MIL-STD-2088-SUP-2 Bomb Rack Unit BRU, Single Store, AircraftThis standard establishes the general guidelines and criteria for the design and development of a single store bomb rack unit BRU for carriage and release of airborne stores excluding air-to-air missiles from fixed wing and rotary wing aircraft using a single suspension point or suspension points spaced at 14 or 30 inches. This standard addresses detailed requirements for gravity non-ejected, pyrotechnic, hydraulic, and pneumatic powered BRUs. Mechanical aircraft armament interoperable interfaces are incorporated to enhance cross utilization and servicing capabilities between military aircraft and aircraft stores see 3.1 of all services of the Department of Defense DoD and North Atlantic Treaty Organization NATO nations.

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MIL-STD-2088B

their latched positions). The safety interlock shall return to its SAFE position when the GROUND position latch is released, without the use of tools. The safety interlock design shall prevent it from being forced from its SAFE position by combinations of vibration and/or acceleration forces induced by the aircraft's mission profile. The safety interlock may be held in the ARMED position by the safety interlock drive mechanism, but shall not be independently latched in the ARMED position. The safety interlock shall be operable by one person locally without power or tools and shall be capable of operation within 10 seconds. Placing the safety interlock in the ARMED position shall not release the store support latches nor provide release initiation power. The design shall not require the use of manually inserted or removable parts to accomplish safety interlock operations. The complete safety interlock system shall be protected from inadvertent operation due to external physical contact. To the maximum extent possible, the safety interlock mechanical and electrical interrupts shall be positioned within the BRU to prevent inadvertent store release as a result of single component failures. There shall only be one safety interlock mechanism for each BRU.

5.1.6.6 Safety interlock drive mechanism. The BRU shall have an in-flight operable drive mechanism for its safety interlock. This drive mechanism shall require the application of energy to force the safety interlock from its SAFE position to its ARMED position. When in its de- energized state, the drive mechanism shall not force the safety interlock from its SAFE position during any combination of vibration and/or acceleration forces induced by the aircraft's mission profile. When commanded by the aircraft, energy shall be applied to the drive mechanism. The drive mechanism shall place the safety interlock in its ARMED position as a result of either the two separate and distinct events as required by "interrupt removal" or as a single event in accordance with the requirements of "alternative interrupt removal." Control power for the drive mechanism shall be derived from normal aircraft power. The drive mechanism shall be designed to allow the safety interlock to return to its SAFE state when either the intent to release the store is no longer present or the BRU power is removed.

5.1.6.7 Safety interlock override system. If required by the procuring activity, a means shall be provided to override all mechanical and electrical store support latching safety interlocks. This override system shall be utilized if the BRU fails to drive the safety interlock to its ARMED position when commanded as part of a normal store release. The safety interlock override system design shall meet all requirements for emergency jettison regardless of safety interlock status. (NOTE: Emergency jettison action shall require the simultaneous release of all store support latches in less than 0.50 second.) The override of the safety interlock shall simultaneously remove the electrical and mechanical interrupts of the BRU safety interlock mechanism. The operation of the override shall not release the store. The override shall have the capability of remote indication of status and operation. Power for the override system's

operation shall come from a source that is separated from and independently controlled from that of the BRU safety interlock. The override system design and functional requirements shall consider and be compatible with all operational modes and environments consistent with the aircraft mission requirements.