks are intentionally progressively removed as the weapon
system approaches the target.
(e) Store-to-store collision - Store-to-store collision of

armed stores resulting from multiple store releases, at any specified inter-
val, is totally unsafe and unacceptable if the stated collisions occur while
the aircraft is still within the lethal range of their ordnance (blast and
shrapnel) effects.
(f) Detonation - Weapon or fuze d,etonationmust not occur

while the aircraft is within lethal range of the weapon.
(g) Aircraft overstress - Release of stores should not

cause the aircraft :0 be overstressed. The release of one or more stores
results in a dynamic response or g-jump of the aircraft, the magnitude of
which is dependent upon such factors as the number of stores released, inter-
val between stores, ejection force, store weight, and aerodynamic changes to
the aircraft as a result of the absence of the store or to the interference
flow field generated by the store itself. The aircraft structure must be
26
MIL-HDBK-244A
designed to withstand this dynamic response or suffer a reduction in the ma-

neuvering flight envelope during stores release to the extent that the air-
craft limit load factor is not exceeded.
(h) Items specified - Thelimitations listed in (a) to (h)

apply to iron bombs, canisters, pods, rockets, missiles, guided weapons,
towed stores, submunitions, containers, dispensed munitions and suspension
equipment.
5.1.2 Store-to-aircraft clearances and fit. One of the first

analyses to be made in determining the compatibility of a store,with a
particular aircraft is that of ensuring that the store will ~hysically fit on “-
the aircraft without interfering with ~ny part of the aircraft; other-stores,
or the ground. See AOP-11 (STANAG 3791 AA and AIR STD 20/21), AOP-12
(STANAG 3898 AA and AIR STD 20/21), and MIL-STD-1289 (STANAG 3899 AA and
AIR STD 20/21) for the appropriate data.
5.1.3 Electrical interface. Many of the latest aircraft weapon

release systems are extremely complex and designed to deliver a multitude of
different types of weapons. Some of these weapons can be carried singly on a.
parent rack or on multiple ejector racks attached to parent racks---Many of
these stores require electrical connections to the aircraft. When the stores
are carried singly, only one harness or adapter is needed to connect it to
the aircraft; however, when a multiple rack is used, a harness is needed
between the aircraft and rack, and a harness for each weapon to connect it to
the multiple rack, may also be required. In all cases, however, electrical
connectors are required from the aircraft to multiple racks and launchers.
Refer to 5.4 for details on aircraft stores management system design
guidelines.
5.1.3.1 Categories. Since the first issue of MIL-STD-1760, there

are five major categories of stores and aircraft, with several
sub-categories. The five major categories are:
(1) New stores on new aircraft.
(2) Old stores (developed before 1981) on new aircraft.
(3) New stores on old aircraft (developed before 1981).
(4) Old stores on old aircraft that were designed to work

together.
(5) Old stores on old aircraft that were not designed to

work together.
Each of the stores and aircraft that have started development since 1981 are
required to be compliant with the revision of MIL-STD-1760 that was in force
when their development started. The compliance with MIL-STD-1760 greatly
reduced the difficulty and expense of adapting the electrical interface of
any of the new stores to the new aircraft. There will be some cost and
27
,MIL-HDBK-244A
difficulty as MIL-STD-1760 is still not complete; ho~etier,as long as the new

stores and aircraft are held to being required to comply with MIL-STD-1760,
this cost and difficulty will be minimized. In addition to the first
category, there is the category where there are many of the pre-1981 stores
in inventorythat are quite useful and would make”sense being carried on the
newer aircraft. To carry these older stores on the newer aircraft may
require an electrical interface, as well as the rest of the interface
requirements. Even having one half of the interface (the aircraft side)
standardized will simplify the difficulty and somewhatreduce the cost.
Similarly, there will be recently developed stores that will,be desirable to
place on older aircraft. Again, with one side of the electrical interface
standardized, the integration task has some reduction in difficulty and cost.
The category of pre-1981 stores on pre-1981 aircraft that-were designed to
work together is not an aircraft/store compatibili~y,issue. The remaining
category is the pre-1981 aircraft with pre-1981 stores that were not designed
to work together. Even though the aircraft utility would be enhanced if it
were compatible with these stores, there will be all the incompatibility
problems that existed before MIL-STD-1760 began standardizing these
electrical interfaces. This category has the following sub-categories:
I (a) Store and aircraft have different connecto~s.

I
I (b) Store has same connector but the pins have different
function assignments, or sex, or polarization.
(c) Store or aircraft does not have the electronics to

I
generate the required signal format
I (d) Aircraft does not have’a sensor to originate the data

required
,. by the store before it can function.
I
I
The above sub-categories b, c, and d will be aircraft/store electrical
compatibility issues and subcategory b will require different ,.
aircraft-to-store adapter(s).
5.1.3.2 Loqistics and training. Test sets; checklists, and complex

loading manuals result in logistics and training problems. Logistics are
affected by the large number of harness and test sets to be kept available.
Training is also affected because of the special instructions and checklists
for each test set and loading procedure. The introduction of MIL-STD-1760
compliant stores into the inventory will reduce thegrowth of,different types
of harnesses and test sets in the short term and gradually reduce the number
of different types in the long term.
5.1.3.3 Multi~lex circuits. The use of MIL-STD-1760 based

interfaces between ”aircraftand stores will significantly reduce the aircraft
wiring harness modifications required to integrate new stores onto the
aircraft. The use of multiplex bus based systems in the aircraft SMS and
avionics will also contribute to reduction in wiring and other hardware modi-
fications to the aircraft. The use of multiplexed information distribution
28 >
MIL-HDBK-244A
systems allows chanqes to aircraft o~eration by chanqinq the data distributed

o; the multiplexed ~iring channels without cha~ging ~he-hardware associated
with the channels.
5.1.3.4 Test circuits. New systems must be designed with extensive

Built-in-Test (BIT) capability to reduce the amount of external ground sup-
port required to support the checkout and maintenance of the weapon system.
Effective implementation of this BIT capability requires active involvement
during all phase of the system development process by aircraft, suspension
equipment, store, and SMS designers. The exchange of BIT commands and status
reporting across the aircraft/store interface will be required and therefore _
must be considered as part of aircraft/store compatibility. Tests of bridge
wires may include applying low level test currents to the bridge wire pro-
vided that the test current does not exceed 50 MA or 10% of the minimum no
fire current of the electro-explosive device, whichever is less.
5.1.3.5 Electrical connectors. Connectors must be designed to

prevent accidental shorting of contacts during mating of the plug and
receptacle. The connector must contain positive mating.features to prevent
any possibility of mismatching. It should contain peripheral grounding
fingersthat connect the two mating halves of the connector be-fow+pin and
socket contacts make connection. The connector should also contain provi-
sions for terminating shield braid for EMI protection. The connector mating
halves on the aircraft, store and suspension equipment sides of the interface
should have socket type contacts and electrical adapter harness connector
mating halves should contain pin type contacts. Refer to MIL-STD-1760 for
connector requirements. The aircraft SMS should be designed to ensure that
the store connectors are not powered until an indication that the interface
mated condition exists. Furthermore, the aircraft SMS,design should ensure
that.power is removed from the interface before a store separation at that
interface to avoid powerarcing and associated equipment damage during
disconnect of a powered connector.
5.1.3.6 Pin function assignments. The approach to pin function

assignments must first include a pin study to segregate signals into
categories which relatethe electrical functions and provide the maximum
safety and electromagnetic compatibility. The characteristics of every sig-
nal in the aircraft/weapon interface should be defined as follows:
(a) Function name.
(b) Signal type - analog, discrete, pulse train, fire

(single end or differential).
(c) Signal voltage - AC, DC.
(d) AC’signal - volts, amperes, power factor, and phase

relationship.
29
MIL-HDBK-244A
(e) DC signal - volts and amperes.
(f) Susceptibility threshold values.
(g) Grounding.
(1) Power
(2) Signal
(3) For interfaces controlled by MIL-STD-1760, the Din

function and assignments for the electrical interface-connector are defined
in the standard. The characteristics listed above should,still be defined
for the specific signals applied to the interface lines. For example, if a
pulse train is applied to one of the high bandwidth interfaces lines, the
characteristics of the pulse train must be documented.
5.1.3.7 Location of electrical disconnects. Store connectors shou’d

be located in accordance with MIL-A-8591 (STANAG ~558”AA and AIR STD 20/14) and
the keyway oriented as defined in MIL-STD-1760.
5.1.4 Electrical release svstems design. “The aircraft weapons

system should provide two separate and independent release systems for each
store or suspension device carried on the aircraft. One system shall be
desianed
---- ~..—. as the ~rimarv release method and the other as a back-up or
secondary method’. Dual or redundant circuits may be usedin each sYstem for
increased reliability. However, ttierequirement for two separate systems
cannot be satisfied by one system with dual circuits. The systems should be
mutually exclusive and should be initiated by separate controls. The release
systems should be designed such that the failure of any single component in
either system will not cause a release, nor prevent a release upon
intentional actuation of the other system. The systems should also be
designed with the potential for carriage of stores with a specific electrical
identity for store type and quantity. See 5.4 for SMS equipment design con-
siderations.
5.1.4.1 Guidelines for armament svstem safetv. To ensure armament

system safety, the following guidelines should be followed:
(a) Weapon employment circuits should receive power from

sources other than jettison circuits.
(b) Weapon employment circuits should not share wires or

connectors with jettison circuits.
(c) A separate, guarded, master armament switch should be

provided which provides a positive control of electrical power to all arma-
ment circuits.
(d) Circuit breakers should not be used as power switches

in armament circuits.
30
MIL-HDBK-244A
5.1.5 Mechanical interface. The factors to be analyzed and

examined, include but are not limited to those below, to determine the mechanical
interface problem areas are as follows:
(a) Stores characteristics - The stores functional or op-

erational characteristics, mission objectives, and their integration into the
aircraft systems should be examined to better identify all factors associated
with a compatible installation of stores onto the aircraft. The attach
mechanism, the functional controls, and the store configuration should be
known to allow the engineer to perform appropriate trade-off studies to ar-
rive at an optimum employment of the weapon. .
(b) Store geometry and attaching hardware location -

The store geometry and location of attaching hardware at the aircraft/weapon
interface shall be designed to provide interchangeability between various
types of aircraft and interservice usage. The designer should consult the
Allied Operations Publication (AOP-12) prepared by the Joint Ordnance
Commanders Sub Group (JOCG). This manual will prove most useful in revealing
possible interference between munitions or stores and the structures, pylons,
bomb racks, etc. of the aircraft meant to carry them.
-.. .“
.
(c) Carriage configuration - The development of the
aircraft/weapon interface must take into consideration the type carriage that
will be incorporated into the aircraft, such as pylons, bomb bay, semi-sub-
merged, or conformal. Shaping of the aircraft fuselage, control surfaces,
and pylons are factors that must be coordinated with the suspension equipment
and stores for proper system integration. Each discrete type of carriage
must be adequately developed for maximum compatibility with existing and
proposed suspension equipment and stores.
(d) Weight distribution - The carriage configuration

must be developed with,full consideration for store weights distribution on
the aircraft such that a full complement of stores or any partial load has
minimal effect on the aircraft static margin limits. In addition, the car-
riage configuration mu’stbe developed recognizing that expensive and limited
-availability stores mayneed to be returned to the airfield or aircraft if
they are unused. The release sequence must also be evaluated to determine
that normal release with possible random “hung” store, or stores, does not
cause instability of the aircraft. Aircraft response and weapon dispersion
effects should be assessed.
(e) “Suspension equipment compatibility,-.The physical

characteristics of the suspension equipment must be known to the engineer to
allow proper integration of the equipment to the ‘aircraftside of the inter-
face. The ~hvsical characteristics consist of the external configuration of
the suspens~ofiequipment, identifying size, shape, mounting holes-or provi-
sions; strength; stiffness; load factors; ejector force range materials;
connection locations; and access requirements. The aircraft “nterface should “
be compatible with requirements of MIL-A-8591.
31
MIL-HDBK-244A
(f) Alignment - The alignment of the suspension equip-

ment in relation to the aircraft armament datum line should be controlled
within appropriate tolerances. The alignment is necessary for proper store
orientation with the flight path or attitude of the aircraft, and for stores
(inventory or proposed) that may have boresight or seeker alignment require-
ments (see MIL-I-8671).
(g) Store interchangeability- The aircraft/suspension

equipment interface should be designed to accept a variety of stores with
minimum modification or special adapters to the aircraft. Interchangeability
would,avoid .limiting the weapon carrying capability which reduces overall
system effectiveness. Considerations for interchangeability would further
enhance usage of interservice equipments.
(h) Fixed/jettisonable- Stores,and suspension equip-

ment jettison requirements can be met by separating the store from the sus-
pension equipment, or by separating the suspension equipment with its
store(s) from the aircraft structure. The factors to be considered in se-
letting the separation poi’ntare primarily the mission requirements (aircraft
performance), complexity of the equipment, and the additional costs of
‘expending”the suspension equipment. -...
.......
“(i) Variable geome$ry aircraft-Where applicable, the

aircraft design should provide for pivotal arrangements of wing pylonson
variable geometry aircraft.’ Alignment of’t~e store in relation to the arma-
ment datum line is obviously necessary to minimize degradation of performance
due to windstream effects,.but alignment and clearances must also’be main-
tained within appropriate tolerances at the wing extended position, or-any
intermediate launch position, to preserve weapon accuracy.
(j) Attachment - ‘The method of attachment of the sus-

pension equipment to the aircraft structure must ensure proper carry-through of
the load paths, and be designed for ready access to enable reconfiguring
the aircraft and maintenance. Special attention should be-givento avoidance
of dissimilar metals and corrosion at the connecting interface. Positive
locking methods of
the attachment should be incorporated to ensure against
inadvertent separation of the suspension equipment from the aircraft.
(k) Plumbing and wiring - The suspension equipment”and

stores requirements for plumbing and wiring interfaces must be determined.
The aircraft side of the interface”rnustprovide appropriate wiring for re-
lease or jettison, weapon environmental and functional control, and arming
and fuzing control. The system requirements must als,obe examined for use of
environmental heating or cooling, pneumatics, hydraulics and fuel connec-
tions. MIL-STD-1760 defines much of the.interface wiring requirements.
32
MIL-HDBK-244A
(1) Store sensing and identification - Depending on

system requirements and aircraft geometry, considerations should be given to
store sensing devices to provide positive indication of store present condi-
tion on the suspension equipment, particularly in the case of a bomb bay,
fuselage or wing centerline station that cannot be observed by the.crew in-
flight. This information is necessary to the pilot to indicate the completion
of an attack and to confirm aircraft loading and weapon status. MIL-STD-1760
provides mechanism for automatically determining the identification of a
store connected to’the aircraft. MIL-STD-1760 also includes a mechanism
(interlock interface) for verifying that the store is electrically mated to
the aircraft. (This interlock interface, by itself, does not provide a re- _
liable indication that the store has physically separated from the aircraft
or is not physically present at the station.)
5.1.5.1 Safety devices. The weapon should be designed to incorpo-

rate safety devices that will preclude premature (inadvertent) launch or
premature detonation, and ensure positive lock of the attachment of the sus-
pension equipment to the aircraft structure, and the engagement of the stores
to the suspension equipment. These safety devices may be broadly classified
as inflight and ground type.
... .,.
5.1.5.1.1 In-flight. The weapon should be designed to incorporate
safety devices to preclude premature (inadvertent) launch or premature deto-
nation. The aircraft side of the interface should provide appropriate con-
trols to ensure proper and positive actuation of any safety devices control-
lable by the aircrew. The system should be designed to ensure that safe
separation is accomplished prior to weapon in-flight arming or fuzing.
5.1.5.1.1.1 Interlocks. Mechanical or electrical interlocks should be

applied to prevent inadvertent selection and attempted launchljettison of
stores. Interlocks that can prevent store release or jettison should also be
:.
--
. incorporated into suspension equipment, bomb bay doors or any movable surface
of the aircraft (such as extended landing gear).
5.1.5.1.1.2 Jettison. The interface should be so designed that positive

and emergencyjettison of.all stores can be accomplished in an unarmed condi-
tion by the pilot in event of flight emergencies. The stores must be con-
trollable for jettison or launch in an unarmed condition where separation may
be necessary in friendly territory.
5.1.5.1.2 Ground. Mechanical devices should be applied at the air-

craft/weapon interface to ensure positive lock of the attachment of the sus-
pension equipment to the aircraft structure, and the engagement of the stores
33
MIL-HDBK-244A
to the suspension equipment. Actuation and visual inspection of safety locks

or hook open/closed condition must be positive and readily accessible. Pro-
visions should be considered to allow loading or off-loading of stores, and
application of any hoisting devices, with minimum exposure of ground person-
nel to a hazardous situation. Mechanical blocks should be provided for me-
chanical and electrical actuation to prevent accidental separation or detona-
tion of stores even though other electrical or mechanical functions may have
been compromised. (Typically, the application of a safety pin has been used
to block hook opening of an ejection rack even if the ejector cartridges are
inadvertently fired: Newer suspension and release equipment incorporate an.
in flight activated safety system.) The mechanical safety device should be _
located as close as possible to the explosive device, contained entirely
within the weapon station without the use of loose or removable hardware, be
readily accessible and operable without special tools,’and be readily dis-
cernible at all times as to a safe or unsafe condition. Electrical or me-
chanical interlocks should also be incorporated, such as a weight off wheels
switch, to prevent undesired electrical signals to the suspension
equipment and stores until the aircraft has attained its flight environment. .
The aircraft electrical system must be designed to provide maximum protection
against the hazards of electromagnetic radiation to ordnance (HERO) (see
5.1.8.5.3). ... ..... .
5.1.5.2 Accessibility. The aircraft/weapon interface should’be

designed with adequate space to allow minimum involvement of personnel and
special equipment for the loading and off-loading of stores and to provide
adequate clearance for “theapplication of any checkout or special support
equipment during these operations.
5.1.5.2.1 Loadina or off-loading. Theaircraft/weapon interface

should be designed with adequate space provisions to allow loading and off-
loading of stores with minimum involvement of special equipment and person-
nel. Consideration should be given to ground clearances such that the sus-
pension equipment and stores can be operable and discernible without the use
of special stands for the personnel. Aircraft geometry must be considered to
provide for proper application of hoisting devices, loading carts or trucks,
and to minimize.inter-station interference with a full complement of stores,
or a partially loaded configuration. Adequate clearance must be provided for
actuation of bomb rack hooks, ac@ation’ of”safety devices, electrical con-
nector hook-up, positive visual determination of status of installation of
stores, adjustment of sway’braces, or any other mechanical adjustment re-
quired.
34
MIL-HDBK-244A
5“.1
.5.2.2 Checkout and preparation. The aircraft/weapon interface
should have adequate clearance for the application of any checkout or special
support equipment to be used during loading or off-loading operations. The
suspension equipment, typically, requires application of electrical con-
nectors for test or release system, weapon functional control, and a
stray-voltage check prior to connections to an electroexplosive device.
Where cartridge fired racks are employed, access must be provided for instal-
lation of cartridges and functioning of appropriate mechanical safety de-
vices. Objectively, the store should be delivered to the aircraft as an
“all-up” weapon (any store which is completely assembled, both mechanically
and electrically, and ready for installation in or on the aircraft), however, -..
access may be required to the stores when loaded to the aircraft weapon
station for’fuze installation, actuation, and visual determination of fuze
settings, igniter connections, thermal battery status, or any functional
control that must be pre-set prior to flight.
5.1.6 Aircraft structure. When designing an aircraft intended to

carry or employ stores, the designer should provide adequate strength and
rigidity for the total weapon system (aircraft, suspension equipment, and
stores) under all conditions of intended and anticipated use. Airplane
structural strength and rigidity requirements are specified i~t41L-A-8860,
MIL-A-8861, MIL-A-8863, and MIL-A-8865 through MIL-A-8870. Helicopter structural
strength requirements are specified in MIL-S-8698 for U.S. Army-and U.S. Air
Force helicopters, and in AR-56 for U.S. Navy helicopters. .In complying with
these requirements, the designer should provide adequate strength for all possible
combinations of required- arriage stores and suspension equipment.under all
conditions of taxi, field take-off, rough-field and catapult take-offs
(if applicable), flight, field-landing, rough-field landing (inapplicable),-and
arrested landings (if applicable). Aircraft structure should be designed so
that .loads imposed by stores are reacted with the minimuinstructure (for example,
bomb bay supporting structure should be located near storec.g. to minimize
moments.) Primary areas of concern are discussed in 5.1.6.1 through 5.1.6;3.
5.1.6.1 Carriage loads. The aircraft should have sufficient

strength for the carriage of all specified stores and suspension equipment,
in all possiblecombinations, throughout the carriage envelope of the air-
craft or the stores, whichever is more restrictive (see MIL-A-8591). Carriage
loads imposed upon the aircraft by stores or suspension equipment include
those resulting from aerodynamic and inertia conditions, asymmetric loadings
(wing, fuselage, and rack), changes in store center-of-gravity locations,
separation conditions (ejection, employment, jettison, and g-jump).
5.1.6.2 Flutter and vibration. The’total weapons system should be

flutter-free and should meet the flutter and vibration strength and rigidity
requirements of MIL-A-8870 for airplanes, (also MIL-A-87221 for U.S. Air
Force) or MIL-S-8698 for U.S. Army and U.S. Air”Force helicopters, or AR-56
for U.S. Navy helicopters. The requirements are applicable throughout thl
entire carriage envelope. All possible combinations of required-
carriage stores and suspension equipment should be investigated, or
analyzed, and critical combinations tested;.including all hung-store cond”
tions and combinations.
35
MIL-HDBK-244A
5.1.6.2.1 Mechanical instability. For helicopters, the total weapon

system should be free of mechanical instability and any adverse rotor induced
forced vibrations of stores. Design procedures should be in accordance with
MIL-A-8591.
5.1.6.3 “ Landinq loads. The aircraft must have sufficient strength

to land at normal sink rates with the maximum practicable number of stores
and suspension equipment aboard. Landings include field-landings,
rough-field landings (if applicable), vertical landings (if applicable), and
arrested landings (if applicable). In addition to:the obvious U.S. Navy
arrested landing requirement, the designer should’be aware that arrested
landings are normal for U.S. Air Force airplanes under wet field conditions. -
Therefore, these conditions, with resulting side loads, should be included in
the aircraft design. In deriving the maximum practicable numberof stores
and suspension equipment, the designer should base”his determinations upon
such conditions as the reluctance of operating personnel to jettison expen-
sive or short-supply stores or suspension equipment, prohibitions against
jettisoning nuclear weapons, hung-stores, and store or suspension equipment
logistic problems in the fleet and field. Landing loads imposed upon the
aircraft by stores/suspension equipment should include all critical condi-
tions such as asymmetric store loadings (wing, fuselage,’and +ack-),and the
effects of dynamic response.
5.1.7 Aerodwamics. The purpose of this section is to make the ‘

aircraft designer aware that he must consider the impact of the.various store
arrangements on the aerodynamics of the total system. The following parag-
raphs highlight the primary areas of consideration and provide some typical
problems encountered in aircraft/s~ore compatibility.
5.1.7.1 Flving aualities. The flying qualities requirements of.

MIL-F-8785, MIL-H-8501, and MIL-F-83300 must be investigated for critical
aircraftlstore configurations, with both internal and external stores. The
effects of stores on the weight, moments of inertia, center-of-9ravitY Posi-.
tions and aerodynamic characteristics of the airplane should be considered
for each applicable mission. When the stores contain expendable loads, the
requirements ofMIL-F-8785apply throughout the range of store loadings.
Investigation of flying qualities for store combinations should include asym-
metric as well as symmetric combinations. The critjcal store loadings iden-
tified in the analyses of 6.1.5 ~hould be flight tested with aircraft suita-
bly instrumented to obttiinquantitative flying qualities data.
5.1.7.1.1 Store carriaqe locations. In the selection of store car-

riage locations, flying qualities effects due to center-of-gravity, weight,
and moments of inertia must be carefully investigated. Generally, aircraft
which have stores located such that the resultant aircraft center of gravity
is at or near the allowable forward or aft limit, will exhibit greater ef-
fects on stabilitv and ’controlcharacteristics during stores release. Simi-
larly,-for aircra~t with external wing stores, the”g~eater.the spanwise dis-
tribution of stores the greater the lateral control problem, for both symmet-
ric and asymmetric store loadings.
36
-.
MIL-HDBK-244A
5.1.7.1.2 Store carriage and se~aration aerodynamics. The aerodynamic

effects of the stores on the aircraft’s flying qualities during carriage and
separations must be carefully analyzed for all possible store combinations
during the initial aircraft design phases. Some of the more general aerody-
namic characteristics affected by stores carriage which should be investi-
gated, but not limited to, are the following:
(a) Stability with external store carriage.
(b) Stability with internal store carriage.
(c) Engine ingestion of missile ’exhaust gases.
(d) Store release transients.
5.1.7.1.2.1 Stabilitv with external carriage. Location of external

stores relative to the wing leading edge and horizontal tail can have a
marked effect on longitudinal stability and buffet characteristics. In addi-
tion, increasing wing sweep decreases the longitudinal stability with wing
mounted external stores. Generally, airplanes with wing sweep greater than
30 degrees show the greatest stability loss with external stores---
5.1.7.1.2.2 Stabilitv with internal carriage. For aircraft designed for

internal store carriage, opening of the bomb ”bay doors, similar panels or
trapeze extensions should not excessively degrade the airplane flying
qualities. Flying qualities effects such as buffet characteristics, direc-
tional stability, and longitudinal stability should be investigated with the
bomb bay doors open (both full and to intermediate positions) and operating.
5.1.7.1.2.3 Enaine ingestion of missile exhaust. Aircraft engineinges-

,>, tion of missile exhaust plumes from rocket motors can cause engine flame-out
.
: or degraded performance. Often to minimize adverse aircraft engine.charac-
teristics due to missile exhaust gas ingestion, engine thrust levels are
momentarily reduced during the missile or rocket firing sequence and airplane
trim changes may ensue.
5.1.7.2 Optimizing carriage aerodynamics. When designing an air-

craft, the effect of store carriage on aircraft performance mustbe minimized.
A great variety of stores is available in many different carriage combina-
tions. For example, certain store combinations can produce an incremental
drag equal to or even greater than the basic drag of the clean aircraft, and
therefore, it is crucial to consider their effects on aircraft
. performance.
5.1.7.2.1 Choosinq carriage class. The two major classes of store

carriage are “internal” and “external”. There are important effects of each
to be considered in aircraft design, the choice of either or both types de-
pending on mission requirements. An analytical approach backed up by sub-
stantial experimental proof will lead to the best store arrangement for a
given mission.
37
MIL-HDBK-244A
5.1.7.2.2 Internal carriage aerodynamics. Internal carriage usLtally

results ~n a larger fuselage cross-sectional area and larger .aircraft
take-off weight. However, particularly for larger store loads,.the addi-
tional drag of the fuselage is often less than that resulting frornexternal
store carriage during cruise. The critical design condition (after making
the necessary mission cruise performance tradeoffs) is actual store delivery.
The design of the cavity shape and method of closure can affect store deliv-
ery, aircraft stability and control, and engine-inlet performance.
5.1.7.2.2.1 Weapon bay design. Early incorporation.of good aerodynamic

design inside the weapon bay is necessary in order to reduce .the possibility ..
of having weapon separation problems or weapon buffet problems for weapon bay
loadings. If this is not accomplished, the aircraft flight test program may
reveal severe problems.in separating weapons from the bay which would require
a major redesign of the aircraft. Or it.rnayreveal that the vibration-
buffet environment to which’the weapons In the bay are subjected, exceeds
the limits of the weapons or their fuses, requiring major redesign of the weapon
or the aircraft. The following should be considered in the design of the weapon
bay of all high speed-aircraft:
(a) The major problem associatedwith weapon ba-yrel

eases
at high dynamic pressure and supersonic speeds is the strong.vortex inside
the weapon bay which can cause pressure changes such that the weapon will not
fall or will-exhibit undesirable motions within the bay or just below the
bay. The vortex can be reduced to an acceptable level by changing the aft
bulkhead of the bay from the normal vertical design to a downward-sloping
ramp. A similar effect can be accomplished by venting the aft bulkhead
(assuming that sufficientventing;can be provided).
(b) Spoilers located.ahead of the,weapon bay can produce

favorab’e effects on the separation characteristics of weapons separated from
the bay Wedges ahead of’the bay can improve weapon separation from the aft
part of the bay but have unpredictable effect on the separation from the
forward part of the bay.”’
(c) The.weapon location in the bay has a very noticeable

effect on the weapon separation. The weapons located at the back of the bay
will be affected the most’since the vortex is strongest,at the back of the
bay. These weapons will generally undergo large perturbations upon release.
(d) Particular attention should be given the forward part

of the weapon bay doorsor any other protuberance near the forward part of
the bay. At supersonic speeds, the forward part of the weapon bay doors (or
any other protuberance) will generate a large shock wave ahead of the doors
which will separate the boundary layer on the body and cause it to increase
several times in thickness. This thickened boundary layer cannot be main-
tained over the bay cavity and expands into the bay increasing the
turbulence. ~
38
MIL-HDBK-244A
(e) The weapon bay doors should be designed that when in

the open position, the doors have a-minimal effect on the-separation of
weapons from the bay. The optimal open door position would have the entire
door above the lowest part of the bay. If this design cannot be employed,
then the leading edge of the door should be pointed to reduce the strength of
the bay door shock to keep the shock attached to the doors instead of out
ahead of the doors.
(f) All weapons carried in bays should be suspended from

devices.that are capable of adjusting the ejection velocity and ejection
pitch rate. The suspension device should be compatible with the longest lug _
spacing available for applicable weapons because the longer spacing reduces
the problem of bomb vibration in the bay. The suspension device must be
designed to adequately take out the rapidly changing side load forces due to
the turbulence in the bay.
(g) ‘After an acceptable weapon bay design has been tested’

and determined to have satisfactory weapon separation characteristics and
vibration-buffet levels, it is essential that the weapon bay design not be
changed. This includes addition of equipment boxes inside the bay, covering
upor restricting vent holes, or adding external protuberance-s--alwad.
of the
weapon bay. If any change is made which might affect the flow inside the
weapon bay, a costly program will be required tocheck the weapon bay for
satisfactory separation characteristics and satisfactory weapon vibration-
buffet levels.
5.1.7.2.3” External carriaqe aerodynamics. External carriage involves

a more complex store arrangement. The primary benefits are a “clean” and
lighter aircraft on the return flight and more potential and flexibility in
loading arrangements. The situation is complex because of many
considerations which must be made. Two basic types of external store
carriage are “single” or “multiple”. Two basic approaches are pylon mounted,
and conformal (tangent to aircraft surface or partially submerged). The
loads on stores and aircraft (and pylons) are not generally additive. In the
case of mulitple carriage, the interference effects between stores and the
aircraft can exceed store-alone loads and can considerably degrade the
performance ofthe aircraft. The flow environment in the fuselage region is
quite different from that in the wing region.’ Further, adjacent store
carriage stations have considerable interactive effect and the interference
field can extend from one side of the aircraft to the other. In general, the
aerodynamic drag of externally mounted stores is a function of, but not
limited to, the following:
(a) Chordwise and spanwise location.
(b) Length of pylon on which the store is mounted (distance

to aircraft surface).
(c) Whether wing or fuselage mounted.
(d) Submerged or semi-submerged.
39
I MIL-HDBK-244A
(e) Side-by-side or tandem.
(f) Single or multiple.
(g) Angle of mounting relative to aircraft flow’field

(pitch and yaw). -
(h) Wing sweep angle.
(i) Proximity to high lift devices (deflected or

unreflected).
I (j) Proximity to other stores.
I (k) Other considerations unique to individual aircraft.
These variables are in addition to those due to the shape and size of the
particular store being considered.
5.1.7..2.3.1 Winq mounted stores. Variable aircraft geometry, (wings,

flaps,slats, speed brakes), is often advantageousand desirab-1-efroman
aircraft aerodynamic standpoint; however, the impact of store carriage.re-
quirements can either force a change in stqre location, a change in variable.
geometry philosophy, or an acceptance of system degradation. klingmounted
external stores often cause severe aircraft maneuvering penalties in the form
of restricted roll rates or inability to maintain moderate maneuvering g
levels. The further outboard the stores are.from the ai!craft centerline,
the more severe these penalties become. Ground clearances can have consid-.
erable impact on take-off and landing performance., Each of these items must
be considered in turn and ~hen as part of the total system performance.
5.1.7.2.3.2 Pvlon design Parameters. As an example’of some specific

design parameters that must be resolved for a particular area, weshall dis-
cuss some of these for a pylon design. The pylon design should be as stream-
lined and as small as possible with few or no openings and protuberances.
Optimum alignmentbased on minimum drag and side forces should be achieved
based on the flight envelope. It should-be faired -to the primary structure
to decrease drag effects. The types of store mountings (single, multiple)
will have some aerodynamic effect’on desired pylon depth, length, and angle
into local flow. In addition to these purely aerodynamic considerations, the
cg of the store load and ground clearances should be optimized for takeoff,
in-flight, and landing performance. Variable geometry aircraft compo-
nents can lead to physical and aerodynamic interference, particularly in the
case of variable sweep wings. Since the overriding consideration in store
installation ~s usually optimum aircraft performance, designers of high speed
aircraft are often led to’conforrnallymounted stores (tangent mounting) to
eliminate the”need for multiple racks and pylons and to place a significant
portion of the store in the boundary layer. Further, the aerodynamic effects
and signature variations of partially loaded racks or exposed store mounting
areas must be considered as these situations occur after weapon delivery. The
pylon design should also consider the following electrical areas:
40
MIL-HDBK-244A
(a) Installation of stores management encoders/decoders.
(b) Installation ofAMAC encoders/decoders.
(c) Installation of bomb racks containing an electrically

operated In-flight-operable-bomb-lock.
(d) Repairable and replaceable environmental and EME sealed

pylon and umbilical adapter cables.
5.1.7.2.4 Draa Count (index) svstem. The large variety of external

store loadings permitted on some aircraft, requires a method of data presen-” “-
tation, which can be used to obtain the performance of the aircraft, without
requiring an individual chart for every combination of store loadings. This
method Is referred to as the Drag Count, or Drag Index System. In the Drag
Count (Index) System, each external’store, such as a bomb or fuel tank, is
assigned a drag value that is relative.to its installed drag and Its location
on the aircraft. This number is usually the incremental Installed drag (ACD)
of the’store, multiplied by a constant. The individual drag count numbers
for each store are then combined to obtain the total drag count for a given
loading. Thisnumber-.is-,thenapplied to a chart which,.defines_-the
....perform-
ance of an aircraft over a range of drag counts (indices).
5.1.8 Environment. The aircraft and its electronic, electrical,

and electro-explosive subsystems associated with store and suspension equip-
ment should be designed to function without degradation under all operating
conditions in the natural and iiiducedservice environments. The environment-
al parameters defining the transportation and storage requirements of vibra-
tion, time, and temperature exposure must also be clearly defined. Aging of
certain materials and t,hevibration spectrum of shipping and handling can se-
riously damage equipment that was specifically designed for a narrow opera-
tionally defined environment.
5.1.8.1 Store related eaui~ment within aircraft. Equipment associ-

ated with a store and located on or within the aircraft should.be designed
to withstand, and .functionwhile being exposed to,.the representative opera-
tional vibration environments specified in MIL-STD-81O, Method 514.3, 515.3,
or to actual in-flight measured vibration levels, which ever is the most
severe. This equipment should also be designed to withstand transportation
and storage environments throughout the life of the aircraft.
5.1.8.2 Aeroacoustic or acoustic. The aircraft/store interface

equipment which is exposed to aeroacoustic or acoustic pressure fluctuations
should be designed to withstand sonic fatigue: This requirement is usually
met by design trade-offs. MIL-A-87221 and handbook AFSC DH 2-1,
Design Note 2C7, cover the design of aircraft/store interface equipment from
an aeroacoustic standpoint. Power augmented stores sometime present a severe
sonic environment to adjacent stores or aircraft structure; the provisions of
5.2.6.3.2 apply to this situation.
41
MIL-HDBK-244A
5.1.8.3 Thermal. Design consideration must be given to the thermal

environment which the aircraft imposes on the store and associated suspension
equipment. Most stores contain or consist of combinations of explosives,
propellant, fuel, electronic equipment, or special materials which are ther-
mally limited by either a minimum or maximum exposed temperature, or a time-
temperature soak condition. Cartridges and firing mechanisms within the
suspension and release equipment are also thermally limited. It is the re-
sponsibility of the aircraft designer to:
(a) Define the most severe thermal environment-field around

each store station. This may occur during take-off (for a VTOL or STOL air- .
craft), carriage, exhaust gas impingement from an adjacent launching store,
or similar effect. This information may be used for future store design cri-
teria. ,
‘(b) Provide a thermally compatible system for specified

stores. This may include such things as providing a thermally controlled
weapons bay, store heaters, or a cooling source ducted to each store. lJsu-
ally, temperatures exceeding 165°F are to”tjeavoided, or will require’special
design considerations. For detailed information, consult MIL-STD-21O and
MIL-STD-81O. ..........
5.1.8.4 Nuclear hardening. Nuclear hardening can be defined as the

deliberate actions taken to design a system to operate in nuclear weapon
environment. Particular attention must be given to the design problems asso-
ciated with the nuclear environment which may be imposed”in the aircraft by a
store. Damage to the aircraft’s mission-essential subsystems “resultingfrom
neutron and qamma radiation caused by close .iuxtapositionof, or combat dam-
age to, the ~tores is of particu’ar ~oncern ‘~o achieve acceptable:nuclear
hardness with the minimum impact on the performanceof each system. To
achieve nuclear hardening the fo”lowing steps should be taken:
(a) Define the initial estimate of the threat to the system.
(b) Consider various levels of nuclear hardness. Tradeoffs

between various levels of hardness, and other characteristics such as weight
,.
and cost, must be described in quantitive terms.
(c) The tradeoffs between the ]evel of hardness, cost,

performance, reliability, and maintainability should be further refined and
final system specifications confirmed.
(d) Sufficient analysis and testing of each system should

be accomplished during development to establish the ability of the system to
meet the requirements of the hardness specifications.
5.1.8.5 Electromaqnetic. Electromagnetic energy generated by radio,

radar, and other transmitting equipment in the aircraft, in adjacent aircraft
on mobile ground platforms (i.e., trucks, vans, and ships) and at fixed
locations both on land and afloat continually impinges upon the aircraft, its
stores and suspension equipments, any or all of which may contain electro-
explosive devices. This environment varies from airfield to airfield, from
checkout and maintenance areas to arming and launching areas, and in flight
42
MIL-HDBK-244A
from areas over friendly forces to areas over hostile forces. The magnitude
of the above mentioned electromagnetic environments are defined in
MIL-STD-461 with supplementary Navy environments defined in MIL-HDBK-235 -1 and
supplementary requirements for Army applications in Army Missile Command
TR RD-TE-87-1.
5.1.8.5.1 Design guidance. ‘The aircraft designer should consult the

following design guidance documents in relation to protection requirements
for electromagnetic energy:
Navv - SD-24 ~
Air”Force - AFSC DH 1-4
Army - Handbook AMCP-706-235 Report 18
5.1.8.5.2 ElectroexDlosive subsystems. Electroexplosive subsystems

within the aircraft should be designed to comply with the following:
Navy - MIL-I-23659
MIL-STD-1385
MIL-HDBK-235-1 .. ........ . .
Design Guide OD 30393
Air Force - MIL-STD-1512

Design Guide AFSCDH 2-5
Army - Handbook AMPC-706-235, Report 18
5.1.8.5.3 Electromacmetic interface. Aircraft electrical and elec-

tronics subsystems must be designed to be compatible with the stores and
suspension systems associated with the aircraft. These stores and suspension
systems must be designed to meet the electromagnetic interface characteris-
tics of MIL-STD-461, MIL-STD-462, as well as applicable sections of
MIL-HDBK-235-1 and Army Missile Command TR RD-TE-87-1. Overall electromagnetic
compatibility (EMC) is addressed in MIL-E-6051.
5.1.8.5.4 Electrical bondina and liahtnina Drotection. Electrical

bonding and lightning protection requirements should be in accordance with
MIL-B-5087. Special electrostatic protection by grounding is provided by
NAVORD OP-4.
5.1.8.5.5 Electrostatic ~rotection. Aircraft shall be designed to

minimize generation of static electricity and to prevent static electricity
from degrading overall system effectiveness. Special static protective pro-
cedures, such as grounding are required for weapons loading and unloading
operations. The following design guidance documents should be used:
Navy - OP-4
Air Force - AFR 127-100, DH 1-4
Army - AMCP-706-235 Report 18
43
MIL-HDBK-244A
In addition, DOD-HDBK-263 and DOD-STD-1686 define electros~atic protection

requirements for non-electroexplosive system electrical/electronicequipment.
Electrostatic protection requirements for electroexplosive system equipment
is defined by MIL-STD-1512.
5.1.8.5.6 Electromagnetic interference filters. Where electromagnetic

interference (EMI) filters are shown to be necessary in electrical or elec-
tronic subsystems within the aircraft, they should be designed to protect
against the specified frequencies and field intensities and evaluated when
terminated in the tactical input and output impedances. The filters shall
comply with the requirements of MIL-F-15733. Radio frequency (RF) filter
characteristics shall be monitored for production purposes in accordance with -
MIL-STD-220.
5.1.9 Promlsion effects. The effects of the aircraft’s propul-

sion system, particularly VTOL and V/STOL type aircraft, on the stores when
installed on the aircraft must be critically analyzed an,dstudied. Likewise,
effects on the aircraft enghne caused by the carriage and release/launch of
stores shall be considered. Some problem areas that must be investigated are
shock wave effects, blast effects, engine armament gas ingestion, interference
with devices toprevent engine malfunction or sustained loss of.powe-r.
5.1.9.1 Rate of r)ressureand tem~erature chanqe, The maximum per-

missible rate of change of inlet total pressure and temperature for the in-
stalled engine(s) at any operating condition,,without surge, stall, flameout,
high fan compressor blade stresses, or any mechanical damage should be as
follows:
Rate Maximum change
30,000”F/sec 550°F
300°F]sec 500°F
300 psi/see 0.90 psi
70 psi/see 5.0 psi
If satisfactory engineoperation cannot be met with the defined pressure and

temperature limits, a reset system is required ,for’
all appropriate stores.
5.1.9.2 .Enqine ingestion of armament ga$. The installed engine(s)

must operate, without stall, surge, flameout, high fan/compressor blade
stresses, or any mechanical damage’as a result of gas ingestion. During arma-
ment gas ingestion, the applicable rates of pressure and temperature change
of 5.1.9.1 should bemet,without the use of a reset system. The-effect of’
armament gas ingestion on engine perform~nce throughout the engine operating
envelope and in all modes of operation, Including engine reset condition, is
included in the engine performance card deck.
44
MIL-HDBK-244A
5.1.9.2.1 Gun aas inqestion. In establishing gun gas ingestion crite-

ria, the number of conditions should be defined and for each condition the
engine power setting, the altitude, math number, allowable quantity and com-
position of gas ingested and maximum firing duration should be determined.
The engine(s) should operate in accordance with 5.1.9.2.
5.1.9.2.2 Rocket qas inqestion. In establishing rocket gas ingestion

criteria the following minimum design parameters must be defined and their
relationship to the engine in the operating environment determined:
(a) Type of rocket.
(b) Rocket fuel composition.
., (c) Rocket plume composition.
(d) Rocket mass flow rates.
(e) Firing duration.
(f-) Rocket plume characteristics-and chemical.-.composition

as a function of distance away from nozzle versus alti-
tude and math number.
(g) Rocket flight paths for the various loading configura-

tions.
(h) Define the number of conditions and for each condition

Include the following as the minimum data conditions:
(1) Engine power settings.
(2) Engine altitudes.
(3) Mach numbers.
(4) Ingestion duration.
(5) Allowable quantity of gas ingested.
(6) Allowable composition of gas ingested.
The engines should operate in accordance with 5.1.9.2.
5.1.9.2.3 Infrared flare smoke inuestion. In establishing infrared

(IR) flare smoke ingestion criteria, the number of conditions should be de-
fined and for each condition the engine power setting, the altitude, math
number and quantity of smoke ingested should be determined, as well as defin-
ing whether an engine reset system is required. The engine should operate
in accordance with 5.1.9.2.
I 45
MIL-HDBK-244A
5.1.9.2.4 : Foreicm ob.iectdamaae. The contractor should equip the

engine inlet areas with foreign object damage (FOD) protection devices.
These devices protect the engines from FOD that may be generated during the”
release of stores and equipment.
5.1.9.2.5 Chaff ingestion. In establishing the chaff ingestion crite-

ria, the maximum chaff ingestion requirements created by decoys or other
aircraft should be defined.
5.1.10 GunDod installations. For an aircraft to be compatible with

an external gunpod the following minimum design criteria should be defined:
(a) The operating environment. ‘,
(b) Reactions and functions associated with the gunfire.
(c) Ease of service.
(d) Maintenance criteria.
(e) Installation and removal criteria. ..........
(f) Adjustment for boresighting.
(g) Harmonization (correlating all the components of the .

gun system under dynamic conditions).
(h) Ammunition loading and unloading criteria.
5.1.10.1 Internal vs. external uun~od installation.
5.1.10.1.1 Advantages. The internal gun installation has several ad-

vantages over the external gunpod installation. Some of these are:
(a) It provides a stiffer gun platform.
(b) Increases accuracy.
(c) Produces less drag.
(d) Improves the airplane’s performance.
5.1.10.1.2 Disadvantages. T~e internal gun installations disadvantages

over the external gunpod installations are:
(a) Blast pressure affectsthe skin surface and structure

since the gun barrels are closer to the airframe.
(b) Vibration from gun fire loads aretransmitted directly

into the airframe instead of the store mounting station.
46
MIL-HDBK-244A
(c) Closer proximity to engine inlets may cause blast pres-

sure and gun gas ingestion problems.
5.1.10.2 Muzzle blast Dressure wave. The magnitude of the pressure

wave from the gun,muzzle during gunfire is a function of gun caliber, chamber
pressure and the quantity of propellant per round. To a lesser extent the
length of the barrel will also have some effect.” The firing rate also has
some effect since the rate of its harmonics may coincide with structural
natural frequencies. Neglecting some initial air and gun gas effects as the
projectile leaves the muzzle, there is a shock wave formed by the projectile,
and, of more significance, a pressure wave formed by the hot, high pressure
gases expanding from the muzzle. The magnitude of this pressure wave is a
function of the distance from the muzzle, primarily in the forward direction.
Only a relatively short distance aft of the muzzle sees this,pressure wave.
As an example, Figure 1 presents a pressure map of the 20mm M61A1 gun during
single shot firing with conditions as specified thereon. Because of the
short pulse duration, one millisecond or less for the MIA1, a pressure map
for rapid or burst firing may be considered as similar. A pressure map when
the barrel is located 24 inches (610mm) away from a flat plate is presented
in Figure 3. A comparison of these two figures shows a noticeable decrease
in pressure near the muzzle. The latter map is more represeot-at.i-ve
of a
gunpod installation. Figures 2 and 4 present pressure’maps when a blast
diffuser is used on the muzzle. Conditions for each are presented on the
respective figures. These do not necessarily represent the optimum and each
system should be examined for meeting the specifics of its own installation
requirements. Other features of blast deflectors/diffusers are to direct the
gun gas in a particular direction, such as.away from the engine inlet.
Whether a deflector is used or not, the aircraft skin, including access
panels and servicing doors, must be designed to withstand the pressure wave
generated as well as any abrasive action of the gun gases.
5.1.10.3 Vibration qenerated at qun muzzle. Vibration generated at

the gun muzzle will depend on the firing rate, number of guns and muzzle
energy. Muzzle energy is”readily available as a parameter and equals 1/2 mv2
where m is “theprojectile mass and v is the muzzle velocity. Structural
vibration is characterized by maximum levels concentrated in front of and
near the gun muzzle and coupled with the blast pulses. The levels exhibit a
sharply decaying behavior as a function of the distance from the muzzle and
can be approximated by an exponential function. Although muzzle deflectors
and diffusers may have some effect on attenuating the induced vibration, the
extent of the attenuation is considered minimal for any device hard mounted
to the airframe. As a general guideline, equipment located within 50 cali-
bers (50 x bore diameter) of the muzzle are subjected to the induced gunfire
vibration and should be designed to withstand that environment.
I 47
65
r
60 60
55
iisi!z
*
2’
0 50
c
.- .
45 ...-
40 /
10 Psl
a
3
u
0
IA
P
w
u
z
a
1-
---- --
5
MuzzIe
(Inch..es) DISTANCE TO SIDE (Inches)
FIGURE 1. No diffuser. FIGURE 2. With diffuser.
I
65
65
r 1BlastPressureMaP
60 60
55
50
c
.-
45
IAl
J
N
40
35
IL
0
n 30 30
a
25
o
w 20
1 (J
15
1-
““WAS
10
End of diffuser
5.
Muzzle 1 I 1
Muzzle
5 10 15 20
DISTANCE TO SIDE (Inches)
DISTANCE TO SIOE (Inches)
FIGURE 3. No diffuser. FIGURE 4. Ulth diffuser.
,,, ,,, ,, ,,, ,!,

MIL-”HDBK-244A
5.1.10.3.1 Aircraft Gunfire vibration report. The AFFDL TR-70-131,

“Aircraft Gunfire Vibration’!report, dated November 1970, is recommended for
establishing the rationale and models to be used in estimating gunfire vibra-
tion levels. The report investigated pulses relating to three main cases of
gunfire:
(a) Constant firing rate.
(b) Variable firing rate (gatling gun).
(C)j IJnsynchronized,multiple gun arrays, which is charac- ,_

terized by multiple ~pulsetrains randomly phased with each other.
5.1.10.3.1.1 Gunfire report objectives. The AFFDL TR-70-131, “Aircraft

Gunfire Vibration” rieporthad two prime objectives. These are:
(a; The development of a prediction rationale for estimat-

ing the magnitude and character of gunfire induced vibrations which mustbe
reacted by the aircraft gun installation structure.
.(b) .Thesynthesis of a laboratory vibration..t.e.st.pr

ocedure
which may be used to qualify future equipment.
The test technique developed from this work has been published as Method
519.3 of MIL-STD-81O.
5.1.10.4 Vibration at cmn mounts. Although normally not as severe,

vibration due to gunfire also is transmitted into’the airframe at the’gun
mounts. The intensity of the vibrations at these primary mounting locations
generally is further attenuated
., and is a function of the recoil adapters.
5.1.10.5 Acoustic environment. The acoustic environment produced by

,gunfire is, like the vibration, of the impulse type with the muzzle being the
primary source. There are two major effects of the induced gunfire noise
environment that must be .considered’;
namely, human tolerance and sonic air-
craft structural fatigue.
5.1.10.5.1- Human tolerance acoustic level. The noise level in the

,.
cockpit should not cause pain or any danger to the aircrew’s hearing. The
damage risk level varies with frequency, duration, and intensity of the noise
Dulses. Accepted damage-risk criteria are presented in Figure 5. The noise
ievel should also not ~ave any adverse affects on the cockpit instrumenta-
tion.
5.1.10.5.2 Aircraft structure sonic fatigue. MIL-A-8870 and

MIL-A-87221 require noise surveys on structures where they are estimated
to exceed 140 decibles (dB). The relation between muzzle pressure and noise
level or sound pressure level (SPL) can be expressed by the following:
50
140 135
I I I I I
DURATION
4
IN MINUTES
1.50 OR LESS
n
n 125
u 130
u
115
I20
105
0
95
100
90
75
80
100 2 3 4 568 1000 2 345
BAND CENTER FREQUENCY (1-lertz)
FIGURE 5. Damage-risk contours for one exposure per day to octave

(left-hand ordinate) and one-third octave or narrower
(right-hand ordinate) bands of noise.
.,,!
,,,, ,, ,, ,,, ,,,. ,,, ,,,, ,,,
,,, ,,,,, ,,,
MIL-HDBK-244A
dB= 20 log__!?_
PO
Where: log = logarithm to the base 10

muzzle pressure, (psi)
P~==reference pressure (3 x 10-9 psi) (20.7 x 10-6 Pa)
The’140 dB level is reached at approximately .03 psi, (207 Pa), utilizing

the muzzle pressure maps, it is evident that a large area around the gun
muzzle and extending a considerable.distance in front of the muzzle will be
subject to sonic fatigue.
5.1.10.6 Mountina and load characteristics. A gun system may be

internally mounted in many different locations and by a “varietyof ways, all
or any of”which may be satisfactory for the particular installation. The
following factors, but not limited to those listed, must be defined and ana-
lyzed in determining a compatible internal gun installation:
(a) The caliber and type of gun being installed.
(b) Number of guns for the installation and---fii-ngnratete

of
each.
(c) Location of firing barrel with respect to aircraftand

gun center of,gravity and gun mounts”
(d) Gun drive system and requirements if externally driven

(internal can be gas or.recoil operated).
(e) Typeof feed system - linked or linkless and power

required to operate.
(f) Capacity of ammunit on storage system and power re-

quired to operate.
(g). Ret.ention or overboard ejectionof links and shells or

unfired rounds.
(h) Recoil adapters and mounts provided on gun and other

components. Determine whether pallet, modular or individual component mount
is more appropriate.
(i) Boresight and harmonization (correlating all the compo-

nents of the gun system under dynamic conditions) requirements.
(j) Access to the gun system f~r cleaning jams? loading and
unloading ammunition and cases/debris, and changing gun barrels.
The mounting of all,components, except the gun, generally presents only nor-
mal engineering tasks and these will not be discussed.
52
MIL-HDBK-244A
5.1.10.6.1 Functioning in fliqht. A very important design criterion

for mounting all components of the gun installation is the requirement for
the system to function (no jams) while being subjected to any of the condi-
tions attainable in the aircraft flight design envelope and be capable of
operation after being subjected to aircraft limit loads (150% design loads).
5.1.10.6.2 Hard mountinq of qun. Hard mounting the gun to,the airframe
will produce loads generated by gunfire that will be transmitted directly
into the airframe with minimum attenuation. For a large caliber weapon,
these loads can be considerable and, under rapid fire, present high impulse’
shock loads. A realistic example is a 20mm gun that fires a 1500 grain pro- “_..
jectile and generates a breech pressure of 50,000 psi (345MPa). It develops
an instantaneous recoil load of over 24,000 pounds (106.8kN) (breech pressure
times bore area) and an average force of over 9000 pounds (40kN) for 2.5 ms, 60
inch (1524mm) barrel and 3380 ft/sec (1030 m/s) muzzle velocity).
5.1.10.6.3 Soft mountinq (recoil ada~ters) of qun. Most presently

installed gun systems are mounted with recoil adapters, i.e., soft-mounted to
reduce the peak loads and smooth out the loads generated during.rapid firing.
An example of soft-mount guns is the 20mm M61A1 gatling gun mounted in the
A-7aircraft. At 6;OOOshots per minute, the average--recoil-load-is3,420
pounds (15kN) with a maximum peak load of up to 5,000 pounds (22kN) following a
misfire., Maximum recoil travel is 0.5 inch (12.7mm). Although the recoil
adapters tend to smooth out the pulses du.riiig
burst firing, there is still a
pulsation or “dither” force between shots. For the F-4E 20mm M61A1 installa-
tion, this dither force is 600 pounds (2669N). The movement of the gun during
this load variation is the dither travel and the mounts, other than at the
recoil adapters, must accommodate this travel in the recoil direction. At
last round firing or during single shot firing, there will be a
counter-recoil force due to”the energy built up in the recoil packs. The
recoil adapters should be designed to minimize both recoil and dither forces
within a permissible recoil travel at the nominal firing rate or rates. Pre-
load forces in both the recoil and counter recoil direction, damping, spring
rate, travel, and hysteresis are all.variables that can be altered to control
the effects of recoil. Dual or multiple rates complicate the optimization of
the recoil packs and the rate that will be predominately used shall be the
prime influence on the design.
5.1.10.6.4 Recoil loads. .The mount or mounts, other than at the recoil
adapters, must accept the recoil or counter-recoil movement (longitudinal),
the loads generated in the vertical and side directions, and provide”the
adjustments for boresighting and harmonization. In general, these vertical
and side loads are not-as large as the recoil loads.- They will depend on the
location of the gun center of gravity, position of the firing barrel, loca-
tion of the recoil adapters and muzzle devices that deflect gun gases.
5.1.10.6.5 Gun barrel support. Support of the gun barrel(s) is a

feature that should be considered to stabilize barrel whip or deflection,
improve accuracy if desired, or when installing muzzle devices that deflect
the barrel. These supports should accept the recoil travel and not prev.ent
removal of the barrel(s) with the gun installed.
53
MIL-HDBK-244A
5.1.10.6.6 Pitch or vaw due to burst.firing. Another consideration

that should not be overlooked is the pitch or yaw moment that can be induced
into the aircraft during burst firing, especially with large caliber weapons.
If the caliber and power is of sufficient”magnitude to develop large, aver-
age, or peak recoil loads and the location of the gun is offset with respect
to the aircraft center of gravity, then large moments can be generated and
must be compensated for to prevent projectile impact inaccuracies.
5.1.10.6.7 Ammunition de~letion C.G. shift. a similar aircraft imbal-

ance must be considered if the complement of ammunition is large and the
weight is significant. The ammunition should be located to.have acceptable, ,.
if not minimal, effects on the movement of the aircraft center of gravity
during depletion of the arnrnunition:
5.1.10.7 Gun svstem power. Gun systems may be self powered orexter-
nally powered. If self powered,the power demands and characteristics will be
a function of, and supplied by, the gun system and only the control power
will be required of the aircraft. However, if the gun system is externally
driven, the aircraft system must supply-this drive power as well as the con-
trol power. The external’drive may be electric, hydraulic, pneumatic, or
turbine (SUU - 16 gunpod) powered. For large caliber weapons-gt
hispower
demand can be significant and presents a’definite impact on the aircraft
power supply. For instance, the F-4E aircraft 20mrnM61A1 gun system is hy-
draulically driven and requires 29 horsepower (HI?)at 6000 shots per minute
(SPM), steady state. Of this, 20 HP is required to drive the gun with the
remainder required.for the ‘feedand storage system.
5.1.10.7.1 Feed and ammunition initiation power. Even in self powered,

guns with belted ammunition, it is’sometimes necessary to provide boosters”to
move the rounds of ammunition from the storage container to the gun. Where
cases and links are dumped’overboard, it may be necessary to assure positive
separation from the aircraft by an’ejection-mechanism that would use aircraft
power. In addition, some ammunition is electrically initiated and is another
power consumer.
5.1.10.8 Feed and storaqe system. The feed and storage system, bel-
ted or linkless, shall be designed to control the rounds of ammunition under
all aircraft flight conditions. Of special concern is the operation of the
gun and the prevention of jams during high g maneuvers or when flexible gun
systems are used. This necessitates adequate support of the feed and, where
used, the case return chuting. In addition, there must be sufficient flexi-
bility in the chuting to accommodate the maximum recoil and counter recoil
travel, flexible gun system manueverability, and maximum boresight adjust-
ments.
54
MIL-HDBK-244A
5.1.10.9 Gun qas. The generation of gun gas is a direct function of

the propellant charge per round and the firing rate. The approximate prod-
ucts of combustion by volume for ball power, as used in aircraft ammunition,
are givenin Table I. Solid residues constitute,less than one percent. The
quantities will vary depending on the type and chemical composition of the
propellant. Carbon monoxide and hydrogen are the constituents that can form
air explosive of flammable mixture. The upper (UEL) and lower (LEL) explo-
sive limits in air are given in percent byvolume in Table I.
TABLE I. ExDlosive limits in air.

—
Explosive limits
Percent (%) by t)ercent(%) bv volume
Constituent volume range Lower Upper
I
co 46 - 50 12.5 74.2
H2 15 - 17 -4.0 74.2
C02 -8
N2 1:-11
H20 17- 19
$::- ,. .......
5.1.10.9.1 Corrosive effect. Gun..

..-gases are corrosive and materials on
which they impinge or accumulate must be selected, processed, and protected
accordingly. Surfaces near and forward of the muzzle are subjected to the
erosive effects of these gases due to their high pressure and velocity. Selec-
tion of materials used in this area must consider these factors as well as
the associated high temperature and vibrations.
5.1.10.9.2 Internal qas accumulation. Most of the gas generated-during

gunfi.reis expelled out the muzzle of the gun. However, there is some leak-
age at the gun breech, some gas is blown back with case extraction and some
gas may be blown back by the.airstream around the outside of the barrel(s).
If empty cases are retained on board the aircraft, they can carry gas back
into the storage area. The area around the gun muzzle should be sealed to
limit the re-entry of-gas around the barrel(s). ~
5.1.10.9.2.1 Gun compartment and storaqe area. The gun compartment and
the case or link storage area can collect these gases if not adequately ven-
tilated and form an explosive mixture. There are two rationales for design
to control gas accumulation and its effects. The government agency procuring
the aircraft should be consulted to affirm its respective criteria. One ap-
proach is to provide a purge and scavenge system that never permits the gas
level or pockets of gas accumulation to reach the lower explosive level. A
scavenge system uses ram air to move and diffuse the gases and exhausts the
mixture overboard through venting louvers. The louver area must be suffi-
cient to permit the air and gases to exhaust with minimal pressure build-up
and the air flow must be controlled to diffuse the gasses and permit no pock-
ets; an electrical interlock must be provided to ensure that scavenge or ram
air door has opened prior to firing the gun. As an added precaution, a door
or panel in,the respective compartment(s) should be designed to act as a
“relief valve”. That is, it should blowout if an explosion should occur
55
MIL-HDBK-244A
prior to any internal compartment or equipment daniagedue to overpressure.

For any gas leakage at the breech a purge system shall be used to exhaust the
gases. In this system, the breech area of the gun is enclosed by a shroud
and engine bleed air, a purge valve and a nozzle are used to generate a
negative pressure around the gun breech. The bleed air and “collectedgun
gases are exhausted overboard.
5.1.10.9.3 Muzzle c!as. The gas leaving the muzzle becomes important
only if it reenters the aircraft by sifting in through openings, ram air
inlets or by entering the engine(s). Any surfaceskin areas of the aircraft
that are subject to the inuzzlegas flow field shou~d be sealed,to prevent gas ,_ .
entry or the area should be scavenged as discussed in the preceding para-
graph. Ram air inlets should be located to prevent or control anY 9un 9as
entry. Gas entering the engine is important not only from its explosive
characteristics but also from its inerting characteristics and its severe
pressure and temperature gradients, It is obvious that any burning or explo-
sive action could physically damage the engine. All these characteristics
can also cause engine stall. One approach isto deflect the gases away from
the engine(s) inlet’flow field by a deflector or diffuser: These are gener-
llly peculiar to the specific aircraft type and must be designed for that
installation. The-services and aircraftigun,r
.-respective nanu,factwe~s should
be consulted for successful previous designs and current design criteria.
Automatic throttling engine bleed or continuous ignition are other approaches
to control engine stall. Gas ingestion is further discussed under 5.1.9.2.
5.1.10.9.4 Flash summession. .A gun gas deflector is not the same as a

flash suppressor though it may perform the same function. A flash suppressor
does not necessarily direct the gun gases, but control the expansion and
propagation of the flame. A flash suppressor is warranted if either of the
following is required:
(a) Preventing flash blinding the pilot.
(b) Ug;ijicantly reduce aircraft signature from the

.
5.1.10.9.5 Tem~erature effect of gun ads. Another characteristic of

the gas exiting the muzzle is its high temperature. Less than half of the
energy generated by the burning propellant is consumed in propelling the
projectile. It is estimated that over 10 percent of this energy is trans-
ferred to the gun in the form of heat. The gun installation should be spe-
cifically designed to dissipate the heat and guard against cook-off (sponta-
neous explosion of the round due to excessive heat input). Aircraft guns are
cleared after firing to preclude cook-off. Materials used in the gun instal-
lation and in proximity to the gun or spent cases when not ejected ’overboard
should be fireproofed and resistant to penetration of cooked-off ammunition.
The manner of installation will have a major impact on length of burst, num-
ber of permissible bursts, and ammunition ’complement. The design criteria
for components for compartments and chutes which house ammunition should
consider the maximum temperatures attainable under the worst conditions of
flight and gunfire. For high speed aircraft, cooling the guns by means other
than ram air should be considered for maximum protection and safety of
flight. I
56
MIL-HDBK-244A
5.1.10.9.5.1 Example of temperature effect. As an example, after short

ground bursts of 60-70 rounds on the 20mmM61 gatling gun, a skin temperature
of 600-700”F (316-371° Celsius) was measured at a point 4 inches (101.6mm)
forward and 4.25 inches (107.95mm) to the side of the muzzle. At a point 4
inches (101.6mm) farther forward, the temperature was approximately 450”F
~2320° Celsius). Aircraft skin temperatures will depend on several factors,
I.e., flight conditions, ambient temperature, and skin friction, but this
added input from the gun gas should not be overlooked.
5.1.10.9.6 Si@tY” The installation and operation of a gun system in

an aircraft requires special emphasis be placed on safety. The ammunition,
the feeding of same to the gun, the firing, the exiting projectile, the gen-
eration of gun gases with explosive characteristics, and the loads, vibra-
tion, and acoustics resulting from gun firing all present potential safety
hazards. Therefore, design precautions of the gun installation features and
controls that negate or minimize these potential hazards should be incorpo-
rated. Major potential hazards are detailed as follows:
(a) Radiation hazards - Of primary concern where electri-

cally initiated ammunition is.used. Design precautions should be taken to
shield the electricinitiatorfrom all induced radiation sources.-of.suffi-
cient magnitude to generate a fire potential. This includes shielding in the
storage container, the feed chuting and, where applicable, the return chuting
to the storage container.
(b) Gun gas - The problems of gun gas have been discussed
in detail in preceding paragraphs. As a general guideline, gun gas concen-
trations between the limits of 10.5 and 72 percent in air are explosive.
Controls should ‘beincorporated to prevent any accumulation in the aircraft
between these .limits..Another safety hazard of gun gas is its capability to
cause engine flame out due to oxygen starvation. As such, gun gas should be
prevented from entering the engine inlet for both its explosive nature and
oxygen starvation characteristics.
(C) Cook-off - The hazards of round cook-off are twofold,

one being the projectile .exiting if cook-off occurs in the breech of the gun
and the second being the rupturing of the case and spewing out of burning
propellant in the immediate area of cook-off. The latter, does not impart
any significant velocity to the projectile, although that possibility should
be thoroughly determined. To prevent cook-off in the breech, the gun should
be cleared after each burst. To-prevent cook-off in the ammunition container,
and feed chuting, the compartment should be controlled to maintain a tempera-
ture below 160°F (71.1° Celsius) (or below the cook-off temperature of the
ammunition if higher than this). For low speed aircraft, the use of ram air
to.cool both the gun and gun system compartment is usually adequate. How-
ever, with high speed, high performance aircraft (Mach 1 or above), the value
of ram air as a coolant becomes questionable. In any event, the ammunition
compartment temperature must be controlled.
57
MIL-HDBK-244A
(d) Double-feed - This hazard is primarily dueto agun

malfunction, although the system installation could be a contributor. A
double feed will generally result in rupturing the caseof the second round
and ejecting burning propellant therefrom., A gun jam will also result and
the system should shut down automatically if an external drive system is
being used.
(e) Hangfire - Hazards associated with a hangfire are

twofold depending on where the hangfire occurs. If the round is still in the
breech portion of the gun, the projectile can exit out of the firing position
” Portions of the aircraft impacted by the
with up to normal muzzle velocity’. .
projectile would determine the hazard created. Internally, the gun could be
jammed or the case ruptured with resulting ejection of burning propellant and
case material. A combination of these hazards could also be the end result.
(f) Tampions - At’!Ygun installation that has the barrels

plugged, thus blocking the normal trajectory of the ”projectile,creates a
safety hazard. A.readily visible indicator must be attachedto these block-
ing devices to identify their presence and assure their removal prior to
flight. In like manner, doors that must’be open for normal and.safe opera-
tion of the gun must be electrically interlocked with the gun--controlsto
prevent firing of the gun”in the event they fail to operate.
5.1.11 Cock~it controls, displays, and management. The following

paragraphs are condensed from AFSC design Handbook Series 2-O, DH 2-2 Crew
Stationsand Passenger Accommodations. Design Note 2A1O of the latest edi-
tion of DH 2-2 should be referenced prior to any design effort. See 5.4 for
stores management system equipment design guidelines.
5.1.11.1 Store management controls. For single place aircraft, lo-

cate pilot-operated’stores management controls in a“separate panel on the
left side of theinst.rument panel and within the generalperipheral vision of
the pilot’.
5.1.11.1.1 Sight controls. Locate the sight rheostat and range sweep
potentiometer rocket selector unit, bomb target-wind scale assembly, or simi-
lar controls adjacent to the sight.
5.1.11.1.1.1 Manual siqht controls. Design this control so that it can

be operated by means of a twist grip on the power control for stick-
controlled aircraft. On wheel-controlled aircraft, use a range control that
‘consists of a spring-loaded paddle which may be depressed by either the right ‘.
or left thumb.
5.1.11.1.1.2 Sight electrical caginq and radar. Install ”the sight elec-
trical caging switch on either thepower control or the control wheel
handgrip.
5.1.11.1.1.3 Radar-out control. Locate the radar-out”switch on the con-

trol-stick grip or wheel.”
58
MIL-HDBK-244A
5.1.11.1.2 Gun control. The first position of the gun-firing switch

should start the gun camera, energize the ammunition booster motors, and
operate the gun-bay purge doors or any other pre-fire action required. The
second switch position should fire the gun.
5.1.11.1.3 Control of other munitions. Locate the actuating switch for

firing or releasing rockets, bombs, torpedoes, or chemical tanks at the right
thumb position on the control-stick grip. Where rockets replace guns as”the
primary armament installation, locate the rocket-firing controls in the posi-
tion now reserved for gun-firingcontrols.
5.1.11.1.4 Emergency release of stores. Provide electrical and me- ‘-

chanical means for emergency jettisoning of all internal and external stores.
5.1.11.1.5 Bomb bay door control. Locate the bomb bay switch function-
ally with the armament controls.
5.1.11.1.6 Missile uuidance control. Locate the manual missile guid-

ance control accessible to the pilot’s left hand.
5.1.11.’1.7 Air-to-air combat mode auickchanae-selection-control . On

aircraft with multiple armament capabilities, a weapons mode quick change
switch should be located on the control stick. This control would immedi-
ately place the aircraft in an air-to-air combat configuration.
5.1.11.2 Stores management displays. Weapon selection and status

displays should be visible in a pilot’s headup configuration. Secondary or
confirm displays of weapons and primary displays of other stores should be
placed on the stores management controls panel.
5.1.11.2.1 Control Danel disIIlavs. Displays of all stores should be

integrated with the stores management controls.
5.1.11.2.2 Head-uD display. Display of selected weapons and status

should be visible to the pilot on the head-up display or sighting screen.
5.2 Suspension eauiDment desian. When the missions of the air-

craft are known and the weapons have been selected to fulfill those missions,
suspension equipment must be selected that can handle the required carriage
and release of these weapons. The suspension equipment should meet the re-
quirements of MIL-STD-2088 (STANAG 3842 AA, STANAG 3575AA, and AIR STD 20/10).
The suspension equipment selected, in addition to performing its primary task,
:will also affect aircraft performance, flying qualities, aeroelastic
characteristics, and the size and shape of pylons, adapters; rails, or fairings.
It will also affect store sequencing, time interval and delivery accuracy.
In addition, consideration should be given to interfacing requirements, such as
weapon loading and armament system checkout. For instance, a clip-in pre-loaded,
rack offers the advantage of loading and checkout of the rack and stores while
isolated from the aircraft.
59
I
MIL-HDBK-244A
5.2.1 Sha~e criteria. The configuration of suspension equipment

must be derived and developed from an investigation, weighted evaluation, and
application of the criteria given in this handbook and the requirements for
the aircraft weapons system as specified in the,aircraft detail specifica-
tion. Specific areas which require concentrated investigation are:
(a) Strength (see 5.2.5).
‘(b) Location in aircraft structure (wing or bomb bay,

effect of variable wing sweep).
.
(c) Type of stores to be carried (to release”free-fall
stores, or to launch powered stores, or both)..
(d)’ Drag effects when integrated with aircraft structure.
(e) Maintainability.
(f) Load.ingand servicing adaptability and access.
(g).Compatibility and adapatabilityiof equi-pmen+with

current ground support equipment.
(h) Accessibility of all interface connect~ons.
(i) Visibility and accessabilityof safety feature and

check points.
(j) Clearance of stores with adjacent stores or structure

when stores are released.
(k) Minimized rack cross-sectional area.
(1) Post-release debris (such as arming wire clips, and bands.
(m) Investigate any possible method of fairing which would

streamline the flow field downstream, as it has been found that the flow
field downstream of racks and sway braces is very turbulent and has a
significant effect on store vibration.
5.2.2 Electrical/mechanical/plumbina interfaces. Configuration

and functional requirements must comply with the applicable.specifications
cited in paragraph 2.1. ‘The design of these interfaces, both at the aircraft
and weapon, requires a practical consideration of the operational conditions
under which these junctions will be made, serviced, and inspected. Particu-
lar attention should be given to:
(a) Accessibility and visibility for inspection and

service.
(b) Accommodation for misalignment due to production

tolerances.
60
MIL-HDBK-244A
(c) Standardization with existing hardware.
(d) Elimination of tool requirements or, at least, the use

of standard tools for service.
(e) Protection from environmental conditions and contam-

inants.
(f) Accommodations for safety and storage plugs to protect

interface surfaces and openings during service, storage, or inoperational
periods. —
(g) Protection from weapon .andaircraft engine exhaust gas

blast.
(h) Electromagnetic environment (EMI, EMP and TEMPEST).
5.2.3 Electrical connector selection. Electrical connector selec-

tion for suspension equipment (such as bomb racks and rocket launchers)
should be made in accordance with MIL-STD-1760 (STANAG 3837 AA and AIR STD 20/22).
In addition, -thecriteria in 5.1.3.4 and 5.1.3.5 apply to the--sameextent as they
apply to the aircraft side of the interface.
5.2.4 Stepping switches: Older multiple and triple bomb ejector

racks, now in wide use by the using activities, utilize electro-mechanical
stepping switches for sequential release of stores from a rack. The reaction’
time required for these,electro-mechanical devices to sequentially release
stores is frequently .too long to obtain the desired bomb spacing at high
speeds. New bomb racks, built to sequentially release bombs, use state-of-
the-art components such as solid state steppers to obtain faster stepping and
closer bomb spacing on the ground and eliminate unwanted electromagnetic
interference generated by electro-mechanical stepper solenoids. New multiple
bomb racks should provide weapon presence information for each weapon loca-
tion.
.
5.2.5 Strenath. The suspension equipment structure must have
strength, rigidity, and durability sufficient for carriage, employment, and
jettisonof stores under conditions of MIL-A-8591. The structural adequacy
must be maintained throughout the specified operating life for a number of
weapon releases and flight hours. If the equipment is to be used on carrier
based aircraft, requirements of catapult launch and arrested landing loads
will be as specified in MIL-A-8863.
5.2.5.1 Material selection. Material selection and member configu-

rations should be made to obtain maximum strength to weight ratios with con-
sideration to minimize material and manufacturing costs as well as weight.
For members subject to cyclic loading or sustained loads under vibratory
conditions, specific attention should be given to the selection of materials
,.
1
61
MIL-HDBK-244A
with high ‘fatiguestrength, low notch sensitivity and low susceptibility to

stress corrosion. In attainingstrength and durability of the suspen-
sion/employment equipment, the designer must be aware of the requirements
imposed by fracture niechanicsas well as conform to requirements within the
current production manufacturing technology.
5.2.6 Employment characteristics. Weapon employment from the

carriage position on the aircraft should be considered for weapons which are
either launched, force ejected, or gravity released. All equipment should be
designed to have two modes of release; a primary release mode, and a secon-
dary “back-up” release mode. Gravity release, because of inherent simplic- .-.
ity, should be considered when possible (i.e., low speed aircraft). For high
speed aircraft application, some form of powered launch or forced ejection
mechanism should generally be used.
(a) Primary ejection shall be by a mechanism (see 4.2.2.5)

which shall impart a separation force to the store relative to the aircraft
upon command of the appropriate crew member.
(b) Secondary, or back-up, release of the weapon should be

asystemi ndependentof failure of the prjrnary
”’ejecti”on
systernandit should
be initiated by a separate action.
5.2.6.1 E.iectionvelocity. In the primary release mode, the mecha-

nism to affect separation of free-fall type weapons should remain in contact
with and accelerate the weapon away from the aircraft throughout a minimum.
distance of 6 inches (152.40 mm) and should impart to the weapon sufficient
velocity (in the direction of thevelocity vector) and pitch rate to ensure
safe separation under the post critical release c?nditioris. There is no fixed
ejection velocity that imparted to a store will, in all conditions, ensure safe
separation. Rather, the amount of ejection velocity needed will vary from
installation to installat~on. Too much ejection velocity may cause undesirable
reaction loads in the aircraft or store structure, while too little may result
in unsafe separation. A @esign goal should be to impart at least 20 ft/sec
(6.096 m/see) to a 500 lb (227.0 Kg) class weapon varying linearly to 14 ft/sec
(4.27 mlsec) fora2000 lb (908:OKg) class weapon: ‘The employment equipment
should be designed in accordance with MIL-STD-2088 and should include multiple
ejector pistons, variable’store pitch control, and a means of varying total
ejector forces.
5.2.6.2 E.iector~i,stonlocation. Variation in location of store CG

between the carriage points should be accommodated by the primary ejection
system by adjustment of weapon carry attitude or by controlled application of
store pitch motion applied to the w~apon during separation. The ejector
pistons should be located seas to Interface with the ejection areas speci-
fied in MIL-A-8591.
5.2.6.3 Store acceleration requirement. Ejector systems for the

release of stores sh,ouldbe designed to effect safe separation of the weapon
and aircraft while at the same time minimizing the effects of reaction loads.
Safe separation should be attainable throughout the aircraft’s maneuvering
flight envelope.
62
MIL-HDBK-244A
5.2.6.3.1 Free fall stores. For the release of free fall stores, the
ejection system should be such as to impart the ejection velocities set
fourth in 5.2.6.1 while minimizing as much as possible, the store accelera-
tion, and the resultant structural reactions on the store and the aircraft.
The ejection force and pressure shall be in accordance with MIL-STD-2088.
Some stores may require significantly less force or pressure (see STANAG 3575 AA
and AIR STD 20/10). All portions of the store must:
(a) Maintain a velocity away from the aircraft until it is

clear.
(b) Not reenter the projected ’areaof all portions of the ‘-

ai,rcraftin the forward line of flight of the aircraft.
5.2.6.3.2 Power auamented weapons. In the case of power augmented

weapons, acceleration of the store forward or down and away from the aircraft
must not only effect clearance of the structures, but also minimize effects
of the weapon exhaust on the aircfaft structure, other weapons, engine inlet
and performance, and aircraft flying qualities.
5.2;6.4 -E.iectorforce. The ejector force to the storesfiowld be

applied to meet therequirements of MIL-STD-2088 (STANAG 3575 AA and
AIR STD 20/10).
5.2.6.5 Cartridae firinclDin selection. Cartridge breeches of ap-

plicable stores suspension equipment should be designed to accept,a spring-
loaded firing pin (as opposed to a fixed or rigid firing pin). Useof a
spring-loaded firing pin assures better electrical contact between the firing
pin and the electrode of the cartridge for cartridges that are removed (from
breeches) and reinstalled. After repeated removals and installations of
cartridges in fixed (rigid) type firing pin breeches, electrical contact
cannot be assured, due to progressive enlargement of the indentation in the”
cartridge electrode with each insertion. This condition is especially preva-
lent when cartridges are interchanged between different types of.racks, dis-
pensers, and launchers. The cartridge firing pins and breeches shall be
designed to meet the requirements of MIL-STD-2088, STANAG 3575 AA, and
AIR STD 20/10.’ Firing pin configuration should conform to MIL-STD-2088 and
STANAG bulletins.
5.2.7 Cartridcies. While the suspension equipment is being consid-

ered for particular aircraft/store combinations, thought must be given toany
cartridges which may be required to yield the desired ejection forces and
velocities and be compatible with the suspension equipment. The same car-
tridge or cartridge ‘combinationin two different racks will not necessarily
produce the same forces and velocities. It is necessary, therefore, to con-
sider each piece of suspension equipment separately for proper cartridge
selection. Correct cartridge selection will aid release sequence, minimum
time interval and deliver accuracy. In addition, cartridges should be safe
for use in relatively high electrostatic field and RF environment (see 5.2.11
for specific guidance). Where cartridges,are used as the energy source in
store suspension equipment, they should conform to the requirements of
MIL-D-81303, STANAG 3556 AA, and AIR STD 20/10.
63
MIL-HDBK-244A
5.2.8 Store/loading and handling. Airborne store suspension

equipment mustbe compatible with a wide range of store weight, sizes, and,
shapes which ”seriouslycomplicates the store suspension equipment interface.
Store loading must be accomplished safely and efficiently. General guide-
lines for improving aircraft store suspension, store, and ground handling
equipment compatibility include:
(a) Provide good visibility and easy access to switches, -

controls, safety devices, breech caps for cartridge insertion or removal,.
arming solenoids, sway braces, hooks, snubbers, various store adjustments,
electric fuzing, electrical and fuel tank connectors, but located suitably to _
avoid damage during the loading cycles.
(b) Provide means and methods for rapid mechanical and

electrical checkout of the store suspension equipment to ascertain proper
armament system functioning.
(c) Provide suitable switches, controls, and all safety

devices.
.(d) Provide clear indication of.the’status e-f-thelock-

unlock condition both with and without aircraft electrical ,power.
(e) Design suspension equipment to minimize tool require- 1

ments during the loading and sway bracing-operations.
(f) Provide store hoist,,

provision or allow space for hoist
adapters.
(g) Minjmize mechanical adapter and electrical adapters and

safety pin requirements by using existing equipment rather than introducing
new special purpose adapters. Special purpose adapters for handling new
stores, such as palletized stores, should be .designedto’interfacewi th ex-
isting transport and loading equipment.
i(h) .Desigp,.forrninimuminterface between suspension equip-

ment fairings, droop openings, and ground handling equipment store loading
combinations.
(i] Maximize the hook opening tolerance for the store lug
loading so that theexact store X, Y, Z distancesand pitch and yaw attitudes
are not required. ~~
(j) Consider store ground handling equipment maneuverabil-

ity including approach directions; maximum cramp angle, maximum lift and
height capabilities, and hook lug entry angle during designs. “
(k) AI1ow adequate personnel space for sway bracing store

and make any special adjustments that are required when the stores are loaded
in the prescribed sequence established by the weapons loading checklists.
(1) Consider the effects.of red light night loading opera-

tions, and loading in foul weather with protective clothing.
64
MIL-HDBK-244A
(m) Consider sequence of store loading so that Dersonnel

are not exposed by working under previously loaded stor~s. -
(n) Consider the requirements of 6.1.8 so that Hazards of

Electromagnetic Radiation (HERO) restrictions are not required during the
loading cycle.
5.2.9 Fuzinu and arminq. Present and future store stations on

aircraft, pylons or suspension/launching equipment, despite differences in
racks or aircraft, should incorporate standard provisions for integral me-
chanical, electrical or digital fuze arming functions to control the
“SAFE/ARM” condition of stores and fuzes. The arming provision should comply -
with 5.2.9.1, 5.2.9.2, or 5.2.9.3 as appropriate and comply with the inter-
face requirements of MIL-A-8591. A goal should be to use electrical arming
(5.2.9.2) or to pass coded arming commands via the MIL-STD-1760 interface
(5.2.9.3) to provide more in-flight arming options than available mechanical
arming method of 5.2.9.1.
5.2.9.1 Mechanical arming units. Mechanical arming units shall be

of the zero retentionforce type, allowing zero retention force on the arming
‘wire when thestore is released and the arming unitswe saf~-ortinenergized.
An energized arming unit shall retain the arming wire with a force of 400
pounds. The arming units shall meet the requirements as specified in
MIL-STD-2088 (STANAG 3605 AA and AIR STD 20/17).
5.2.9.2 Electrical armina units. There should be an interlock func-

tion provided between the launcher or bomb rack release linkage and the
method of electric or coded pulse transmission whereby,the arming unit must
sense correct linkage movement representing properly intended store release,
before the electrical pulse is permitted to enter the electric fuze arming
.
. unit. Subsequently, separation of the weapon from the suspension should
:. initiate the process of arming, with electric fuze arming intelligence trans-
-. mitted within 5 inch (12.70 cm) travel, followed by disconnect of the cable
from the arming unit. Location of the arming unit should correspond to the
geometry outlined in MIL-A-8591 and MIL-STD-2088, either attached to pylon or
aircraft structure. Access should be provided vertically to permit the elec-
tric fuze arming cable connection to be madeby hand after the weapon is
mounted on therack.
5.2.9.3 Diuital arming. For new store applications using

MIL-STD-1760 and its associated MIL-STD-1553 multiplexed digital data inter-
face, the transfer of arming commands from aircraft to the store should occur.
through the MIL-STD-1760 interface. The transfer.of digitally encoded arming
commands can be protected to a high level by the error detection coding
methods described in MIL-STD-1760 and through the use of Preset, Verify, .
Execute (PVE) command and monitor sequences. The use of digital arming pro-
vides not only expansion of arming and fuzing options but also allows the
aircraft to monitor the arming/fuzing status of the store prior to the store
separation.
65
MIL-HDBK-244A
5.2.10 Conflagration hazards.
5.2.10.1 Existinu suspension/employmenteauipment. In those cases of

new aircraft design, which for operational reasons are required bydetail
specification to employ existing suspension/employmentequipment at the air-
craft/weapon interface, the probability of such equipment contributing to a
conflagration can only be minimized by strict adherence to safety employment
procedures presently published for the equipment involved.
5.2.11 Carriaae environment. The suspension system and its elec-

trical and electronic subsystem shall be designed’to function without degra- .-
dation under all operating conditions in the.natural and induced service
environments.
5.2.11.1 Electromacmetic. The suspension system, including test

sets, shall be designed to comply with the requirements of MIL-E-6051 and for
US Navy MIL-HDBK-235-l (Electromagnetic Environment Criteria). In addition,
the following design guidance documents should be used:
Air Force - AFSC DH 1-4

,.. .. .....”.
Navy - SD-24’. ~
Army Handbook AMCP-706-235, Report 18
5.2.11.2 Electroext)losivesubsystems. E]ectroexplosive subsystem

requirements should be designed to comply with:
‘AirForce - MIL-ST&1512 ~~
Design Guide AFSCDH 2-5
Navy - MIL-STD-1385
Design Guide - OD 30393 and MIL-HDBK-235-1
Army - Handbook AMCP-706-235, Report 18
5.2.11.3 Electromagnetic Interference (EMI). When specified, all

suspension systems shall Comply with the electromagnetic interference re-
quirements of”MIL-STD-461 and 462. The minimum methods that should be ap-
plied are CE03, CE06, CE07, CSO1, CS02, RS02, and RS03. The procuring activ-.
ity should tailor the EMI”requirements to fit the specific environment of the
system when known.
5.2.11.4 Electrical bondina and liahtning protect”ion. Electrical

bonding and lightning protection requirements should be in accordance with
MIL-B-5087. Special electrostatic protection by grounding is provided by
OP-4.,
66
MIL-HDBK-244A
5.2.11.5 Electrostatic protection. All electrical, electronic, ex-

plosive and electromechanical subsystems or equipment should be designed to
prevent static electricity from degrading system effectiveness. Special
static protective procedures, such.as grounding, are required for weapons
loading and unloading operators. The following design guidance documents
should be used:
Air Force - AFR 127-’00, DH’1-4
Navy- OP-4
-.
Army - AMCP-706-235, Report 18
In addition, ,DOD-HDBK-263and DOD-STD-1686 defines electrostatic protection

requirements for non-electroexplosive system electrical/electronic equipment.
is defined by MIL-STD-1512.
5.2.11.6 Electromagnetic interference filters. 14hereEMI filters are

shown to be necessary, they should be designed to protect against the speci-
fied frequencies and field intensities and evaluated-when terminated in the
tactical input and output impedances. The filters shall comply with
MIL-F-15733. RF filter characteristics shall be monitored for production
purposes in accordance with MIL-STD-220.
5.2.11.7 ‘Electromagneticenvironment. Unless otherwise specified,

the electromagnetic environment should be as defined in MIL-STD-461 with
supplementary requirements for Navy application defined in MIL-HDBK-235 -1 and
supplementary Army applications defined in Army Missile Command TR RD-TE-87-1.
5.2.12 SDecial purpose launchers and adapters. The design require-

ments for special purpose launchers and adapters are significantly different
from general store suspension equipment. Special purpose launchers and adap-
ters must maintain high availability rates in the absence of maintenance and
logistic support and in the presence of a significantly different service
environment (infrequent use and increased handling and storage). Suspension
equipment used for conventional weapons is frequently exercised in training,
but because of the cost of training with missiles, special purpose launchers
are infrequently used. For this reason, serious faults are sometimes not
discovered and a false sense of high launcher availability results. Another
condition, associated with infrequent use, is that the environment of a spe-
cial launcher is significantly different from that of a conventional suspen-
sion rack. A conventional rack spends the majority of its in-service time
attached to the aircraft and is, therefore, subjected to approximately the
same environment as any other portion of the aircraft. With special purpose”
launchers, however, the most severe service environment tends to be associ-
ated with handling and storage. In the development and evaluation of special ~
purpose launching systems, past experience has tended to show that special
purpose launchers:
(a) Will be maintained, spasmodic’ ly, by indigenous per-

sonnel,
67.
I
MIL-HDBK-244A
(b) Will not be supported by periodic rework, and
(c) Will be difficult to locate and fix if they are found’

to be deficient in service.
5.3 Store desiun. In the design of a new store or in a new

application of an existing store, the designer must consider its impact on
the total aircraft/store systeni. Few stores exist which do not result in
some degradation of aircraft performance (i.e., its range,speed, altitude,
or flying qualities). The most efficient design is one which results in
minimum degradation of aircraft performance while.meeting the mission objet- .
tives of the stores. This is usually done by trade-offs between free flight
requirements and aircraft carriage and release requirements. General design
criteria for airborne stores and associated suspension equipment are con-
tained in MIL-A-8591. The wide variety of store types, coupled with the
diversity of operational requirements, precludes the definition of precise
guidelines for their aerodynamic design.
5.3.1 Desiqn Parameters. The following store design parameters,

but not limited to those stated, must be analyzed, trade-offs determined,
definitive designs selected,and’finite values chosen-for the--tol-l:ow-ing:
.,”.
(a) Store shall be packaged with as highs density factor
as possible with respect to its total functional component weight to store
volume.
(b) Store carriage external or internal.
(c) Store carriage subsonicallyor supersonically.
(d) Captive store loads to which the store is subjected.
(e) Delivery techniques.
(f) Release or launch capabilities.
(g) Emergency jettison capabilities.
(h) Environmental effects and requirements.
(i) Electrical interfaces (see MIL-STD-1760).
(j) Mechanical interfaces. ~~
(k) Aerodynamic characteristics.
(1) Aerodynamic interference.
(m) Store design shall providefor the loads and environ-

ments encountered in the rapid, ‘automatedhandling and loading on the air-
craft.
68
MIL-HDBK-244A
(n) Store design shall in no way impair required store or

aircraft servic ng while loaded on the aircraft.
(o) Store design shall provide for the service life as

specified for the particular store.
5.3.2 Release conditions. The release conditions, which must be

considered, besides those associated with tactical delivery, are selective
and emergency jettison capabilities. Stores may be released either singly,
in multiples, in ripples (train), or salvo by being gravity released,
ejected, fired, or launched from racks, fuselage or wing mounts, ra~ls or
tubes and may be projected downward, forward, or rearward. Appropriate con- -
sideration must be given to store aerodynamic stability immediately after
release while it is still traversing the complex flow field around the air-
craft (Store stability the initial conditions of the store as it begins its
own free stream trajectory.) If dispersion is a requirement, the store
should be designed in conformance with MIL-B-81OO6.
5.3.3 Carriaae environment. The store designer should assume that

the store will be operationally available for 20 years. Therefore, the store
designspeci-fication-should designate the carriage environment ex~ected dur-
ing this time. This environment should be based on technology forecasts of
aircraft performance and operating conditions projected for this time.
5.3.4 Dro~pable stores. The requirements and testing procedures

for droppable store installation and associated release systems are as speci-
fied in MIL-I-8671.
5.3.5 Aircraft DVrotechnic eauipment. The requirements and test-

ina t)roceduresfor installation of aircraft pyrotechnic equipment in piloted
ai;c;aft are as specified in MIL-I-8672. ‘-
5.3.6 Classes of airborne stores. The design parameters of a

store are dictated by its operational and mission requirements. It is con-
venient, therefore, to list the following classes of airborne stores:
(a) Missiles (powered)
(1) Air-to-air
(2) Air-to-ground
(b) Bombs
(1) Finned (general purpose, penetration mines, torpe-

doesi”and high drag)
(2) Unfinned (napalm)
(3) Guided, free fall
(4) Augmented glide bombs
69
MIL-HDBK-244A .
(c) Dispensers
(1) Bomblet
(2) Rocket
(3), Chemical spray
(4) Gun pods
‘(5). Photo cassettes .

,.
(6) Flare, electronicsensor, or chaff
(d) Special purpose,
(1) ECMpods I
(2) Camera pods I
(3) Cargo/baggage containers ~ ----
(4) Laser pods
(5) Data link pods
(e) Fuel tanks
(1) Rigid
(2) Collapsible (variable geometry)
(3) Aerial refueling stores
5.3.6.1 Dis~ensers. Dispensers are a unique class of airborne

store, in the sense that they are not normally released from the aircraft to
achieve their operational purpose. Instead, they release their payload over
the target. Dispensers may be classified into two general classes”.
(a) Class 1 - dispensers in this class are carried and

released like a bomb but open after release to distribute their p,ayload.
(b) Class 2 - dispensers which release their payload while

attached to’the aircraft.
5.3.6.1.1 Class 2 dis~ensers. Dispensers”in this category present

many unique and critical problems related to aircraft/store compatibility.
Some of these problems are:
.(a) Release of payload may result in collision or impinge-

ment of payload on carrier aircraft.
70
MIL-HDBK-244A
(b) Portions of the dispenser that are released with the

payload (such’as rocket package nose cones) may collide with the aircraft.
(c) Depending on its type, the dispenser could change size

and shape during the conduct of a mission (rocket packages, for example) so
‘that in an aerodynamic sense, two separate bodies are involved.
5.3.6.1.2 Dispensing o~eration. Dispensers may be carried as external

stores or may be built into the aircraft structure. Every effort should be
made to minimize hazards to the aircraft during dispensing operations, in-
cluding the basic payload dispensed and the amountof dispenser parts re-
leased with the payload. Rearward dispensing weapons should be designed so -
that the area traversed by any item dispensed may be circumscribed by a cone
whose apex is at the dispenser and whose half angle does not exceed 10°.
5.3.6.1.3 DisDenser jettison. The jettison of dispenser munitions has

proven to be particularly hazardous. Basic aerodynamic design should address
the jettison of the store full, partially full or empty, to provide safe
separation over a broad speed range. Factors to consider which would mini-
mize jettison problems include:
-..
.....
(a) Hold dispenser shape constant.
(b) Minimize center of gravity travel during dispensing.
(c) Provide dispenser with positive static stability for

all weight conditions from full to empty.
5.3.7 Store aerodynamics. The store designer must.be aware of”the

various aerodynamic considerations that need to be made when designing a
store intended for carriage on and employment or jettison from aircraft. The
aerodynamic characteristics of a store, although in a large measure dictated
by mission requirements, should be designed to minimize its effect on the
flying qualities, observabili.lty,and performance of the aircraft. As such,
prior to store design, every effort should be made to determine the various
model aircraft intended to carry the store. The flight design envelope of
the store should include the maximum and minimum airspeed and Mach number ~
limits of these aircraft, if practical. In the past, the store limit often
restricted the maximum speed of the aircraft when carrying the store. It is
desirable to carry, employ, and jettison the store to the limits of the air-
craft. The aerodynamic characteristics of the store should be documented in
report form for the full airspeed/Mach number envelope by wind tunnel tests.
5.3.7.1” Trade offs. An important consideration in the design is to

trade off requirements for the store’s free flight requirements for those
involving carriage on an aircraft. Of the latter, there are a multitude of
considerations. Once the usage characteristics have been defined, the spe-
cific aerodynamic environmental problems can be pursued.
71
MIL-HDBK-244A
5.3.7.2 ~. The drag of a store installed on an aircraft is a

function of the type of installation technique employed. Typical’installa-
tions are:
(a) Single or multiple carriage on external pylon.
(b) Tangential or conformal carriage on fuselage.
(c) Semi-submerged on fuselage.
(d) Internal or bomb bay. .-..
5.3.7.2.1 Free-body draq. Historically, a given store has been car-

ried on several different aircraft and in a wide range of carriage tech-
niques. In general, however, every effort should be expended to maintain
minimum free-body drag of the store resulting in the best aircraft/store
interface. Operational requirements will affect the general size and shape
of the store, but where possibl,e,shape variables.including nose shape,
after-body shape, frontal area, fin geometry discontinuities, and protuber-
ances should be,weighed in consideration of free stream drag.
.. ..... .
5.3.7.2.2 Installation factor. To aid interface analysis, store free-
body drag data should be available for its intended carriage Mach number
range over a reasonable.angle-of-attack range. The isolated drag of a store
is usually increased due to’airplane interference effects .be.tween the store
and mounting pylon, and the store and the wing or fuselage. The free stream
drag of a store in relation to its drag installed on a particular aircraft is
referred to as the ‘!inst?llationfactor.” This installation factor may not
- be constant stall mounting stations, butmay vary from one location to an-
other.
5.3.7.2.3 Supersonic. Supersonic carriage is another area which needs

more attention, particularly in acquiring’experimental (wind tunnel and
flight test) data. All too’often aircraft performance is significantly ham-
pered by inadequate consideration of these factors.
5.3.7.3 Stabilitv. The aerodynamic stability of an airborne store

is, in general, dictated by its primary operational use. The wide range of
store types, and their primary operational uses can pose serious interface
problems on a given carrier aircraft. Most conventional stores are designed
for subsonic or transonic flight. Because of this, they do not generally
have a significant effect on the basic static directional stability of air-,
craft designed for supersonic flight. Weapons that are specifically designed
for supersonic flight, however, usually.do’affect aircraft directional sta-.
bility.
5.3.7.3.1 Destabilizing effects. Generally, the carriage of external

store(s) on wing or fuselage pylons tends.to destabilize the aircraft due to
any, or all of the following:
72
MIL-HDBK-244A
(a) Externally mounted store(s) may have an aerodynamically

destabilizing effect on the aircraft resulting from a forward shift of the
aircraft neutral point, thus reducing the aircraft static longitudinal sta-
bility margin.
(b) The mounting of store(s) on wing or fuselage pylons can

have a significant effect on the aft e.g. travel of the aircraft. Moving of
the aircraft e.g. aft tends to destabilize the aircraft by reducing the air-
craft static longitudinal stability margin.
(c) Externally mounted stores may interfere with airflow in .

the vicinity of the horizontal tail which in turn can cause a destabilizing
effect onthe aircraft itself.
(d) High performance aircraft with swept wings tend to be

more susceptible to both an aircraft neutral point shift and an aft center of
gravity shift due to mounting of stores,on.wing pylons.
5.3.7.3.2 Stabilitv factors for various store classes. Stability fac-

tors for the aerodynamic design of the different classes of stores may be
stated as follows: .. ...... .
(a) Guided missiles and guided bombs - The required degree

of static stability of a guided weapon is dictated by its maneuvering re-
quirements and launch mode. Powered missiles may require high maneuvering
capabilities to intercept a target, and as a result, their static stability
may be neutral, or unstable. These missiles usually experience deviations
from the expected launch trajectory in pitch, yaw, or roll angles or rates.
To assure the safe separation of guided missiles and guided bombs the follow-
ing design factors should be incorporated into the weapon:
(lI.Weapon should have positive static stability at

launch; ~~
(2) An artificial weapon stability.at launch should be

incorporated (for example a pitch, yaw, and roll damper) if the positive
static stability cannot be obtained by other means.
(3) Incorporate acceptable control surface deflection

at launch.
(b) Unguided rockets - Conventional unguided rockets have

relatively low maneuvering requirements or are fired in a boresight mode.
For this weapon to be effective, it must have a positive static stability to
reduce launch perturbations to a minimum.
(c) Bombs - Bombs are Launched.in a boresight mode and to

be effective must have a positive static stabilityto reduce launch perturba-
tions to a minimum. Bombs as a class may be further subdivided into finned
and unfinned types.
73
. MIL-HDBK-244A
(1) Finned - As a general rule,it is recommended that

bombs (general purpose, mines, etc.) possess a positjve static longitudinal
stability margin of at least one body d“iameterto.provide safe separation.
For purposes of this paragraph, static, longitudinal, stability margin is de-
fined as the distance between the bomb center of gravity and its aerodynamic
center of pressure. Positive, static stability exists when the center of
pressure is aft of the center of gravity. It is noted that bomb areodynamic
characteristicsmust also provide for repeatable ballistics, and this is gen-
erally best achieved by maximizing the dynamic stability of the bomb. How-
ever, in some cases this can increase dispersion because of aircraft flow
field angularity. —
(2) Unfinned - Unfinned bombs, such as napalm,are designed

to possess aerodynamic instability for operational reasons. A general design
guideline to provide safe separation of this type store is to provide for as
dense a body as ossible. The ratio of length (ft) to pitching moment of
inertia (slug-ft9 ) for existing napalm bombs is in the range of .065 to .120.
The lower ratio tends,to provide improved separation characteristics.
(d) Dispensers - The dispenser is a unique class of air-

borne store and the Class 2 dispenser, which remai~s$attached--totheaircr
aft
after employment of its subrnunitions,creates particularly troublesome aero-
dynamic problems.
(1) The dis~enser with its submunitions and until its

submunitions are employed will undergo large variations in weight, center of
gravity, and moments of inertia, which .can drastically affect jettison char-
acteristics. Dispensers should be designed so that, during employment of its
submunitions, the’e.g. movement of the store is held constant or minimized.
(2) Dispensers which, after employment of submuni-

tions, have open tubes or bays can cause’severe drag and,stability problems
on the carrier aircraft. Further, the oPep tubes or bays whether they be
forward, rearward or downwardfacing, may cause aeroacoustic vibratory ef-
fects which can affect the structural integrity of both the store and the
aircraft.
(e) Special purpose stores - Special purpose stores are not

normally released fr~m the”aircraft, except under extreme emergency condi-
tions. Safe.separat on (jettison) of these stores should, however, be con-
sidered in their has”c design. The following should be,considered:
(1) Low ratio of length to pitch inertia.
(2) Stabilizing fins.
(f) Fuel tanks - Fuel tanks, riqid or collapsible, are not

normally released from the aircraft except’in-eme~gency,conditions.- Addi-
tionally, a fuel tank design may not necessarily be universally adaptable to
a varietv of aircraft. From the stand~oint of safe separation (jettison),
their ae~odynamic design can be tailored’to specificaircraft and its suspen-
sion equipment. An emergency jettison situation can occur at any flight
condition, and result frorn’afailure of aircraft ewJiPment”or combat urgency.
74
MIL-HDBK-244A
It is desirable, therefore, that the fuel tank be capable of jettison

throughout a broad speed range, and with any amount of fuel quantity from
full to empty. Design concepts to be considered include:
(1) Positive static stability- Possibly including

center of gravity control.
(2) Controlled release of tank from aircraft (pivots,

linkages, etc.) to assure safe jettison.
5.3.8 Analysis of store clearances and fit. One of.the first —

analyses to be made in determining the compatibility of a store with a par-
titular aircraft is that ofensuring that the store will physically fit on
the aircraft without interfering with any part of the aircraft, other stores,
or the ground. Allowable minimum distances between the store, the aircraft,
other stores, and the ground are contained In MIL-STD-1289. This document
also contains methods of testing to determine what clearances exist.
5.3.9 Store electrical interface. The configuration and func-

tional requirements for the electrical interface of the store to the suspen-
sion equipment employedon the aircraft must comply with the applicable
specifications. The design of these interfaces, both at the store and the
aircraft, requires a practical consideration of the operational conditions
under which these junctions will be made, serviced, and inspected. Particu-
lar attention should be given to:
(a) Accessibility and visibility for inspection and serv-

ice.
(b) Standardization with existing hardware.
(c) Elimination of tool requirements or, at east, the use

of standard tools for service.
(d) Protection from environmental conditions and

contaminants.
(e) Accommodations for safety and storage plugs to protect

interface surfaces and openings during service, storage, or inoperational
periods.
(f) Protection from weapon and aircraft engine exhaust gas

blast.
(g) Design to the electrical interface standardization

provided by MIL-STD-1760 (STANAG 3837 AAand AIR STD 20/22).
5.3.9.1 Store electrical connectors. Connectors must be designed to

prevent accidental shorting of contacts during mating of the plug and recep-
tacle. The connector must have positive mating features to prevent any pos-
sibility of mismating. It should contain peripheral grounding fingers that
connect the two mating halves of the connector before pin and socket contacts
make connection. The connector should also contain provisions for connecting
75
MIL-HDBK-244A
shield braid.for EMI protection. The connector mating halves on the air-
craft, store and-suspension equipment sides of the interface should contain
socket type contacts and the electrical adapter harness connector mating.
halves should contain pin type contacts. Refer to MIL-STD-1760 for connector
requirements. The store should be designed to allow power to be removed from
the interface before separation to avoid power arcing and associated equip-
ment damage during disconnect of a powered connector.
5.3.9.2 Store Din function assignments. The approach to pin func-

tion assignments must first include a pin study to segregate signals into
categories which first include a pin study to segregate signals into catego- .
ries which relate the electrical functions and provide the maximum safety and
electromagnetic compatibility. The characteristics of every signal -in’the.
aircraft/weapon interface’should be defined as follows:
(a) Function name
(b) Signal type - analog, discrete, pulse train, fire

(single end or differential)
“(c) Signal voltage - AC,DC .. ... .
(d) AC signal - volts, amperes, power factor and phase

relationship
(e) DC signal- volts and amperes
(f) Susceptibility threshold values
(g) Grounding
(1) Power
(2) Signs’.
(3) Shield.
For interfaces controlled .byMIL-STD-1760, the pin assignments for the elec-
trical interface connector are defined in the standard. The characteristics
listed above should still be defined for specific signals applied to the
interface lines. For example, if a pulse train is appliedto one of the high
bandwidth interface lines, the characteristics of.the pulse train must be
documented.
5.3.9.3 Connector location. Electrical connectors on the store

shall be located in’accordance with MIL-A-8591 (STANAG 3558 AA and AIR STD 20/14).
14herestores are to be installed on pylons, the electrical connections must not
extend beyond the contours of the pylon such that additional fairings or pylon
modifications would be required: Bail-bar locations shall b$ chosen to provide
easy electrical separation of umbilical connections for all ‘droppableor
jettisonable stores.
76
..<
MIL-HDBK-244A
5.3.9.4 Store Dower requirements. For new stores, MIL-STD-1760

defines the power requirements of the store at the electrical interface. For
non MIL-STD-1760 applications, the following conditions must be considered
during store design. All electrical equipment used in the aircraft is re-
quired to operate satisfactorily when designed to meet the power requirements
of MIL-STD-704, as a minimum. Equipment installed inside a store that.is
powered directly from the aircraft power sources must consider the additional
power characteristic degradation that will occur due to power distribution
from the aircraft interface to the power terminals on the store equipment. In
addition, MIL-STD-704 requires that AC loads applied to the aircraft.power
system (including loads applied by the store) must be phase .balancedwithin —
specified limits. The trend in new store designs, in general, is toward
requiring increased power consumption from the aircraft. Large single phase
loads imposed by the store on the aircraft power system resultin phase u-
nbalance and the phase voltage being out of specification limits. This un-
balance caused by a store could effect the performance of other aircraft
equipment. As a result, any AC loads exceeding 500 VA, are required to
utilize three phase AC power and must be balanced in terms of the load on
each phase within the balance limits of MIL-STD-704. Therefore, heaters and
powersupplies in the store must operate on balanced three phase power
instead of single phase AC power as has been used inthe past-i----
5.3.9.5 Connector kevwav. The electrical connector keyway orienta-

tion on the store must comply with ’therequirements of MIL-STD-1760.
In applications requiring more than one connector on a store, the
connector shell and keying shall be selected to preclude interchanging
(i.e; mismating) connectors.
5.3.10 Store mechanical interface. The mechanical interface of the

store to the suspension equipment and aircraft shall be as specified in
MIL-STD-2088, STANAG 3842 AA, STANAG 3575 AA, AIR STD 20/10, MIL-A-8591, and.
MIL-I-8671. The general configuration of the aircraft and location of its
equipment mus,tbe known to the ’store.designerin order that he may define the
store interfaces for, but not be limited to, the following:
(a) Physical clearances.
(b) Functional requirements.
(c) Operational requirements.
(d) Application of any spec,ialsupport equipment.
(e) Access requirements for installation and checkout.
5.3.”10.1 Store mechanical interference. In the design phase particu-

lar attention should be directed to the store mechanical interference re-
quirements. This is necessary to assure that the store will have the maximum
employment on the largest number of aircraft types, including provisions”for
interservice usage. If these various store mechanical interface requirements
77
MIL-HDBK-244A
could”be categorized; and perhaps standardized for all stores, it would mini-
mize the many problems associated with maintenance and logistics. The de-
sianer should consult the Aircraft Stores Interface Manual AOP-12, ~re~ared
by-the Joint Ordnance Commanders Sub Group (JOCG). This manual wili p}ove
most useful in revealing possible interference between munitions or stores
and the structures, pylons, bomb racks, etc. of the aircraft meant to carry
them.,
5.3.10.2 “All-uD” delivery to aircraft. The store interface should

be designed to be deliverable to the aircraft for loading as an “all-up”
round. When an item such as a fuze or sensing element is to.be.assembled to
the store after delivery to the aircraft,’it must be verified through tester “
analysis that this assembly will not degrade the performance of the store. In
the case of cluster weapons or multiple store adapters, the stores should be
preloaded to the adapters prior to loading to the’aircraft. The task associ-’
ated with loading or off-loading of stores should be kept to an absolute
minimum to meet normally imposed turn around time requirements and to sire-
plify the aircraft re-arming procedures.
5.3.10.3 Store luas. The store/aircraft interface must take into

consideration the physical attachment of the store to the aircraft-iThe
primary criterion consists of the store lug geometry and spacingfor proper
fit to suspension equipment hooks. Not only must the lugs properly mate with
the suspension hooks, but they must also carry the store loads induced by the
aircraft while operating at the limits of’its performance envelope. Objec-
tively, the aircraft performance should not be limited by stores constraints.
The general design criteria for store suspending lugs and the store-aircraft
interface ”shallbe as specified in MIL-A-8591
,. (STANAG 3726 AAand AIR STD 20/15).
5.3.10.4 Sway brace compatibility. Adequate structure must be de-

signed into the store for fit compatibility with sway braces, to carry side
loads induced into the store, and prevent anymoverneqt of the store on the,
suspension equipment. The sway brace areas shall be as specified in
MIL-A-8591.
5.3.10.5 E.iectorareas. If the suspension equipment contains an

ejector mechanism, the store must contain adequate structure (strongback) to
withstand the forces of the ejection pad(s). Consideration must be given to
access for actuation of the suspension equipment for opening or closing of
the hooks, adjustment and ’lockingof sway braces, adjustment of preload on
ejectors, installing or removing of safety pins, and electrical connector
access. The ejector area-requirements shall be as specified in MIL-A-8591.
5.3.10.6 Weiqht and center of gravity. The”store weight, or combined

weights where cluster or multiple stores are suspendedfrom a single station,
must be limited so that thelload carrying”capability of the weakest pylon or
suspension equipment under consideration is not exceeded,. The center of
gravity and mass property distribution must be considered to allow for normal
safe separation or emergency jettison from the aircraft. For dispensers,
fuel tanks, or any munition’that has a variable weight or center of gravity
during flight, separation/jettison capabilities must be evaluated for all
adverse conditions.
78
MIL-HDBK-244A
5.3.10.7 Special eauipment and services. The aircraft interface

should be evaluated for availability and arrangement of special equipment and
services that may be required by the store. For example, the availability of
any environmental cooling or heating, pneumatic plumbing, and hydraulics,
should be examined as well as the type of store fuzing. Obviously, for
droppable fuel tank installations, the stations selected should have provi-
sions for fuel connections and quantjty gauging.
5.3.11 Store structural requirements. When designing an airborne

store, the designer should provide structural strength for carriage, employ-
ment, and landing conditions. Structural strength and rigidity requirements _
for airborne stores are specified in MIL-A-8591; MIL-M-8856~ for missiles;
and MIL-T-18847, for US Navy external fuel tanks. The design should ensure
that the center of gravity of the store be located in the fore-and-aft direc-
tion, between the suspension lugs on dual-lug stores, and within two inches
of the lug vertical centerline on single lug stores. Design loads should be
those expected to be experienced when aboard all aircraft for which the store
is designed. If no specific aircraft are designated to carry the store, the
store should be designed to the most critical conditions specified in
MIL-A-8591, or MIL-M-8856, or MIL-T-18847, as applicable.
,, ... ...... -!,
5.3.11.1 Store/aircraft structural interface. The designer .should

obtain the necessary and sufficient basic elastic, aerodynamic, inertia,
structural damping, free-play, dynamic, material property, load, temperature,
and all other data required to define the store-to-aircraft interface bound-
ary conditions for the store during carriage, employment, and landing condi-
tions.
5.3.11.1.1 Deformation at interface. The cumulative effects of elas-

tic, permanent, or thermal deformations acting singly or together, which ~
result from application of design temperatures, repeated loads and limit
loads should not:
(a) Inhibit or degrade the mechanical operation of the

store or of the carriage/employment aircraft or suspension equipment.
..
(b) Adversely affect the store’s aerodynamic characteris-
tics or the aerodynamic characteristics of the carriage aircraft or suspen-
sion equipment.
(c) Require repair or replacement of parts.
~5.3.11.2 Carriaue loads imposed on store. The store musthave suffi-

cient strength to withstand all the loads imposed upon it during carriage on
aircraft. Such loads would include, but not be limited to, aerodynamic
loads, inertia loads, separation loads, aircraft to store, store to store,
store to suspension equipment interference effects, accelerations in all
three planes (including combinations thereof), taxi loads, field take-off
loads, rough-field and catapult take-off loads (if applicable), and landing.
loads. Flight loads should be all those expected to be experienced throughout
the entire’flight envelopes of all aircraft for which the store is designated
for carriage. If no specific aircraft are designated to carry the store, the
store should be designed to the most critical flight conditions specified in
79
.MIL-HDBK-244A
MIL-A-8591,’MIL-M-8856,or MIL-T-18847, as applicable. Design in-flight

accelerations should be as specified in MIL-A-8591. Design conditions should
include all possible stores stations, suspension equipment locations, loading
conditions (including asymmetric loadings; wing, fuselage, and suspension
equipment), and hung-store configurations.
5.3.11.3 Store flutter and vibration. The store design should meet
the applicable requirements of MIL-A-8870’for the aircraft carriage envelope
as well as the store aerodynamic envelope. The store design should be such
that there is no divergence or flutter of the store, Its components, or
store/rack combination ata~l speeds up to 1.15 times the highest limit speed
of the store or the aircraft/store combination. This design”requirement
applies for all of the aircraft on which the store is intended to be carried,
and for all design ranges of altitudes, maneuvers, loading conditions, and
aerodynamic heating effects. An increase of 15 percent in the equivalent air
speed at allpoints on the captive flight limit speed envelope, both at con-
stant Mach number and, alternately, at constant a~titude, should not result
in flutter or divergence. In addition, the total aerodynamic and structural
damping coefficient g for all alt~tudes and captive flight speeds must be at
least 3.o percent forall vibratorymodes. ‘ The natural frequencies of any
control
_—. surface balance weiuhts and attachments should not be--less..
than twice
the-frequencies of the flutter modes in which the’balance weights are effec-
tive. Sufficient stor[ fatigue strength should be provided for
aeroacoustical loads. The store should be designed to withstand and function
while being exposed to the representative operational vibration environments
specified in MIL-STD-8”o, Mpthod 514.3, 515.3, or to actual in-flight meas-
ured vibration levels, whichever is the most severe.
5.3.11.4 Store dvnamic res~onse. The magnitudes and distributions of

loads should include the effects of’the dynamic response of the store struc-
ture resulting from the transient”o~ sudden application of loads including,
but notlimited to, those resulting from the.separation sequence (employment
or jettison), and, in the case of external fuel tanks, fuel-slosh, and
fuel-surge.
5.3.11.5 Landinu loads imposed on store. The store must have suffi-
cient strength to withstand all loads imposed up.on”itduring field landings,
rough field-landings (if applicable’)and arrested landings (if the store is
intended for use on carrier-basedor Short Airfield for Tactical Support
(SATS) capable aircraft). Arrested landing accelerations should be as speci-
fied in MIL-A-8591. If no specific aircraft are ~esignated to carry the
store, it should be assumed’that the store will be used on carrier-based and
SATS - capable aircraft, unless such use IS specifically deleted as a design
requirement in an applicable-contractualdocumen~: Design conditions should
include all possible stores stations and suspension equipment locations and
loading configurations, including asymmetric loadings (wing, fuselage, and
suspension equipment), and hung-store configurations.
5.3.12 Store environment. The store structure and store components

should be designed to function without degradation under all operating condi-
tions in the natural and induced service environments. Specifically, the
store and its equipment should be designed to withstand and function while
!
80
MIL-HDBK-244A
being exposed to the representative operational vibration environments speci-

fied in MIL-STD-81O, Method 514.3, or 515.3, or to actual in-flight measured
vibration levels, whichever is the most severe. Obviously poor design prac-
tices, such as attaching equipment to thin surfaces or cantilevering equip-
ment, should be avoided. When practicable, external fins should be dynami-
cally damped to reduce the amount of vibration that they feed into the store
system. In addition, the design of the store should contain fail-safe fea-
tures, whenever practicable, as defined in MIL-A-8861 such that if and when
fatigue failures occur, they would not cause catastrophic failure of the
store.
5.3.12.1 Store aeroacoustic Parameters. Sufficient fatigue strength “-

should be provided to withstand oscillatory forces (aeroacoustic) associated
with turbulent airflow, boundary layers, wakes, and similar sources, as well
as radiated noises from jet effluxes. Consult MIL-A-87221 for detailed guid-
ance. Dispensers which leave cavities open to the airstream after munition
packages have been employed, should be designed to withstand the representa-
tive acoustic cavity resonance levels of MIL-STD-81O, Method 515.3, or actual
in-flight measured levels, whichever is more severe.
5.3.12.2 Store thermal environment. Design’considers-ti-on-mu-st

be
given to the thermal environment which the store will be subjected to while
being carried on an aircraft as well as the self-created thermal environment
in free flight. It is the responsibility of the store and related.suspension
equipment designer to:
(a) Define the thermal environment peculiar to the needs of

the store and related suspension equipment. This may be expressed as a maxi-
mum shock temperature or a time soak temperature.
(b) Define the coolant requirements from the aircraft system

necessary to sustain store equipment, if required.
(c) Define the exhaust gas or plume thermal field during

firing or launch.
..
(d) See 5.1.8.3 for additional thermal environment design
requirements. .
5.3.12.3 O~erational vibration. Representative operational’vibration

environments specified in MIL-STD-81O, Method 514.3 or 515.3 must not degrade
the store or its ability to function as”designed. The design of the store
should contain fail-safe features as defined in MIL-A-8861, whenever practi-
cable, so that if fatigue failures occur, they would not cause catastrophic
failure of the store.
5.3.12.4 Store e,lectromaqneticcriteria. The stores, including test

sets, should be designed to comply with the requirements of MIL-E-6051 and
for US Navy MIL-HDBK-235-1 (Electromagnetic Environment Criteria). In addi-
tion, the.following design guidance documents should be used:
81
MIL-HDBK-244A
Air Force - AFSCDH 1-4

..Navy -’SD-24
Army - Handbook AMCP-706-235, Report 18
5.3”.12.4.1 Store electroexplosive subsystems. Electroexplosive

subsystems shall be designed to the requirements as specified in:

- AFSC DH 2-5
Navy - MIL-STD-1385 -..

- MIL-HDBK-235-1
- OD 30393
5.3.12.4.2 Store electromagnetic interference. The procuring activity

should tailor the EMI requirements to fit the specific environment of the
system. When specified, all stores should comply with the requirements of
MIL-STD-461 and MIL-STD-462. The minimum methods that should be applied are
CE03, CE06, CE07,CSOliCS
02, CS06, RE02, RS02, and RS03i
5.3.12.4.3 Store electrical bondina and liuhtnina protection. Elec-

trical bonding and lightning protection requirements should be in accordance
with MIL-B-5087. Special electrostatic protection by grounding is provided
by OP-4 .
5.3.12.4.4 Store enaine electrostatic charainq. Stores that include

means of propulsion and contain antennae or unshi~lded electronic systems
should be designed to”min~mize generation of stat~c electricity.
5.3.12.4.5 Store electrostatic protection. All electrical, electronic,

explosive, and electromechanical subsysternslequipmentshould be designed to
prevent static electricity from degrading system effectiveness. Special
static protective procedures, such as grounding, are required for weapons
loading-and unloading operations. The following design guidance documents
should be used:
Air Force - AFM 127-100, DH 1-4

Navy - OP-4
In addition, DOD-HDBK-263 and DOD-STD-1686 defines electrostatic protection

requirements for non-electroexplosive system electrical/electronic equipment;
is defined”by MIL-STD-1512.
5.3:12.4.6 Store EMI.filters. Where EMI filters are shown to be neces-

sary, they should be designed to ’protectagainst the specified frequencies
and field intensities and evaluated when terminated in the tactical input and
output impedances. The filters shall complywith MIL-F-15733. RF filter
characteristics shall be .monitored’
for production purposes in accordance with
MIL-STD-220.
82
MIL-HDBK-244A
5.3.12.4.7 Store electromagnetic environment. Unless otherwise speci-

fied, the electromagnetic environment, should be as defined in MIL-STD-461
with supplementary requirements for Navy applications defined in MIL-HDBK-235-1
and supplementary Army applications defined in Army Missile Command
TR RD-TE-87-1.
5.3.13 Loadinu and handling. The wide variety of store types and
wide range of operational uses poses serious store loading and handling prob-
1ems. The stores must be shipped from the factory”to the operational thea-
ters by several modes of transportation. “Containersfor stores are wooden,
metal, foam, etc, and generally are inexpensive because they.may be dis- -..
carded. The transportation modes include truck, railroad, ship, aircraft,
and other suitable means. Weapons are stored in enclosed magazines, through-
out ships, open areas, and so forth, being exposed to.various environmental
extremes of weather (rain, snow, dust, mud) and radiation hazards. Stores
will be handled during night .operations,cold weather and high-wind (car-
rier). No damage to the store, fins or control surfaces, ram air turbines,
frangible radomes, exposed electrical connectors or the like can be tolerated
if it degrades the functioning of the store.
5.3.13.1 Stores desicm as a function of AGE and GSE requirements.

General design guidelines for stores in relation to the Aerospace Ground
Ecmi~ment (AGE) and Ground Support Equipment (GSE) requirements are as speci-
f~ed-in 5.3.13.1.1 through 5.3~13.1.11.-
5.3.13.1.1 Packaqinq. The various class stores shall be packaged in

accordance with MIL-STD-1319 and further detailed specifications from the
procurement activity.
5.3.13.1.2 Trans~ortation. The store should be suitable for transpor-

tation to the environmental limits defined in MIL-STD-1319.
5.3.13.1.3 Assembly. Assembly of stores is a major problem during

intensive operations. The requirement to uncrate various pieces and attach
fins, fuzes, arming wires, load dispensers, or ammunition is costly in man-
power and time. Every effort should be taken to minimize assembly time by
rapid attachment methods without the use of special tools. Minimum package
dunnage is also desirable. Where applicable, all-up stores are preferred.
5.3.13.1.4 Cradle area. The cradle area is very critical as stores may
be handled with many types and classes ofAGE/GSE during transportation and
~loading., Stores shall be designed in accordance with MIL-A-8591.
5.3.13.1.5 . Stronqback and sway brace areas. Strongback and sway brace
areas shall be designed in accordance with MIL-A-8591.
5.3.13.1.6 Hoist band areas. Many stores are loaded with single point
hoists with bands around, or attachment points on the store at or near the
center of gravity. Applicable store designs should include strengthened
areas for bands or attachment point for hoist. Thin skinned stores, such as
fire bombs, are most vulnerable to damage.
83
MIL-HD13K-244A
5.3.13.1.7 External protuberances. Exposed connectors, safety devices,

frangible nose cones, fins and control surfaces, ram air turbines, and so
forth, .are easily damaged during store handling and loading. The risk of
damage should be minimized or proper protection provided.
5.3.13.1.8 Fliqht line assembly or removal. Stores should be designed

to minimize requirements to install or remove parts while maximizing protec-
tionor safety devices on the flight line or carrier deck. These objects
become foreign object damage potential and missile hazards for high wind
conditions in addition to reducing tempo of operations.
,.
5.3.1’3.1.9~ Special tool requirements. Stores shall be designed to use -
standard tools for assembly, handling, or’loading~
5.3.13.1.10 Markinqs. Suitable markings concerning safety, store type,

special handling or loading requirements stiouldbe provided. Store shipping
containers should be marked in accordance with MIL-STD-129 and,49CFR, Parts
171-1”79.
5.3.13.1.11 AdaDter cables and store suspension requirements. Stores

should be designedto perform with existing electrical adapter-cables and
existing store suspension equipment.
5.3.14 “Fuzinq and arming. “Fuzingas referred to herein, applies to

devices located on or in the airborne weapons. Arming equipment, as referred
to herein, is part of the aircyaft or suspension and launching equipment.
Parts involved in fuzing armjng, i:cluding the weapon, fuze(s), suspension,
arming unit(s), interconnecting wires and electrical cables comprise a com-
mon, Interdependent”interface problem, and none of the parts should exercise
preferential or exclusive requirements over any other. Notwithstanding pos-
sible variations in weapon, fuzes, or aircraft store stations, design goals
of the interface should include as much standardization of the geometric,
structural, and functional characteristics as possible. The fuzing and arm-
ing system, collectively, should provide positive safety on the carrier deck
or the ground against weapon arming or functioning, and.the status of the
safe/arm conditionmust be.-plainlyevidenty Fuzing design safety shall com-
ply with the requirements’of MIL-STD-1316 (’STANAG’
3525 AA and AIR STD 20/15).
5.3.14.1 ““ Fuzeandwea~on. Present and future weapons which may have

different weights, sizes, shapes, fuze types, fuze locations, launching meth-
ods or functional characteristics, should incorporate standardized provisions
regarding management and initiation of the”fuze,arming cycle. Suctia system
should automatically control initiation of the arming cycle and positively
prevent completion of the arming cycle until the weapon has separated from
the,aircraft the specified minimum distance, as dictated by the weapon deliv-
ery tactic or mode, and the pertinent safety requirements, or as specified in
the appropriate system technical manual.
5.3.14.1.1” Mechanical fuze connections. The arming wire assembly,

routing, and attachment arrangement(s) which interconnect the electro-
mechanical arming unit(s) on the aircraft or launching equipment and the
84
MIL-HDBK-244A
fuze(s) in the weapon should have a minimum number of configurations. If nec-

essary, by unique requirements of particular weapons, a minimum number of
different arming wire arrangements may be acceptable as interim standards
only. However, change to the standard configuration should be accomplished
at the earliest times by modification to parts of the system as needed.
5.3.14.1.2 Mechanical fuze characteristics. The “SAFE” and “ARMED”

condition of the fuze should be controlled by retention or extraction, re-
spectively, of the arming wire from the mechanical part of the fuze which
initiates arming or permits the fuze to start such process. Completion of
the arming process should not cause detonation or function of the fuze, but a
subsequent, specified environmental stimulus will cause an armed fuze to -
function. Certain forward-launched or propelled weapons having fuzes armed
by a specified acceleration historyor by rocket motor pressure should in-
clude a specified mechanical safety feature to maintain the weapon inan
unarmed condition during ground handling and stowage and may, therefore, omit
the mechanical arming sequence above. Inadvertent firing of the rocket motor
should not result in an armed store. A fuze arming wire extraction force
range of 30 to 80 pounds should be provided. A minimum of 30 pounds extrac-
tion force (with the wire retained in the fuze) is required to ensure a
“SAFE” fuze. To-ensure an “ARMED” fuze, an arming wire extractlonforce of
no more than 80 pounds should be required on the fuze. In either instance, a
design goal should be to separate the arming wire from the aircraft as a
final function, to avoid airframe damage.
5.3.14.1.3. Electrical fuze connections and characteristics. A maximum

of one power lead and one ground return wire connection between the aircraft
and store should constitute the physical interface if electric fuze(s) are
used in the weapon. The weapon connection should be located as specified in
MIL-A-8591. Coded fuze control commands should retransmitted, comprising
specified various DC voltage levels, or no voltage, and either positive’or
negative. An RF coded system should not be used. The electric fuze settings
for arming time(s) and function time(s) should be transmitted to the weapon
after release of the weapon and before a 5-inch separation occurs between
launcher and weapon. After transmitting fuze functional information, the
cable should disconnect from the aircraft and go with the weapon.
5.3.14.1.4 Digital fuzing. For new store applications using

MIL-STD-1760 and its associated MIL-STD-1553 multiplexed digital data inter-
face, the transfer of arming commands from aircraft to the store should occur
through the MIL-STD-1760 interface. The transfer of the digitally encoded
.fuzing commands can be protected to a high level by error detection methods
described.in MIL-STD-1553 and MIL-STD-1760 and.through the use of Preset,
Verify, Execute (PVE) command and monitor sequences. The use of digital fuzing
not only provides an expansion of arming and fuzing options but also allows the
aircraft to monitor the arming/fuzing status of the store prior to store separa-
tion. The full acceptance of the arming/fuzing commands can be made condi-
tional (in the store) on the detection of interface disconnect (all address
lines revert to logic 1 state with address parity error) plus other environ-
mental sensor(s) within a predefine time receiving the arming/fuzing mes-
sages from ’’theaircraft.
85
MIL-HDBK-244A
5.3.15 Reliability and maintainability. Crucially important char-

acteristics of”a store design are its reliability and maintainability. Relia-
bility can be expressed as a probability that the store will perform its
intended function for a specified period of time under stated conditions.
Maintainability is a characteristic of store design and installation that can
also be expressed as the probability that it will be retained in or restored
to a specific condition within a given period of time. Such characteristics
should be part of the initial design as opposed to modifications.
5.3.15.1 Store system effectiveness. Both reliability and

maintainability are parameters of system effectiveness analyses,. Where —
weapon system effectiveness can be defined to be a quantitative measure of
the extent to which the system may be expected to achieve a set of specific
mission requirements, it is’imperative that both storereliability and
maintainability requirements be based on system effectiveness requirements
and not be arbitrarily set or guessed at. Hhen store ”reliabilityand
maintainabilityrequirement~ are related to their effect on the system, fu-
ture design changes and the~r reliability and main~ainability impact can be
evaluated against the effectiveness goal. Based’on the effectiveness analy-
ses or model, store reliability and maintainability numbers can be assigned
, .,. -..
.......
.toguidethe”design:
5.3.16 Mass t)roDertiesvariation. To achieve high quantity produc-

tion rates economically, liberal store manufacturing tolerances are generally
permitted. Unfortunately, these liberal tolerances significantly affect the
weight, balance, and moments-of-ipertia characteristics of the store. In
achieving aircraft/store cornpatibllity$store mass propertiesare”very impor-
tant from an aircraft structural loads or flutter standpoint. This effect
can be critical in the case of smaller aircraft, or aircraft whichcarry
large numbers of stores.
5.3.16.1 Mass properties tolerances. At present, the range of store

production mass properties tolerances are not known for existing non-nuclear
stores. Mass properties for nuclear stores, on the-other hand, are generally
well defined. Designers of new stores should incorporate into their design
criteria the following.production tolerances: weight k5%; center of gravity
~0.50 inch (~12.70mm); moments of inertia 410%. A quality control procedure
should also be included in production contracts to ensure that these
tolerances are not being exceeded.
5.3.17 Conflagration. The continuing development of new propellant

and explosive constituents and the emergence of advanced design techniques
for protecting weapon”motors and warheads from cook-off should be utilized to
a maximum in the design of new storesto minimize the.stores’ sensitivity to
external flanieor heat and to ensure, upon eventual ignition, that the
stores’ burning rate is minimized. Store’fusing should”be failsafe with
respect to environmental temperatures above its design.limit; New stores may
draw upon the aircraft’s internal’fire-fighting and inerting systems to pro-
vide for internal and external store protection from a high temperature envi-
ronment, or to quench a fire within the store. The developing advanced tech-
nology for aircraft fuel system increased survivability .and reduction of
vulnerability may be exploited in store design to guard against conflagra-
tion, either as an initiator or a victim.
86
MIL-HDBK-244A
5.3.17.1 Store fire Protection. If available operational aircraft

systems will not suffice, the requirements of the aircraft/weapon system may
place the bulk of the separate store fire-protection and fire-fighting system
within the aircraft.
“5.4 Stores management system. The stores management system

(SMS) controls, monitors, and releases the various stores located at the air-”
craft store stations. The SMS equipment provides the major electrical inter-
face between the aircraft electronic and electrical systems and the stores,
and between the aircraft and the suspension and release equipment (S&RE). For
applications where mission stores are carried on an aircraft.via a carriage ._
store (e.g., a multiple carriage rack), the SMS controls the mission store by
issuing commands to the carriage store for transfer to the mission store.
5.4.1 Stores management eauipment. Implementation of the SMS

functions can be allocated among various aircraft equipment. However, the
SMS tends to be implemented with one of two types of system architecture:
centralized or distributed.
(a) Centralized - In the centralized system, the SMS typi-

cally consists of a central-control unit installedin’fan avi.oniwbay and a
set of controls and displays installed in the cockpit. All wiring associated
with each of the store stations connect to the central control unit.
(b) Distributed - In the distributed system, the SMS typi-

tally consists of the following:
(1) Stores Management Processor installed in the avi-

onic equipment bay.
(2} Remote encoders/decoders installed near the store

station.
(3) Control/display panel installed in the cockpit.
- (4) -Power distribution unit installed near the power

bus.
(5) Wideband signal distribution unit installedin the

avionics bay.
5.4.2 SMS electrical interfaces. The SMS (as a subsystem) will

contain a number of electrical interfaces. A representative list of these
interfaces are:
(a) SMS to avionics equipment - This interface should use

the multiplex, data mechanism for maximum flexibility and to simplify future
upgrades. Some interfaces may exceed the information bandwidth or response
time available on the multiplex bus and therefore may require dedicated wir-
ing.
87
MIL-HDBK-244A
(b) SMS to power system - This interface consists primarily

of power wiring to feed electrical energy from the power system to the SMS
and its associated equipment. For aircraft that use multiplex based power
distribution control systems, a data interface may also be”required.
(c) SMS”to suspension equipment - This interface tends to

consist of dedicated wiring for power locks,arming units, pulsed power for
firing electroexplosive devices, and status monitoring of the release
equipment.
(d) SMS to control displays - This interface .may be multi- .

plex bus or dedicated wiring dependingon the controls/displays concept
adopted for the aircraft. ‘(See5.4.4)
(e) SMS to stores - This interface typically consists of

seemingly random combinations of dedicated discrete, analog and power wiring
for older stores. New stores using MIL-STD-1760 interfaces will simplify the
SMS store interface by.standardizing the signals in this ’interface. For
these new store applications, the multiplex bus based MIL-STD-1760 provides a
flexible command, statusing and data communication link between the SMS and
the store. If the distributed SMS concept ’is selected for a spew-fic air-
craft, then the various sub-elements of the SMS will also contain interfaces
among themselves. Recent distributed SMS’implementations tend to use redun-
dant buses (e.g., MIL-STD-1’553)for the bulk of these interfaces.
“5.4.2.1 Electrical connectors. Connectors mustbe designed to pre-

vent accidental shorting of contacts during mating of the pl’ugand,recepta-
cle. The connector must contain positive mating featuresto prevent any
possibility of mismating. ‘It should contain peripheral grounding ”fingers
that connect the two mating halves of the connector before pin and socket
contacts make contact. The connector should also contain provisions for
terminating shield braid for EME protection. The connector mating halves on
the aircraft, store and suspension equipment sides of the interface should
contain socket-type contacts and the electrical adapter harness connector
mating halves should have pin-type contacts. In general, connector selection
should be made utilizing MIL-C-38999 Series 111 or IV with finish W. For
MIL-STD-1760 applications, the aircraft station interface (ASI) connector
requirements are defined in the standard. The aircraft SMS should be.designed
to ensure that store station connectors are not powered until an indication
that the interface mated condition exists. Furthermore, the aircraft SMS
design should ensure that power is removed from the interface before separation
at that interface to avoid power arcing and associated equipment damage .during
disconnect of a powered connector.
5.4.2.2 Pin function assicmments. Pin functionassignments for all

connectors in the SMS should be established after completion of a pin study.
This study segregates signals into categories with related electrical
functions and provides maximum safety and electromagnetic compatibility. The
pin study must include a bent-pin analysis for all signals associated with
safety critical functions. Th[ characteristics of every signal in the inter-
faces-shou’d be defined as fol’ows:
(a) Function name.
88
MIL-HDBK-244A
(b) Signal type- analog, discrete, pulse train, fire pulse

(differential fire signals only).
(c) Signal voltage, current, power factor, and phase.
(d) Susceptibility threshold values.
(e) Grounding for power, signal and shield.
(f) Any special characteristics or requirements.
For interfaces controlled by MIL-STD-1760, the pin function and’assignments

for the ASI connector are defined in the standard. The characteristics listed
above should still be defined for specific signals applied to the interface
lines. For example, if a pulse train is applied to one of the high bandwidth
interface lines, the characteristics of the pulse train must be documented.
5.4.2.3 Location of electrical connectors. The following criteria

should be used as a guide to locating the electrical connectors on the SMS
equipment:
;.”-
(a) Maximumprotection against EME.’ ‘--””-’-’
“
(b) Maximum protection against moisture.
(c) Ease of connecting test equipment and aircraft cables.
5.4.2.4 Electrical inrmt Dower. The SMS equipment should be de-

signed to operate when energized with aircraft electrical power having the
characteristics and limits specified in MIL-STD-704.
5.4.3 SMS mechanical interface. The mechanical interface design

should consider the following:
(a) Ease of installation and removal.
(b) Maximum protection from EMI/EMP.
(c) Maximum protection from service environmental condi-

tions.
5.4.4 Controls and dis~lavs. The stores management control and

display functions must be integrated into the overall man-machine interface
concept selected for the crew stations. If this selected concept includes
integration of the SMS controls/displays (e.g., multifunction displays),
substantial integration between the SMS and the aircraft controls/displays
subsystem is required. Human factor aspects (MIL-STD-1472) particularly crew
workload, must be considered in selecting the controls/displays concept and
89
I
MIL-HDBK-244A
in determining the interaction required with the air crew. Extensive automa-
tion of stores management functions should be considered to reduce crew
workload. The use-of dedicated controls and displays for some critical SMS
functions (e.g., emergency jettison and backup modes) must be considered.
5.4.5 General desicincriteria. The following item should be con-

sidered during the design of.stores management equipment:
(a) The electronic portion of the equipment should be func-

tionally modularized (printed circuit cards should be designed to perform a
function: not be designed
,,, as a specific weapon controller).. —
(b) Microprocessor control of the functional electronic

cards should be considered so as to mini,mizechanges to aircraft wiring and
system hardware.
(c) The design of the equipment should be such that any

failure or malfunction within the equipmept shall not create a hazardous or
catastrophic condition by’reason of its failure mode or by the direct effect
of such a failure on interfacing equipment. The equipment design shall be
that no singlefailurewill ‘result”inan erroneousrelease commandto a
store.
(d) A failure.detectionfunction should be provided to indi-

cate a go-no-go condition of the equipment. This function should include a
continuous Built-in-Test (BIT) that is automatically initiated upon applica-
tion of power to the equipment and should not interfere with any system func-
tion or operational mode. ~n addition, a manually initiated operational test
should be provided to detect equipment failures, then isolate, record, re-
port, and identify the failure. Reporting of degraded mode capability
(degraded mode assessment),:based on current mission stores loading, should be
designed into the system to~advisethecrew of mission capability limitations.
5.5 Helicopter application. Design requirements for stores

compatibility on U.S. Army rotary’wing aircraft are addressed in AMC
Pamphlets AMCP 706-201 Helicopter Engineering, Part One, Preliminary Design,
and AMCP 706-202 Helicopter Engineering, Part Two, Detail 202 Helicopter
Engineering , Part Two, Detail Design.
90
MIL-HDBK-244A
6. TESTS AND ANALYSES
6.1 Ground tests. The procuring activity shall approve all test
plans, test procedures, and test schedules prior to the conduct of any pro-
posed or actual tests.
6.101 Test plan. The test plan shall include test objectives and
descriptions of each planned test, including equipment and facilities to be
used, performance characteristics and accuracy of test instrumentation and
recording devices to be used, and data to be recorded. Reliability criteria
and failure definition shall be stated in each applicable test .plan. The
test program shall include, but not be limited to the minimum demonstration -
and test regimen herein required. Purchase of costly test equipment, dupli-
cating that available at Government facilities, shall be avoided by utilizing
such facilities.
6.1.2 Wind tunnel tests. Wind tunnel tests are necessary to es-
tablish aircraft/store compatibility to obtain qualitative and quantitative
aerodynamic, aeroelastic, and dynamic data for aircraft and store combina-
tions. Sufficient data is needed for the aircraft alone and for the isolated
stores to provide avalid base for evaluating the incremental---interference
effects from the aircraft to.store and where applicable, store to store com-
binations. Wind tunnel tests are conducted to provide data to supplement or
substantiate analysis methods and provide reference information for conduct-
ing flight tests. Hind tunnel tests are particularly needed where analytical
limits cannot be established or where analysis indicates marginal operation”
characteristics of the aircraft/store combination under consideration. Thus
wind tunnel tests can be very extensive or can be selective for certain con-
figurations judged to be critical. Data shall be obtained, but not be lim-
ited to, the following relationships:
(a) Effects of stores and suspension equipment on the a-ir-

craft.
(b) Effects of stores on the suspension equipment.
(c) Effects of suspension equipment on the aircraft.
(d) Effects of aircraft and suspension equipment on the

store.
:6.1.2.1 Effect of stores on aircraft. Hind tunnel testing shall be

conducted with sufficient instrumentation to evaluate, as a minimum, the
following aerodynamic effects of stores:
(a) Changes in the drag, stability, and control of the

aircraft during store carriage.
(b) Disturbances to the local flow field of the aircraft.
(c) Additional forces and moments imparted to the aircraft

through the suspension system.
91
I
MIL-HDBK-244A
(d) Changes in the flutter.and divergence characteristics

of the aircraft.
6.1.2.1.1 Test models. Test models for stores effects on aircraft

usually require specially tailored models, “equipment,and techniques.
(a) Aircraft aerodynamics and captive store airloads use

three dimensional models and acquire data with strain gauge balances, pres-
sure instrumentation, flow visualization techniques, and flow survey rakes.
(b) Flutter and divergence studiesrequire.wirid tunnel ,-

model tests of the aircraft with suspension systems and stores. Model dy-
namic similarity for important geometric, mass, and elastic parameters is
necessary. Model instrumentation, such as accelerometers and strain gauges,
are used to obtain test data. An exciter mechanism for the model may be
useful.
6.1.2.1.2 Test data. Data from these tests should be obtained at

sufficient variations in Reynolds number, Mach number, angle of attack,
sideslip, control surface deflection and store loading to represent all rea-
sonable flight c,onditions~ Force; moment, and pressure data should be re-
duced to coefficient form and presented as functions of the test variables.
Flutter and divergence test}data sijoul,d
include airplaneequivalent veloci-
ties, altitude, Mach number, frequencies, damping, modal descriptions. and
descriptions of the test configuration including mass and.elastic distribu-
tions. Since Reynolds number and Mach number effects are often critical to
the validity of data, ‘considerationm
ust.be given to the needs for matching
these test parameters with flight conditions. These considerations are par-
ticularly important for transonic speeds and where’boundary layer conditions
must be simulated.
6.1;2.2 Effect of aircraft on stores. Aerodynamic environment for a

captive store frequently involves curvilinear flow’induced by either the
aircraft, the aircraft and suspension equipment, or the aircraft, suspension
equipment, and adjacent stores. Forces and”moments acting on the store and
its components are normally much different from these which would be encoun-
tered In an isolated environment. Wind tunnel testing should be used to
evaluate the captive store airloads and to determine trajectory characteris-
tics of the store separating frornthe aircraft”.‘Where the stotieis sensitive
to environment characteristics such as temperature”,pressure (or gradients
thereof) or imbeddedshock patterns, local flow data are also needed.
6/1.2.2.1 Test models for aircraft effect on stores. These tests

entail specifically tailored models, equipment, and techniques. Captive
airload tests use three-dimensional models to acquire data with strain gauge
balance, pressure instrumentation and flow visualization techniques. Strain
gauges may be used in the store mode, in the suspension system, and inthe
airplane model at the point of attachment. Data onthe three force and three
92
MIL-HDBK-244A
moment components are des red for acquiring the imposed airloads. As a mini-
mum. two force components (normal force and side force) PIUS two moment com-
ponents (pitching moment and yawing moment) should be attained. The rolling
moment component should also be included when testing finned stores. If
model size permits, the axial force component should also be included.
6.1.2;2.2 Wind tunnel tests for store se~aration. Wind tunnel tests
for store separationdata may be obtained, but not limited to,the following
tests:
(a) Dynamic drop - The dynamic drop tests use.dynamically _

scaled store models. Data are recorded photographically. (This type of
testing is limited to simulated level flight releases only.)
(b) Captive trajectory- Captive trajectory tests use a

strain gauge balance within the separating store to continually measure the
forces and moments acting on the store and uses an on-line computer to calcu-
late the store trajectory.
(c) Grid data- Grid data tests use an instrumented store.

‘or-pressure raketo survey the flow field through which the store-must sepa-
rate.
6.1.2.2.2.1 Wind tunnel test data for store set)aration. Drop test and
captive trajectory data should be adequate for establishing trajectories in
the form of store position and attitude. Grid data should provide store
forces and moments as functions of store position and attitude for a space
grid sufficient to enclose any store trajectory from the release position.
Grid pressure rake data should cover the same trajectory region and should be
obtained in the form of flow angularity and velocity. Accurate simulation of
the ejector time versus load history is a crucial part of these tests.
6.1.2.2.3 Wind tunnel facilities. Some of the wind tunnel test fa-
cilities used for investigation of store separation are listed in Table II.
6.1.2.3 Isolated store aerodynamic tests. The purpose of isolated

store .aerodynamic testing is to determine the free-air” or isolated store
aerodynamic characteristics. These tests should cover the range of Mach
numbers and, if possible, Reynolds number anticipated for the future opera-
tional usaue of the store. Anqles ’ofattack, sideslip, and bank should be .
investigat~d to determine the ~tore’s stability characteristics under the
:most’severe conditions. High angles of attack( ~ 90” ) should be considered
for finless stores. Missiles and finned stores should be tested to y45°.
Asymmetric bodies should be tested to ~ 90° roll angle and ~ 90° yaw”
angle.
93
MIL-HDBK-244A
TABLE 11. Wind tunnel facilities for store se~aration.
Test
Test Tunnel Speed section Test
laboratory types ranae size method
NSRDC j_/ Subsonic 10-180 8’ X 10’ Dynamic drop

(Govt.) (continuous) MPH
Transonic 0.3-1.17 7’ x 10’ (1) Captive trajectory
(continuous) Mach (2) Grid
(F1.owfield) -.
(3) Dynamic drop
Supersonic 0.2-4.5 18” X 18” Dynamic drop
(intermittent) Mach
0.1-1.3, 41 x 41. (1) Captive trajectory

AEDC z/ Transonic
(Govt.) (continuous) 1.6, 2.0 (?). Grid
Mach
,, (F1ow field)
(3) Dynamic drop
Transonic 0.2-1.6 16’ X, 16’ Dynamic drop
,. (continuous) Mach -........
Supersonic 1.5-4.75 16’ X 16’ Dynamic drop
(continuous) Mach
1.5-6.0 40” x 40” Dynamic drop
Mach
CAL al Transonic 0-1.34 8’ X 8’ Captive trajectory

(Private) (continuous) Mach
GD ~1 High speed 0.5-2.0 4! x 4’ (1) Captive trajector~

(Private) (intermittent) Mach (2) Grid
(Flowf eld)
(3) Dynamic drop
LTV SI High speed .0.5-5.0 4’ x 4! (1) Captive trajector~

(VSD) (intermittent) Mach (2) Dynamic drop
(Private)
Low speed 40-350 7’ x 10’ (1) Captive trajector~
(continuous) fps (2) Dvnamic dro~
Naval Ship Research and’Development Center,

Arnold Engineering Development Center
CALSPAN
General Dynamics (San Diego)
LTV Aerospace Corp., Vought Systems Division
94
MIL-HDBK-244A
6.1.2.3.1 Store model. Isolated store aerodynamic tests should util-

ize specifically tailored full-scale stores or stores scaled to the least
extent necessary compatible with tunnel requirements, (“e.g.,interference
effects, blockage) to ensure the highest degree of simulation. Isolated
store tests also aid in ensuring that subsequent store separation wind tunnel
tests (eithercaptive trajectory system or dynamic drop), which employ
smaller models, are measuring the appropriate loads.
6.1.2.3.2’ ~~~ Store model ca~abilities. The store model used in the tests
shall have the following minimum capabilities:
(a) Aefodynarnicforce and moment tests req’uiiethe use.of a -

6-component balance. Supplementary information can be obtained through the
use of pressure surveys and flow field visualization techniques. -
(b) The model should have the capability of being posi-

tioned to allow the obtaining of aerodynamic information throughout a wide
range of pitch, roll, and yaw angles. Roll angle capability should be upto
900 to obtain the effect on store stability margin.
.6.1.3 Store and suspension equi~ment charaeteristicste-sts. Sev-

eral static and functional tests of the store and suspension equipment combi-
nation shall be conducted which will establish some basic store and suspen-
sion.equipment characteristics prior to operational tests in flight. In some
cases, the flight environment will be more severe than for ground tests.
However, quantitative results can be obtained under controlled conditions on
the ground while comparable data would not be possible or would be much less
accurate if taken during flight. The reduced accuracies are a result of
compromises in instrumentation and because of the increased number of varia-
bles that are inherent to a flight program. The basic objectives of these
tests are to evaluate variables affecting compatibility and to confirm those
used in predictions of satisfactory system performance.
6.1.3.1 Structural response during multiDle store release. Tests to

define the structural response during multiple ”store release are also re-
quired to evaluate these effectson store velocity during separation. A test
set-up for this purpose should include airframe structure, suspension equip-
ment, store racks and weapons to produce represen”tativestructural response
during ejector firings. Variations ’in store loading and release interval
should be representative of those for weapon delivery. Ejections of various
weight stores should be made singly and in ripple from each rack position.
Ripple ejections of stores are required to determine the effect of suspension
equipment dynamic response on store ejection velocity. Test data should
define time histories of store and rack position and attitude. The data
should also provide means for evaluating the impulse imparted to each store
during the separation cycle. The test data will include strain measurements
of stressed linkages, actuators, frame members, and brackets. This data
will be used to evaluate safety factors used in design and to provide a data
base for solution of any in-service problems.
95
MIL-HDBK-244A
6.1.3.2 Ejector performance tests. Tests should be performed to .

determine ejector performance, including data as to variations in impulse
imparted to stores because of differences ‘in rack orifice settings orin
production cartridges. These tests should be performed for all types of
cartridges, ejectors and racks to be used as part of a weapon system. The
data are applicable to other’weapon systems, provided there ate no lar9e,
differences in the support structure that will appreciably change the rack
flexibility and store dynamics. The ejector performance tests provide the
definitive and representative data needed for the analytical procedures used
to study store releases. These analytical procedures avoid the ’need ofdy-
namic response data for a very large number of ground test store drops. —
6.1.4 Store tests. The store shall be tested to determine if the

design requirements have been achieved. This will be accomplished by static
tests, liquid-filled store tests, vibrat’on tests, and acoustic tests as
shown in 6.1.4.1 through 6.1.4.4.
6.1.4.1 Store static tests. The.store shall be static tested as

specified in 6.1.4:1.1 through 6.1.4.4.
6.1.4.1.1 Testfixture. The, test specimen sho~ld be incwted in a

fixture duplicating the normal suspension equipment. The fixture should be
capable of reacting any loads applied to the store. Application of loads to
the store should be performed in such a way that they will, as closely as
possible, duplicate the shear and moment diagrams,for the corresponding load- “’-
ing conditions. The fixture should be sufficiently rigid so that there will
be no significant deflection on ttiepart of the fixture throughout the test.
Sufficient deflection gages”should be incorporated’in the test instrumenta-
tion to define a stiffness matrix for the item being tested to verify the
predicted stiffness of the item’as used in the aeroelastic analysis.
6.1.4.1.2 Des5qn limit and yield loads, The test specimen should be
static tested to its design’limit and yield loads (115 percent of design
limit load) in each axis. The loads should be applied incrementally until
100 percent of’the design load has been reached. Each percent increment should
be held for one minute before proceeding to the.next percent’increment. At
the end of the 100 percent load one minute ’holdingperiod, the load should be
relieved to zero and the test specimen inspected for permanent deformation.
Permanent deformation after the removal of the 100 percent load constitutes
a failure of the test. The test specimen should be subjected to a yield load
of 115 percent of design limit load for one minute. The 115 percent load
should be relieved to zero and the test specimen inspected for deformation.
Permanent deformation after removal of the 115.percent load will constitute
a failure of the test.
6.1.4.1.3 Desicm ultimate load. The test specimen should be static

tested to its design ultimate load. The load should be applied incrementally
until 150 percent of the design limit load has been reached. The test speci-
men should withstand the design ultimate load without failure although defor-
mation is allowable.
96
MIL-HDBK-244A
6.1.4.1.4 Failure load. The test specimen should be tested to fai

ure. Failure load of the test specimen is defined as that load at which any
part of the primary structure of the test specimen fractures. The loads
applied to the specimen at failure should be measured and recorded.
6.1.4.2 Liauid-filled stores tests. Liquid-filled stores shall be

tested as specified in 6.1.4.2.1 through 6.1.4.2.3.
6.1.4.2.1 Accelerated loads test. It should be demonstrated that the

store filled to the applicable capacity, and its internal components “can
sustain the dynamic effects of 1.00 times the design inertial limit load at
the applicable weights for catapult, arrested landing, and flight conditions -
without leakage, permanent set or failure. Further, it should be demon-
strated that the,store, filled to the applicable capacity, and its internal
components can sustain the dynamic effects of 1.50 times the design inertial
limit loads at the applicable weights for catapult, arrested landing, and
flight conditions without fracture or failure.
6.1.4.2.2 Test method. The test method should simulate the dynamic
effects of fluid on the store and the internal components during the applica-
ble loading.c
onditions. Ground tests of U.S. Navy external fuel--tanksshould
be in accordance with MIL-T-18847. The proposed test method should be sub-
mitted to the procuring agency for approval.
6.1.4.2.3 External ~rotrusionk load tests.. The external protrusions,

such as, but not limited to, fins, tail cones, or fairings shall be subjected’
to the following design limit loads:
(a) 1.00 times the applicable loads without permanent set,

leakage, or structural failure.
(b) 1.50 times the applicable loads without failure.
6.1.4.3 Vibration tests. Vibration tests will be performed as

specified in 6.1.4.3.1 through 6.1.4.3.4 and Table III.
6.1.4.3.1 External store confiwrations. Using information obtained

from the final external stores configuration definition and from the para-.
metric analyses, a set of configurations should be developed for ground vi-
bration testing. All required loads of the specified external stores con-
figurations should be considered and a set of the most critical configura-
tions selected for test. To the extent possible, other configurations should
be selected for test which will provide data on a range of values of important
parameters such as inertia, weight, and center-of-gravity location.
6;1.4.3.2 Pvlon influence coefficient. A pylon influence coefficient

test should determine the pylon-rack stiffness to be used in flutter analyses
and the design of the flutter model pylons.
97
I
MIL-HDBK-244A
TABLE III. Vibration test methods.1/
;omponents Simulated
to be vibration Failure
tested environment definition Test methods
;tore and Z/ Service definition No allowable store Method 514.3

Associated for store or aircraft per- MIL-STD-81O
]ardware formance degradation ‘“
or malfunction
;tores contain- Service definition No allowable store Method 514.3

ing electronic for store or aircraft per- MIL-STD-81O
?qui’pment,such formance degradation
is EChl, or malfunction
sensors, etc with pro?f that
electronics payload
has withstood the
vibration environment
‘‘ Operational SI No allowableJstore --...-.~ethod

515.3
Store and
associated acoustic or aircraft per- MIL-STD-81O
hardware formance degradat~on
or malfunction
Store and Repetitive No allowable store Method 519.3

associated firing of guns or aircraft per- MIL-STD-81O
hardware mounted in, on, formance degradation
or near the or malfunction
aircraft
structure
If actual, in-flight measured vibrations are known and are more severe
than those shown in TABLE III then the measured levels shall be used in
lieu of those stated for MIL-STD-81O,
“Associated hardware” is all accessory equipment that will make the store
functionally operational.
See 6..I
.4.4 for acoustic testing of areas that have sound pressure
levels in excess of 140dB.
98
MIL-HDBK-244A
6.1.4.3.3 Jig-mounted PYIon around vibration. A jig-mounted pylon

ground vibration test consisting of the pylon, pylon-store interface struc-
ture, wing-pylon interface structure, and store(s) shall be performed early
in the development phase. This test is necessary to validate the mathemati-
cal model and the wind tunnel model being used for the external store flutter
clearance effort. This test should accurately determine the frequencies,
node lines, mode shapes, and damping ratios of each normal mode of the sys-
tem.
6.1.4.3.4 Air~lane qround vibration. Airplane ground vibration tests

with the specified external stores should determine the dynamic characteris- .
tics (natural frequencies, mode shapes and damping) of the airplane and, in
addition, should investigate the degree of dynamic similarity of the flutter
and analytical mathematical models to the actual airplane.
6.1.4.4 Acoustic tests. Stores, mounts and adjacent-structures

which are exposed to acoustic or aero-acoustic sound pressure levels in ex-
cess of 140 dB should be tested in acoustic facilities. During these tests,
the operational conditions should be simulated as closely as practicable.
These conditions include the acoustic environment, boundary conditions, tem-
perature, and service time. ,Method 515.3 of MIL-STD-8J0 titld-.’2lcoustic
Noise” should be used as the testing criteria for testing the stores.
MIL-A-87221 provides for the acoustic testing of aircraft structures.
6.1.5 Engineering analvses. The engineering analyses typically

required to determine store/airplane compatibility should include, but not be
(a) Operational compatibility.
(b) Store functional limitations.
(c) Carriage limitations.
(d) Separation limitations,.
Compatibility involves the establishing of estimated flight envelope limits

for carrying, employing,and jettisoning of a store or stores configuration
intended for tactical employment. Analytical methods, coupled with empirical
and experimental data, are used prior to flight test to predict critical
areas, conditions, parameters, and to reduce-the scope of the test programs,
both ground and flight.
99
I
MIL-HDBK-244A
6.1.5.1 Enuineerina analysis parameters. The comprehensive ease of

any analysis is to a large degree dependent on the thoroughness and clarity
established for the definitions of the parameters utilized. Parameter
definitions, including but not limited to those stated, are needed:
(a) Types of stores to be carried.
(b) Mixes of stores in one loading.
(c) Loading symmetry.

.-
(d) Partial loading triter a.
(e) Hung store criteria.
(f] Employment sequencing.
(g) Airplane external and internal configuration baseline

prior to the addition of stores.
(h) ~ The specific number of storesor combinatiwof store

loadings for which compatibility i: required.
(i) Establishment of a basic loading for the store having

the maximum tactical priority when different types of stores are carried.
(j) Store characteristics,‘which shall includej but not be

(1) General arrangement.
(2) Special installation,requirernentii
(3) Clearance requirements for moving parts.
(4) Permissible store design factors for:
(aa) Angular displacement.
(bb) Rates and acceleration.
(cc) Weights.
(old) Center of gravity.
(ee) Moment of,inertia.
(5) Flight envelope limits for:
(aa) Carriage.
100
MIL-HDBK-244A
(bb) Operation.
(cc) Launch.
(old) Release or jettison.
(6) Carriage acceleration “limits.
(7) Aerodynamic data.
(8) Ballistic data. —..
(9) Mechanical attachment requirements.
(10) Electrical attachment requirements.
(k) Suspension equipment characteristics, which shall in-

clude, but not be limited to, the following:
(1) Release mechanics characteristics.

.. ..
(2) Ejection force time history.
(3) Ejection moment time history.
6.1.5.2 Phvsical Comt)atibilitvreview. The physical compatibility

review shall be as specified in 6.1.5.2.1 through 6.1.5.2.6.
6.1.5.2.1 Applicable carriaue locations. The applicable carriage

locations, on which each type of store can be installed, should be defined by
weight, clearance, access requirements, and operational requirements. Any
suspected incompatibility should be investigated.
6.1.5.2.2 Suspension method. Review suspension provisions on each

type of store to determine single and/or mul”tiplecarriage capability. Stores
using special launching orsuspension equipment should be reviewed for in-
stallation compatibility.
6.1.5.2.3 Alignment. The mounting surface nominal alignment for the

basic suspension equipment at the carriage locations should be established
considering such items as carriage drag, separation characteristics, accuracy
requirements, required look angles for guidance units, and store antenna
requirements.
6.1.5.2.4 Ouantitv Der carriaae location. The quantity of each type

of.store that can be installed on a carriage location should be determined.
This should be the quantity that falls within the physical, structural, and
functional limitations of each location, and for each method of store suspen-
sion equipment utilized. Consideration should be given to suspension equip-
ment release, aerodynamic, and structural characteristics in locating stores.
Store loadings exceeding the design limit for the.carriage location should be
reviewed for tactical desirability. Some configurations of this type may be
101
MIL-HDBK-244A
allowed by the procuring activity if”additional maneuvering limit restric- ~

tions are placed on the aircraft such that the maximum allowable product of
load factor times weight (nW) is not exceeded.
6.1.5.2.5 Ground/structure clearance. Adequate clearances between the

aircraft structure, the ground and the installed stores should be determined
for.each method of store suspension. The criteria for determining the ade-
quacy of store clearance and the test procedures to be usedmay be found in
MIL-STD-1289. Any store installation which does not satisfy the clearance
requirements of MIL-STD-1289 should not be analyzed or pursued further unless
the deviation has been approved by the agency having technical .or engineering .-
cognizance on the specific aircraft in question. In.addition to the above
requirements, adequate clearance should exist so that runway or carrier pen-
dant cables will not strike the aircraft or installed stores or suspension
equipment during cable bounce caused by nose or main gear roll-over.
6.1.5.2.6 Stores configuration. The maximum store configurations

which provide maximum quantities of store types desired for the airplane
should be defined. This definition includes separation clearance require-
ments, carriageclearance, and minimum static clearance between adjacent
‘stores aswell as ‘hung stores. Derivable store configurationsacqui-red from
the maximum stores configuration should be’evaluated for compatibility.
6.1.5.3 Store conficturationevaluation. The store configuration

evaluation sha”1 be as specified in 6.1.5.3.1 through 6.1.5.3.2.
6.1.5.3.1 Operational conditions analysis. A complete, detailed,op-

erational cond”tions analysis shall be made to predict the operationallimi-
tations for carriage and employment of each external or internal stores con-
figuration and for any of their derivable configurations. Where limits can-
not be predicted by analy~es, the requirements for wind tunnel, structural,
and any other ground testing necessary for establishing the analyses parame-
ters shall be clearly defined and their relationship(s) to the analyses pre-
cisely established. Operational conditions.are defined for the specified
airplane/store in the applicable contractual document. Hung store condi-
tions shall be invest-igatedfor thetotal flight envelope and the store op-
erational limits. Hung store investigation is normally made considering any
combination of one hung store per aircraft station. For Navy procured air-
planes the arrested landing or barricadeiengagement conditions with the hung
store shall be one of the’parameters for airplanelstore operational condi-
tions.
6.1.5.3.2 Captive carriage analvsis. A captive carriage analysis is

to be performed and shall include the analyses and reviews as specified in
6.1.5.3.2.1 through 6.1.5.3.2.4.
6.1.5.3.2.1 Weiaht and CG review. For the weight and CG review, the
aircraft weight and the most forward and the most aft center of gravity loca-
tions shall be determined. When the aircraft aerodynamic center can be de-
termined by analytical prediction from existing data on similar or related
external s“toresconfigurations, a comparison of the aircraft aerodynamic
center and center of gravity locations shall be made to ascertain that an
acceptable static margin exists. For this review, the aircraft internal
102
MIL-HDBK-244A
conf gurations_-(electroniccountermeasures gear, and armor p’ate) and the

ground rules governing the expending of stores (i.e., store release seauence
variations, whether empty rocket la~nchers, dispensers and spray tanks-are
jettisoned or retained) should be established. Due to subsequent
changes to the aircraft (i.e., ECPS’S that add or remove equipment)
weights and CG’S computed during these analyses may not always be representa-
tive of the aircraft. Therefore, it is not intended that this compatibility
evaluation of a stores configuration shall eliminate the necessity to use the
operational aircraft weight and balance handbook information to assure that a
specific aircraft/stores configuration is within allowable weight and CG
limits. When the aerodynamic center cannot be analytically determined, the _
requirement for wind tunnel testing shall be established.
6.1.5.3.2.2 Structural review. For the structural review, the store

loading on each carriage station in the stores configuration should be com-
pared with ’bomb rack and aircraft carriage station allowable strengths. The
estimation of the allowable strength should include fatigue and fracture
failures modes, as well as the classical static failure mode. A check should
be made of the total station store loading against the allowable structural
limits. These loads should be obtained by performing an aeroelastic analysis
.ofexternal store installation to define side force, yawing moment.,rolling
moment, lift, pitching moment, and drag for the external store installation.
The allowable aircraft roll and g limits for each stores configuration should “
be determined. Where external store loads as determined analytically or from
wind tunnel tests may exceed the static strengthof bomb racks and/or air-
plane carriage stations, the allowable limits should be established and an
acceptable alternate stores configuration should be defined. For-hung store
structural considerations, the allowable’limit load may be reduced to a
lower percentage of failing load as established by tests or analysis. A
typical critical yaw condition usually exists when one of six stores carried
on a multiple rack is released, thereby creating a five store configuration
which is not symmetrical fore and aft.. In the case of stores attached to a
multiple carriage rack, the following checks, but not limited to those
stated, should be made of:
.(a) Individual store loads against-individual ejector unit

allowable structural limits.
(b) The forward and aft cluster loads against beam allowa-
ble structural limits.
(c) Any configuration of stores on a multiple carriage rack

“obtainedthrough normal release or short loading (taking off with a partially
filled rack).
(d) Any configuration of hung stores on a multiple carriage

rack obtained.from a full or partial loading.
6.1.5.3.2.3 Flutter analyses. For the flutter analyses, all applicable

stores can be divided into the inertially similar groups (or families) based
on weight, pitching radius of gyration, and longitudinal center of gravity
location. Provided there is reasonable aerodynamic similarity between stores
103
MIL-HD8K-244A
in any group, all stores in the group should exhibit similar flutter proper-
ties. Aircraft/store combination flutter analyses for both the symmetric and
asymmetric cases can be performed to cover various rang,esof store weight,
pitching radius of gyration and longitudinal center of gravity. Charts of the
results of these analyses can be used to define critical flutter areas. This
review may also be made by comparison with existing data on similar or re-
lated stores configurations. For analyses of mechanical instability and
rotor-induced forced vibrations of stores, the same approach as described
above (grouping stores based on similar mass characteristics) should be used.
6.1.5.3.2.4 Aerodynamic analvses. For aerodynamic analyses, the opera- ,-.

tional flight envelope capabilities of the aircraf~ with external stores
should be predicted. As a first order approximation, the limits to which
each external store has been designed and flown on other’aircraft can be
compared with the airplane capabilities; and the external stores configura-
tions appropriately limited.
6.1.5.3.3 Em~lovment analyses. Etnploymentanalyses shall include, but

not be I“imitedto the requirements as specified in.6.l.5.3.3.l and 6.1.5.3.3.2.
6.1.5.3.3.1 Launch analyses. The missile and rocket launch-trajectories

and conditions compatible with the aircraft should bepredicted by analyses
of basic weapon”information, such as, but not limited to, the following:
(a) Launch envelope.
(b) Acceleration profile.

!
(c) Plume characteristics.
(d) Initial control surface positions.
(e) Stabilization requirements. :
(f) Aerodynamic loads.
(g) Aircraft flow field characteristics.
(h) Missile flow field characteristics.
(i) Missile characteristics.
Analytical comparison wi~h similarly launched stores can be utilized to as-

certain feasible missile launch, and appropriate wind tunnel tests require-
ments can be established. An evaluation should be conducted to ascertain
probable detrimental side effects from heat, blast, and”post-launch debris
impingement on aircraft components, adjacent rack: and stores, and gas inges-
tion into the engine.
104
.-,,,.. ,=
MIL-HDBK-244A
6.1.5.3.3.2 Separation analyses. Appropriate analytical evaluation of

existing separation data on the specific or comparable stores should be util-
ized as initial estimators to predict individual ‘storerelease and jettison
separation characteristics. For emergency jettison conditions, empty and
fully loaded multiple carriage racks and partial rack loadings obtainable
through the normal rack release sequence should be evaluated. Available bomb
ejection cartridge data should be evaluated to obtain appropriate ejection
forces at the points of force application. General evaluationcan be made as
applicable of side effects and possible problem areas associate with store
separation, such as: aircraft response resulting from store release, air-
craft control surface influence, partially full fuel tank je.tti.son,
etc. .
Where separation envelopes cannot be predicted bythe above analyses.,the
necessary wind tunnel test and flight test requirements should be estab-
lished. For external stores that sprayor dispense munitions or components,
a review can be made utilizing existing store data to define possible problem
areas. Defining or predicting the separation characteristics of agents,
munitions, objects, materials, etc., that may be dispensed, sprayed, or oth-
erwise released from stores carried on the aircraft should be made to deter-
mine a safe separation based on available data. Types.and bounds can be
established for defining various families of stores and the criteria used in
selecting-a store for a particular family. The family method-i--properlyes-
tablished, is a valid procedure. Reliance on qualitative data only for
analysis or acceptance of only qualitative data from tests, particularly
flight, is unrealistic. Quantitative data acquired from approved testing
standards should be used in analysis, whenever possible. A variety of tech-
niques may be used to show quantitatively whether the store separation is
safe, marginal, or unsafe. Any store that falls nearthe safe separation
boundary should be studied more closely. The detailed trajectories of all
conditions could then be used to define the safe envelope.
6.1.5.3.3.3 Minimum release interval. An analytical study should be

done using available techniques to assist in evaluating store minimum release
intervals. The results can be used as a guide to minimize the flight test
program. Sequence.of release and hung-store criteria are among the many
factors which must be considered when establishing minimum release interval.
6.1.5.3.4 Stores configuration re~ort. The store configurations

evaluated should,be summarized. This report should include the results of an “,
analyses of the quantitative data derived from ground test programs. This
summary should also include recommended flight envelope”limits as determined
by these analyses and tests prior to flight testing. The recommended flight
envelopes should specify the reason for.each limit shown.
“6.1.6 Fit and function test. Prior to flight testing, all airborne
stores should be fit tested on the desired aircraft in accordance with the
procedures specified in MIL-STD-1289 (STANAG 3899 AA and AIR STD 20/21). Items
which undergo in-flight configuration changes, such as extension of probes, air
powered generators, will be cycled through these modes during the fit test.
105
MIL-HDBK-244A
6.1.7 Aeros~ace cwound”eaui~ment (AGE)/ground sumort eaui~ment

(GSE). Analyses and tests shall be performed todemonst~ate iompatibilityof
the,AGE or GSE with the aircraft, suspension equipment, stores, and store
containers to be used in all the environments encountered in all theater of
operations. Primary emphasis will be placed on the aircraft weapon compat-
ibility of store handling.equipment tests in lieu of the total tests (struc-
tural, environmental, and safety) that is required to certifyAGE/GSE.
General guidelines regarding aircraft weapon compatibility AGE/GSE tests are
included in 6.1.7.1 and 6.1.7.2.
6.1.7.1 AGE/GSE analyses. Prior to conducting AGE/GSE tests the

following shall be determined:
(a) The cognizant activity should establish safety certifi-

cation of transporters and loaders with the store(s) undergoing tests.
(b) The cognizant activity should determine the applicable.

aircraft and stores and establish a loading matrix. They should also estab-”
Iish the AGE/GSE to be used.
:.,,(c)
From mevious fit tests, themax,imum singl.e,..storeload-
ing capability and also the’various mixed store configurations-will be estab-
lished. For existing aircraft, appropriate Tactical Manuals or drawings
should be used to obtain this ,information.
. (d) ‘The difference ’betweenmaximum height from ground to

the top of the store when mounted on loader or transporter, and the minimum
heiqht from ground to aircraft/store suspension equipment should indicate
cri~ical loads with regard to clearance.
(e) Wheels, gear doors, antennae or ’otheraircraft

protrusions should be noted from drawingi which restrict approach ang’es .or
provide insufficient clearance.
(f) Planned store loadings should be:analyzed to ensure

adequate personneland aircraft safety. The requirement for personnel to
work under loaded stores during approaches; loading, sway bracing, or nor-
mally required operations should be avofided.
“(g) .Storevertical, lateral, and longitudinal displacement

or roll, pitch, and yaw attitude requirements to mate with suspension equip-
ment should be established from drawings and noted. The effects of ship
movement about its axis (roll, pitch,-and yaw) shall be defined for Navy
application.
From the above data, the critical aircraft, store, or AGE/GSE conditions will
be established and these critical configurations should be subjected to ac-
tual transporting and loading demonstrations.
106
MIL-HDBK-244A
6.1.7.2 AGE/GSE tests. The AGE/GSE tests are designed to demon-

strate that the equipment is suitable for.its intended use, whether it be on
land for Army or Air Force, or on aircraft carriers for the Navy. Critical
configurations established from the analysis of 6.1.7.1 should be subjected
to tests. In general these tests should include, but not be limited to, the
following:
(a) Clearance tests to demonstrate that adequate

store-to-ground/deck and store-to-aircraft clearance exists to maneuver and
load stores. Clearance tests will also indicate order ofstores to be loaded
(generally from inboard to outboard). .
(b) Maneuverability tests to determineAGE/GSE aircraft

approach patterns, maneuverability, and creep capability in order to preset
store in alignment with store suspension equipment for loading operation.
(c) Hoisting tests should be conducted to establish ade-

quacy of coarse and fine controls to position the store in the correct verti-
cal, lateral, longitudinal position at the proper roll, pitch, yaw attitude
in order to mate with the store suspension equipment. Coarse controls, to-
getherwith the .transportercreep capability, should provide gros%position.
Fine controls should be used to mate weapon with aircraftand uneven response
may be cause for damage and rejection. Good visibility of stores, store
suspension equipment, including hooks, sway braces, release and safety de-
vices, are essential for this operation. Bomb bay loads can provide problems
in regard to visibility. Good communication between loading crew members is
also essential. Noisy mufflers or other devices may preclude satisfactory
communications.
(d) Store and store suspension mating tests should be con-

.,,~ ducted to verify proper AGE/GSE weapon control and positive store suspension
.+,
,“> equipment latching. Safety pins or devices to ensure mechanical integrity
. .
.=
should be installed and must clearly indicate the status of safe/arm condi-
tions. Adequate clearance for personnel to latch, install safety devices,
tighten sway braces, remove AGE/GSE store tie-downs, and make all.other ad-
justments w,ithout.jeopardizing physical safety is mandatory. Bomb bay in-
stallations, or close external parent stations with multiple carriage racks,
can have serious problems in this regard.
(e) The capability of theAGE/GSE to download stores should

be evaluated. Many stores are carried and returned if the proper target is
mot encountered. Also, stores which become “hung” through mechanical or
electrical armament system malfunctions must be downloaded. The reverse
process to uploading should be used to determine compatibility of theAGE/GSE
to download stores.
(f) The above conditions should be tested at night under

red lighting and also with protective clothing for.cold weather operations.
(g) Flight line assembly or remova of parts (wings, fuzes)

or protect~”ondevices should be evaluated.
107
MIL-HDBK-244A
(h) Tool requirements and electronic checkout equipment for

handling and loading should be evaluated for suitability.
6.1.8 Stores management eaui~ment test. Stores management equip-

ment should be tested to determine if the design requirements have been
achieved. These tests should include the following:
(a) Acceptable test on each delivered unit to detect any

workmanship or material problems with the equipment. This test should in-
clude an operational test u~der defined cycles of vibration, temperature and
failure free hours of burn In. .-.
(b) EMI and ‘environmentalqualification-tests identified by

the procuring service operational environment.
(c) Test, analyze, and fix tests to determine that the

equipment meets its reliability requirements.
(d) Software verification and validation tests to determine

that the software meets all design requirements. :
.. .......,.
(e) Laboratory integration tests to determine that the .
stores management equipment performs properly with the equipment to wh~ch it
is to be interfaced.
(f) Aircraft ground tests to assure that when instal”ed in

the aircrafti the aircraft/SMS interface is properly done.
(g) Aircraft flight tests to determine that the operation

and accuracy of weapon release meets its safety of flight and accuracy re-
quirements within the flight envelope.
6.1.9 Electromagnetic com~atibilitv testing. System electronic

testing should be in accordance with MIL-E-6051 and for the electromagnetic
environments (EME) specified in MIL-STD-461. For Navy applications, additional EME
requirements are defined in MIL-~DBK-235-l. For Army applications, additional
EME requirements are defined in Army Missile Command TR RD-TE-87-1. An electro-
magnetic compatibility (EMC) test plan must be prepared as required by
MIL-E-6051 and submitted to the procuring activity for approval prior to
testing when specified in the contract. See DOD-STD-1686 and DOD-HDBK-263
for electronic equipment electrostatic protection requirements.
6.1.9.1 Electroex~losive subsystem testinq. Testing of electro-

explosive subsystems and components, shall be in ‘accordancewith:
Navy - MIL-STD-1385
108
MIL-HDBK-244A
6.1.9.2 Electromagnetic interference testinq. Tests on electrical,

electronic, and electromechanical subsystem/equipment shall be in accordance
with MIL-STD-462. Susceptibility tests should use swept CW frequencies and
should use swept frequency amplitude modulation from 10 to 10,000 Hz (spot
frequency CE tests are prohibited). A test plan should be submitted to the
contracting agency and approved prior tothe start of testing.
6.1.9.3 Electrical bondina and liahtnina motection testing. Tests

should be performed to demonstrate compliance with MIL-B-5087. A test plan
should be submitted to the contracting agency and approved prior to start of
testing.
6.1.9.4 Store enaine electrostatic charging tests. Tests should be

performed to determine the store engine electrostatic charging characteris-
tics for systems thathave antennae or unshielded electronic subsystems. A
test plan should be submitted to the contracting agency and approved prior to
start of testing.
6.1.9.5 Static charge test. Systems and subsystems should be tested “

for susceptibility to static charge. Susceptibility to helicopter static
charge buildup should be evaluated by discharging a 1.000micra..Earadcapaci-
tor charged to 300,000 volts into the system. Susceptibility to static
charge buildup on personnel should be determined by discharging a 500 micro
Farad capacitor, charged to 25,000 volts and in series with a 5 kilohm
non-inductive resistor, into the system. A static charge test plan should be
submitted to the contracting agency and approved prior to start of testing.
6.1.10 Enqine inqestion tests. Tests for engine .fingestionshall be

those as specified in MIL-E-5007. These engine ingestion tests cover arma-
ment gas, bird, foreign object damage, ice, sand, atmospheric water, and
corrosion susceptibility conditions.
6.2 Fliqht tests. Flight tests are performed to investigate

critical aircraft/store configurations determined from pre-flight analyses
and to determine the total airborne weapon system’s suitability for opera-
tional use.
6.2.1 CaDtive fliqht testing. Captive flight tests are performed

to investigate flying qualities, performance, flutter and vibration charac-
teristics, structural integrity, aeroacoustic and thermal characteristics,
and endurance capability of the aircraft/store configuration. These flight
-testsare performed to obtain qualitative and quantitative test results, as
appropriate.
6.2.1.1 Aircraft flvinci aualities. The flying qualities require-

ments of MIL-F-8785, MIL-F-83300 and MIL-H-8501 should be investigated for
critical aircraft/store configurations as determined from the analyses of
6.1.5 and buildup flight tests. Tests should be performed with an aircraft
109
I
MIL-HDBK-244A
suitably instrumented to obtain quantitative flying qualities data.” In addi-

tion, provisions should be made to configure the test aircraft/store combina-
tion to ensure that critical conditions are obtainable during flight. The
flying qualities characteristics should be investigated in those areas deter-
mined to be critical by performing appropriate test maneuvers in general
accordance with those outlined in MIL-D-8708. Pertinent data defining the
flying qualities characteristics should be observed and,recorded during the
test and reported.
6.2.1.2 Structural flight tests. Structural flight testing should

be performed to demonstrate the structural integrity of aircraft/suspension _,
equipment/store combinations, when such testing is deemed to be necessary and
required by the procuring activity. To reduce expenditures and eliminate,
needless duplication, only critical combinations of aircraft, suspension
equipment and stores should’be demonstrated to critical conditions. Maximum
use should be made of structural fli,ghttest data previously acquired for the
aircraft involved wtiendetermining critical combinations and critical condi-
tions. The development of structural envelope curves.to define safe carriage
limits for store/suspensionequiprnent/supportstructure from existing datais
encouraged. Structural flight tests should be performed as specified for:
.. ... .
Air Force - MIL-A-87221
Navy - MIL-D-8708
Army - AMCP 706-203
6.2.1.3 Fliqht flutter tests. Flight flutter tests must be per-

formed for two very’specific conditions. ?he first condition, as discussed
in 6.2.1.3.1, is thatfor the basic aircraft with its specified representa-
tive critical stores as def~ned in the design and preproduction phases. The
second condition, as defined in 6.2.l.3.2,’is that for the basic aircraft but
with stores not specified nor tested with the aircraft in the design or pre-
production phases.
6.2.1.3.1 Basic aircraft with s~ecified stores. Flig’htflutter tests

shall be performed for the basic aircraft with its’”specifiedrepresentative
critical stores as defined for the design and preproduction phases. These
tests should substantiate’t,hatthe aircraft is free from aeroelastic~nsta-
bilities for all design variables. “Flight flutter testing of stores should
be limited, for the most part, to critical store configurations along with
non-critical representative and other non-listed configurations in order to
substantiate the flutter boundaries established by analyses and wind tunnel
tests. Flight flutter tests should be performed up to VL.(the limit speed
of the basic configuration specified for structural design) for critical
configurations of listed stores and to predicted safe flutter speeds ”for
other loadings. Measurements should be made at the minimum altitude for
which the maximum design dynamic pressure can be obtained, and the minimum
altitude for which .transoniceffects can be obtained. Sufficient instrumen-
tation and suitable methods of excitation should.be installed and utilized to
clearly detect, define, and measure the mode shapes, modal frequencies, and
amount of modal damping.
110
MIL-HDBK-244A
6.2.1.3.2 Basic aircraft with non-st)ecifiedstores. Flight flutter

tests shall be performed to established flutter envelopes for aircraft/store
combinations not included in the design and preproduction phases (see
6.2.1.3.1). These tests should substantiate that the airplane/store(s).com-
bination is free from aeroelastic instabilities for all design variables. The
store configurations to be tested should be limited, for the most part, to
critical store configurations established by analyses and wind tunnel tests.
Flight flutter tests should be performed up to VL for those critical configu-
rations whose predicted minimum flutter speeds are in excess of 1.15 VL.
Those critical configurations whose predicted minimum flutter speeds are
below 1.15 VLmaybe flight flutter tested UP to vflutterdi~ided by 1.15, .-
providing damping values meet established requirements. This latter speed
then becomes the restricted speed for the listed takeoff configuration from
which the critical configuration was derived if the flight flutter test was
successful and no other lesser speed restrictions are encountered. Suffi-
cient instrumentation and suitable methods of excitation should be installed ,
and utilized to clearly detect anticipated modal responses and to measure
modal frequencies and damping. Measurements should be made at the minimum
altitude for which:
(a) The maximum design dynamic pressure can--beobtained.
(b) The maximum Mach number can be obtained.
(c) The greatest transonic effects can be obtained.
6.2.1.4 Fliaht vibration and aeroacoustic tests. Flight’vibration

and aeroacoustic measurements should be made in the areas near the stores
which are suspected to have either severeflight vibration or aeroacoustic
pressure fluctuations, or both conditions. These measurements can be usedto
. determine the ability of the stores, their mounts, and the adjacent strut-
turesto:
.-&.
(a) “Resist sonic fatigue failures.
,; .(b) Inhibit equipment malfunctions.
(c) Establish fatigue data criteria.
(d) Establish criteria for the acoustic facility tests.
-6.2.1.5 Mechanicalinstability. Mechanical instability and

rotor-induced vibration of stores should ,beperformed in accordance with the
test procedures of MIL-T-8679.
6.2.1.6 Performance demadation measurement tests. Flight testing

should be performed to determine the degradation in mission performance “
caused by drag associated with store carriage. A variety of store combina-
tions, selected to be compatible with anticipated mission requirements,
should be flown. Results should be compared with those analytically derived
under paragraph 5.1.7 and 5.3.12 and those experimentally derived from wind
tunnel and flight test (see 6.1.2 and 6.2.1). Methods of determining airplane
performance while carrying external stores should be either of the following:
111
MIL-HDBK-244A
(a) The traditional method of ’determiningairplane perform-

ance while carrying external stores is to perform, using an instrumented”test
aircraft, such maneuvers as takeoffs, climbs, accelerations, stabilized level
flight, windup turns, and landings. The data from such maneuvers yield the
performance of the aircraft/stores combination directly in terms of.takeoff
distance, rate-of-climb, and nautical air miles per pound of fuel. This method
of testing provides excellent results, but does require considerable flight
testing, particularly with aircraft which have a large flight envelope.” An
adaptation of the traditional method, which yields the desired performance less
directly but with considerably less flying, is to restrict the fl”ightto dynamic
maneuvers only; that is, selected climbs,’descents,accelerations and
decelerations. These maneutiersare then used to generate drag polars and engine
characteristic data. These data, used in conjunction with similar data obtained
from testing without external stores, form the basis from which any desired type
of airplane/store performance can be calculated.
(b) An alternative to the above approach is the store drop

technique which has been used with considerable success. With this tech-
nique, an instrumented aircraft is flown over a suitable drop area in stabi-
lized or quasistabilized flight and the external stores are released. The
.resul.tantchanges”in
normaland longitudinal acceleriitionsare-ana-lyzedto
obtain an increment in drag coefficient between the pre-drop and post-drop
data. This technique appears to be considerably more accurate than conven-
tional methods but is more costly since the stores are expended and data are
obtained only at one flight condition for”each drop. The improved accuracy
I
available from this technique could be very useful for the determination of ‘1
small drag items, such as’~he interference-drag between stores.
6.2.1.7 (qualitativefliqht tests. Qualitative flight tests are

flown on uninstrumented aircraft to:
(a) Check the store loading configurations on the aircraft

flying qualities and store failures induced by the’aircraft (6.2.1.7.2).
1
(b) Investigate the ability of the stores loaded in a spe-
cific aircraft/store configuration to withstand the aircraft ground and
flight operational environment for periods of time longer than a single mis-
sion, including preparati~n’for and return with all”stores still on aircraft
(6.2.1.7.3).
6.2.1.7.1 Purt)oseof qualitative flight tests. Generally, captive

flight critical conditions are defined by those store loadings which could:
cause wing flutter, aircraft stability problems, or maximize loads in the
aircraft pylon or wing structure. These conditions are usually derived ana-
lytically by grouping stores in terms of those of similar size, weight or
moments of inertia. Flight tests with instrumented aircraft are then used,
as necessary to verify the analytical predictions (see 6.2.1.1 through
6.2.1.6). These methods all concentrate’on the effect o? the store on the
112
MIL-HDBK-244A
aircraft and do not completely explore the effect the aircraft being tested
may have on the specific store. Often, store structural problems may be
evident on only one aircraft type or only in certain loading configurations.
6.2.1.7.2 Store loading confiauratlons. To preclude store failures

induced by the aircraft and to make a final qualitative check of the store’
loading configuration on the aircraft flying qualities, a representative
number of combat store loadings should be flown on an uninstrumented air-
craft. In addition, certain aircraft/store loading configurations may be
judged by the testing agency to be analogous to.other loadings of similar
stores and, therefore, not require quantitative flight testing.. Experience
has shown, however, that such analogous configurations should be flown on a
spot-check basis prior to release for operational use.
6.2.1.7.3 Store carriaqe for sustained r)eriods. One of the major

purposes of the qualitative flight test is to investigate the ability of the
stores loaded in a specific aircraft/store configuration to withstand the
aircraft structural, aeroacoustical, vibrational environment for sustained
periods, as would be the case on a combat mission with several in-flight
refueling. To accomplish this part of the test, the specific aircraft/store
. -configurate-on-shou-ld-be
flown for a total time equivalentto- theaircraft’s
mission radius plus 50% of the mission time. This would be 150%of the mis-
sion time on that particular serial number store in that specified store
configuration. Of this total time, at least 30 minutes should be obtained in
the region of highest vibrational loading, generally a high subsonic speed,
at the lowest practicable altitude. If more than one sortie is required to
obtain the total flight time, stores should not be downloaded between sor-
ties.
6.2.1.7.4 ~. After each sortie, visually

examine the..aircraft,suspension equipment, store combination for damage,
failure,.cracks, looseness, and popped rivets. If significant discrepancies
occur on the first sortie (major structural failure, extreme vibration or
looseness, aircraft damage, fin bending, rivet popping, etc.), discontinue
testing and decide whether to repeat the flight(after applicable correction
is performed)or to suspend the test. If lesser discrepancies .occur (arming
wire slippage), continue with the second sortie without correction of
the discrepancies. After the last sortie, examine the configuration both
externally and internally (dismantling as necessary) for evidence of any
discrepancies. Still photographs are desired if significant discrepancies
are found after either flight.
6.2.1.7.5 Aircraft conficwration and munitions. The aircraft confi9u-

ration will be indicated in the appropriate test method. Inert munitions are
desired for all captive compatibility flights, with fuzes, boosters and arm-
ing wires or lanyards installed.
113
MI,L-HDBK-244A
6.2.1.7.6 Part I/first sortie (structural inteqriix and handlinq).

The first sortie will be a check of the configuration for structural integ-
rity and degradation of aircraft handling qualities by subjecting the afr-
craft/munition combination to maximum symmetrical and unsymmetrical load
factors at maximum allowable airspeed. A series of’increasing values will be
employed to reach the maximum load factors and maximum airspeed specified.
6.2.1.7.6.1’ Si)ecifiedenvelo~es. Occasionally two envelopes for a par-

ticular aircraft/munition combination may be specified. The first, or pri-,
mary, envelope gives the maximum allowable load factor with its corresponding
airspeed or Mach limitations. The second, or alternate, envelope permits -
higher airspeeds or Mach but at a reduced load factor. In such cases, demon-
strate both envelopes. r
6.2.1:7.6.2 Detailed instructions. The first captive compatibility

sortie should be performed as follows:
(a) Stabilize aircraft at desired airspeed in level flight

and trim to fly hands off. Do not expend a large amount of time doing this,
especially at high thrust,settings.
,.1
.,,
(b) Perform steady state sideslip analysis.”-”Slowlyin-
crease rudder deflection (either direction, assuming symmetrical configura-
tion) and apply necessary aileron deflection to maintain straight, level
flight. DO not apply full rudder deflection, just enough”to obtain neces-
sary data. Note if rudder deflection (force) increases for increasing
sideslip. (This is an indication of positive static directional stability
Cn~.) Note increasing aileron deflection”(stick force) in direction opposite
rudder application. .(This is an indication of positive dihedral effect CIB.)”
Slowly return control surfaces to neutral.
(c) Perform longitudinal dynamic short period motion analy-

sis. Stabilize aircraft on airspeed and alititude (repeat’of step 1) and
turn pitch damper off. Apply a pitch doublet pilot input by pushing slightly
forward and pulling slightly backon control stick then releasing to obtain’
about~ 1 “g” pitch oscillation. ~ Exercise extreme caution during this imput,
especially at high speed, as too large an imput may create an oscillation
that could overstress the aircraft. If the first attempt is too small, sim-
ply repeat using slightly larger input. After.releasing control stick, oh-.
serve and note the overshoots in pitch oscillation. Less than 7 overshoots
is acceptable damping of longitudinal short’period dynamic motion
(oscillations should damp in 1 or2 overshoots with pitch damper engaged). If
oscillations continue undamped, the aircraft/weapon configuration is appar-
ently neutrally stable dynamically. If oscillations increase in amplitude,
reengage pitch damper and quickly dampen motion with pilot inputs. Do no
further investigations as the configuration is unsafe (dvnamicallv
. unstable -a-
longitudinally):
(d) Perform lateral-directionaldynamics nalysis. Stabi-

lize aircraft,airspeed and altitude (repeat of step 1) and disengage roll and
yaw dampers. With hands off contr~l stick, apply a rudder doublet to induce
.,
114
MIL-HDBK-244A
Dutch roll motion. Apply just enough rudder to”induce motion, do not rap-
idly apply full rudder. Observe if the resulting motion is damped. If mo-
tion continues undamped, the aircraft/weapon configuration is apparently
neutrally stable dynamically. If oscillations increase in amplitude,
reengage dampers and quickly dampen motion with pilot inputs, aborting mis-
sion as the configuration is unsafe (dynamically unstable laterally/direc-
tionally).
(e) Investigate aircraft roll performance. Stabilize air-

craft airspeed and altitude (repeat of step 1) and disengage all dampers.
Perform aileron roll at maximum specified roll rate (limits provided on test _
mission card) by timing roll through cardinal bank angles (i.e.,”90° to
2700). Approach maximum roll rate slowly, repeating point until desired.rate
is attained. Note aircraft divergence from flight path. Upon completion of’
roll (either direction if configuration is symmetrical) reengage dampers.
(f) Investigate aircraft maneuvering stability characteris-

tics. Normally, a wind-up turn is performed to obtain an indication of the
degree of dynamic longitudinal maneuvering stability that exists for that
specific loading, center of gravity position and flight condition. This is “
attained by measuring the amount of stick force required to pul-l+lg 2, 3, 4
etc., incremental “g” up to the maximum + “g” limit authorized; or, to put it.
another way, by measuring the stick force per “g” gradient over the incre-
mental “g” bank authorized. Another purpose for performing the wind-up turn
is to determine the positive structural integrity of the configuration, which
is accomplished by attaining the maximum positive “g” authorized. Stabilize
aircraft airspeed and altitude (repeat of step a) and ensure dampers engaged.
Roll into turn adding power required to maintain airspeed (valid evaluation
is dependent on maintaining airspeed constant) as “g” is gradually increased
to maximum attainable (unacceptable aircraft buffet) or munition limit “g”,
i whichever occurs first. Maintain nearly a constant bank angle so as not to
:,
. induce rolling “g” on the configuration (bank angle will probably be greater
. than 900). Stick (pull) force should continue to increase with increasing
11II However, a lightening of stick (pull) force may occur during the windup
t~r;. This”is permissible, provided the local Fs/g gradient doesn’t deviate
from the average gradient by more than 50 percent during the maneuver (Figure
6). If the stick (pull) force reverses such that it takes totally less pull
force to achieve a higher incremental “g” (Figure 7), then “stick reversal”
has occurred. Consequently, the aircraft/store configuration should be con-
sidered unsafe to fly beyond that “g” limit, at that particular center of
gravity, since “stick reversal” can rapidly lead to an aircraft and store
overstress condition.
(g) Attain rolling “g” limits upon completion of maneuver-

ing flight by relaxing “g” to rolling limit (limits provided on tests mission
card) and roll the aircraft back to wings level attitude, maintaining maximum
roll rate. Adjust power to maintain airspeed. This maneuver will generally
place the greatest stress on the aircraft/munition combination; thus, the
design “g” limits should not be exceeded.
(h) Perform negative “g” limit structural integrity demon-

stration. Stabilize airspeed and altitude (hands off trim not required) and
attain negative “g” limit (limits provided on test mission card) by pushover
or inverted turn manuever (120° bank, level reverse turn to attain negative
“g’’s’).
I 115
HIL-HDBK-244A
al
-..
+’, I . .. .. .. .. . .
1 1 I I b
*j ‘ Xntod mls
116
MIL-HDBK-244A
(i) Evaluate speed stability during acceleration to next

speed increment. Maintain level flight and note that stick force (push)
increases slightly as airspeed is increased. Do not trim during the accel-
eration.
(j) Repeat steps (a) through (i) at each speed increment

specified by the test mission card.
(k) Throttle chop testing to evaluate store structural

integrity should be performed under certain conditions. This test .isnecessary
to determine the aerodynamic load effects of transient engine inlet backwash/ ._
spillage which occurs during a throttle chop maneuver. The throttle chop
maneuver is performed by rapidly shifting the throttle from full MIL power or
afterburner to idle ,whileflying near Mach 1 (transonic range Mach .98 to 1.0).
Throttle chop maneuver should be performed when the flight clearance envelope
will include the transonic regime and stores mounted in positions vulnerable
to engine spillage. Generally, wing mounted stores would not be affected
given a fuselage engine installation. Stores located small distances laterally
or radially from the engine, such as downstream for the engine inlet, are
candidates.
,.. .. .......
(1) Upon completion of final point (step h at maximum air-
speed) evaluate trim change induced when speed brake is extended. Extend
speed brake noting change in trim force required to maintain level flight.
Excessive forces should be reflected in technical report.
(m) Prior to landing, investigate slow speed general flying

quaiities with aircraft in landing configuration. Investigate trim changes
when lowering gear and flaps, while performing turns, and while approaching
stall warning. Keep in mind configuration may not normally be landed opera-
tionally.
6.2.1.7.7 Part 11/second sortie (vibration and endurance). The second

sortie shall fly the configuration at 0.90 Mach or the maximum allowable
airspeed (whichever is more restrictive ) at the lowest practicable altitude
commensurate with weather and safety considerations (1000 feet above .mean sea
level as maximum) for a cumulative total (first and second sortie) of ap-
proximately 30 minutes.
6.2..1
.7.8 Flyinq time. Flying time is allocated as follows:
(a) Part I plus Part 11 total (2 sorties) is.1.50 multi-

‘plied by the time equivalent to the aircraft mission radius with a minimum
time of 1 hour and 30 minutes. The minimum time of 1 hour and 30 minutes is
predicated on fighter type aircraft (F-105 and F-4). For other aircraft
types the minimum time may need to be altered.
(b) Part II total of approximately 30 minutes.
6.2.1.7.9 Documentation of fliqht tests. Documentation of the results

of the captive flights should be made. The method of documentation is at the
discretion of the testing agency. For standardization purposes, however, a
reporting system such as the Cooper-Harper Pilot Opinion Rating System should
be used.
117
MIL-HDBK-244A
6.2.2 Store se~aration tests.
6.2.2.1 Need for flight test. The behavior of stores separated

during employment is influenced by many factors that cannot practically be
represented accurately except by flight test. Because there are certain
variables unique to individual stores and loadings, the flight test plans
must include careful consideration of those paraineterswhich are not realis-
tically accounted for in wind tunnel tests or in analytical predictions of
separation characteristics. These parameters may include such items as flow
field (i.e; boundary layer-shock waveand multiple release bomb-to-bomb
infraction), ejector impulse, or the operation of store mech.ani.sms.There- -
fore, inflight separations permit an evaluation of the true effects oflocal
flow mechanisms, “g’’-jump,and aircraft maneuver..
6.2.2.2 Fliqht ~rowam. The flight program must include enough

testing to demonstrate that stores can be separated safely, without excessive
disturbances to the flight path of either the airplane or store. Separations
from internal compartments,’external pods, store-to-aircraft, or
store-to-store impact,,and delivery accuracy are characteristics to be evalu-
ated during flight tests. Repeatability should be demonstrated.
.. ....
6.2.2.3 Flicihttest demonstration. The final determination of ac-
ceptable store separation’is flight test demonstration. Most often, programs
are planned to define the maximum’safe separation envelope and the most
critical release flight conditions. The usual practice,is to “walk-around”
the envelope, based on maximum permissible carriage speeds, and use
“buildups” prior to critical point demonstrations. “It may be necessary to
add points within the envelope, e.g; intermediate speeds between minimum and
maximum speed at a given altitude’or intermediate altitudes at a given speed.
Such points may be required for verification of analytical interpolations and
extrapolations for predicting total trajectory perturbations and effects on
store terminal impact point. To keep any program withinreasonable cost, the
results of a preflight-test analy$i’sshould be used to plan the demonstra-
tion, such that the first ore or $WO releases,.at noncritical pointstieither
show the analysis to be rellable or clearly”indicate a revision to’analysis
technique or inputdata iswarran$ed. If a’revision is needed, the store
separation analyst must modify his programs such that his revised analysis
results will correlate with demonstration. He should .then revise the origi-
nal flight test plan to reflect the new predicted results. If the analysis
is reliable within reasonable tolerances, the flight test program should then
be tailored to a minimum, using demonstrations of end or critical points
within the predicted envelope.
6.2.2.4 Correlation of ~redicted with demonstration results. Flight

test results, starting with the initial ‘drops,should be compared to the
predicted results, provided the flight conditionsare identical. If the
demonstration condition was different, for whatever reason, from the pre-
dicted condition. additional analysis, using the original prediction methods,
must be run at the actual flight ~ondition before a valid comparison is made:
Continual correlation as the demonstration program progresses must provide at
minimum:
118
MIL-HDBK-244A
(a) Imr.woveddata and methods to make’the prediction re-

suits more reliable and acceptable.
(b) A reduction in the amount ef actual fliqht testinq in

the program currently underway or some future program of a si~ilar natu~e.
6.2.2.4.1 Correlation techniques. The correlation techniques can take

any one or more of,the following approaches:
(a) Revision to the aircraft interference flow field.

—
(b) Perturbation in the magnitudes or directions of the
installed loads.
(c) Change in free”stream aerodynamic characteristics,par-

ticularly if large excursions in angle of attack or sideslip are involved.
(d) ,Reevaluationof the suspension equipment characteris-

tics using forces or velocities as a function of applied loads on the store.
(e) Revision to the inertial charac-teristics-

of--the store.
6.2.2.5 Emt)loymenttf?StS. Employment tests are those specified in

6.2.2.5.1 through 6.2;2.5.5.
6.2.2.5.1 Se~aration test objectives.. Separation tests for weapon

employment should be comprehensive enough to,satisfy the following obj ec-
tives:
(a) Perform functional checks of stores, suspens’on, re-

lease ejection mechanisms and controls.
(b) Verify safe and acceptable store separation envelope.
(c) Assess store release effects on aircraft flight charac-

teristics including store exhaust gas ingestion and aircraft dynamic response.
(d) Evaluate the effects of aircraft controls and flight

conditions on store trajectory from release to impact and on delivery accu-
racy. For each of these objectives there will have been prior checks or
predictions as to the expected results. This information should be used as
a base for measuring the success in meeting design goals. Safe store separa-’
tion envelopes prepared by the engineering analyses described in 6.1.5 will
provide guidance regarding critical flight conditions for individual store
loadings and help scope the flight test program. Therefore, the flight pro-
gram serves the purpose of confirming or correcting these predictions by use
of correlation analysis techniques.
6.2.2.5.2 Minimum fliqht test t)rouram. Tests should be accomplished

in systematic increments from low risk regions of the flight envelope to the
more sensitive conditions which must be investigated to establish safe sepa-
ration envelopes. A comparison of the separation characteristics, observed
during early flights in this build up with those previously predicted for
119
I
MIL-HDBK-244A
that same flight condition ”will indicate the feasibility of proceeding to

more severe conditions. This procedure should be continued until a safe
operational boundary is identified. Consideration must be given that a rea-
sonable, not exorbitant, number of store and flights are planned, so that a
minimum flight test’program, consistent with reasonable aircraft flight
safety results.
6.2.2.5.3 Fliaht envelope parameters. ‘A satisfactory flight envelope

should involve more’than achieving safe separation in the sense of avoiding
damage to the aircraft or store. Also of importance are factors which may
adversely influence the stores trajectory and degrade the de~i~ery accuracy. .-
Therefore, it is important to perform these tests with adequate instrumenta-
tion to provide accurate data as to the position and attitude of both the
airplane and separating store as a function of time. These data must provide
a definitionof true space trajectories for both the airpl.an.eand store; but
more importantly, there must be adequate data for a thorough and accurate
definition of the relative position and attitude of the store with respect,to
the aircraft and its components.
6.2;2.5.4 Store production tolerances relation to flight data. Manu-

facturing tolerances do permit significant variationsin phys-ical--character-
istics between individual stores of any specific type and this nonuniformity
has some effects on the separation behavior. Therefore, consideration must
be given to these effects in obtaining the flight ’dataand in establishing
satisfactory flight boundaries. Care should be exercised in selecting stores
for the separation,program, to assure their,acceptability as to weight, bal-
ance, and external.lines (dimensions, and fin alignment). Sufficient store
drops should bemade to establish separation envelopes and obtain total tra-
jectory perturbation data suitable”for any store acceptable within the pro-
duction tolerances.
6.2.2.5.5. Em~loyment data. Flight ”testdata should include dimen-

sional and balance ‘informationfor those stores used in the employment pro-
gram. To make direct correlations possible between analyticalresults and
flight data, the test program should provide flight conditions, flight path,
aircraft control.positions, ejector impulse, store trajectories, release
intervals, and performance’evaluations of all operational components to the
separation sequence. This would include information as to the effects on
separation,characteristies of store arming, fuzing, fin or parachute deploy-
ment, or separation from pods and cavities.
6.2.2.6 Jettison tests. Compatibility testing for store separation

under jettison conditions has the objective of ensuring that the stores,
which are .iettisonedsafely, clear the airplane without any need for consid-
erations OF subsequent trajectory. Two categories are used to classify the
conditions, or manner, of jettisoning stores: emergency jettison and selec-
tive jettison.
6.2.2.6.1 Emeraency iettison tests. Under emergency.conditions in

which it becomes necessary to discard stores or suspension equipment. the
pilot may ’have little or no option to establish desired flight speeds and
attitude to improve safe separation. Therefore, separation boundariesmust
be defined for each store loading which can be jettisoned”simultaneously, or
120
MIL-HDBK-244A
nearly simultaneously, in a predetermined emergency sequence. For those

aircraft having emergency jettison circuits with a preset, programmed se-
quence, jettison envelopes should be applicable to that sequence.
6.2.2.6.1.1 Emeraencv iettison enveloDe. Predicted envelopes from ana-

lytical and wind tunnel test studies should be used as’the basis for the
program build up. Since an acceptable emergency jettison envelope may in-
clude more risk than normal separation envelopes, even to tolerating minor
damage to the aircraft, the flight test program need not include all extremes
of the flight envelope. Flight testing should begin at low risk conditions
and buildup toward the maximum limits using the predicted dataas a guide. ,_
The final envelope will be established by correlations of the predicted and
flight results to provide for safe separation under emergency conditions.
6.2.2.6.2’ Selective jettison. Permitting the pilot to exercise his

option and control of the flight conditions, where stores and suspension
equipment are jettisoned, should extend the safe envelopes over those under
emergency conditions. The flight test procedures to define those envelopes
are the same as used for employment envelopes. To be complete, the program
should prescribe the best flight maneuvers at all speeds and altitudes for
safest jettisoningof empty, partial or full stores. ~Themost-desirable
jettison sequence should also be identified.
6.2.2.7 Ballistics. Continued refinement of the accuracy of weapon

delivery avionics (computers, displays, navigation systems, etc.), external
sensing devices, and self-compensating weapon racks, resulting in a signifi-
cant decrease in the relative error contribution of ballistics errors to the
weapon delivery solution, makes the accurate definition of separation effects
on free-stream ballistics vitally important consideration. Obtaining the
data, required for determining the effects on ballistics, must be a primary
T,
part of the flight test planning for separation and not a tacked-on require-
ment to be accomplished, if convenient.
6.2.3 Carrier suitability tests. Carrier suitability tests shall

.beas specified in 6.2.3.1 through 6.2.3.3.
6.2.3;1 Laboratory tests. It is intended that each store be dynami-

cally tested in the laboratory for those combined inertia design load fac-
tors, as specified in MIL-A-8591, for catapulting, and arresting (as well as
any design loads, which may result from analyses of store responses to cata-
pulting and arrested landing conditions) for those existing aircraft that
are requ’iredto carry the store. Such tests are required to be performed to
ultimate loads. .,
6.2.3.2 Catapult launches and arrested landinus. For new

carrier-based airplanes, carrier-suitability tests are required, in accor-
dance with MIL-D-8708, for critical store loading configurations.. Catapult
launches and arrested landings for such store/aircraft combinations, to the
test limits of the airplane, are required if any old or new store is required
to be carried on any airplane (or airplane store carriage station) which has
not been previously demonstrated as being safe for carrjer ope.rationsand
which, by analyses, is shown to result in critical loads or stresses. Prior
to such flight tests, fit tests are required to assure ’safe clearance of the
121
MIL-HDBK-244A
store with all deck hardware.and obstruction-sfor all catapulting and arrest-
ing environmental conditions. The test limits of the airplane are specified
in the applicable addendum to MIL-D-8708.
6.2.3.3 Short airfield fortactical support (SATS). Every applica-

ble new model or updated version of an airplane/store combination, which has
been satisfactorily tested for catapult and arresting operations, should also
be considered cleared for all wing stations of the same airplane forSATS
operations. All cleared airplane/store centerline station configurations
should also be considered cleared for SATS operations, except for any store
which exceeds either the geometrical size or weight, or both, of a full
Aero-lD 300 gallon fuel tank. Such a store should’be SATS testedto assure “-
airplane/store structural adequacy, bridle’and hold-back bar clearance, and
suitable ’flying qualities and performance to establish SATS ‘LaunchBulletins.
The test store should also be arrested on all other shore based arresting
gears (E-5, E-14, BAC-11, and BAC-12), to assure that airplane/store to
pendant contact does not occur.
6.2.3.3.1 SATS caDabilitv for non carrier-based airt)lanes.For new

airplanes which are’not carrier-based, but are required to have’SATS capabil-
ity, SATStestswilljbe required for critical store loading conf%gurationsin
‘accordance with spec]fied contractual documents (for”Navy airplanes, the
applicable addendum to MIL-D-8708)~ SATS tests (to the test limits of the
airplane) for these critical store loading configurations are required’if any
new or old store is specified to be carried on any SATS capable airplane (or
SATS capable”store’station) which has not been’previouslyde
monstrated as being”
safe for SATS operations, and which, by analysesi is shown to result in
critical loads or stresses. Prior to such”flight tests, fit tests are re-
quired to assure safe clearance of the store withall SATS,hardware and
obstructions for all SATS operating conditions. The.airplane/store will also
be arrested on all other shore based arresting geafs”(E-5, E-14, BAC-11, and
BAC-12) to assure that airplane/store to pendant contact does not occur.
The test limits of the.aitplane are specified in the appropriate
contractual document for Navy airplanes, which islthe applicable addendum to
MIL-D-8708.
‘6.2.4 Propulsion effects tests. Propulsion effects testing is

.,
required:
(a) To define any change in the engine operating or stall

margin due to gunfire, missile, or rocket launching.
(b) To show that the engine will not have flameout, stall,
overtemperature, afterburner blowout, operating instability, or sustained
loss of power.
(c) If available on powerplant, to determine the require-

ments for, and optimize, the operation of engine ingestion compensation de-
vices.
6.2.4.1 Critical fliuht conditions. Airplane/weapon compatibility

verification testing should be performed at the critical flight conditions as
determined by:
122
MIL-HDBK-244A
(a) Theoretical analyses.
(b) Wind tunnel data.

.
(c) Any flight test evaluation data available.
Test planning should consider the effects of altitude, speed, angle of at-
tack, yaw angle, and load factor in determining the critical test conditions.
6.2.4.2 Gun systems. It should be verified that the engine will not
flameout, stall, or suffer sustained powerloss when subjectedto gun gas .-
ingestion or muzzle blast caused by firing the gun at any flight condition
within the gun firing or aircraft envelope whichever is less. In addition,
gun muzzle blast from a fixed gun installation or gun pod should not cause
damage to adjacent stores or aircraft structure.
6.2.4.3 Missile/rocket systems. It should be verified that the

engine will not flameout, stall, or suffer sustained power loss when sub-
jected to missile or rocket launch at any flight condition within the air-
craft missile or rocket launch envelope.
.. .......
6.2.4.4 Enuine inqestion comt)ensatincl
devices. As applicable, it
should be verified that these devices, when utilized, work as required to
meet engine performance and operational requirements in the problem areas and
do not adversely affect the engine performance in other areas of the aircraft
envelope.-
6.2.5 Helicopter application. Test and qualification requirements

for stores compatibility on U.S. Army rotary wing aircraft are contained in
AMC Pamphlet AMCP 706-203, Helicopter Engineering, Qualification Assurance, ,’:.
April, 1972.
123
,,
MIL-HDBK-244A
I
7. REPORTING AND DOCUMENTATION
7.1 Parameters. To determine aircraft, store, and suspension

equipment compatibility and to establish safe operating limitations for air-
craft/store/suspension equipment combinations, the following factors must be
known and evaluated: ‘
(a). Structural integrity of the store and suspension equip-

ment and of the aircraft/store/suspensionequipment combination for:
(1) Carriage conditions, including field take-offs and _

landings and catapult take-offs and arrested landings (where applicable).
(2) Employment and jettison.
(b) Aeroelastic characteristics.
(cl Stability and

,, control and flying qualities.
(d)” Employment and jettison characteristics.
......
(e) Electro-mechanical interface: ‘-”
(f) Shipboard suitability of the aircraft with stores and

suspension equipment aboard, including stowage compatibility of the store and
suspension equipment and the ship (where applicable).
(g) Store/deliverycomputation equipment compatibility.
(h) Store/store: management equipment compatibility.
(i) Aero-acoustic and vibration characteristics.
(j) Aerospace ground equjpment (ground support equipment)

characteristic
CS.
7.1.1 Substantiation. Substantiation of the factors of7.1 may be

based on design analysis, fit and flight test data, shipboard suitability
data, take-off and landing test data, laboratory-test data (including wind
tunnel test), in-flight separation tests of the store and suspension equip-
ment, comparison with existing stores and suspension equipment or aircraft/
stores/suspension equipment combinations, or any combination(s) of the afore-
said. The specific analyses, test reports, and data required to be submitted
should be as specified in the applicable contractual and specification re-
quirements. These requirements should include submission of the following:
(a) Description of the store and suspension equipment,

including:
(1) Weight.
124
MIL-HDBK-244A
(2) Shape and dimensions.
(3) Center-of-gravity location.
(4) Size, type, shape, and location of mechanical and

electrical interconnections.
(5) Store moments of inertia (pitch, yaw, and roll).
(6) Store lift, drag, rolling, pitching and yawing

moment coefficients, damping coefficients, and center of pressure as a func- .
tion of Mach number and angle of attack.
(7) Installed drag coefficients as a function of Mach

number for each aircraft on which the st~re/suspension equipment is intended
to be carried.
(8) For suspension equipment, a list of the stores

intended to be carried thereon.
(9) For tow targets, a description of the--tow-target

reel high-speed operating characteristics, expected drag versus length of tow
line, target release modes, and variations of weight and center of gravity.
(10) Store operational options, if any.
(b) Identification of the aircraft on which the store/sus-

pension equipment-is intended to be carried:
(1) Model designations.
(2) Description of intended suspension equipment (if

applicable) and location for carriage, including orientation of the store/
suspension equipment with respect to the aircraft.
(3) Anticipated operations and maneuvers and planned

operating speeds and altitudes, if such are to be less than the limits of the
carrying-aircraft.
(4) Adequacy of existing stores management controls

and displays with identif cation of any changes required.
(5) Adequacy of existing stores delivery computational

equipment for all delivery modes; i.e., are the necessary ballistic settings
or computations available, can compensations for separation effects be accom-
modated, and what changes are required?
(c) Effects of the stores/suspension on aircraft perform-

ance characteristics:
(1) Stall speed.
(2) Take-off and landing distances.
125
MIL-HDBK-244A
I (3) Rate of-climb.
I (4) Ceilings.,
(5) Range.
(6) Radius.
(7) Fuel flow.
(8) Maximum speed.
I (d) Sto~e/suspension design strength:
(1) Strength envelopes for take-off, catapulting (if

applicable), flight, employment/jettison$ landing, and arrested landing (if
applicable).
(2) Basis for strength envelopes (i.e., specifica-

tion(s) or other document(s)).
(e) Substanti”ationof store/suspension structural “integ-

rity:
I (1) Flight and ground loads data.
I (2) ‘Designanalyses.
I (3) Laboratory test plans and test data.
(4) Flight test plans and test data; including instru-

mentation.
I (5) Shipboard suitability data (if applicable).
.(6) Take-off and landing test plans and test data, in-
cluding instrumentation.
(7) Thermal effects,data.
(f) Store/suspension equipment aeroelastic characteristics: “
(1) Aeroelastic analysis of the store and suspension

equipment.
,. (2) Aeroelastic analysis of aircraft/store/suspension
equipment combination(s). .,
(3) Wind tunnel aeroelastic test plans and test data

of aircraft/store/suspension equipment combination model.
126
MIL-HDBK-244A
(4) Aeroelastic flight test plans and test data of the

aircraft/store/suspension equipment combinations.
(g) Store/suspension equipment aerodynamic characteristics:
(1) Wind tunnel test data of store and suspension

equipment.
(2) Mind tunnel.test data of aircraft/store suspension

equipment combination model.
.
(3) Flight test data of aircraft/store/suspension
equipment combinations which determine effects on stability and control,
flying qualities, and performance.
(h) Store/suspension employment or jettison,’and separation

characteristics:
(1) Store or suspension equipment employment,”jet-

tison, and separation characteristics.
.......... .
(2) Store or suspension equipment employment, jet-
tison, and separation test data.
(i) Store/suspension aeroacoustic characteristics:
(1) Aeroacoustic test data for ground tests of air-

craft/store suspension equipment combinations.
(2) Flight test data of aircraft/store/suspension

equipment combinations which determine effects of the aeroacoustic environ-
:-q,, ment.
-“7.
(j) Store/suspension aerospace ground equipment (ground
support equipment) suitability:
(1) AGE (or GSE) aircraft/store compatibility data.
(k) Store/suspension equipment electrical and functional

interface compatibility.
(1) Detailed generic (aircraft independent) interface

control (ICDS) for store electrical. electronic. and software interfaces with
the carrier vehicle. ICDS include functional and operational description of
store modes including test modes.
(2) Aircraft specific ICDS similar to that described

in (1) above.
Data on the influence of interface data accuracy

(3)
on weapon system performance.
127
MIL-HDBK-244A
7.2 ““ “ International standardization agreements. Certain provi-

sions of this document are the subject of international standardization
agreements. When change notice, revision, or cancellation of this document
is proposed that will modify the international agreement concerned, the pre-
paring activity ~ill take appropriate action throughinternational standard-
ization channels, including departmental standardization offices, to change
the.agreement or make other appropriate accommodations. Table IV identifies
the paragraphs containing the requirements for the international standardiza-
tion agreements.
- . . . .. ,-. . ! , , _ .._ _ fix ___ , .L. _ -1- ..4: -- Ls -- - --- -...--L-
-.
International I
~arama~h Paragraph title standardization
5.1.2 Store/aircraft clearance and fit STANAG 3791 AA ~

AIR STD 20/21
STANAG 3898 AA
AIR STD 20/21
STANAG3899 AA
“AIR..sTD’2o/2l
5.1.3.7 Location of”electrical disconnects STANAG 3558AA
AIR STD 20/14
5.2 Suspension equipment design STANAG 3842 AA
STANAG 3575 AA
AIR STD 20/10
5.2.3 Electrical connector selection STANAG 3837
AIR STD 20/22
5.2.6.3.1 Free fall store $TANAG 3575 AA
AIR STD 20/10
5.2.6.4 Ejection force ~~ STANAG 3575 AA,
AIR STD 20/10
5.2.6.5 ‘Cartridge firing pin selection STANAG 3575 AA
AIR STD 20/10
5.2.7 Cartridges STANAG 3556 AA
AIR STD 20/10
5.2.9.1 Mechanical arming units STANAG 3605 AA
AIR STD 20/17
5.3.9 Store electrical interface STANAG 3837 AA
AIR STD 20/22
5.3.9.3 Connector location STANAG 3558 AA
AIR STD.20/14
5.3.10 Store mechanical interface “’ “ STANAG 3842 AA
STANAG 3575 AA
AIR STD 20/10
5.3.10.3 Store lugs STANAG 3726 AA
AIR STD 20/15
5.3.14 Fuzing and arming STANAG 3525 AA
AIR STD 20/15
6.1.6 Fit and function test STANAG 3899 AA
AIR STD 20/21
128
MIL-HDBK-244A
7.3 Subject term (kev word) listing.
Carriage
Fuzing and arming
Safe separation
Separation analysis
Structural interface
Sway brace
7.4 Changes from ~revious issue. Marginal notations are not

used in this revision to identify changes with respect to the previous issue —
due to the extensiveness of the changes.
CONCLUDING MATERIAL
Custodians: Preparing_Act.ivity:
Air Force - 18 Navy- AS
Army - AV (Project No. 15GP-0082)
Navy - AS
Applicable International Organization:

Air Standardization Coordinating Committee (ASCC)
North Atlantic Treaty Organization (NATO)
129
.
STANDARDIZATION DOCUMENT IMPROVEMENT PROPOSAL

.
INSTRUCTIONS
1. The preparing activity must complete blocks 1, 2, 3, and 8. in block 1, both the documentnumber and revision
letter should be given.
2. The submitter of this form must complete blocks 4, 5,6, and 7.
3. The preparing activity must provide a reply within 30 days from receipt of the form.
NOTE: This form may not be used to request copies of documents, nor to request waivers, or clarification of
requirements on current contracts. Comments submitted on this form do not constitute or imply authorization to
waive any portion of the referenced document(s) or to amend contractual requirements.
““”””’:‘“””’’”’’’’” ,’,’:~~$=: $.OOCUMEN~NUMBER
””””+’””:+’”’:’:’.~’’:’”? 2.DOCUMENTOATE(YyMMOO)
:“l’iiEc”owMFw@#&:g~~,N:GE~,,
:!:.,.:,:.:.x
$.:...
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:<.
...?.......,:,,:,,,:,.,.,..
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+,.,
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.... ... ., ....
..
. .,., MIL-HDBK-z44A 6 APRIL 1990
....:
.. ...,
.. ..’...
.....
3.00CUMEN1TITLE,
GUIDE TO AIRCRAFT/STORES COMPATIBILITY
4. NATURE OF CHANGE (Identify paragraph number and inc/ude proposed rewrite, if possible. Attach extra sheets as needed.)
..
S. REASON FOR RECOMMENDATION
rncrmnlmu nkIIv Iu I
I. NAME b. TELEPHONE (IncludeArea Code)

@mnanding Officer (1) Commercial (2)AUTOVON
FWC (SEf3D)Code 53 (.201) 323-2142 624-2142
:. ADC)RESS (Include Zip Code) , IF YOU 00 NOT RECEIVE A REPLY WITHIN 45 OAYS, CONTACT:
I
Defense Quality and Standardization Office
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Telephone (703) 756-2340 AUTOVON 289-2340
19W290
00 Forni 1426, OCT 89 previous editions are obsolete.

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2. Beneficial comments (recommendations,additions, deletions) and any

3. This handbook was developed by the Department of Defense with the

4. This document provides basic guidelines for accomplishing compatibility

5. This document is intended to assist engineers in the design and testing of

5.1.3.2 Logistics and training............................... 28

5.1.8.5.5 Electrostatic protection............................. 43

5.1 .11.1.1.2 Sight electrical caging and radar....................

5.3.1 Design parameters..................................... 68

6. TESTS AND ANALYSES...................................... 91

6.1.5.3 Store configuration evaluation....................... 102

‘,: 6.1.10 Engine ingestion tests.. ..................... ......

6.2.1.7.7 Part 11/second sortie (vibration and endurance)...... 117

7. REPORTING AND DOCUMENTATION.....’.

1 .1 m. The handbook is intended to cover all

1.2 Successful airborne wea~on svstem. A successful airborne

1.3 Detailed enaineerina data. This handbook does not include

2.1 Government documents.

2.1.1 ‘Specifications.standards. andhandbooks. The following

MIL-E-5007 Engines, Aircraft, Turbojet and Turbofan,

MIL-B-5087 Bonding, Electrical and Lightning Protection

MIL-A-8591 Airborne Stores, Suspension Equipment and

MIL-I-8671 Installation of Droppable Stores and

MIL-I-8672 Installation and Test of Aircraft Pyrotechnic

MIL-T-8679 Test Requirements, Ground, Helicopter

MIL-S-8698 Structural Design Requirements, Helicopters

MIL-D-8708 Demonstration Requirements for Airplanes

MIL-F-8785 Flying Qualities of Piloted Airplanes

MIL-M-8856 Missiles Guided Strength and Rigidity, General

MIL-A-8860 Airplane Strength and Rigidity General

MIL-A-8861 Airplane Strength and Rigidity Flight Loads

MIL-A-8863 Airplane Strength and Rigidity Ground Loads for

MIL-A-8865 Airplane Strength and Rigidity .MiscellaneousLoads

MIL-A-8866 Airplane Strength and Rigidity Reliability

MIL-A-8867 Airplane Strength and Rigidity Ground Tests

MIL-A-8868 Airplane Strength and Rigidity Data and Reports

MIL-A-8869 Airplane Strength and Rigidity Nuclear Neapons

MIL-A-8870 Airplane Strength and Rigidity Vibration,

MIL-F-15733 ‘Filtersand Capacitors, Radio Frequency

MIL-T-18847 Tanks Fuel Aircraft, Auxillary External, Design

MIL-I-23659 Initiators, Electrical, General Design

MIL-C-38999 Connectors, Electrical, Circular, Miniature,

MIL-B-81OO6 Bombs, Free Fall, Demonstration of Dispersion

MIL-D-81303 Design and Evaluation of Cartridges for Stores

MIL-F-83300 Flying Qualities of Piloted V/Stol “Aircraft

MIL-A-87221 Aircraft Structures, General Specification for

MIL-STD-129 Marking for Shipping and Storage

MIL-STD-21O Climatic Information to DetermineDesign and

MIL-STD-220 Method of Insertion Loss Measurement

MIL-STD-461 Electromagnetic Emission and Susceptibility

MIL-STD-462 Electromagnetic Interference Characteristics,

‘MIL-STD-704 Aircraft Electric Power Characteristics

MIL-STD-81O Env~ronmental Test Method’sand Engineering

MIL-STD-1316 Fuze Design, Safety Criteria for

MIL-STD-1319 Item Characteristics Affecting Transportability

MIL-STD-1385 Preclusion of Ordnance Hazards in Electro-

MIL-STD-1472 Human Engineering Design Criteria for Military

MIL-STD-1512 Electroexplosive Subsystems, Electrically Initi-