MINUTES OF LIFE SUPPORT CONFERENCE 1 - 2 AUGUST 1972 WASHINGTON, D. C.

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00285R000100200007-2
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 26
• Document Creation Date: December 20, 2016
• Document Release Date: May 8, 2007
• Sequence Number: 7
• Publication Date: August 10, 1972
• Content Type: MIN

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MINUTES OF LIFE SUPPORT CONFERENCE
2 August 1972
Washington, D.C.
25X1
Attendees:
1972
1. Introduction and Opening Remarks:
opened the meeting with a brief
resume of the planned activities for the Conference. and
then turned the meeting over to who presented
the current posture of the Special Projects. Since this
was a classified presentation, the contents will not be
recorded in these minutes.
NASA review completed
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2. Houston Suit Briefing Report
presented the Houston trip review indi-
cating T-nar me of the meeting was to cross-fertilize
the state of the art with respect to Special Project and
Air Force full-pressure suits (s1010 PPA, 901J, and -6FPS)
with those of NASA. This interface hopefully would include
hardware, vendors, and systems. The NASA crew systems
branch had twenty-five (25) people in attendance. Of major
interest to NASA were the maintenance problems of pressure
suits at both field and depot levels. NASA personnel also
expressed concern over tbeir B-57 program and this concern
was also re-inforced by I lof the Tyndall depot
who recently visited the NASA facility. Apparently one of
the weak links in this chain is the pilot launch phase
probably from lack of experience, however, NASA does
recognize the problem and is approaching it aggressively.
Participating in these discussions in addition tol
who gave the 51010 PPA review were
who gave the 901J - SR-71 FPS activity,
who gave a historical review of pressure suits with partiocu-and F_ I lar emphasis on the GEMINI suit, commanded toe
presented the Air Force -6 FPS. mcom ecthee
greatest interest during the discussions primarily e
of the utilization of the -6 suit in the B-57.
3. APOLLO Medical Problems
I Ireviewed the NASA Manned Space Flight
Medical problems with 00 hours of Space flight experience
for a source of information and data. Physiological dis-
turbances were reviewed with a particular emphasis on
vestibular sickness in the APOLLO Program. The problem has
been unique in APOLLO probably as a result of nitrogen gas
residuals in the vehicle coupled with movement inside the
spacecraft. In both MERCURY and GEMINI astronauts didnnote
have the privilege of internal spacecraft mobility.
e
APOLLO vehicle there is a nitrogen bleed off once the vehicleh
goes into orbit. This nitrogen-oxygen mixture is an app
to fire protection while on the launch pad. As a result of
this, the removal of N2 to a 5 psi pressure is never complete.
Another physiological disturbance of more concern to the
Soviets than to the U.S. space effort is that of cardio-
vascular deconditioning. There was noticeable vasomotor
25X1
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insufficiency following APOLLO with a definite decreased
work capacity, blood chemistry changes, and cardiac rhythm
changes primarily recurring paroxsysmal tachycardia and
extra systole. Almost all of the above changes were
repetitive pand will be studied at great length
in the early Imissions.
at this point directed the group's
attention to the international space machine and the pos-
sibility of a dual space mission in 1975. Language inter-
face does not seem to be a major-problem in that the Soviets
handle English acceptably. The Space cabin atmosphere
will require a solution, however, in that the Soviets carry
14.7 psi (sea-level pressure) and the U.S. pressurizes to
5 psi. There is some speculation that 8.43 psi will be
selected as the compromise.
The Soviets have also surpassed the U.S. in a very
nicely graphed space effort whereas the U.S. has a four-year
interim between the completion of the Skylab mission and
the beginning of the Space Shuttle. The General then brief-
ly reviewed the most recent Russian fatalities and confirmed
the cause of the accident as a sudden decompression.
I Idid interject at this point that the David
Clar been asked to fabricate a lower body
pressure garment to assist in reversing the cardiac decon-
ditioning episode. This suit may be prepared for the next
APOLLO mission. The garment will be called appropriately
a hypotensive-protective assembly. It will also be used in
the medical investigation on the Skylab Missions.
(Final Report is Attachment #1 of these minutes)
reviewed the final report on the omni-
environmental Protective Assembly Phase I - Helmet develop-
ment. A follow-on effort as a result of this study will be
the addition of a bailer bar without impairing vision, a
communication cord improvement, mechanically installed face
barriers, ear-cup improvement, and improved feeding port.
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A mid-September 1972 delivery is anticipated for the next
prototype helmet and that will be followed in approximately
four (4) months by two (2) flyable helmets.
5. Modified Automated Seat-Kit Development
an excellent review on the latest
update of the effort in automatic opening
seat kits. The most recent buy on new survival seat kits
is in support of the SR-71. This kit will eliminate the
bolted-in oxygen system and introduce drop-in oxygen bottles.
This compartmentalization in the kit will be a decided improve-
ment. Currently there is no effort to adapt the automatic
deployment feature, however, if the terrain survelliance
radar system proves itself in tests, it can be adapted to
this new kit. I reviewed the state of the art in
automatic-deployment devices including some excellent
charts on lanyard-activated kits with the standard four (4)
second delay. Both this system and the new radar-sensing
device will be equipped with a manual override. At the
present time the radar-sensing device is in its early stages
of development but if tested successfully, should prove to
be a major breakthrough in seat-kit engineering. This device
can be retro-fitted to existing seat kits without weight or
space penalties.
6. 51010/901 J Flotation Studies
presented 16 mm motion
pictures and 35 mm slide projections on both flotation evalua-
tions. accomplished his flotation study on
the west Coast at Pt. Mugu, California. I accom-
plished the 51010 evaluation on the East Coast in the
Chesapeake Bay. The 9011 flotation has already been accepted
by the SPO as confirmed by The 51010
evaluation will include at least a thirty (30) day flight
test prior to acceptance and retro-fit.
presented 35 mm slide projections on the
Edwards AFB Life Support Activities with special emphasis on the
7. AFFTC Life Support Center Activities
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pressure-suit art. He reviewed the mission at Edwards and
gave an interesting resume of the X-15 Program and the
Aerospace Research Test-Pilot School including the history
of that school especially with respect to the NF-104 "Zoom"
flight profiles. reviewed the one episode of
pressure-suit failure (glove loss) and pointed out the
changes in the "Zoom" profile over the past few years.
The Edwards' facility currently supports or has supported
in addition to the Research Test Pilot's School such. programs
as the B-70,Dyna-Soar, "Lifting Body", F-12, F-111, SR-71,
F-15, Super-Critical Wing, and B-1 which are all involved
in a pressure-suit environment of some sort. The pressure-
suit section supports some 400 flights each year in addition
to 40-50 suit fittings. With regard to new development
efforts, discussed a new suit concept, the
CSU-4/P Partial Pressure Suit, with a new rear zipper
installation to be used with or without gloves providing
breathing characteristics of the full-pressure suit. Also
they are evaluating a NASA light-weight full-pressure suit
with high mobility made by Space Age Control, Inc.,
Palmdale, California.
8. SAC Management Report
resented the HQ SAC position on Life-
p
Support Equipment. Among the major advances he has'accomplished
was selection and control at field level of survival items to
be packed in the SAC Survival Seat Kits. The subject of flash
blindness was explored, however, classification precludes
being discussed in these minutes.
9. 901J Operational Experience
reviewed the SR-71, 901J Full Pressure Suit
expe lems since January 1972. Among the major
advances he presented were the completion of the five-year over-
haul of all 9011 Suit soft goods. He re-emphasized the control
of leak in the assembly and the isolation, of possible leaks. ----u y
-- - - ----u 4en., r AVC1ii
over the standard bladder cloth. As a result of the flotation
study, he became acutely aware of a need for a ring requirement
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somewhere on the pressure suit to assist in helicopter
rescue. Another subject of particular interest was a
water-activated system for kit sequencing to provide auto-
matic opening of the survival kit in the water. Glove
bladders appear to be of major concern in the suit assembly
in both 901J and 51010 pressure suits. I 25X1
mentioned a development effort in the David Clark Company
for providing heated gloves to the AF -6 FPS. Information
on this subject should be available from the AF Life Support
S.P.O. I is aggressively involved with NASA
on improved Survival Seat-Kit food. Hopefully, some samples
will be available shortly for testing in the packing of the 25X1
kit as well as in pilot acceptability. Finally, a Life
at Beale AFR thrmlah-
Support Council has been established
the efforts of
reviewed the minutes o one ot their council meetings. s
approach more than any to date should be an effective method
of resolving Life Support problems and soliciting pilot
comments.
10. 51010 Operational Experience
problems since
reviewed the U-2 S10l0 experiences and
January 1972. Primary in his efforts has
been a massive standardization and reorganization within his
Life Support shop with the addition of check lists .training
aids, and mockups for instructional purposes. 25X1
reviewed the vent-hose situation and, although admittedly
it is less than an ideal device, he feels it will now function
properly if hooked up correctly. An interesting problem
unresolved at this time is the lack of sufficient instru-
mentation for calibration of calibraters.
presented the current 51010 in-flight feeding
problem and brought with him some possible alternatives to
the existing three (3) types of tube food presently provided.
The urine collecting device is still causing some physiolog-
ical difficulties and possibly a larger reservoir is in order.
Also inadvertent disconnects have occurred recently.
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A discussion was held on PE technician training and
the only complete training program appears to be that
offered at the factory. Very few training aids are avail-
able even to the extent of not having a survival training
seat kit. The Survival rifle has been removed from both
the 51010 kits as well as the S-901J's. This follows
the earlier philosophy expressed in the minutes of re-
moving the control of survival seat contents from HQ SAC
and placing it with local commanders. I also men-
tioned the low-flight 02 hose routing and he has solved
this problem locally by tucking the excess hose underneath
the shoulder harness.
11. Agenda Items
presented the data bank status report; and,
although he feels the project is a worthy one, there
is not enough manpower to evaluate and document the data
at this time. It was finally resolved that this item
would be left open and that a meeting would be called
by I Iwith representatives from each facility
present to make one last attempt to resolve this problem.
b. Combat Boots (Jungle Boots)
SAC crews currently are wearing the white pressure-
suit boot and dyeing it black. Some effort has been
expended in trying to rate the jungle boot, however, it
still offers little in protection from the cold and is
a threat if ejection occurs in the fireball. The Standard-
issue insulated black boot will most likely be used in
the future.
c. Tree-Lowering Device
A discussion was held on the possible difficulty that
could be encountered if a crewmember inadvertently released
his seat kit and then made a tree landing with his tree
let-down device hanging three to six feet below him. A
possible fish-hook arrangement could be disastrous if the
pilot was unable to reach it. This item will be investigated
and held open for further discussion.
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d. 51010 PPA Pressure Sealing Closure
still has not arrived at a final
estimate as to what price tag will accompany the
study on completion of the new pressure sealing
closure zipper. It would appear though that it will
be a little too expensive for consideration during
this fiscal year. Item is still open.
e. Poly-Carbonate Visor
David Clark Company is still investigating the
possibility of using a new visor for improved per-
formance. "Optical Coating Labs" have done some
work for NASA, however, conductive coating is still
some distance away. Light transmission vs. reflectance
are the stumbling blocks. Optical coating Labs have
produced samples of 1 1/2 % to 2 1/2 % reflection and
improved transmission approximately 15%. This item
is still unresolved and should remain open.
f. Ground Training
in the pressure suit including parasail training at
Homestead AFB, Florida. Funding problems have been re-
solved and the problems of scheduling of aircrews are
being addressed now. The Homestead syllabus is acceptable
to SAC. This should be a closed item.
has finalized water survival training
g. Leak-Rate 51010 PPA, 9011
All leak-rate criteria have been resolved for both
of the above systems and this item should be closed.
h. 51010 PPA Glove Cooling
David Clark Company is still in the fabrication stage
of a new pressure suit glove that meets all the criteria
for flight (good dexterity, mobility, cooling, and warmth).
This item remains open
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i. Survival Equipment
(1) Survival Gun - A new minature survival
weapon is being evaluated for possible inclusion
in the seat kit to replace the 22 cal high-
standard weapon.
(2) RQ-225 Parachute Numbering - A dash number
has been added to the pilot's handbook on the RQ-225
parachute to identify those chutes possessing the
6-line release modification.
(3) Rucksacks - A change to the manual has
been accomplished on the testing of rucksacks to
bring it more in line with acceptable quality
control and to eliminate the previous too stringent
test requirements.
j. In-flight Food
Discussions on in-flight food were heard throughout
the two-day conference with respect to, not only palatable
food, but also on safety of opening the visor in flight
for eating. This, obviously, will remain an open item
and probably for some time unfortunately.
12. SAC - SR-71 - Specific Items
a. URC-64 Radio
has secured this radio for inclusion
in the survival seat kits at his operating location.
b. OD Underwear
This type of underwear is being used at the operating
location for E and E application.
c. Brown Outer Garment for 901J Suit
The brown outer garment now replaces the black for anti-
reflectance assistance in the SR-71 and is utilized as a
pilot option.
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13. Pressure Suit Storage
The David Clark Company has made an evaluation on some
different methods of pressure-suit storage and have con-
cluded in general that cleanliness of the garment before
storage is a more important factor than the storage facility
temperature and humidity.
14. Next Meeting
The next Life-Support Conference is scheduled for
5 and 6 December 1972 at Davis Monthan AFB, Tuscon, Arizona.
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Final Report
Contract DC-1714
Design Study
of
Omni-environmental Protective Assembly
.Phase I - Helmet Development
19 July 1972
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1. INTRODUCTION AND SUMMARY
This design study was initiated for the purpose of analyzing and
determining what improvements could be made to the S-1010 Pilot's Protective
Assembly which was originally developed under Contract DC-1700.
The Contractor submitted a proposal under letter JEF-328-2435,
10 August 1971, covering a Design Study, Omni-environmental Protective
Assembly. This was a two-phase proposal consisting of Phase I, Helmet, and
Phase 11, Coverall and Gloves.
Contract DC-1714 was awarded, effective 15 September 1971, for
Phase 1, Helmet.
Inputs from the operating locations; including Headquarters units, SAC
units at Davis-Monthan AFB, and Beale AFB, and the ADC operated pressure
suit depot at Tyndall AFB, were used as the basis for design criteria for the
prototype helmet to be developed under the provisions of the contract.
Major emphasis in design was placed in the following areas:
A. Improved Field of Vision
B. Improved Head Mobility
C. Improved Comfort
D. Improved Operating Functions
E. Improved Coverall Interface
F. Improved Maintainability
The evaluation of the prototype helmet (see attached photographs),
conducted by the contractor, the headquarters project engineer, field-servicing
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1. INTRODUCTION AND SUMMARY (continued)
technicians and twenty-one pilot subjects indicates that the major goals
of the design study were achieved, but that several areas should be further
improved before the design is adopted as a new standard. These areas include:
1. Better helmet hoiddown during the pressurized mode.
.2. Bailer-bar type visor operation without compromise of the loss
of downward visibility gained in the prototype.
An acceptable feeding port.
4.
Improved electrical leads design at helmet shell interface and
relocation to left side of manifold plate.
These design changes should be included in any follow-on helmets, but in
conjunction with a program which will include coverall design changes to
provide the necessary interface with the helmet and the airframe in order to
achieve a flight configuration.
11. DISCUSSION
The study objective was to develop a design for an improved helmet for
use in an omni-environmental protective assembly, and to fabricate a prototype
helmet suitable for evaluation in a low pressure chamber.
The helmet for the Pilots Protective Assembly S-1010 was used as the
basis for the design study. From this base, design effort was concentrated on the
specific areas outlined in proposal JEF-328-2435, Para. 4. 1. Some additional
changes have also been made to increase the capabilities of the helmet.
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H. DISCUSSION (continued)
Following is a summary of the changes incorporated in the design study and
prototype unit.
A. Visibility
Increased visibility in the vertical plane has been obtained by
the following steps:
1. The shell has been re-designed to allow better location of
the subject's head'in relation to the visor opening.
2. The vertical chordal distance or length of the visor has
been increased. This allows a greater angle of visibility by
making the helmet shell opening the limiting factor for visibility
rather than the transparent area of the visor.
3. The breathing regulator has been removed from the suit
and installed in the back section of the helmet.
4. The visor actuating lever has been changed from a bar
across the helmet between the visor pivot points to a knob located
on the left pivot point only. This puts the actuating lever
completely out of the visible area.
B. Head Mobility
Better head mobility has been realized by:
1. Re-designing the helmet ring bearing. The new design
uses larger diameter balls in a true thrust bearing configuration to
give less frictional resistance to rotation.
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11. DISCUSSION (continued)
B. Head Mobility (continued)
2. The helmet ring bearing is held in position in relation to
the suit by using a cord woven from the bearing to loops located
at the helmet disconnect.
This cord extends around the full circumference of the
bearing and helmet disconnect.' This suspension allows easier
mobility in the vertical plane as well as a more even support of
the bearing to reduce deformation of the bearing races, thereby
reducing friction and binding problems of bearing rotation.
Helmet Comfort and Ventilation
Helmet comfort and ventilation have been increased by
using a new concept in helmet liners. Instead of a relatively
thick molded foam pad with a cover of tightly woven nylon,
the new liner uses three materials stitched together to form a
lightweight sandwich construction. This design also allows the
liner to adjust to all head sizes, thus eliminating sizing problems
associated with the molded liner.
The interior material of this sandwich construction is an
open weave red nylon tricot backed by 5/16" thick polyurethane
foam. The material in the middle is a 3/16" thick white
polyethylene foam which has good shock absorbing qualities.
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C. Helmet Comfort and Ventilation (continued)
The external material -- which is also used on the inside of
the earcups -- is black "Curon". This material is actually a
fine Velcro pile with a light .foam backing.
Between the center head section and the earcup sections
are two narrow panels. 'These panels have large openings in the
polyurethane foam and have inner and outer covers of open mesh
to enhance ventilation of the liner. They also allow the earcup
sections to move in relation to the center head section to
accommodate various head sizes. Leather earsea Is are used and
are backed with fine Velcro hook. Thus the earseals can be
adjusted simply by pressing them in the desired position on the
"Curon" lining in the inside of the earcups.
D. Emergency Visor Defogging
The prototype helmet being fabricated w i l l be supplied
with a defogging system using the spray bar which directs the
oxygen over the visor. This method of providing emergency
fogging has its precedence in other systems, including the
S901 J PPA and the standard USAF A/P22S-6 Flying Outfit.
It was not a compatible system for the 5-1010 PPA because of the
low pressure at which oxygen was introduced into the oral
nasal cavity.
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II. DISCUSSION (continued)
E. Hypoxia Indicator
The possibility of including an hypoxia indicator in
this helmet has been considered. It is one reason why a 19-pin
connector was chosen for the communications/electrical cord
penetration. The sensor and its receptacle (approximately 1/2"
diameter x 1-1/4" long) would most likely be mounted on the face
barrier in a position determined by testing to give the most
reliable results. The electrical connections would be routed
through the face barrier to the connector in a manner similar to
that used for the microphone wires. (See Bechman ATO-1001-B).
Delivery of an hypoxia indicator in the prototype helmet was not
a requirement under the contract.
F. Visor Anti-Reflectance Coating
Investigations have shown that a process is available by
which an anti-reflectance coating can be applied to a plastic
visor. However, application of this coating cannot be considered
until an alternate method of heating visors, such as imbedding
heating wires in a laminated visor, has been perfected, since the
anti-reflectance coating and gold coating cannot both be applied.
G. Helmet Locking
The visor actuating lever has been changed to a knob
located at the left pivot point of the visor. This knob allows-easy
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II. DISCUSSION (continued
G. Helmet Locking (continued)
one-hand operation of the visor. A new lip-type seal mounted
on the visor makes this new latching method possible. The seal
utilizes internal helmet pressure to increase seal effectiveness
between the visor and helmet shelf. Therefore, the initial
sealing force does not have to be as high as that required by
present static seals so that a knob, rather than the current high
leverage actuating bar is sufficient.
A latch to lock the visor in the open position is also
included as an integral part of the new actuating mechanism.
H. Face Barrier and Face Seal
The face barrier and face seal remain relatively unchanged
at present. The only change has been in the material used on the
periphery of the barrier. This material should result in better
cementing and easier removal of the face seal.
Related to this, however, are changes made in the take-up
mechanism to provide a smoother and easier operating adjustment
of the face seal.
A tentative design for a new type face barrier has been
conceived, but not included in the prototype. This design would
allow the face barrier to be easily pressed'into position or pulled
out for replacement. No cementing would be required.
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11. DISCUSSION (continued)
1. Helmet Disconnect
The helmet disconnect has been completely redesigned.
Instead of a complicated latching mechanism built into cumbersome
hardware, a simple light-weight connection utilizing nearly all
software instead of hardware has been designed. A solid ring
is stitched into the neck opening of the suit. The helmet has a
sealing surface stitched at the bottom of the pressure retaining
bladder. The covering over this sealing surface has a steel cable
stitched into it at the top and also at the bottom. These steel
cables have a circumference somewhat less than the circumference
of the steel ring in the suit. The bottom cable is split so that it
can be slipped over the ring in the suit and then locked in place
with a latching mechanism. This latch axially locks the suit
ring and bottom cable to connect the helmet to the suit and at the
some time wraps the sealing surface on the helmet around the
fabric surrounding the suit ring to give an effective gas tight seal.
This simplified construction also increases the effective
inside diameter of the helmet by approximately 5/16" for easier
donning and doffing.
J. Feeding 'Port
Changes in the helmet to increase visibility, comfort,
and mobility have made normal placement of the feeding port
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If. DISCUSSION (continued)
J. Feeding Port (continued)
impractical. A feeding port was designed and located to the
right side of the helmet. A curved stainless steel feeding tube
with a covering of Teflon was used for ease of entry through the
sealing door and comfort in the subject's mouth.
This system proved, from the outset, to be difficult to
operate and an alternate method was proposed, but not fully
engineered for the prototype helmet.
K. Communication/Electrical Cord Penetrations and Routings
A standard 19-pin microdot hermetically-sealed
communications/electrical entrance fitting has been incorporated
in the design. It was located at the right rear of the helmet
allowing entrance and routing of all required wiring at one
easily accessible location. The 19-pin configuration has been
chosen so that several spare entrance connections will be
available to accommodate any future wiring needs.
L. Microphone Mounting
The basic microphone mount will be attached to the
helmet face barrier inside the helmet as currently used on the
helmet of Pilots Protective Assembly S-1010. The microphone
itself, however, will be attached by means of a newly designed
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11. DISCUSSION (continued)
L. Microphone Mounting (continued)
ball-swivel mounting. This mounting allows easy adjustment
of the microphone through a full 360? revolution in the
horizontal plane and a 150 motion up or-down in a vertical
plane.. It also allows forward or backward tilt of 15?. All
of these adjustments can be made with light finger pressure only,
thus making microphone adjustment easier and more exact.
M. Additional Design Features
1. The breathing regulator has been moved to a position in
the rear of the helmet. As part of the design for this change, a
manifold has been made which allows the breathing regulator
to be replaced in a few minutes time without even the necessity
of having the subject remove the helmet. This is done by mounting
the regulator on a manifold which interfaces with the internal
oxygen and sensing lines by using O-rings to seal the interface.
By means of only two screws, this entire manifold and regulator
unit can be removed and a new one inserted.
2. The sunshade is held in place by a friction lock of
improved design. This lock is a clamping ring which rotates
around the sunshade pivot and to which the sunshade is attached.
By simply using the adjusting screws located in the clamping ring,
the desired friction force for proper sunshade tension can be obtained.
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-APO, NWO
III. PROTOTYPE EVALUATION
Evaluation of the prototype was conducted at three operating locations
including the Headquarters. unit, Davis-Monthan AFB, and Beale AFB,
Results of the evaluation by twenty-one pilots using the Subjective
Evaluation Sheet (Attachment 1.) to record results, indicated the following:
A.
Field of Vision
1.
Unpressurized,
Improved
19
Same
1
No Comment
1
2.
Pressurized,
Improved
15
Same
3
Worse
2
No Comment
1
B. Head Mobility, Horizontal
1. Unpressurized, Improved
18
Some
2. Pressurized, Improved
14
Worse
2
C. Head Mobility, Vertical
10' Unpressurized,
Improved
Some
Worse
11
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IWO,
111. PROTOTYPE EVALUATION (continued)
C. Head Mobility, Vertical (continued)
2. Pressurized, Improved 3
Same 7
Worse 11
D.
Comfort (all elements combined)*
1. Unpressurized,
Improved
59
Same
57
Worse
8
No Comment
2
E.
*Includes ventilation, helmet holddown, weight distribution,
suspension system, spray bar pattern.
Operating Components (all elements combined)**
1. Unpressurized,
Improved
14
Same
22
Worse
46
No Comment
2
** Includes visor opening, closing and locking, sunshade
operation, feeding port function, and coverall/helmet
disconnect function.
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 Approved For Release 2007/05/08: CIA-R DP75B00285R000100200007-2
.r
III. PROTOTYPE EVALUATION (continued)
F. Coverall Interface (all elements combined)***
1. Unpressurized, Improved 23
Some 36
Worse 3
No Comment 1
*** Includes 02 Hose Routing, Electrical Leads, and
Manifold Location.
In the major areas of concern for normal operation, i.e., Field of
Vision, Head Mobility, and Comfort Unpressurized the acceptance comments
were: 74, Improved; 39, Same, and 2, Worse. In the pressurized mode, it was
evident that the interface of the helmet with the coverall and helmet holddown
assembly was the major contributing factor in evaluation results which showed a
Worse condition in eleven, Same in seven, and only three Improved out of
twenty-one subjects.
One other area which proved to be of major concern in the evaluation
was the Visor Opening, Closing and Locking Mechanism. Inputs from the
operating units gave no indication of the degree of reliance upon the use of
visor-operating bailer bar of the curre nt 5-1010 Helmet for assistance in turning
and nodding the head. The lack of the bailer bar on the prototype helmet
prompted sixteen out of twenty-one subjects to indicate preference for the bailer
bar mode for closing the visor and commenting that they felt they would lose
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Ill. PROTOTYPE EVALUATION (continued)
some mobility and field of vision without the bailer bar to use as an assist
in turning and nodding.
The microphone mount described under Section L. was judged to be
more complex and critical to adjust than was practically necessary. It was
replaced with the current S-1010 type of mount prior to subjective evaluation
by the pilot subjects with the approval of the project engineer.
Considering the fact that the helmet was adapted to one coverall size
and was fitted with one helmet liner size only, it should be recognized that
an optimum fit was not attainable in many cases and that some decisions
as to whether the subject found the conditions the same or worse could have
been influenced by less than optimum fit.
IV. CONCLUSIONS
1. The Contractor concludes that the prototype helmet demonstrated
a definite improvement in the important areas of Field of Vision, Mobility,
Donning and Doffing, Weight Reduction, and Comfort.
2. Problem areas not fully resolved include:
A. Feeding Port Location'
B. Electrical/Communications Connector Engagement (External)
C. Downward Vision and Mobility while Pressurized
D. Earphone Adjustment in Helmet Liner
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N V"O
IV. CONCLUSIONS (continued)
3. The problem areas cited in Paragraph 2 can be resolved with
additional effort.
V. RECOMMENDATION
1. The Contractor recommends that a program be established which
will provide helmets for flight evaluation.
2. The availability of modified S-1010 PPA's should be considered
in the program.
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