the following description is of the best mode presently contemplated for carrying out the invention . this description is not to be taken in a limiting sense , but is made merely for the purpose of describing one or more preferred embodiments of the invention . the scope of the invention should be determined with reference to the claims . a front view of a restraint system 10 according to the present invention is shown in fig1 a , and a side view of the restraint system 10 is shown in fig1 b . the restraint system 10 includes a skull cap assembly 11 , a garment assembly 24 , and a harness comprising a saddle assembly 29 . the restraint system 10 provides a flexible and lightweight system which may be worn under flight clothing which restrains the head and neck against ejection seat motion and windblast forces encountered upon initiation of the ejection sequence . the restraint system 10 also restrains the spinal column against dynamic overshoot resulting from ejection seat motion . the skull cap assembly 11 includes the skull cap 12 , a head cradle 13 ( see fig2 a and 2b ) under the skull cap , right front tension cord 14 a , left front tension cord 14 b , right rear tension cord 14 c , and left rear tension cord 14 d attached to the head cradle 13 , and tension limiters 15 a , 15 b , 15 c , and 15 d attached to respective tension cords 14 a - 14 d . the tension cords 14 a - 14 d are measured and shortened during initial fitting of the restraint system 10 to the crew member . the length of the tension cords 14 a - 14 d is sufficient to cover the maximum size in the anthropometric range of the crew member population . the tension limiters 15 a - 15 d may function as stops to reduce travel of the tension cords 14 a - 14 d , thereby controlling head alignment . during fitting to the crew member , the tension limiters 15 a - 15 d are crimped , sewn , or tightened to the tension cords 14 a - 14 d according to individual anthropometric requirements . upon system initiation , the tension cords 14 a - 14 d are retracted until the tension limiter 15 a - 15 d encounters a grommet 27 a - 27 d in the garment 25 , thereby limiting the travel of the tension cords 14 a - 14 d . the retraction force is then transferred to the crew member shoulders through a yoke portion 28 of the garment assembly 24 . the yoke portion 28 is a structural panel across the shoulders , preferably residing on the interior of the garment 25 . the purpose of the yoke 28 is to transfer load to the crew member &# 39 ; s shoulders if the tension limiters 15 a - 15 d bottom out on the grommets 27 a - 27 d . the tension limiters 15 a - 15 d may be used to ensure that excessive force is not exerted on the crew member &# 39 ; s head . pneumatic muscles 18 a - 18 d and gas generators 22 a and 22 b ( see fig2 a and 2b ) provide tension to the tension cords 14 a - 14 d and are sized to prevent over tensioning , and the tension limiters 15 a - 15 d may be used as an added limit on tensioning . the garment 25 is preferably made from fabric and houses tensioner subsystems 16 a , 16 b ( see fig2 a and 2b ) and may include channels or guides for locating the tensioner subsystems 16 a , 16 b and the saddle assembly 29 properly about the crew member . the channels or guides may be attached , for example , sewn , in the garment 25 to guide the straps 30 a - 30 b and restrain the pneumatic muscles 18 a - 18 d , the manifold assemblies 21 a , 21 b , and tension cords 14 a - 14 d preventing them from slipping out of position or off the crew member &# 39 ; s body . in alternative embodiments , a flight suit or anti - g suit could be modified to position the tensioner subsystem 16 a - 16 b and saddle assembly 29 . the garment assembly 24 incorporates a closure 26 , for example , a zipper or zip - lock device or the like , which enables ease of donning . the garment 25 may be manufactured from a number of modern textiles , preferably soft , thin , breathable , and pliable with wicking characteristics for cooling and transmission of perspiration . in alternative embodiments , the restraint system 10 may also be incorporated into other clothing , such as a flight suit or an anti - g suit . such alternatives are dependent upon the desires of the users . the saddle assembly 29 attaches to the manifold assemblies 21 a and 21 b of the tensioner subsystems 16 a and 16 b ( see fig2 a and 2b ). the saddle assembly 29 consists of two side straps 30 a and 30 b , one saddle strap 31 , two adjustable connectors 32 a and 32 b , and two leg straps 33 a and 33 b . the side strap 30 a connects to the manifold assembly 21 a and the side strap 30 b connects to the manifold assembly 21 b . the side straps 30 a and 30 b are adjustable to the crew member . during the one - time fitting process , each side strap ( which slides through adjustment slots on the manifold assembly ) may be adjusted to the anthropometric needs of the wearer , to provide a comfortable and secure fitment . excess strap length may be trimmed or stowed accordingly . each side strap 30 a and 30 b connects to opposing sides of the saddle strap 31 . the saddle strap 31 is a wide “ u ” shaped structural strap which is preferably approximately 1 . 75 inches wide and preferably forms a flexible seating surface beneath the buttocks which transmits head loads to lower torso extremities of the crew member . the leg straps 33 a and 33 b are attached to the base and sides of the saddle strap 31 forming loops around the upper thigh and crotch to preferably prevent the saddle strap 31 from moving on the crew member regardless of the crew member &# 39 ; s posture . adjustable connectors 32 a and 32 b attach to the leg straps 33 a and 33 b respectively and enable adjustment of the lengths of the leg straps 33 a and 33 b by the crew member . a front view of the restraint system 10 with the garment assembly 24 and skull cap 12 removed to reveal the components housed within the garment assembly 24 and skull cap 12 is shown in fig2 a , and a side view of the restraint system 10 with the garment assembly 24 and skull cap 12 removed to reveal the components housed within the garment assembly 24 and skull cap 12 is shown in fig2 b . the restraint system 10 includes the skull cap assembly 11 which includes a skull cap 12 ( see fig1 a and 1b ), the head cradle 13 , the four tension cords 14 a - 14 d , and the four tension limiters 15 a - 15 d . the skull cap 12 is formed to reside over the head cradle 13 and minimize pressure points applied to the head by the head cradle 13 . the skull cap 12 may be manufactured from a number of modern textiles and is preferably soft , thin , breathable , and pliable with wicking characteristics for cooling and transmission of perspiration . the skull cap 12 may be attached to the head cradle 13 or be separate . in alternative embodiments , the skull cap 12 may be eliminated if the customer chooses to attach the tension cords to a helmet or to wear the cradle over an existing crew member &# 39 ; s skull cap . the head cradle 13 resides on the upper portion of the crew member &# 39 ; s head , and when tensioned , restricts the head from moving . the tension cords 14 a - 14 d connect to the tensioner subsystems 16 a , 16 b via adjustment fittings 17 a - 17 d respectively . the tension cords 14 a - 14 d enter the garment assembly 24 through tension limiter grommets 27 a - 27 d respectively , which grommets 27 a - 27 d are built into or attached to the garment assembly 24 . the tension limiters 15 a - 15 d , one for each tension cord 14 a - 14 d respectively , are positioned according to the anthropometric requirements of the crew member and secured to the tension cords 14 a - 14 d above the garment assembly 24 entrance , such that upon activation of the tensioner subsystem 16 the load applied to the head and neck is controlled . further , upon activation of the tensioner subsystems 16 a , 16 b , the tension limiter grommets 27 a - 27 d transfer the remaining load applied by the tensioner subsystems 16 a , 16 b from the head into the torso through the yoke 28 ( see fig1 a and 1b ). the torso load , dictated by the placement of the tension limiters 15 a - 15 d , is distributed across the shoulders of the crew member by the yoke 28 built into the garment assembly 24 . the restraint system 10 includes a right tensioner subsystem 16 a and a left tensioner subsystem 16 b . the tensioner subsystems 16 a and 16 b include adjustable fittings 17 a - 17 d , pneumatic muscle assemblies 18 a - 18 d , port connectors 20 a - 20 d , manifold assemblies 21 a and 21 b , and gas generators 22 a and 22 b . the manifold assemblies 21 a and 21 b house or connect to the gas generators 22 a and 22 b . the manifold assemblies 21 a and 21 b receive and route a flow of gas through a filter 42 ( see fig4 ) and to the pneumatic muscle assemblies 18 a - 18 d . the filter 42 slows the speed of the expanding gas and removes particulates from the gas . alternate embodiments of the manifold assembly 21 may include provisions for 1 ) a button - type battery 43 or a connection to an external power source , 2 ) a g - sensor 44 or a wireless communications receiving device 45 , 3 ) a connection 47 for manual pressurization / depressurization , 4 ) a device for relieving gas pressure 47 from the system after parachute opening , and / or other such devices . the outlet port for the flow of gas includes a fitting for connection to the pneumatic muscle ( s ) 18 a - 18 d . the manifold assemblies 21 a and 21 b also provide for attachment to and / or adjustment 48 of the side straps 30 a and 30 b on the saddle assembly 29 . the manifold assemblies 21 a and 21 b are a sealed environment to prevent pressurized gas from escaping and coming into contact with the crew member &# 39 ; s body . the gas generators 22 a and 22 b are preferably cool gas generators and the burn rate of the gas generators 22 a and 22 b will preferably be selected to reduce heat production to an acceptable level . initial heat produced by the generation of the gas flow will be reduced by the filter and conducted to the manifold mass . the gas generators 22 a and 22 b are similar to an automobile airbag gas generator , which generates some heat , but remains cool to the touch . channels or pockets for retaining the tensioner subsystems 16 a and 16 b in the garment portion 24 provide additional protection from heat and by the time the pressure is released from the system , any excessive heat will have been dissipated . the tensioner subsystems 16 a and 16 b are attached to the skull cap assembly 11 by the adjustable fittings 17 a - 17 d . the tensioner subsystem 16 a includes the two adjustment fittings 17 a and 17 c and the tensioner subsystem 16 b includes the two adjustment fittings 17 b and 17 d . the adjustment fittings 17 a - 17 d connect to the tension cords 14 a - 14 d respectively . the gas generators 22 a and 22 b preferably use a chemical reaction system initiated by a mechanically , ballistically , or electrically initiated gas generator , similar to an automobile airbag gas generator . the preferred chemical reaction produces a cool gas which rapidly expands to fill the available space , which space in the case of the present invention is provided by the pneumatic muscles 18 a - 18 d . the burn rate of the gas generators 22 a , 22 b is limited to minimize heat generation . the pneumatic muscles 18 a - 18 d and the gas generators 22 a , 22 b are preferably sized to preclude over pressurizing the system , although other means may be exercised to prevent over pressurizing . the right front pneumatic muscle assembly 18 a connects between the adjustable fittings 17 a and the port connector 20 a , the left front pneumatic muscle assembly 18 b connects between the adjustable fittings 17 b and the port connector 20 b , the right rear pneumatic muscle assembly 18 c connects between the adjustable fittings 17 c and the port connector 20 c , and the left rear pneumatic muscle assembly 18 d connects between the adjustable fittings 17 d and the port connector 20 d . the port connectors 20 a and 20 c are connected to the right manifold assembly 21 a and the port connectors 20 b and 20 d are connected to the left manifold assembly 21 b . the right gas generator 22 a is connected to the right manifold assembly 21 a , and the left gas generator 22 b is connected to the left manifold assembly 21 b . the gas generators 22 a and 22 b provide a flow of gas which activates the restraint system 10 . the gas generators 22 a and 22 b may be triggered by a built - in g - sensor or by an external signal , for example , from the crew member seat or vehicle , in other embodiments . when triggered , the gas generators 22 a and 22 b provide a gas flow through the manifold assemblies 21 a and 21 b , which directs the flow into a pressure vessel of the front and back pneumatic muscles 18 a - 18 d . the pneumatic muscles 18 a - 18 d consequently inflate and contract , thus tensioning and activating the restraint system 10 . a support adjustment source 23 may be connected to the manifold assemblies 21 a and 21 b to provide the crew member with an option of inflating selective pneumatic muscles 18 a - 18 d to improve comfort and / or reduce fatigue on the neck caused by an unbalanced helmet weight over time . the source of gas may be a hand pump / bulb for ambient air , a separate pressurized tank , or a tap onto the anti - g suit or other acceptable source which would tension the pneumatic muscles 18 a - 18 d . the particular source is dependent on the customer &# 39 ; s needs . a detailed view of the pneumatic muscle 18 a in a relaxed state is shown in fig3 a , and a detailed view of the pneumatic muscle 18 a in an inflated state is shown in fig3 b . the pneumatic muscles 18 b - 18 d are preferably similar to the pneumatic muscle 18 a , but the pneumatic muscles 18 c and 18 d ( the rear pneumatic muscles ) may be different from the pneumatic muscles 18 a and 18 b ( the front pneumatic muscles ), for example , may have a different length or a different percentage contraction . the pneumatic muscles 18 a - 18 d preferably comprise four basic components : a braided mesh sheathing 36 ; a bladder 35 located inside the sheathing 36 that is capable of expanding when pressurized ; the adjustment fitting 17 a on one end of the pneumatic muscle 18 a , and a port connector 20 a on an opposite end of the pneumatic muscle 18 a . upon pressurization , the bladder 35 expands forcing the sheathing 36 to increase in diameter and shorten from a relaxed length l 1 to an inflated length l 2 . the shortening length l 2 may be shortened by as much as approximately 40 percent of the relaxed length l 1 ( i . e ., l 2 may be as small as approximately 0 . 60 times l 1 ). the adjustment fitting 17 a and the port connector 20 a on the pneumatic muscle 18 a cause attached items to be drawn together by the retraction , providing a strong tensioning element in a small simple device which will function when twisted or curved . the port connector fitting 20 a also serves as a passage for the pressurizing gases . a diagram of the manifold assembly 22 a and a generic seat 60 of the present invention is shown in fig4 , wherein alternative elements are described . the manifold assembly 21 b is generally similar to the manifold assembly 21 a . the manifold assembly 21 a may be designed to receive electrical or pressure signals 66 via a direct connection port 46 or to receive wireless signals 62 via a receiver 64 , depending on the capabilities of the seat , vehicle , or customer requirements . the seat 60 may produce signals from 1 ) an electronic sequencer 68 transmitted via a wireless communications device 49 , 2 ) an electronic sequencer 68 transmitted via direct electrical or pressure signals 66 , 3 ) a gas pressure or electrical signal device 50 transmitted via direct electrical or pressure signals 66 , and / or 4 ) an on - seat g - sensor 51 transmitting signals via direct electrical or pressure signals 66 ; and for vehicle crash situations , a signal may be produced by 5 ) a vehicle - mounted g - sensor 52 transmitted via direct electrical or pressure signals 66 . clearly , a combination of signal sources may be employed , depending on customer design requirements . within the manifold assembly 21 a , a wireless signal 62 would be processed by a signal processor 45 to fire the gas generator 22 a , with supplemental power from a battery 43 if needed . a signal from a g - sensor 44 within the manifold assembly 21 a would be processed by a signal processor 45 to fire the gas generator 22 a , with supplemental power from a battery 43 if needed . an electrical signal 66 received by direct connection 46 would either be processed by the signal processor 45 or would immediately fire the gas generator 22 a , depending on design requirements . finally , a gas pressure signal 66 received by direct connection 46 would either be processed by the signal processor 45 or would immediately fire the gas generator 22 a . an outlet port 41 is provided for connecting to the port connector fittings 20 a - 29 d ( see fig2 a and 2b ). continuing with fig4 , the gas generator 22 a is shown residing in the manifold assembly 21 a . the gas generator 22 a may also be attached to the exterior of the manifold assembly 21 a , or be connected by tubing to the manifold assembly 21 a . a filter 42 filters gasses generated by the gas generator 22 a prior to entry into the pneumatic muscle 18 a or 19 c . a pressure relief / support adjustment port 47 allows regulation of the gasses provided by the gas generator 22 a to the pneumatic muscle 18 a - 18 d . a g - sensor 44 may be included in the manifold assembly 21 a to detect the ejection event , and to trigger the gas generator 22 a . in a first alternative embodiment of the restraint system 10 , the support adjustment source 23 provides adjustable inflation pressure from outside source ( s ) to tension selected pneumatic muscles to support the head against head - borne mass . in a second alternative embodiment of the restraint system 10 , the direct input connector 46 provides direct interface with the aircraft or ejection seat for precise timing of gas generator 22 a and 22 b initiation within the ejection sequence . in a third alternative embodiment of the restraint system 10 , portions of the restraint system may be incorporated into other flight gear , such as a flight suit , jump suit , pressure suit , vest assembly , or similar garment . additionally , a fourth alternative embodiment of the restraint system may include an upper arm restraint which is an optional use of the existing pneumatic muscle retraction of the tension cords . such supplemental retraction of the upper arm or elbow of a flight suit or other garment may be used to restrain the arms against limb abduction during high - speed windblast , and may be provided dependent upon the desires and needs of the crew members . while the invention herein disclosed has been described by means of specific embodiments and applications thereof , numerous modifications and variations could be made thereto by those skilled in the art without departing from the scope of the invention set forth in the claims .