IN-FLIGHT FEEDING/DRINKING CAPABILITY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00285R000400110015-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 4
• Document Creation Date: December 15, 2016
• Document Release Date: August 29, 2003
• Sequence Number: 15
• Publication Date: October 18, 1966
• Content Type: MF

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OXC-11168-66
CopyJof_
MEMORANDUM FOR ; Director of Special Activities
SUBJECT In-Flight Feeding/Drinking Capability
1. In the early developmental history of the pilots
protective assembly an in-flight feeding port was considered,
according to However, the only device
available at that time was one made by Minneapolis-Honeywell
and it was not compatible with the helmet developed by the
David Clark Co. The requirement for such a port was
apparently never firmly established however, and it was
not included in the specifications for the helmet subse-
quently procured.
2. In the follow-on research and development effort
carried on by the David Clark Co., such a port was included
in an improved helmet design being considered in March 1964.
Since this helmet was a long term follow-on program, it was
recommended that a drinking port be evaluated in a spare
or back-up helmet prior to producing the new helmet.
3. A prototype drinking port was designed, fabricated
and factory tested by David Clark Co. in the period of
March - July 1965. This item was installed on subject
1046's helmet in July 1965 but was considered unacceptable
by 0 personnel because of the difficulty in locating
the fixture for tube insertion and because the internal
hardware came too close to the pilots chin. The item was
removed from the helmet and was never flight-tested as
reported in November 1965. No further action was taken on
a helmet modification by David Clark or Headquarters.
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4. In May 1966, LAC ECF 66-47 25X1A
was approved by Headquarters is EUP consists
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of a new cabin pressure regulating va ve which would allow
the pilot to utilize a 5 psi differential cockpit pressure
instead of having the cockpit and ambient pressure equal up
to 26,000 feet. This control would allow the pilot to have
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OXC-11062-66
Copy / of IF
27 September 1966
SUBJECT : Trip to David-Clark and Firewel Companies.
1. A visit to the David-Clark Company was made on
12-13 September 1966. Company personnel contacted were:
The following areas/items were discussed:
a. anti-reflectance
visors were discussed at length in order to acquaint
the undersigned with the developmental history and
the present status of this item. One two-layered-
coated visor and one three-layered-coated visor
remain to be delivered for flight evaluations. All
pilots who have flown this item agree that it over-
comes the majority of reflectance problems. It is
interesting to note that the E program SPO has
allocated funds to purchase 50 of these visors.
I will take action to encouragefe support
to allow every driver to evaluate a visor.
I feel this visor is the only practical solution
to the reflectance problem other than flying without
a visor (ie, use of the mask-integrated helmet which
is apparently an unacceptable alternative to most
drivers).
b. Improved Flotation - As a result of the
accident, LAC has made
several proposals in the area of flotation. In
general these proposals are aimed at being able
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to recover an unconscious or incapacitated pilot
in the water. David-Clark was given a verbal go-
ahead to investigate two items to parallel
proposals. One is an accessory flotation device to be
mounted somewhere on the frontal area of the outer
garment. The second item is a life raft with an open
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end for easier boarding. In addition, E-7 I 25X1A
is working on relocating the present inflator and
lanyard for the flotation garment to a more accessible
position. Also the areas of the flotation garment
that presently show chafing are being beefed-up with
patches.
c. Helmet Improvements - A positive visor hold-
down latch which would prevent the visor from opening
if the valve was damaged and negative g's encountered
was discussed. With such a device, visor seal infla-
tion could be retimed to prevent seal inflation before
the visor is in the fully closed position. These
actions, in addition to flushing the left hand visor
actuating valve into the helmet should preclude the
chain of events that was encountered by
d. Thermal Improvements - The study of thermal
conductance reflectance by various suit materials
performed by was reviewed. This study,
once further temperature measurements are supplied
by IJ Life Support, should identify the proper
com ina ion of materials for optimum thermal balance.
e. Bonded Storage - In the past, delivery schedules
have not been met due to certain long-lead time items
for both suits and helmets. It is proposed therefore
that such items (only those without a shelf-life)
should be placed in bonded storage to insure prompt
delivery of needed assemblies. will
send me a list of applicable items which I will go
over with (CMD/COMPT/OSA) prior to
approving this plan.
2. A visit to the Firewel Company was made on
14 September 1966. Company personnel contacted were:
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The following items were discussed:
a. Controller Hardware Improvements -
LAC has sent plans for new controller
where a brazed joint in the present fitting was broken
by the lap belt that did not remain secured under
stress. The concept of strengthening these fittings
may seem reasonable at first glance, however some
questions need to be resolved prior to adopting
these new fittings. If the fittings are beefed up but
are still subject to impact by the lap belt it is
likely that the cast aluminum controller housing may
fail at the interface instead of the fittings them-
selves. If so, the problem has not been resolved.
I believe every effort should be concentrated on
improving the lap belt to prevent such failures in
which case controller hardware improvements may not
be necessary. The same comments apply to a controller
cover that LAC has proposed and designed. Also such
a cover may cause impaired vent flow thus producing
back pressure and suit inflation at unwanted times
in flight. Such a cover may not be required if the
lap belt functions properly.
connections to Firewel as a result of two instances
CAPT.
ASD/R&D/OSA
ASD/R&D/OSA gp (26 September 1966)
Distribution:
Cy 1 - ASD/R&D/OSA
2 - D/R&D/OSA
3 - AT/R&D/OSA
4 - D/SA
5 - D/O/OSA
6 - OXC/O/OSA
7 - CMD/COMPT/OSA
8 - chrono
9 - RB/OSA
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