LIFE PRESERVER, NAVY TYPE LPA-1

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00285R000300160007-5
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 7
• Document Creation Date: December 15, 2016
• Document Release Date: October 24, 2002
• Sequence Number: 7
• Publication Date: January 5, 1968
• Content Type: MF

Approved For Release 2003/03/10 : CIA-RDP75B00285R000300160007-5
5 January 1968
SUBJECT: Life Preserver, Navy Type LPA-1
1. Attached is a copy of an article from Naval Air
Systems News, Vol. 1, #4, concerning a 65 lbs. buoyancy life
preserver that looks interesting. I wondered if you, through
your U.S.N. connections, might get your hands on one for
testing/evaluation, etc., with respect to our equipment.
I've indicated the office symbol for the author and the
manufacturer's address on the article.
2. Also of interest is the short note at the end of
the article (page 24) regarding NOMEX flight coveralls.
Attachment:
As noted
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 Approved For Tease 2003/03/10 : CIA-RDP75B00285R000300160I1NC LASSIFIED
Aerospace Crew Egxrtpment Department
Naval Air Development Center Jobnsville
Warminster, Pa.
A new life preserver with 65 pounds of buoyancy
has been designed and developed in-house by the
Aerospace Crew Equipment Department (ACED).
Initially called the Mark 6 preserver but redesig-
nated the LPA-1, it has been found capable of use
with every existing item of summer and winter
combat flight clothing and survival equipment
configuration of Naval aviators. The LPA-1 per-
mits mid-air inflation with either the integrated or
nonintegrated parachute and can also be used with
the nonparachute flight configuration. The LPA-1
offers cockpit dry wear and work comfort and
water-flotation characteristics superior to any life
preserver in current use. The new preserver will
permit servicewide standardization. to a single,
common-design life preserver for the Navy aircrew-
man in lieu of the three different and less adequate
types in current use (the Mk 2, Mk 3, and Mk 4).
Manufacturing, logistics, and cost-saving advan-
tages are obvious.
The new life preserver is an externally donned,
one-size, adjustable type. The assembly consists of
Figure 1.-LPA-1 front and back.
an outer cover and an inner inflatable flotation ele-
ment (Figure 1).
Cover. The cover is made of 'MIL-C-81395(AS)
coated nylon duck (9.5 oz. sq. yd.) which features
Velcro fastener strips that permit waist-size adjust-
ment from size 30 to size 43. The cover also has an
adjustable belt that anchors the buoyant thrust of
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meet any noise situation is unrealistic. Any
modification in which the three basic requirements
mentioned previously are not considered could in-
troduce unacceptable tradeoffs such as additional
weight and bulk on the head which would greatly
increase head/neck hazard under severe acceleration
conditions. Even though some relief from the exces-
sive noise level in the cockpit can be obtained by
helmet improvements, this approach is considered
only as an interim measure.
Action is being taken by NAVAIR to resolve the
noise problem at its source, such as engine, aerody-
namic design, and insulation.
AIRCREWMAN'S NEW LIFE PRESERVER LPA-1
By J. J. Mellon 3&64 MOkOIA I Kc E D)
~n~~,~ c&c to ce by
A c v u Vesec+orc.i. d-
S~evE>Iopw~c~vtT Coe '
Unclassified
 Approved For Relealre 2003/03/10: CIA-RDP75B00285R00Q300160007-5
UNCLASSIFIED NAVAL AIR SYSTEMS NEWS, Vol. 1, No. 4
Figure 2.-Packed LPA-1 on flight suit, MA-2 harness and full pressure suit.
Figure 3: Inflated LPA-1 with flight suit, MA-2 harness and full pressure suit.
UNCLASSIFIED
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 Approved. For Releiwe 2003/03/10 : CIA-RDP75B00285R00W0160007-5
UNCLASSIFIED
the waist lobes of the preserver when the preserver
is attached to the summer or winter flight suit in
the nonintegrated parachute harness or no-harness
configuration. When used with the integrated para-
chute harness, the waist section of the preserver is
anchored to the torso suit in the same manner as
the Mk 3C preserver (Figure 2). Snap hooks pro-
jecting from each lobe of the collar assembly are
mated to two adjustable D-ring/buckle assemblies
an the upper frontal area of the uiuninier or winter
flight suit or torso harness suit, as the case may be,
to secure the collar section of the preserver to the
flight garment. Optionally, two Mk 13 Mod 0 sig-
nal flares can be installed in a small pouch beneath
the right inflation lobe cover, and a? similar pouch
to contain two dye markers can be attached to the
left inflation lobe cover. The pouches are secured
by snap hooks to small D-rings on the lobe covers.
Inflatable Flotation Element, The life preserver
element is securely anchored to and installed inside
the cover and is removable. The preserver is con-
structed of MIL-C-19002B coated fabric and pro-
sides approxintatclrr ()5 pounds of buoyancy at 70?
F. at an internal pressure of 1.5 p.s.i?g. when in-.
flatted by the CO. gas cylinders. Two CO, cylinder
holders (Type II, MlL-1-23145, with modified lan-
yard), two 28-gram capacity CO2 cylinders, two im-
proved oral inflation valves in flexible tubes, and
two standard manifolds (MIL-V-6077), comprise
the inflation systems. The collar section is inflated
by one CO, cylinder and the front buoyancy lobes
are inflated by the other CO, cylinder to obtain two
independent buoyancy sections. Each section is also
orally inflatable. Upon actuation of the inflation
system, the collar and front buoyancy lobes "pop
out" of the cover (Figure 3). Compatibility of the
LPA-1 with the nonintegrated parachute system
and capability of inflation prior to water entry are
depicted in Figure 4.
Development Background
In an earlier study,' ACE I) reported the current
' Study and Development of Rescue and Survival Flota-
tion Systems and Their Components, Report NAEC-ACEL-
519, May 1964.
Figure 4. .LPA.-1 with nonintegrated harness.
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 UNCLASSIFIED NAVAL AIR S1'S1'LMS NEWS, Vol. 1, No. 4
Naval aviation life pt?e.servers is unsatisfactory in
varying degrees with respect to their hulk, dry
wear, and flotation characteristics. Although not a
detailed study, from it the following determi-
nations were made:
N%,1111 internal parachute harness and integrated
(location- were issued to field evaluators in t"ehru-
ary and Alay 1967.
The Alk 2 Life Preserver used mostly in nonejec-
tion aircraft has only 20 pounds,of buoyancy when
inflated with CO, gas which is not sufficient
buoyancy to support the combat-configured flier in
the open sea. Abrasion in the neck area after pro-
longed flights was also a common complaint.
The illk 3 Life Preserver used with ejection-type
aircraft has 60 pounds of buoyancy which is ade-
quate but the buoyancy is so misplaced that it re-
quires the user to expend physical effort in the
water to remain upright. Also, flight surgeons re-
ported that the bulk of the Mk 3C in the lumbar
area of the body was causing back injuries during
catapult shots.
The Rlk 4 Life Preserver used with the full pres-
sure suit has only 30 pounds of buoyancy and barely
supports the man in the water if the suit rips and
floods out.
The report further indicated that a new life pre-
server system capable of installation inside various
existing flight clothing, which reduces or elimi-
nates bulk from the frontal, underarm, and back
areas of the aviator to provide good dry-wear char-
acteristics, was being developed. The preserver unit
of this system (called the Mk 5 preserver) was
specifically designed to provide flotation charac-
teristics superior to those of the three current pre-
server types. Development efforts involving flight
clothing with integrated Mk 5 flotation. were com-
pleted in 1965; contracts were let and the devel-
oped items delivered to ACED in 1966. However,
Vietnam combat needs for land-survival equipment
were noted and field evaluation was delayed until
the items were modified with pockets to contain
necessary land-survival aids.
Quantities of three types of clothing-the sum-
mer flight suit with integrated flotation, the torso
suit with integrated flotation, and the flight suit
UNCLASSIFIED
Initial problems of life preservers in current use
were further aggravated by the Vietnam combat
need for land-survival equipment which was being
stowed on the upper torso of the aircrewman via
the survival vest (SV). The weight of this land-sur-
vival equipment requires additional buoyancy for
water support and the location of this weight on
the upper torso positions the user in an awkward
unbalanced attitude in the water when using cur-
rent-issue preservers.
In June 1966, the Commander Naval Air Force,
Pacific Fleet, requested that a priority be assigned
the development of an acceptable emergency flota-
tion preserver to replace the underbuoyant Mk 2
preserver and further specified that the replacement
preserver have the capability of inflation prior to
water entry when used with the nonintegrated
parachute. About the same time, it was determined
that the Mk 2 preserver was also inadequate for the
A-1 H/J Yankee Tractor Rocket Escape System
and that a replacement preserver with capability of
inflation prior to water entry when used with the
integrated /parachute system was also required.
Coincidentally, reports on Vietnam land down-
ings were clearly indicating that the aircrewman in
a land escape and evasion situation had little need
for sea-survival equipment-except for the detec-
tion aids. It was evident that any new life preserver
should be an externally donned type with
quick-doffing capabilities. Since the previously de-
veloped Mk 5 preserver-which was made spe-
cifically for installation inside flight 'suits-had
exhibited flotation characteristics superior to any
existing current type of preserver, a new version of
the Mk 5 made specifically for external donning
was conceived.
Development Goals and Tests
The goals of the new preserver, initially called
the Mk 6 but finally designated the LPA-l, follow.
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 Approved For Release 2003/03/10 : CIA-RDP75B00285R000300160007-5
Buoyancy (CO,) Approximately 65 pounds at 70? F. to provide ade-
quate free board and reserve buoyancy for the com-
bat-configured aircrewman.
Internal Pressure ------ Approximately 1.5 pounds.
Compartmentation ___ Two attached but independently inflatable buoyancy
chambers. Each chamber to be located in it different
body area to independently provide balanced flotation.
Flotation Angle ------ To position the head-to-toe-equipped aircrewman
automatically at an approximate 45? angle to water
level and to require no physical effort to maintain this
position.
Rotation _ _ _ _ _ _ _ _ _ _ _ _ To rotate relaxed survivor automatically from face-
down to face-uj3 position.
Head Support -------- To protect occipital area against wave slap.
Dry Comfort --------- No bulk in lumbar area; no discomfort in collar area.
Installation _ -------- To be externally donned without interference to har-
ness or restraint straps. Preserver to have quick-doff
capability.
inflation Procedure _ _ - _ To be capable of inflation in mid-air or in water with
either hand and without interference with integrated
or nonintegrated parachute harness releases.
Because of differences between the nonintegrated
and integrated parachute harness systems, initially
two different types of preservers were developed. It
was later determined, however, that they would be
consolidated to it single design. In December 1966 a
contract was let for 36 of the new LPA-1 preservers
which were distributed for evaluation in March
and April 1967 to the Commander Naval Air Force,
Pacific Fleet; Commander Naval Air Force, Atlantic
Fleet; Naval Aerospace Recovery Facility; Helicop-
ter Combat Support Squadron Two; and Naval
Ordnance Test Station.
By May 1967, reports indicated the new LPA-1
had been tested successfully for-
a. Live parachute land- and water-jump perfortn=
ance, flotation performance, high-shock canopy
opening, and low-speed bailout characteristics by
Naval Aerospace Recovery Facility, El Centro.
1
b. Cockpit and comfort characteristics in A?-I
and A-f aircraft by Commander Fleet Air, Alameda.
c. Under-the-helicopter pickup performance by
Helicopter Combat Support Squadron Two, Lake-
hurst.
d. Resistance to high-speed ejection effects of 524
KIAS by Naval Missile Center/Naval Ordnance
Test Station.
e. Underwater egress capability and open-sea raft
entry performance by ACED.
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 Approved For Release 2003/03/10: CIA-RDP75BO
S, Vol. 1, No. 4
UNCLASSIFIED NAVAL8A 5 0
All evaluators listed proposed minor modifica-
tions to the initial design preserver, but none of the
proposed changes were of such a nature that a re-
test of the improvements was required. The overall
field-evaluation results and acceptathce indicated
that the new LPA-1 essentially had met the devel-
opment goals and had overcome the basic low-
buoyancy and in-the-water imbalance common to
current-use preservers.
Before completion of the field evaluation, the
LPA-1 was selected for use with the A-1 I-I/J Yan-
kee Tractor Rocket Escape System. LPA-1 Life Pre-
servers produced from an earlier ACED guide
model are being delivered by the Stanley Aviation
Corp., Denver, Colo., with the Yankee Escape Sys-
tem. (See article, this issue, entitled "Emergency Es-
cape at the End of a Rope.")
A formal specification for the LPA-1 was sched-
uled to be forwarded to the Naval Air Systems
Command in September 1967.
FORRESTAL Fire Proves Effectiveness of New Fire-Resistant Clothing
The newly adopted Navy flame-retardant flight coveralls and gloves were cred-
ited with saving many aircrew personnel during the Forrestal fire from severe
skin burns. It was observed that those who were burned while wearing the cloth-
ing sustained burns only where not covered by the clothing. In one instance, a
man in a Navy flight suit crawled across 100 feet of fiery nonskid flight deck
without even skinning his knees.
The summer flight coverall was developed by the Naval Air Systems Command
(NAVAIR) under its continuing program to provide Naval Aviation personnel
with maximum fire protection consistent with pilot comfort and cockpit compati-
bility. This coverall was first irtiroduced into the Navy supply system over 2 years
ago and has replaced the flame-retardant-treated cotton khaki and international
orange-colored coveralls. The new flight suits are made of NOMEX, an inherently
flame-resistant polyamide fiber of the nylon family which does not support
combustion, and resists heat up to approximately 800? F. At this temperature it
chars, instead of melting, thus eliminating the hot melt/drip hazard associated
with nylon garments. In addition, its abrasion and snag-resistant qualities are
excellent, comparing favorably with those of nylon.
The specially designed NOMI?X knitted-fabric-hack leather glove has been
under development by NAVAIR for the past 4 years. Introductory fleet quantities
of approximately 6,000 pairs were first issued in late 1966, with the bulk going to
squadrons deployed in Southeast Asia combat areas. Pilot preference has indicated
that the new glove is the. most comfortable, best fitting, and coolest for summer
flying of any worn. Evaluation quantities have been made available to both the
Army and Air Force, which are currently testing the new flight gloves for possi-
ble standardization purposes.
UNCLASSIFIED 24
(Unclassified)
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