DESIGN STUDY OF OMNI-ENVIRONMENTAL PROTECTIVE ASSEMBLY PHASE I - HELMET DEVELOPMENT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00285R000100020001-8
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 34
• Document Creation Date: December 14, 2016
• Document Release Date: December 4, 2002
• Sequence Number: 1
• Publication Date: July 19, 1972
• Content Type: REPORT

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Final Report
Contract DC-1714
Design Study
of
Qmni-environmental Protective Assembly
Phase 1 -Helmet Development
19 July-1972
On file USAF release
instructions apply.
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JEF-328-2435
10 August 1971
TO: Headquarters (4 copies)
Info: WR
SUBJECT: Proposal for a Design Study
Omni-environmental Protective Assembly
1.0 Purpose
The primary purpose of the study is to determine the- feasibility of improving the
current active Full Pressure Pilots Protective Assemblies (51010, S901J, A/P22S- 6).
Included in the purpose is the objective to determine the degree of multi-mission
capability which might be achieved with a single basic protective assembly using
interchangeable components, such as exterior covers, for adapting to aircraft types
not commonly equipped with identical ejection seats, etc.
The secondary purpose, not necessarily in the degree of importance, is to study the
design of the protective assemblies for improved reliability and maintainability.
2.0 Scope
The study will include considerations for the types of missions flown, aircraft used,
and environmental conditions to which the aircrews are exposed throughout the
period from donning to doffing of the protective assembly.
With respect to maintainability, the scope of the study will include analysis of
preflight and postflight activity as well as on-going experience in Field Level and
Special Repair Activity (SRA} maintenance, with the objective of improving reaction
time for missions.
Experience obtained through utilization of the protective assemblies now being used
will be employed in development of the proposed design.
3.0 Definition
Omni-environmental Protective Assembly (QEPA} as used in this proposal is defined
as a system used to protect aircrews which operate fihe current series of USAF aircraft
used in sustained high altitude operations (in excess of 50,000 feet}. The environment
in which operations are conducted and protection is to be afforded includes the
following:
3.1 Preflight operating area (including transfer from buildings to flight lines and
vice versa.
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3.2 Airborne environment (aircraft cockpit).
3.3. Airborne environment (free fall and parachute descent).
3.4 Land survival (Temperate, Frigid and Torrid Zones).
3.5 Sea survival (Temperate, Frigid and Torrid Zones).
4.0 Requirements for OEPA Design (reference ~Vlsg 1529 3~17~71, letter
STAT 76/71 and~lVlsg 9932 7/19/71
Operational experience indicates that improvements and~or added capabilities
are desired in the following areas:
4.1 Helmet
4.1.1 Visibility, especially in the vertical plane (relocate
breathing regulator).
4.1.2 Head mobility in the horizontal plane.
4.1.3 Helmet comfort and ventilation.
4.1.4 Emergency face plate heat.
4.1.5 Breathing oxygen pressure warning or hypoxia indicator.
4.1 .b Visor anti-reflectance coating.
4.1.7 Helmet locking feature.
4.1.8 Face barrier and face seal.
4.1.9 Helmet disconnect (increase inside diameter).
4.1.10 Feeding part.
4.1.11 Communication electrical cord penetrations and routings.
4.1.12 Microphone mounting.
STAT
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4.2 Coverall
4.2.1 Integration of controller, regulator, ventilation inlet fitting,
and communication electrical penetration fittings to achieve
better accessibility and maintainability and to reduce weight
and bulk,
4.2.2 Main entry design, to provide easier donning and. doffing.
4.2:3 Bladder cloth boots . '
4.2.4 Sizing adjustability for standard and custom-sized OEPA's.
4.2.5 Vent flow control valve and hose assembly.
4.2.6 Reliability of the UCD.
4.2.7 Holddown assembly.
4.2.8 Reliability of the pressure sealing closure.
4.2.9 Flotation garment.
4.2.10 Comfort of the integrated harness.
4.2.11 Flammability protection.
4.2.12 Develop the C~EPA design for adaptability to single or dual
oxygen system.
4.3 Gloves
4.3.1 Glove design.
5.0 Study Plan
5.1 Phases
The study program is proposed to be conducted in two phases: Phase I,
Helmet; Phase II, Coverall and Gloves.
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5.1.1
Phase I
A design plan for an improved helmet will be developed which
will incorporate the requirements listed under paragraph 4.1.
In support of the design plan, a prototype helmet will be
fabricated which will be suitable for use in low pressure chamber
flights for evaluating the more critical aspects of the requirements
for which the design plan will be submitted.
(n support of the effort under this phase the contractor proposes
that 51010 PPA identified as number 400 be 'used for modification
as required to obtain a prototype helmet in the shortest period of
time and in the most economical manner.
It is not proposed herein that a hypoxia indicator or pressure
warning device nor a visor with anti-reflectance coating will be
furnished with the prototype unit. A configuration with
performance paramefiers for these two areas will be included in
the design plan.
5 01.2 Phase I I
6.0 Progrom Schedule
6.1 Phase I
The, requirements listed under paragraph 4.2 above will be studied
in detail with a design plan to be developed far improved coverall
and gloves. This phase of the study will utilize the results of
Phase 1 in developing the design which will be presented as the
O.~PA. A prototype OEPA will be developed for evaluation of the
more critical aspects of the requirements. This prototype would be
for use in low pressure chamber flights only. The availability of
the helmet delivered under Phase I is assumed.
The contractor proposes that this phase will be completed within six months
after receipt of authorization to proceed.
6.2 Phase II
The contractor proposes that this phase be completed within 12 months after
authorization to proceed.
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7.0 Level of Effort
Direct labor hours by categories and phases is as follows:
7.1 Phase I (3745 hours)
Mechanical Engineer 900
Pattern Designer 250
Mo de l ma ke r 550
Draftsman 900
Assembly Technician 200
Test Technician 175
Stitcher 60
Cementer 70
Machinist 470
Link-net Gridder 20
Link-net Assembler 20
Quality Assurance Technician ~ 85
Mark and Cut 20
Molding 25
7.2 Phase II
(4135 hours)
Mechanical Engineer $50
Pattern Designer 600
Pattern Grader 700
Draftsman ~ 280
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Assembly Technician
100
Test Technician
50
Stitcher
150
Cementer
150
Machinist
400
Link-net Gridder
400
Link-net Fabrication
220
Link-net Assembly
60
Mark and Cut
25
Molding
15
Quality Control Technician
135
$ .0 Price Proposa I
We propose a Fixed Price Level of Effort Type Contract. The attached Schedule
provides a breakdown for labor and materials for the study program. The cost of
materials is based on the assumption that the 51010 PPA number 400 will be
a~a.ilable for modification as proposed in paragraph 5.2.
Q
Q
STAT
JAR
STAT cc: 2)
Enclosure
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CO5T BREAKDOWN
DESIGN STUDY
OMNI-ENVIRONMENTAL
PROTECTIVE ASSEMBLY
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Summary
7.1 Phase I 7.2 Phase II STATOTHR
Material Cost
Labor Cost
Total Cost
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Phase I 7.1
Material Cost
Miscellaneous Materials $500.00
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Phase II 7.2
Material Cost
Miscellaneous Maferials $500.00
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Phase I 7.1
Direct Labor Cost
Classification
Amount STATOTHR
Mechanical Engineer
Pattern Designer
Model Maker
Draftsman
Technician, Assy.
Technician, Test
Stitcher
Cementer
Machinist
Link Net Gri dder
Link Net Assembler
C~uality Assurance Tech.
Mark & Cut
Molding
Totals.
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Phase II 7.2
Direct Labor Cost
Classification
STATOTHR
Mechanical Engineer
Patfern Designer
Pattern Grader
Draftsman
Technician, Assy.
Technician, Test
Stifcher
Cementer
Machinist
Link Net Gridder
Link Net Fabrication
Link Net Assembly
Mark & Cut
Molding
Gtuality Assurance Technician
Total s
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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 subm i tted a proposa I under fetter JE F-328-2435,
i0 August 1971, covering a Design Study, Omni-environmental Protective
Assembly. This was atwo-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 Mobi 1 i ty
C. Improved Comfarf
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 holddown during the pressurized made.
2. Bailer-bar type visor operation without compromise of the loss
of downward visibility gained in the prototype.
3. 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, b1SCUSSION
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 5-1010 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.l . Some additional
changes have also been-made to increase the capabilities of the helmet.-
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II. DISCUSSION (continued)
Following is a summary of the changes incorporated in the design study and
prototype unit.
A, Visibilit
Increased visibility i.n 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 Mobi I ity _
Better head mobility has been rea I ized by:
1. Re-designing the helmet ring bearing, The new design
uses larger diameter bal Is in a true thrust bearing configuration to
give less frictional resistance to rotation.
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Il. 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.
C. 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 goad shock absorbing qualities..
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II. DISCUSSION (continued)
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 earseals 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 will. 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
5901 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. !t 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 micrdphone wires. (See Bechman ATO-1001-6).
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 alipws easy
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11. DISCUSSION (continued
G. Helmet locking (continued)
one-hand operation of the visor. Anew lip-type seal mounted
on the visor makes this new latching method possible, The seal
utilizes internal helmet pressure fo increase seal effectiveness
between the visor and helmet shell. 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 posi#ion 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 sea I . '
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 pressedinto position or pulled
out for replacement. Na cementing would be required.
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11. DISCUSSION (continued)
1. Helmef 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 suif. 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
same time wraps the sealing surface on the helmef around the
fabric surrounding the suif ring to give- an effective gas tight seal.
This simplified cons~trvction also increases the effective
inside diameter of the helmet by approximately 5/16" far 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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11. 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
wifh 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 far 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.
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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Il. 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 15? 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 far proper sunshade tension can be obtained.
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111. PROTOTYPE EVALUATION
Evaluation of the prototype was conducted at three operating locatiians
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
Same
3
2. Pressurized, Improved
14
Same
5
Worse
2
C. Head Mobility, Vertical
1. Unpressurized,
Improved
Same
::
7
-Worse
11
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TIT. 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
Worse
No Comment
57
*Tncludes ventilation, helmet holddown, weight distribution,
suspension system, spray bar pattern.
E. Operating Components (all elements combined)**
1. Unpressurized, Improved _ 14
Same 22
Worse 46
No Comment 2
~'* Includes visor opening, closing and lacking, sunshade
operation, feeding port function, and coverall helmet
disconnect function. _
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111. PROTOTYPE EVALUATION (continued)
F. Coverall lriterface (all elements combined)***
1. Unpressurized, Improved 23
Same 36
Worse 3
No Comment 1
*~~ Includes 02 Hase Routing, Electrical Leads, and
Manifold Location.
In the major areas of concern for normal operation, i.e,, Fie_Id 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.
C>ne 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 current 5-1010 Helmet for assistance in turning
and nodding the head. The lack of the bailer bar an the prototype helmet
prompted sixteen out of twenty-one subjects to indicate preference for the bailer
bar mode far closing the visor and .commenting that they felt they would lose
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lll. 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
mare complex and critical to adjust than was practically necessary. It was
replaced with the current S-1410 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 same decisions
as to whether the subject found the conditions the same or worse, could have
been influenced by less than optimum fit.
1V. 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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 Approved For Rel~Se 2003/01/28 :CIA-RDP75B00285R(~Qa`100020001-8
IV. CONCLUSIONS (continued)
3. The problem areas cited in Paragraph 2 can be resolved wifh
additional effort.
V. RECOMMENDATION .
1. The Contractor recommends that a program be established which
will- provide helmets far flight evaluation.
2. The availability of modified 5-1010 PPA's should be considered
in the program.
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 Approved For Release 2003/01/28 :CIA-RDP75B00285R000100020001-8
Approved For Release 2003/01/28 :CIA-RDP75B00285R000100020001-8
 Approved For Release 2003/01/28 :CIA-RDP75B00285R000100020001-8
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 Approved For Release 2003/01/28 ; CAA-RDP75B00285R000100020001-8
Approved For Release 2003/01/28 :CIA-RDP75B00285R000100020001-8