AP22S-2 FULL PRESSURE SUIT EVALUATION IN THE U-2 AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00285R000400160006-5
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 13
• Document Creation Date: December 14, 2016
• Document Release Date: October 2, 2002
• Sequence Number: 6
• Publication Date: November 1, 1962
• Content Type: REPORT

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AP22S-2 FULL
PRESSURE SUIT
EVALUATION
IN THE U-2 AIRCRAFT
25X1A
Project Pilot / Engineer
TECHNICAL DOCUMENTARY REPORT NO. 62-32
NOVEMBER '1962
AIR FORCE FLIGHT TEST CENTER
EDWARDS AIR FORCE BASE, CALIFORNIA
AIR FORCE SYSTEMS COMMAND
UNITED STATES AIIR FORCE
On file USAF release
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Qualified requesters may obtain copies of this report from the
ASTIA Document Service Center, Arlington Hall Station, Arlington
12, Va. Department of Defense contractors must be established for
ASTIA services, or have 'need to know' certified by the cognizant
military agency of their project or contract.
When US Government drawings, specifications, or other data are used for
any purpose other than a definitely related government procurement opera-
tion, the government thereby incurs no responsibility nor any obligation
whatsoever; and the fact that the government may have formulated, furn-
ished, or in any way supplied the said drawings, specifications, or other
data is not to be regarded by implication or otherwise, as in any manner
licensing the holder or any other person or corporation, or conveying any
rights or permission to manufacture, use, or sell any patented invention
that may in any way be related thereto.
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Qualitative testing was do i
on two lI 2 eights to determi t
full- j _suit to the U--2
be very good in comfort and-e
.ate at altitude. It provided ex
conditions. xy en consum t o rata
t bly h~ urther deve c meat t
: to a posible.
forts are being made 4M A
Liter e
and
tau c 'Minler
ability of theP2?-2
suit was found tog
1-1 t Protection
for norma fl ght
ere aun to be unac-`
educe these consumption
s recommen a whsle
ygen endurance of the
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25X1
Thi, report
has been
re viewed
and
approved
Pt .
it"
t It eimonttrutien
Altitude;Cham er Checkout,
Airborne, a arization Flight, TF-102
t U, =~ht t r hot 1, Low Altitude
U-2 li ht Number 2, high Altitude
TI i1ALANALYSIS
Ada a i ty
Dressing
Sot check
Cockpit look-Up
Prom
Flight phase U. 2
OPE AT1QNAL. AR Y; IS.
Preflight Camforfi
In Flight Comfort
DEVELOPMENT POSSIBILITIES
CONCLUSIONS
RECOMMF RATIONS _'
25X1A
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INTRODUCTION
Partial pressure suit missions at
Patrick AFB under conditions of high
temperature and humidity have identified
certain problems. Most mission flights
require a minimum of 50 minutes pre-
breathing at ground level prior to take-
off. At least 20 minutes of this time is
in an ambient atmosphere. This occurs
during loading into the cockpit, rolling
out of the hangar, starting engines,
awaiting clearance, and taxiing for take-
off. Heat fatigue is intense under the
conditions imposed on the pilot. Per-
spiration is so intense that some pilots
have had a serious obstruction to vision
due to perspiration entering the eyes.
The AP22S-2 full pressure has the
cabability to alleviate these pre-take-off
hazards. The garment can be fully
ventilated with portable refrigerated air
conditioners during ground operation. It
is not necessary to prebreathe on most
mission flights if this suit could be em-
ployed.
25X1A
25X1A
25X1A
25X1A
With these known facts,
Chief, Special Projects era-
ions branch appointe
as Project Officer and ordered an
evaluation of the AP22S-2 suit to see if
it would be suitable for use in all of the
Flight Test Center's U-2 missions.
The AP22S-2 suit tested belonged
to the X-15 program. This model
incorporated an anti-g bladder which
produces a little bulk. The anti-g
feature would not be necessary for the
U-2 mission.
The X-15 suit tested belongs to
NASA and was loaned for two flights
only.
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TEST
PROGRAM
On 14 November 1961, Major
Chief of the Bioastronautics
_nvironmen al Section provided a ground
is 6 feet 2 inches tall and
On 30 November 1961, a three hour and
fifteen minute U-2 flight at 50, 000 feet wa s
made. The suit evaluation was accomplish-
ed while flying a typical weather mission
which required the operation of switches
at cockpit extremities. The regulator on
the suit was set to pressurize at a cabin
altitude of 35, 000 feet.
weig s 195 pounds. While wearing the
:1PZ2S-2 suit, he was inflated to a full
5 psi from a console and was requested
to demonstrate his mobility in the fully
inflated condition. He was able to reach
all of the essential switches and controls.
On 16 November 1961, the Project
Pilot checked out in the suit in the altitude
chamber. The chamber was evacuated to
an equivalent altitude of 125, 000 feet and
an explosive decompression exercise was
done at the end of the run.
TF-102 AIRBORNE FAMILIARIZATION
FLIGHT
This flight added little to the evalua-
tion. It is required by regulation prior
to a first pilot pressure suit flight in any
aircraft. It was flown on 28 November
1961.
U-2 FLIGHT NUMBER 2, HIGH
ALTITUDE
On 15 February 1962, the five hour
and thirty-five minute suit evaluation in
the U-2 was made. It was done while
flying a mission similar to Flight Number
1. On this flight the suit regulator was
set to commence pressurizing at a cabin
altitude of 27, 000 feet. The mission
was flown at peak performance altitude.
The purpose of the different regulator
setting was to evaluate comfort of the
suit under soft blow-up conditions. This
was reported to be the area of maximum
comfort since it allows ventilation to all
parts of the body without loss of mobility.
Average differential pressure of the suit
and cockpit was 0. 5 psi.
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FUNCTIONAL
ANALYSIS
The AP22S-2 suit requires a 70 psi
oxygen source, a suit ventilation blower,
and face plate heat. The existing venti-
lation blower for the partial pressure
suit is suitable for vent requirements
in the AP22S-2 suit. The face heat is
available through the U-2 seat kit and
was easily connected. The 70 psi line
between the emergency oxygen bottle and
the seat kit regulator was tapped and
brought out the right side of the seat kit.
An extension hose was added and connected
to the suit regulator on the right front
of the suit. This modification was very
simple and it was accomplished by cham-
ber personnel in half a day. This did not
alter the emergency oxygen supply or the
procedures using the emergency system.
Oxygen check and face plate heat check
procedures were the same as the partial
pressure suit except that the push-to-
test suit blow-up button was located on
the suit regulator,
The APZ2S-2 suit is easier to get
into than the partial pressure suit. Im-
mediate suit ventilation is provided
through the oxygen console and could be
provided through portable refrigerated
air conditioners. On the first flight,
dressing and suit checkout were accom-
plished in five minutes without hurrying.
Procedure requires entering the suit
from an opening in the back. Both legs
are inserted, then the top of the suit is
donned in slip-over fashion. The back
of the suit is zipped up. The gloves are
next and they clamp on by means of a
short rigid cylindrical wrist rings. The
helmet is then placed on the head and
fastened in a similar manner to the
gloves. The helmet is free to swivel
on the neck ring with head movements
from side to side. The boots are donned
and the suit is ready for checkout by
lowering the face plate. Face plate is
button actuated and lowers by gravity
fall. It seals immediately.
Suit checkout was simple. An oxygen
pressure console in the dressing trailer
was operated by chamber personnel. It
involved pressurizing the suit to 5 psi
to check for leaks in the suit.
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Both U-2 flights were conducted on
cool days so evaluation of the portable
refrigerated air conditioner was not
practical. No ventilation was used during
the short trip from the trailer to the cock-
pit. Cockpit entry was easy. Hook-up
to the aircraft was less complicated than
in the partial pressure suit. All connec-
tions were on the right side except for
the left seat kit attachment to the para-
chute. Suit test in the aircraft was
accomplished by the push-to-test button
on the suit regulator. This is not recom-
mended in the air because there is no
pressure gage to indicate the degree of
pressurization. Five psi blow-up is the
operational limit. When the button is
released. immediate deflation occurs.
Face heat check is fast. Obvious heating
takes place when the cockpit rheostat is
placed in the full hot position. Face plate
sealing is done by the pilot. A deflection
of a button on the helmet causes the face
plate to drop into position and seal auto-
matically. This allows safe momentary
face plate raising while at altitude since
there is no pressure opposition to face
plate sealing.
The suit regulator can be easily
modified with two optional pressurization
schedules selected by a switch. Either
a 5 psi schedule ( this gives an equiva-
lent pressure of 27, 000 feet) or a 3. 5
psi schedule ( this maintains no more
than 35, 000 feet equivalent pressure )
is available. Both of these schedules
offer more protection than the 45, 000
foot equivalent skin pressure provided
by the partial pressure suit.
The 5 psi schedule would eliminate
the necessity of prebreathing on most
mission flights. The 3. 5 psi schedule
would give more mobility at medium
altitudes if mobility were needed.
Unpressurized:
The first flight in the U-2 was flown
with the suit unpressurized for the first
three hours. Suit fitting in the uninflated
condition was similar to an ordinary
flying suit. There was no restriction to
required cockpit movements to accom-
plish the weather mission. Mobility in
the deflated state is considerably better
than in the partial pressure suit.
Soft Inflation (28, 000 Feet):
On the second flight the objective was
to evaluate the suit for a long mission
flight with the regulator set to commence
pressurization at 27, 000 feet. The
average inflation of the suit was about
0. 5 psi. The mobility of the suit in this
condition was good. No restriction was
noticed in reaching any switch in the
cockpit. Full suit ventilation was pos-
sible at all times in this state.
Hard Inflation (49, 000 Feet):
At the end of the first flight, the
cabin pressurization was failed at 49.000
feet. The suit was pressurized hard at
about 2 psi. cabin-to-suit differential.
Mobiliy was not as good as the partial
pressure suit pressurized at this altitude.
It s ould be pointed out that the partial
suit commences its schedule at 45, 000
feet and is very lightly inflated at this
point. Comparisons in the altitude
chamber disclosed that at altitudes of
about 55, 000 feet and over, the full
pressure suit surpasses the partial
pressure suit in mobility. The pressure
in the cabin was failed again on the
second flight with the suit regulator set
at 27, 000 feet. This created a differ-
ential of about 3. 2 psi between the suit
and cabin pressure. The suit did not
seem noticeably less mobile than the
2. 0 psi differential blow-up on the first
flight. However, ten weeks had passed
between flights and the comparison may
not be considered entirely valid. On
both of the above flights the pilot was
able, with some effort, to reach the
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defrost fan switch. This switch is
located on the left side console toward
the rear and could be important in a
flamed-out condition.
Notable Functional Advantages:
1. The visibility of the full pressure
suit is noticeably better than in the par-
tial pressure suit. The neck ring swivels
easily with the suit inflated or deflated
to increase this vision advantage.
2. It has more mobility than the
partial pressure suit when unpressurized
and when pressurized above 55, 000 feet
(based on results of altitude chamber
evaluation).
3. Prebreathing is not necessary on
most missions flown by the U-2.
4. The face plate of the full pre s sure
suit unseals automatically and allows
ambient air to enter the helmet when the
oxygen is exhausted. This could save
the life of a pilot who is unconscious due
to a crash or a bailout.
5. Face heat was more effective and
cleared away fog faster than the partial
pressure suit.
6. The ejection handle could be reach-
ed in flight at an inflation of 3. 2 psi. This
was demonstrated also to maximum infla-
tion of 5 psi by during
ground demonstration ol e suit.
7. The face plate is quickly and safe-
ly raised and lowered and can be done
successfully at any cabin altitude.
1. There is less mobility than a
partial pressure suit in the altitude
range from 30, 000 feet to about 55, 000
feet.
2. Oxygen consumption rate is
approximately double that of a partial
pressure suit. The second U-2 flight
was planned to be of eight hours duration.
The oxygen supply was nearly exhausted
at the end of 51/2 hours. A leak test
was run on the system. A small leak
was found in the helmet but it only caused
about a 30 minute loss in the oxygen
supply.
OPERATIONAL
ANALYSIS
The ease of dressing in the suit and
the full ventilation garment gives this
suit more preflight comfort than an
ordinary flight suit. With a portable
air conditioner, last minute operational
details, aircraft preflight, mission
changes, etc., can be accomplished in
any outside environment. If prebreath-
ing is not required, verbal contact with
technicians and other mission personnel.
is possible. This is one of the main
advantages of the AP22S-2 suit.
On the first flight of 3.-15 hours
duration many small benefits in comfort
were noticed. The face seal in the hel-
met was considered more comfortable
than the neck seal. For short flights a
loose fitting suit is more comfortable
than the tight fit of the partial pres-
sure suit. Body comfort, considering
temperature, is about equal in the two
suits. Since the ventilation blower uses
cockpit air as its cooling source, this
was expected. When the suit was inflated
25X1A
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the pilot was free to move about inside
the rigid walls of the suit. This allows
ventilation to get all around and cool off
the posterior after sitting on one spot
for a long period.
During the altitude chamber check-
out, the pilot was given a helmet that was
very uncomfortable. When the neck ring
was fastened his neck seemed to be com-
pressed and there was a great deal of
pressure on the top of his head. After
the chamber run this was discussed with
the chamber personnel that this was very
uncomfortable and would be unacceptable
on a long flight. They demonstrated an
improved version of the helmet which
was lined with foam rubber and seemed
to allow more vertical head room. This
helmet was worn on the first U-Z flight
and comfort was good. The same helmet
was worn on the seond flight. There was
masking tape on the ear phones, however,
and this proved to be very troublesome.
It was uncomfortable from the first and
by the end of the flight the pilot's head
was throbbing. His head was sore for
about five days after the flight where the
masking tape pressed into the skull just
above the ears. This demonstrates that
helmet fit in this suit is critical for flight
comfort. A soft foam rubber shell could
be used for better operational flexibility.
Gloves:
The gloves are a weak point in the
suit. Ventilation does not seem to reach
the hands. The result is constant sweat-
ing inside the rubber lining. After each
flight the pilot's finger tips were wrinkled
as if they had been in water for a long
period of time. Perhaps a thin fabric
glove insert would help this situation in
the same way that socks absorb foot
moisture. Finger touch is compromised
when the suit is inflated. The gloves
inflate and it is awkward to activate
switches that require a delicate finger
touch. Bending of the fingers is possible.
A strap around the palm and knuckles of
the glove restricts expansion somewhat.
The contractor stated that the gloves the
pilot wore were too large and that a tailor-
ed pair would have helped the situation.
Any boot is acceptable for wear with
this suit. The boot should be about two
sizes larger than normal foot wear to
allow for suit expansion around the feet.
The suit is generally more comfort-
able for flights of short duration. On
the 5:35 hour flight the comforts pre-
viously listed were somewhat diluted.
This is because small comforts seem
relatively unimportant when the body is
fatigued. It should be considered that
the helmet irritation on the long flight
made everything else seem quite unim-
portant. It was very aggravating and
it received a lot of attention and head
movement within the helmet to alleviate
it. It was necessary for the pilot to
constantly rotate his head inside the
helmet to move the earphones off of the
hot spots that were developing on his
head.
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DEVELOPMENT
POSSIBILITIES
Oxygen consumption rate in the
AP22S-2 suit appears to be about double
that of the partial pressure suit. This
has been determined from the results
of one U-2 flight. Data on consumption
rates of this suit from chamber tests
have not been collected as of this date.
The Bioastronautics Branch has been
requested to collect data' on consumption
rates for this suit at various altitudes in
the altitude chamber.
Consumption rates have been deter-
mined in a similar suit called the Mark
2. This suit was used on early flights
of the X-15. Bioastronautics engineers
expect similar consumption rates on the
AP22S-2 suit. The results of MK-2
consumption rates indicate a six hour
oxygen supply in the U-2. The 5:35
hour flight in the U-2 reflects the simi-
larity in oxygen usage.
The David Clark Company, the
AP22S-2 manufacturer, has received
the problem of this excessive oxygen
consumption. They believe that a modi-
fication of the breathing regulator can
extend the endurance of this suit. The
regulator and exhalation valve were
designed to operate in the hostile en-
vironment of nitrogen. This encouraged
ultra safety mea sure s to be certain that
nitrogen gas would not get into the breath-
ing oxygen through exhalation valves.
The breathing regulator was designed
to deliver 125 liters per minute of oxygen
to the helmet to insure positive pressure
against the nitrogen atmosphere. The
partial pressure suit regulator provides
90 liters per minute. The contractor
believes that a modification of the breath-
ing regulator can be accomplished within
Air Force Specifications to extend the
endurance of the AP22S-2 suit in the U-2.
T his modification is not difficult and
it is intended that such a modified regu-
lator be used in the future consumption
to sts,
Firewell Corporation, the regulator
manufacturer, has been consulted and
they will be monitoring these tests.
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CONCLUSIONS
1. The AP2ZS-2 full pressure suit is
not acceptable at this time for all around
mission accomplishment in the U-2. In
its present configuration, six hours of
oxygen supply is the maximum to be
expected.
Z. It offers certain in-flight comfort
not available in partial pressure suits.
3. It is less flexible than the partial
pressure suit at cabin altitude of 40, 000
to about 55, 000 feet, but it is more
flexible at all other altitudes.
4. Finger touch is reduced but
acceptable in the pressurized condition.
5. It can be pressurized to an equiva-
lent pressure of 27, 000 feet. This re-
presents a significant increase from the
45, 000 feet equivalent protection afforded
by the partial pressure suit. With a 5 psi
schedule available, prebreathing would
not be required on most mission flights.
A switch is available to the pilot to
select either a 5 psi or 3. 5 psi schedule,
depending on operational necessity.
RECOMMENDATIONS
1. 1'h+t final evaluation of the AP22S-2
suit be accomplished after tests
znd possible modifications are
-nade to extend the oxygen endur-
=ince of the suit.
2. PhLit two or more APZZS-2 suits
I,e .)btained for extensive qualita-
_ive testing by three or more pilots
to provide evaluation for all pos-
sible flight profiles in the U-2.
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Air Force Flight Test Center, Edwards AF Base, Calif.
Report No. FTC-TDR-62-32, AP225-2 FULL PRESSURE SUIT
EVALUATION IN THE U-2 AIRCRAFT. Final Report, Novem-
ber 1962, 8 p. incl. illust. and tables.
Unclassified Report
Qualitative testing was done in the altitude chamber
and on two U-2 flights to determine the adaptability of
the AP22S-2 full pressure suit to the U-2 mission. The suit
was found to be very good in comfort and excellent for
flight protection at altitude. It provided excellent mobility
for normal flight conditions. Oxygen consumption rates
were found to be unacceptably high. Further development
to reduce these consumption rates seems possible. Further
testing is recommended while efforts are being made to
extend the oxygen endurance of the suit.
1. Flight Evaluation of the
AP22S-2 Full Pressure Suit
2. Altitude Chamber Evalua-
tion of the AP22S-2 Full
Pressure Suit
Air Force Flight Test Center, Edwards AF Base, Calif.
Report No. FTC-TDR-62-32, AP22S-2 FULL PRESSURE SUIT
EVALUATION IN THE U-2 AIRCRAFT. Final Report, Novem-
ber 1962, 8 p. incl. illust. and tables.
Unclassified Report
1.1
USAF
II. In ASTIA Collection
Air Force Flight Test Center, Edwards AF Base, Calif. 1. Flight Evaluation of the
Report No. FTC-TDR-62-32, AP22S-2 FULL PRESSURE SUIT AP22S-2 Full Pressure Suit
EVALUATION IN THE U-2 AIRCRAFT. Final Report, Novem- l 2. Altitude Chamber Evalua-
ber 1962, 8 p. incl. illust. and tables. tion of the AP22S-2 Full
Unclassified Report Pressure Suit
Qualitative testing was done in the altitude chamber
and on two U-2 flights to determine the adaptability of
the AP22S-2 full pressure suit to the U-2 mission. The suit
was found to be very good in comfort and excellent for
flight protection at altitude. It provided excellent mobility
for normal flight conditions. Oxygen consumption rates
were found to be unacceptably high. Further development
to reduce these consumption rates seems possible. Further
testing is recommended while efforts are being made to
extend the oxygen endurance of the suit.
?D
Qualitative testing was done in the altitude chamber
and on two U-2 flights to determine the adaptability of
the AP22S-2 full pressure suit to the U-2 mission. The suit
was found to be very good in comfort and excellent for
flight protection at altitude. It provided excellent mobility
for normal flight conditions. Oxygen consumption rates
were found to be unacceptably high. Further development
to reduce these consumption rates seems possible. Further
testing is recommended while efforts are being made to
extend the oxygen endurance of the suit.
Air Force Flight Test Center, Edwards AF Base, Calif.
Report No. FTC-TDR-62-32, AP22S-2 FULL PRESSURE SUIT
EVALUATION IN THE U-2 AIRCRAFT. Final Report, Novem-
ber 1962, 8 p. incl. illust. and tables.
Unclassified Report
Qualitative testing was done in the altitude chamber
and on two U-2 flights to determine the adaptability of
the AP22S-2 full pressure suit to the U-2 mission. The suit
was found to be very good in comfort and excellent for
flight protection at altitude. It provided excellent mobility
for normal flight conditions. Oxygen consumption rates
were found to be unacceptably high. Further development
to reduce these consumption rates seems possible. Further
testing is recommended while efforts are being made to
extend the oxygen endurance of the suit.
1. Flight Evaluation of the
AP22S-2 Full Pressure Suit
2. Altitude Chamber Evalua-
tion of the AP22S-2 Full
1.1
25(I A
I Captain,
USAF
II. In ASTIA Collection
1. Flight Evaluation of the
AP225-2 Full Pressure Suit
2. Altitude Chamber Evalua-
tion of the AP225-2 Full
25X
I Captain,
H. In ASTIA Collection
hA
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