VISIT TO DETACHMENT G, 21-23 AUGUST 1968; S1010 PPA DISCUSSION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP68B00724R000200150020-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 5
• Document Creation Date: December 12, 2016
• Document Release Date: July 18, 2002
• Sequence Number: 20
• Publication Date: September 5, 1968
• Content Type: MFR

Approved For, Release 2002/0?/O@,k]1-RDP68B00724R0000 150020-2
IDEA 0646-68
Copy P of JIN
5 September 1968
SUBJECT: Visit to Detachment G, 21-23 August 1968;
51010 PPA Discussion
1. The undersigned met with Project IDEALIST pilots at
Detachment G for the purpose of discussing the 51010 suit problems and
criteria. Present at this meeting, in addition to the undersigned, were:
2. I Iwas shown to the pilots and discussed with them. The
main point of the meeting was then covered--establishment of basic
criteria for the 51010 suit. The undersigned stated that the only comparisons
that the pilots should use would be that between their present partial
pressure suit in the UZC and the 51010 in the UZR. They were not to
compare the 51010 with the B901 suit.
3. The pilots and the undersigned then had a round-table discussion
from which was established the following points, criteria and guidelines
for qualifying the 51010 PPA in the U2R:
a. Fit: There seemed to be quite a disparity in the suit-fit
standards. One pilot, for instance, had his glove tips hitting the
end of his fingers, while another's fingers and glove tips were
separated up to an inch. Careful attention should be given to each
pilot's desires; it is imperative each pilot be given the best possible
fit.
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b. Visibility: With the 51010 helmet, the fit again is the
most critical area. It is understood that by moving the face
forward, the visibility will increase; however, on a long-term
basis, investigations should continue to improve the helmet's
visibility restrictions that are now present.
c. Mobility: This is again of major concern to the pilots.
They recognize that when properly fitted, mobility should increase.
However they still feel, and I agree, they need as little neck
ring friction as can be safely allowed. They would, of course,
like the 901 helmet at least) particularly as it is within
eight ounces of the blQlU helmet weight. In any event, neck ring
friction should be an item, like that of visibility, for continuing
development.
4. Even with a good fit, the pilots must have minimum criteria for
visibility and mobility restrictions in the cockpit. These criteria are
defined as follows:
a. With pilot's eyes centered drift sight, he should, by eye
movement alone, see all of the forward instrument panel.
b. With ease of head and body movement (no hand assist to
helmet), the pilot should be able to see all instruments and controls
on the side panels back to the map case areas on the right and left
sides of the cockpit. By straining, the pilot should be able then to
see the current breakers, etc. , behind that point.
c. Upward Visibility: The pilot should be able to see
upwards and back to the edge of the black area of the canopy.
d. There is no absolute requirement for the pilot to see the
front of his suit; however, if it could be made possible by adjustment,
seeing of the pilot's personal connections would be in the "nice-to-have"
category.
e. In a pressurized state, the pilot must have the visibility
and mobility to be able to see and reach every instrument and control
from the UHF on the left side panel of the cockpit, through the front
instrument panel, to the drift. sight control on the right side of the
cockpit.
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5. In addition to the above mentioned comments, this meeting also
involved discussions on cockpit changes. These changes, in conjunction
with the proper fit of the 51010 suit, will make the flying of the UZR
considerably safer and easier for the pilots.
a. Transpose the HSI and TDI instruments.
b. Move the oxygen gage to a position just behind the throttle
for better visibility and control.
c. The nose pressurization shut-off control lever extended.
The small pilots can not reach this valve in a pressurized state.
d. The cabin heat control should be moved to a position on
the center panel, above the rudder well. The arm ring on the suit
hits the throttle when pilots reach for the heat control in its present
position.
e. If possible the leg retention bat wing of the seat should be
trimmed down. This will allow for the arm ring to pass through this
seat to wall area and therefore give the pilot more contortability in
this area.
f. The TACAN should be moved forward of the ADF and ILS
control heads and these two instruments moved back.
6. CONCLUSION: It is the opinion of the undersigned that there is
no real problem with the 51010 suit. There were a myriad of minor
problem areas (fit primarily) that were and are to be expected with the
advent of new equipment into a flying organization. The major area of
concern is that too many people became involved in the discussions, etc. ,
on the pressure suit problems. This multiple involvement actually clouded
the issues unnecessarily.
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7. RECOMMENDATIONS:
a. It is recommended that the criteria for qualifying the
S1010 suit (Para 4 above) be the only criteria used. .
b. It is recommended that the cockpit changes (Para 5
above) be incorporated as indicated.
c. It is recommended that one of the Detachment G mission
pilots be appointed as the 51010 PPA Project Officer for the
remainder of the suit's qualification period.
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ie pecia Action Staff, OSA
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3 - D/O/OSA
4 - LSD/R&D
5 - SAS/O/OSA
6 - D/M/OSA
7 - Gompt/OSA
8 - RB/OSA
1 - D/ SA
2 - DD/SA
SAS/O/OSAA
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