USAARL REPORT NO. 84-11
V ANTHROPOMETRIC COCKPIT COMPATIBILITY ASSESSMENTOF US ARMY AIRCRAFT FOR LARGE AND SMALL
PERSONNEL WEARING A COLD WEATHER, ARMORED VEST,CHEMICAL DEFENSE PROTECTIVE CLOTHING CONFIGURATION
By'm" David 0. Cot*, MS.
Aaron W. Schoppor, Ph.D.
BIODYNAMICS RESEARCH DIVISION
L-U July 1984 CL 19
U.S. ARMY AEROMEDICAL RESEARCH LABORATORYFORT RUCKER, ALABAMA 36362
84 09 10 016
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Human Volunteer Use
Human subjects participated in these studies after givingtheir free and informed voluntary consent. Investigators adheredto AR 70-25 and USAMRDC Reg 70-25 on Use of Volunteers inResearch.
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Destroy this report when it is no longer needed. Do notreturn it to the originator.
Disclaimer
The views, opinions, and/or findings contained in thisreport are those of the authors and should not be construed asthe official Department of the Army position, policy, ordecision, unless so designated by other official documentation.Citation of trade names in this report does not constitute anofficial Department of the Army endorsement or approval of theuse of such commercial items.Reviewed:
AARON W. SCHOPPER, Ph.D.LTC, MSCDirector, Biodynamics Research
Division
Released for Publication:
A 4H DUDLEY R PRICELTC(P), MS Colonel, MC, SFSChairman, Scientific Review Commanding
Committee
UNCLASSI FIED.SECURITY r.LASSIFICATION OF THIS PAGE ("On Date Entered)
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1. REPORT NUMBR 12. oOVT ACTESSISON N. . RECIPIENT'S CATALOG NUMBER
USAARL REPORT NO. 84-11 ,'2itI~~ 2 ____
4. TITLE mrid Subtitle) Anthropometri c Cockpit Compatibi 1- S. TYPE OF REPORT A PERIOD COVERED
ity Assessment of US Army Aircraft for Large andSmall Personnel Wearing a Cold Weather, Armored Final ReportVest, Chemical Defense Protective Clothing 6. PERFORMINGORO. REPORT NUMBER
Conf •gurati on7. AUTHOR($) S. CONTRACT OR GRANT NUMBER(a)
David 0. CoteAaron W. Schopper
S. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT, PROJECT, TASK
AREA & WORK UNIT NUMBERSBiodynamics Research Division, SGRD-UADUS Army Aeromedical Research LaboratoryBox 577, Fort Rucker, AL 36362 62777A 3E162777A879 BH 166
II. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATEUS Army Medical Research and Development Command July 1984Fort Detrick 13. NUMBER OF PAGESFrederick, MD 21701 52
"14. MONITORING AGENCY NAME & ADDRESS(If different from Controlling Office) IS. SECURITY CLASS, (of this report)
Unclassified1S5. DECLASSII'ICATION/DOWNGRADING
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Approved for public release; distribution unlimited.
17. DISTRIBUTION STATEMENT (of the obstraec entered In Block 20, If difterent leom Report)
IS. SUPPLEMENTARY NOTES
19. KEY WORDS (Continue on rover@* slde If necessary and identify by block number)
Anthropometry, Aircraft, Cockpit-Compatibility, Chemical Defense, Cold WeatherClothing, Helicopters, Fixed-Wing Aircraft, Aerospace Medicine, Human Factors
20. ASTNrqACT (Canootue am rever"e ef I nece•sary d identify by block number)
See Back of Page
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1 20. ABSTRACT ......
- ... "This.sequel 49ean e•• ier-report-upon individuals wearing a warm weatheruniform presents the results of an anthropometric coc~pit compatibility evalua-,tion conducted with individuals wearing a "worst-case tactical clothing config-uration; i.e., a combination of cold weather, armored vest, and chemical defenseprotective clothing. Subjects corresponding in stature to the uppermost andlowermost 5th percentiles of the Army male population were placed in the cockpitsof all current US ArmY helicopters (except AAH-64) and fixed-wing aircraft, andrequested to demonstrate critical operational reaches with the shoulder harnessunl ocked.-
-As-i the-revlou- relport,• .relatively wide range of upper- and lower-bodyreach requirements were encountered. With the exception of a very large require-ment associated with the TH-55 helicopter, upper-body reach requirements, aseasured by total arm reach ("1span"), ranged from 147-173 cm. For crotch height,the measure of leg-reach capability found most efficient, the range was 69-78 cm.Four aircraft could not accommodate the individual with the tallest sittingheight (102 cm)./1
New and more extensive levels of previously encountered problems were evi-denced regardingithe ability of subjects to achieve full range of cyclic, stick,and yoke travel. 1 Restraint harness and lap belt difficulties were also observed.
UNCLASSIFIEDSECURIT.Y CLASSIF~ICATION OF THIS PAGE(Ii%.n Data Bntatod)
I I-
PREFACE
This report is one of a series of reports onanthropometry in US Army Aviation produced by the US Army
Aeromedical Research Laboratory (USAARL). Information onother reports in this series may be obtained by contacting
the chief of the USAARL Scientific Information Center at
AUTOVON 558-6907 or (205)255-6907.
Without the support of several personnel, this projectwould not have been possible. The authors would like to
thank Headquarters, lst Aviation Brigade, for its troopsupport coordination; the 46th Engineer Battalion, lIt
Aviation Brigade, for providing a subject pool; the 46thEngineer Battalion personnel who volunteered their
participation as subjects; Northrop Aviation Corporation,the Alabama Army National Guard, and the Alabama Army Reserve
for providing aircraft; and the Aviation Logistics andMaintenance Division of the Directorate of IndustrialOperations at Fort Rucker for providing hangar space.
Several people from USAARL aided in conducting thisstudy. They include CPT George Mastroianni, who assisted inreducing the data, 2LT Robert McCaleb who reduced the data,
SFC B.J. Clark, SSG David Wells, and SSG Max Bass who aidedin data collection, Mr. Lynn Alford for building some of theanthropometric apparatus, and Mr. Larry Thomas whophotographed, developed, and printed thousands ofphotographic prints.
1NTIS-GRA&IDTIC TAB'Unannolioced 0
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A'za~ 1 ~~codesS • ~~Availability oe
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TABLE OF CONTENTS
PAGE NO.
List of Figures...................... 1
List of Tables..................... 2
List of Apperidixes................................. 2
Introduction..oo................................... 3
Methodes...*......................................oos 5Materials*,,*.............. ..........*............ 5
Anthropometric Heasurementse.e.o..... ... *...o 7Critical eahs.............. 10Preparation ofAircraft,,.................... 10Critical Reach Measurement................... 12D at a An aly s isa. ... .. ....a........0. 6 # 00 00 6a .... 15
~ 18
Fixed Wing Aircraft .... 0........................ 24
References.o........*..e.......o......o............ 29
LIST OF FIGURES
FIGURES
1 . Up pe r B o dy Re a c h ....0.....#..0. 0 0 ... 0...a..0..0 8
2.* Forward Body Reach.... ... o.oo... ............ 9
3o Tall Subject in an OH-58C; Helmet is inContact With Ceiling of Cockplit.....9600.... 20
4. Subject in the AH-lS Copilot/Gunner (Front)
Seat 1
LIST OF TABLES
TABLES PAGE NO.
1. Anthropometric Screening Profile ofShort and Tall Subjects ...................... 6
2. Anthropometric Measures Obtained fromSubjects ..................................... 7
3. Operational Assessment Criteria for CriticalPrimary and Ancillary Controls ............... 11
4. Aircraft Seat Adjustment Capabilities........ 12
5. Survival Vest-Armor Plate InsertConfigurations Employed ...................... 14
6. Summary of Critical Anthropometric Measure-ments Required in US Army Aircraft byPersonnel Wearing a Cold Weather, ArmoredVest, Chemical Defense Protective ClothingConfiguration .................0.............. 17
LIST OF APPENDIXES
APPENDIX
A. Glossary ......... . . .. . . ............... 31
B. Anthropometric Measurements of Subjects..... 35
C. Critical Ancillary Controls................. 37
2
INTRODUCTION
Prior to 1980, no empirical basis existed for theanthropometric standards required for Class 1, 1A, and 2flying duty. The anthropometric standards in Army Regulation(AR) 40-501 (Department of Defense 1960) used for aviatorselection and retention were predicated solely upondescriptive anthropometric studies of male US Army personnel.Furthermore, the uppermost limit stated in this regulation wasin conflict with the guidelines provided to aircraft designersand manufacturers. AR 40-501 cited a range for stature thatcorresponded to the 5th to 99th percentile male, whereas theguidance to the designers of aircraft cockpits, MIL-STD-1333A(Department of Defense 1976), utilized the 5th to 95thpercentile male as a referent. Additionally, these-guidelineshad the effect of excluding a large percentage of the femalepopulation, since the 5th percentile male's staturecorresponds (approximately) to the 50th percentile female'sstature.
In response to requests for reevaluation from theCommanders of the US Army Aviation Center (ATZQ letter to TheSurgeon General) and the Military Personnel Center (DAPCletter to The Surgeon General), The Surgeon General of theArmy, through the US Army Medical Research and DevelopmentCommand (DASG letter to USAMRDC, November 1979), tasked the USArmy Aeromedical Research Laboratory (USAMRDC letter toUSAARL, January 1980), to develop anthropometric criteria formedical fitness standards for entrance into, and retention in,the US Army Aviation Program.
An initial study performed by the second author (USAARLletter to USAMRDC, May 1980) resulted in the adoption ofinterim, revised minimum anthropometric criteria forreach-related dimensions. However, the study did not addressmaximum criteria, and it did not include all rotary-wingaircraft in the active US Army inventory. Furthermore,fixed-wing aircraft were not addressed nor were aircraftunique to the US Army National Guard or the US Army Reserve.To assure that these issues were evaluated, a comprehensiveresearch program was undertaken subsequently to establish acomplete set of minimum and maximum linear anthropometriccriteria and strength criteria for all Army aircraft. Aportion of that research effort reported earlier (Schopper andCote, 1984) has described the results of the aircraft cockpitevaluations undertaken with personnel wearing only theequivalent of a warm-weather flight training uniform; i.e.,one-piece flight suit, SPH-4 flight helmet, boots, aviator
3
gloves, and a survival vest. The present report describes theeffort undertaken to determine the appropriate linearanthropometric requirements to assure an adequateaviator-to-cockpit fit for personnel wearing cold weather,survival vest with armor plate, and chemical defenseprotective clothing.
S~4
METHODS
MATERIALS
All aircraft in the Army inventory, to include those usedexclusively by reserve and national guard components, wereevaluated. Aircraft in the active Army inventory were theTH-55A, OH-58C, UH-IH, UH-60A, CH-47C, AH-1S, T-42A, U-21A,C-12A, and the OV-1D. Aircraft in Army Reserve and ArmyNational Guard units were the OH-6A, the CH-54A, and the U-8F.
SUBJECTS
Eight hundred potential subjects initially were screenedon the basis of stature to identify a subset of potentialsubjects with a reasonably uniform distribution of 1st to 5thand 95th to 99th percentile ranges for male upper and lowerbody reach capabilities. Candidate subjects so identifiedwere subjected to further screening to attempt to obtainpersonnel in one centimeter increments from 182.9 cm to astall an individual as could be identified. Short candidatesubjects were screened further to identify those with staturesbelow 162.7 cm, crotch heights between 69 cm and 75 cm, and acombined sitting height and functional arm reach of 150 cm to156 cm. (See Glossary, Appendix A, for definition ofanthropometric terms.) Once desired subjects were identified,they were asked to participate in the study. Some subjectswho were willing to participate in the project were notallowed to due to conflicts with their unit's mission.Anthropometric screening profiles of the 18 subjects (13 malesand 5 females) who participated in the study are listed inTable 1.
5
TABLE 1
ANTHROPOMETRIC SCREENING PROFILEOF SHORT AND TALL SUBJECTS
SITTING HEIGHTSITTING FUNCTIONAL AND FUNCTIONAL CROTCH SUBJECT
STATURE HEIGHT ARM REACH ARM REACH HEIGHT NUMBER
SHORT SUBJECTS:146.9 80.5 71.8 152.3 68.7 4
152.5 80.0 67.4 147.4 73.7 2
153.4 83.8 68.1 151.9 71.0 1
155.9 86.4 68.0 154.4 72.4 3
156.4 83.6 72.0 155.6 72.3 7
158.3 83.9 79.3 163.2 76.2 8
161.1 87.2 76.1 163.3 77.6 6
162.5 90.8 72.3 163.1 75.4 5
TALL SUBJECTS:182.3 98.8 82.1 180.9 84.8 9
183.9 96.1 81.0 177.1 93.0 11
184.1 90.8 83.6 174.4 93.7 10
186.3 98.7 82.2 180.9 89.2 13
186.5 99.6 81.0 180.6 89.8 14
189.0 96.0 87.7 183.7 96.1 15
189.5 96.0 87.1 183.1 93.4 J6
192.4 100.6 84.2 184.8 93.4 18
192.5 97.3 89.5 186.8 96.0 17
194.5 102.8 92.1 194.9 92.2 19
NOTE: Measurements are expressed in centimeters.
6
PROCEDURE
Anthropometric Measurements
After the 18 subjects were selected, they were brought tothe laboratory for further measurements to aid in identifyingthe critical anthropometric dimensions for each aircraft.These measurements are listed in Table 2 and described in theGlossary, Appendix A. The actual measurements obtained foreach of these dimensions are provided in Appendix B.
TABLE 2
ANTHROPOMETRIC MEASURES OBTAINED FROM SUBJECTS
------------------------------------------ --------------------------
Body Dimension Measurement Reference
Weight 1CStature 2CSitting Height 1ICSeated Eye Height 12CFunctional Arm Reach 2WBiacromial Breadth 16TShoulder Breadth 23CCrotch Height 7CButtock-to-Knee Length 17CButtock-to-Heel Length 191**Functional Leg Length 22***Seated Hip Breadth 29***Foot Length 62CUpper Body Reach See TextTotal Arm Reach ("span") 797**Forward Body Reach See Text
* With the exceptions cited, all references are to themeasures described in Churchill et al. (1977).
** Churchill et al. (1978)*** Churchill E'g iaT. (1971).
One of two nonstandard measures included in the study wasa proposed measure of upper body reach (UBR) capability. UBRwas obtained from the individual seated on a chair withhorizontal and vertical support surfaces at a right angle. Areference line was placed down the center of the two surfaces.The subject sat with the spinal column placed against the lineon the vertical surface and the upper legs parallel to the
7
line on the horizontal surface. The buttocks, shoulderblades, and back of the head touched the rear, verticalsurface. The right arm was extended horizontally, parallel tothe floor and the thumb and index finger were pressed togetheras in the measure of functional arm reach (Churchill etal. 1977). The measurement was made from the point ne-ar the*g-Ettocka at which the vertical line on the back of themeasurement chair intersected the forward/aft line on the seatof the chair, up and across the subject's back to the acromialnotch of the right shoulder, along the upper surface of thearm to the end of the thumb. Figure I shows the UBR measure.
IfI
II
II
FIGURE 1. Upper Body Reach.
8
The second nonstandard measure addressed one's seatedforward body reach capability. It was measured on ahorizontal plane at a height 72.4 cm above the floor. Thesubject was seated 52.7 cm above the floor. Reaches wereobtained separately for both arms in the forward direction inthe midsaggital plane of the subject. The referent origin forthese measurements corresponded to the point resulting fromthe intersection of the vertical back plane of theanthropometric measuring device, the cited horizontal plane,and the midsaggital plane of the normally-seated subject. Thesubject was instructed to bend at the waist and reach as farforward as possible while keeping the buttocks in firm contactwith the seat and back of the anthropometric measurementdevice (Figure 2). A wooden dowel 15 cm high was placedwithin 2 cm of the front of the center of the crotch to ensurethat.the subject did not slide forward on the seat. Aresearcher also visibly inspected the subjects during theirreaches to insure that they kept their buttocks in contactwith the seat and the back of the device.
FIGURE 2. Forward Body Reach.
9
The measure of forward body reach was taken from thereference point on the seat back to the tip of their middlefinger. The average of the left and right forward reaches isreported in Appendix B.
Critical Reaches
The assessment of subject-cockpit compatibility was basedupon a set of critical reaches established by instructorpilots for each aircraft. These critical reaches includedthose for all three primary controls (i.e., the cyclic oryoke, collective, and pedals), and all ancillary controls(i.e., switches, dials, knobs, etc.) that instructor pilotsjudged to be critical to fly the aircraft in any conceivableflight situation, to include emergencies. Criteria then wereestablished for each of the critical reaches. The criticalreaches and their criteria are outlined in Table 3.
A complete listing of all critical ancillary controls isgiven in Appendix C. Subject-cockpit incompatibilities wererecorded on data collection sheets.
Preparation of Aircraft
The preparation of an aircraft for data collection varieddepending on the aircraft. Some aircraft had to have doorsremoved so that the subjects could be photographed in thecockpit, some had to have control linkages disconnected so thecontrols could be operated without the need for externalpower, and others had to have external power so the controlscould be operated. No jacks or towing devices were allowed tostay on the aircraft when they were prepared for datacollection or while data was being collected. Criticalancillary controls in the cockpit were identified with whitetape.
The seat in each aircraft, when adjustable, waspositioned to accommodate the short and tall subjects. Forshort subjects, the seat was raised as high as it would adjustin the vertical direction, and moved as far forward as itwould adjust in the horizontal direction. When tall subjectswere placed in the cockpit, the seat was lowered to its lowestvertical adjustment and moved as far back as it would adjustin the horizontal direction. For the one aircraft with a tiltadjustment, the CH-47C, the seat was tilted maximally upwardand forward for the short subjects and maximally downward andrearward for the tall subjects. Table 4 contains the pilotseat adjustment capabilities for each aircraft.
10
TABLE 3
OPERATIONAL ASSESSMENT CRITERIA FOR PRIMARY CONTROLSAND CRITICAL ANCILLARY CONTROLS
Controls Criteria
cyclic I. Wrap right hand firmly around the cyclic in the full
forward position such that full contact existsbetween the cyclic grip and the palm of the hand.
2. Move the cyclic to its full forward, aft, andlateral positions.
yoke 1. Wrap both hands firmly around the yoke in the fullforward and full aft positions so that full contactexists between the yoke handles and the palm of thehands.
2. Rotate the yoke to the full clockwise andcounterclockwise positions.
collective I. Wrap left hand firmly around the collective in thefull down position so that full contact existsbetween the throttle and the palm of the hand.
pedals* I. Place ball of right foot on the middle of the rightpedal surface with the right pedal in the fullforward position without sliding forward in the seat.
2. Place ball of left foot on the middle of the leftpedal surface with the left pedal in the full forwardposition without sliding forward in the seat.
3. Place ball of right foot on the aiddle of the rightpedal surface, ball of left foot on the middle of theleft pedal surface, and boot heels restingcomfortably on the heel pan or floor (depending onthe aircraft) with the pedals at the center oftheir range of travel.
4. Maintain the balls of both feet on the centeredpedals (as in 3 above) while simultaneouslyobtaining a firm grasp of the collective in its fulldown position (as described in "collective,"above) and moving the cyclic through the rangeof motion.
Critical AncillaryContro s
1. Reach and operate.
* Pedals were initially adjusted pairwise to either the extreme forward
position (for tall subjects) or the extreme aft position (for shortsubjects) prior to assessing the reach capability of each subject.
i •1
TABLE 4
AIRCRAFT SEAT ADJUSTMENT CAPABILITIES
AIRCRAFT ADJUSTMENT DIRECTIONFore/Aft Up/Down Tilt
--------- ------------------------------------
TH-55A
OH-6A
OH-58C
UH-IH X X
UH-60A X X
CH-47C X X X
CH-54A X X
AH-IS(pilot) X
AH-IS(copilot)
T-42A X
U-8F X X
U-21G X x
C-12A X X
OV-ID X
*Seat does not adjust.
The pedals also were manually adjusted pairwise for thetwo groups of subjects. Pedals were adjusted to the full aftposition for short subjects and to the full forward positionfor tall subjects.
Critical Reach Measurement
Critical reaches were attempted while wearing the
one-piece flight suit and protective clothing. The protectiveclothing consisted of:
12
Extreme cold weather, F-IB aviator trousers (NSN 8415-00-269-0522)
Extreme cold weather, N-3B flight parka (NSN 8415-00-367-1710)
Extreme cold weather cotton duck boots (NSN 8430-00-269-0098)
Extreme cold weather boot insert/sock (NSN 8415-00-177-7992)
Chemical defense coat and trousers (NSN 8415-00-407-1060).
Survival vest, armor plated (NSN 8470-00-935-3192)
The armor-plated survival vest could have the armorinserted in the front and/or rear. Whether front, or frontand rear armor plating was placed in the vest depended uponthe helicopter. Some helicopters have armored seats, sowearing rear armor plate was not necessary. A fully-equipped,tropical survival vest (NSN 8465-00-1174-819) was worn in lieuof the armor-plated survival vest by personnel in fixed-wingaircraft since these aircraft do not fly missions whichrequire the use of armor plating. Armor platingconfigurations worn for each helicopter are presented in Table5.
13
TABLE 5
SURVIVAL VEST ARMOR-PLATE INSERT CONFIGURATIONS EMPLOYED
Front Front andArmor Rear Armor
AIRCRAFT Plate Plate-- - - - - - - -- - - - - - - mms -- - - - - -- -- -- -
TH-55A X
OH-6A X
OH-58C X
UH-1H X
UH-60A X
CH-47C X
CH-54A X
AH-iIS(both seats) X
Subjects were placed in the pilot's seat of each aircraftas well as the copilot seat of the AH-IS. Then they weresecured in the seat by fastening the shoulder harness andtightening the seat belt. In accordance with the operator'smanual, the shoulder harness was left in the unlockedposition; i.e., the subject could employ a "zone 3" reach(MIL-STD-1333A, Department of Defense 1976). Subsequently,they were instructed to: Move the cyclic to its full forward,full aft, full left, and full right positions; push thecollective to its extreme downward position; push the leftand right pedals to their extreme forward positions with theball of the corresponding foot; and operate all criticalancillary controls (e.g., switches, knobs, reset buttons,etc.). In fixed-wing aircraft with yokes, subjects wereinstructed to move the yoke to the full forward and aftpositions and rotate it to the extreme clockwise andcounterclockwise positions.
14
Data Analysis
Success or failure to reach critical primary or ancillary
controls was separately coded for each subject in eachaircraft. These data then were used in conjunction with the
anthropometric data available for each subject. Pass/failinformation pertaining to critical hand-operated primary andancillary controls was used in conjunction with separaterank-order listings of subjects for stature, functional armreach, combined functional arm reach plus sitting height,upper body reach, average forward reach, total arm reach, and
combined total arm reach plus sitting height. Similarly,pass/fail information pertaining to foot-operated controls wascombined with separately generated rank-order listings ofstature, functional leg length, buttock-to-heel length, andcrotch height.
Once these pass/fail annotated, rank-ordered lists weregenerated for all aircraft, each was examined to determine a"critical value." The critical minimum value of a rank-ordered
listing of subjects along a particular dimension for aspecific aircraft was the value immediately above (i.e.,larger than) the value at which a failure was observed.Ideally, all values smaller than the critical value would bethose associated with subjects who were unable to perform thecritical reaches. Likewise, all values equal to or largerthan the critical value of an ideal dimension would correspondto those individuals who were able to perform the criticalreaches. Unfortunately, the dimensions did not yield such anideal circumstance. Misclassifications did occur; i.e.,rank-order listings did result wherein there were values lessthan the "critical value" which corresponded to individualswho could, in fact, perform the critical reach satisfactorily.
In the interest of simplicity and parsimony, an analysiswas undertaken to determine the "efficiency" of the variouscandidate measures associated with hand-operated controls andfoot-operated controls. In the present context, "efficiency"was defined as that measure (or combination of measures) whichyielded the fewest "miaclassifications." Operationally, thisdetermination entailed assembling the pass/fail-coded,rank-order listings of each measure for all aircraft andtabulating the total number of misclassifications associatedwith it. The most efficient measure was that which resultedin the fewest number of misclassifications.
15
RESULTS
The findings are summarized in Table 6. The values cited
are those for the most efficient reach-related measure forhand-operated controls (total arm reach), for the mostefficient measure of pedal reach (crotch height), and for themeasure employed to evaluate head-to-roof compatibility(sitting height).
II
TABLE 6
SUMMARY OF CRITICAL ANTHROPOMETRIC MEASUREMENTSREQUIRED IN US ARMY AIRCRAFT BY PERSONNEL
WEARING A COLD WEATHER, ARMORED VEST, CHEMICAL DEFENSEPROTECTIVE CLOTHING CONFIGURATION
--------------------------------------------------------------------MINIMUM MINIMUM MAXIMUM
TOTAL ARM CROTCH SITTINGAIRCRAFT REACH (cm) HEIGHT (cm) HEIGHT (cm)
---------------------------------------- -----------------
ROTARY WING:TH-55 Trainer Helicopter 186 69* 96
OH-6A Observation 164 71 99Helicopter
OH-58C Observation 165 76 95Helicopter
UH-IH Utility Helicopter 159 75 102**
UH-60A Utility Helicopter 164 69* 102**
CH-47C Cargo Helicopter 169 69* 102**
CH-54A Cargo Helicopter 161 69* 102**
AH-IS Attack Helicopter 147* 76 102**
FIXED WING:T-42A 147* 71 95
U-8F 172 78 102**
U-21A 153 76 102**
C-12A 147* 74 102**
OV-1D 147* 75 102**
* No critical measurement observed, all subjects were able
to attain the critical reach; the measurement cited isthat of the subject with the shortest total arm reach orcrotch height, as appropriate.
** No critical head-clearance problems were encountered; thevalue cited is that of the largest sitting height measuredamong the subjects participating in the study.
17
DISCUSSION
The findings are addressed by aircraft category, bothhelicopter and fixed-wing. Provided first are the results ofthe helicopter evaluations.
HELICOPTERS
The criteria used in evaluating rotary-wing aircraftdepended upon whether or not they were crew-served aircraft.Crew-served aircraft must be flown with a rated aviator inboth the pilot and copilot seats. Those considered asnoncrew-served require only one rated aviator to be present(in the pilot's seat) during flight. For the latter categoryaircraft (i.e., the TH-55A, OH-6A, OH-58C, and UH-I-H), allcontrols, switches, knobs, etc., designated as critical-]7d tobe operable by an individual sitting in the pilot's seat. Forcrew-served aircraft (i.e., the CH-47C, CH-54A, and UH-60A),the capabilities and operational responsibilities of both thepilots were considered vis-a-vis the need to reach criticalprimary and ancillary controls. Although the AH-IS is acrew-served helicopter, the seats are arranged in tandem. So,the critical controls for each position were treatedindependently as separate, single aviator crew stations duringthe evaluation of this aircraft.
The TH-55A training helicopter was evaluated forpilot-cockpit compatibility using the protective clothingconfiguration described. However, since this helicopter isnot a tactical aircraft and is used only as an initialtraining aircraft, the problems observed during evaluation oftactical cold wcather/chemical clothing may never beencountered.
All short personnel and some tall personnel. (subjects 9and I1) could not reach the altimeter. To set the altimeterwhile dressed in this clothing configuration required thepilot to have a total arm reach of at least 186 cm. Also,some subjects in both groups could not fasten the seat belt(subjects 8, 15, and 17). No tall subject, and only two shortsubjects (subjects 2 and 3) could input full lateral cyclicbenause the cyclic hit their legs before maximum lateralmovement could be attained. A problem limited to shortsubjects, those with a total arm reach <163 cm, was not beingable to firmly grasp the cyclic in the full forward position.Tall subjects whose sitting height exceeded 96 cm could notsit in a comfortable position due to insufficient headclearance in the TH-55A.
18
Short subjects encountered many reach-related problemsin the OH-6A. Some could not reach the FM radio in the upperleft corner of the instrument panel, some could not reach allcritical points on the center console between the pilot andcopilot seats, and some could not input full pedal.
The total arm reach necessary for operating all criticalswitches on Lhe center pedestal and the FM radio was 164 cm.Those who could input full pedal had a crotch height of >71cm.
Tall subjects in the the OH-6A had a problem withinsufficient head clearance. Personnel with a sitting height>99 cm were forced to bend their upper torso forward whilesitting in the OH-6A (Figure 3). Two tall subjects (17 and19) had difficulty with the the cyclic hitting their legsbefore it reached the extreme lateral positions. Only ifthey rotated their hand and arm and placed their right handon the left side of the cycLic grip were they able to inputfull right cyclic. This procedure would not be acceptableduring actual flight.
In the OH-58C, short subjects wearing the prescribedcombination of tactical clothing and protective equipment hada variety of reach problems. None of the short subjectscould reach the UHF-AM radio on the copilot's side of theinstrument panel, and some could not reach all criticalpoints on the center console between the pilot and copilotseats. Therefore, additional, larger subjects were recruitedand subjected to the same evaluation process as was employedfor all previous subjects. The results of this evaluationindicated that a total arm reach of >165 cm is required.However, subjects with a total arm reach >164 cm were able toreach all of the center console between tTe seats and all ofthe instrument panel to the right of the vertical row of 6gauges (i.e., fuel quantity, ammeter, torquemeter, etc.) onthe copilot's side of the instrument panel. Thus, if anobserver was present and capable of tuning the radios on theleft side of the instrument panel, the pilot would need onlya total arm reach of 164 cm.
None of the tall personnel experienced leg reachproblems in the OH-58C; however, most small subjects did.Only those whose crotch height exceeded 76 cm could attainproper pedal input with the pedal in the full forwardposition. All short subjects (except subject 8) and tallsubjects (11, 16, 17, and 19) found that they could not inputfull lateral cyclic due to cyclic contact with their legs.To input full cyclic, they had to move their feet from thepedals. This problem was not encountered by as many of thesame group of subjects in the earlier reported evaluation
19
•t•.
,i
,od
FIGURE 3. 'rail Subject in an OH-58C; Helmet is In ContactWith Roof of the Cockpit.
(Sehopper and Cote, 1984) of the O1]-58C Lrl which th•y worethe one-plece flight suit w•thout protective, clothing. So,the additional bulk associat•-d with th• cold weather andchemical protective clothing appears to e×ac•,rbate thisproblem.
Some tall subjects in the C)11-5•C al so found that theycould not sit Ln a normal, comfortable position due toInaufficlent head clearance. Personnel with a sitting heIRht
20
>96 cm had to lean forward and assume a posture which wouldcontribute to fatigue of the muscles in the shoulder andneck.
In the UH-IH, only those personnel with a total armreach >159 cm could reach all critical ancillary controls on
the center console between the pilot and copilot seats and onthe overhead console. However, all short subjects couldreach all such controls on the pilot's side of both consoles.
Thus, if a copilot was available in the left seat, thepresent data indicate that even the smallest subject employedin the study could attain all other reaches on the pilot'sside of the aircraft.
Another problem encountered by short personnel ini the
UH-1H was the inablity to input full pedal. Only thosesubjects with a crotch height >75 cm could input full pedal.
Another leg-related problem evidenced by members of both
groups was that pertaining to lateral cycle movement.Because the cyclic contacted their legs, one short subject
(3) and three tall subjects (16, 17, and 19) were unable toachieve full lateral movement of this control. There were nohead-clearance problems encountered.
Reach-related problems in the UH-60A were confined to
short subjects. Short subjects with a total arm reach <164cm could not reach the circuijt breakers located at the leftrear of the console between the seats, the ADF receiver atthe upper left of this console, and the essential DC bus
panel and light control panel located on the copilot's sideof the overhead console. However, all these points easilycould be reached by anyone in the copilot's seat.
There were no leg-reach or head-clearance problems noted
for either short or tall subjects dressed in the protective
clothing configuration. However, there were other problems
encountered in the UH-60A pertaining to range-of-movement for
the seat and problems relating to the size of the restraint
system employed.
The full forward seat position in the UH-60A was not
compatible with personnel wearing front armor plate. All
short subjects had to move their seat to the full aft
horizontal position to input full aft cyclic without having
the cyclic hitting their front armor plate. Thus, the entire
range of seat adjustment is not usable while wearing
protective armor and clothing.
The pilot restraint system in the UH-60A also was not
compatible with the wearing of protective clothingconfigurations employed in this atudy. All tall subjects and
21
A
one of the short subjects (8) couLd not fasten the lap beltbecause it was too short. Furthermore, for two tall subjects(14 and 16), the shoulder straps had to be fully extendedbefore they could be fastened. This prevented the subjectsfrom having any forward body movement although they werestill able to perform all critical reaches.
In the CH-47C, none of the short subjects could reachall the critical points on the overhead console. Therefore,additional, larger personnel were recruited and evaluated asthose previously had been. The results of this evaluationrevealed that individuals whose total arm reach was >169 cmcould functionally reach all critical switches ana kWobs onthe overhead switch panel. Tall personnel had severeoverhead reach problems with the seat in the full downposition. However, placing the seat in the full up positioneliminated these problems. No head-clearance or leg-reachproblems were encountered by subjects in either group.
In the CH-47C, as in the UH-60A, cyclic clearance was aproblem, particularly in the aft direction. Some shortsubjects had to move the seat aft 7 to 8 cm to obtain fullaft cyclic. With the seat in the full forward position, thecyclic would hit the front armor plate before it reached thefull aft position. One tall subject (17) could not inputfull aft cyclic even with the seat in full aft position.Also, this individual could not input full left or rightcyclic without removing his feet from the pedals.
The problems found in the CH-54A were similar to thosecited for the CH-47C and UH-60A. Overhead reaches were aproblem for short subjects as were reaches to some criticalinstrument panel switches and reaches to critical centerconsole controls. Short subjects whose total arm reach was aminimum of 161 cm were able to achieve these reaches.
No leg-reach or head-clearance problems were encounteredin the CH-54A by subjects in either group. However, tall
personnel could not employ the full aft seat position becausethe shoulder straps were pinched between the seat back andthe seat. Short subjects also encountered a fore-aft seatadjustment problem because of the rearward travel of thecyclic. The seat had to be moved rearward to either the lastor next-to-last adjustment to preclude contact between thearmor plate and the cyclic in the rearmost position.
Both seats of the AH-1S were evaluated for possiblesubject-cockpit incompatibilities. In contrast to the otherhelicopters evaluated, there were no hand-operated controlreach-related problems encountered in this aircraft. Nohead-clearance problems were found, either. However, there
22
were substantial Lig-re.ah problems for mnall subjects andproblems for large pvrsonnel in ochieving full lateral cyclicinput
None' of the short personnel could input full pedal with
the seat in the full up position. However, with the seatmoved down one notch, it was possihle for personnel with a
crotch height >76' cm to achive the requirod pedal inputwhile still re~aining an aduquatmefunct~ional view of the
aircraft's sighting reticle.
When placed In the front, copl lot/gunner seat , short
personnel wiLh a crotch height <75 cm could not input fullpedal. Both short and tall personnel could not lean forwardenouh to look into the copilot//gunne r's sight while wearingthe front armor plate (Figure 4). The armor plate was toolong, choking them when they leaned forward. A redesign ofthe armor plate is needed to make this task accomplishablewhile wearing protective armor.
In the pilot's seat, some tall personnel (14, 17, and19) could not input full lateral cyclic. When they tried to
move their legs out of the way to input full lateral cyclic,
their legs hit t;e sides of the cockpit.
Subject No,
FIGURE 4. Subject in the AH-IS Copilot/Gunner (Front) Seat.
23
FIXED-WING AIRCRAFT
The T-42A is a fixed-wing trainer aircraft and thus maynever be flown by pilots wearing the cold weather andchemical protective clothing. As previously indicated,protective armor was not worn during the evaluation of anyfixed-wing aircraft.
The only reach-related problem some short subjects hadin che T-42A trainer aircraft was not being able to inputfull pedal. Those who could not input full pedal had acrotch height <71 cm. Tall personnel did not have anyhand-related reach problems, but some did find that theycould not sit in a comfortable position in the T-42A due toinsufficient head clearance. While wearing a helmet,personnel with a sitting height >95 cm had to bend forwardwhile sitting in the pilot's seat. Without the helmet, onlysubjects with a sitting height >98 cm had this problem.
Tall subjects in the U-8F did not experience any
difficulties. However, short subjects encountered severalreach problems. Short subjects with a crotch height <78 cmcould not input full pedal and those with a total arm reachof >163 cm could not reach the oil shutoff switch or theemergency landing gear handle. Furthermore, none of theshort personnel could reach the 750 volt inverter circuitbreaker, the flap motor circuit breaker, or the landing gearcircuit breaker* All these circuit breakers are on thecopilot's side of the cockpit and would be readily accessibleto anyone sitting in the copilot's seat. To reach thesecircuit breakers from the pilot's seat would require a totalarm reach of 172 cm. Thus, if the pilot is unaccompanied bysomeone in the copilot seat, the criticai reaches for thepilot would be a total arm reach >172 cm and a crotch height>78 cm.
In the U-21A, as In the U-8F, tall personnel did notencounter any problems and short subjects encountered severalproblems. The first problem short personnel had was notbeing able to fasten the lap belt with the seat in the fullforward and full up position because the seat belt was tooshort. Short subjects could not input full pedal from thisseat position, either. To allow short personnel to bucklethe seat belts, the seat had to be lowered to the full downposition and moved half way back. In this position, onlythose with a crotch height >78 cm could input full pedal. Ifthe seat was moved further Torward to determine whethersubjects with crotch heights <78 cm could input full pedal,the seat belt could not be faitened because it was too short.However, by moving the seat fully forward and down one notch,
24
personnel with a crotch height >76 cm could achieve fullpedal input.
Another problem encountered by short subjects In theU-21A was not being able to reach the flap motor circuitbreaker on the copilot's aide of the cockpit. Personnel witha total arm reach >153 cm could operate this circuit breaker.However, it is reaiily accessible to anyone in the copilot'sseat .
Short personnel also had reach problems In the C-12A.Those with a crotch height <74 cm could not input full pedaland none of the short personnel could reach the emergencylanding gear handle with the seat in the full up, fullforward position. However, if it was necessary to grasp theemergency landing gear, they could reach it by lowering theseat and moving it aft. This procedure would be acceptablesince this aircraft is dual piloted. If the situation wereto arise that two of the smallest eligible individuals wereto be flying the aircraft when the emergency landing gearhandle had to be operated, the copilot would have to assumecontrol of the aircraft while the individual sitting in thepilot position lowered his or her seat and moved it back asrequired to grasp the handle.
A unique problem was observed in the C-12A. Nearly allshort personnel and some tall personnel (13, 15, 17, and 19)could not rotate the yoke to the full clockwise positionwithout removing their right hand from the yoke. If theykept their right hand on the yoke, their hand would hit theirleg, preventing full clockwise rotation. One tall subject(17) still had the yoke hit his leg when he removed his handfrom the yoke. Pilots should be aware of this problem and"determine what they would have to do to obtain full clockwiserotation of the yoke.
Short personnel in the OV-1D encountered difficultyinputting full pedal. Personnel with a crotch height <75 cmcould not input full pedal. Short personnel with crotchheights less than this could input full pedal if the seat waslowered, but then their outside visibility was compromised.Some short subjects (1, 3, and 5) and tall subjects (10, 11,and 17) could not input full lateral control stick movementdue to it hitting their legs. To obtain full lateral cyclicmovement they had to remove their feet from the pedals.
A unique problem also was observed in the OV-ID. Allsubjects had sufficient upper limb reaches to operate allcritical switches, dials, knobs, etc., but some shortsubjects did not have enough strength to pull themselves
25
sufficiently forward to make the reaches. The shoulderharness inertial reel required so much force to extend theshoulder harness that some subjects had to pull themselvesforward by grasping the glare shield with their left hand Inorder to tune the radios on the instrument panel with theirright hand.
26
i1~
•• •-1fl....... .. . -,- .. .
i |SUMMARY
The historical 5th-99th percentile male anthropometricrequirements associated with US Army Class 1, IA, and 2flight physicals have existed for some time without havin~gbeen subjected to an empirical validation. To remedy thiscircumstance, a large-scale aircraft cockpit-compatibilitystudy was Initiated.
This report addresses the static evaluation undertakento assess the anthropometric limits of individuals necesearyto assure their compatibility with the cockpits of all USArmy aircraft while wearing a "worst-case" tactical clothingconfiguration. Eight short subjects ranging in stature from146.9 cm to 162.5 cm, and ten tall subjects ranging instature from 182.3 cm to 194.5 cm were placed in the cockpitsof each of the US Army's helicopters and fixed-wing aircraftto evaluate upper- and lower-body reach requirements andhelmeted head-clearance requirements. The measures mostsuccessful in discriminating between those who did and thosewho did not experience upper- and lower-body reachdifficulties were total arm reach ("span") and crotch height,respectively. Sitting height was employed to evaluate headclearance.
Among helicopters (with the exception of the TH-55A
training helicopter), total arm reaches required to operateinstructor-pilot designated critical controls, switches,etc., ranged from 147 cm for the AH-1S attack helicopter to169 cm for the CH-47C cargo helicopter. The Army's traininghelicopter, TH-55A, required a total arm reach of 186 cm.All other helicopters required total arm reaches in the159-165 cm range. With the exception of the U-8F at 172 cm,fixed-wing aircraft were much less demanding. All criticalreaches in the remaining four fixed-wing aircraft (T-42A.U-21A, C-12A, and OV-1D) could be attained by individualswhose total arm reach was at least 153 cm.
With two exceptions, the leg-reach requirements forhelicopters ranged from 69-76 cm in crotch height. TheTH-55A, UH-60A, CH-47C, and CH-54C at 69 cm and the OH-6A at71 cm posed the least demanding requirements. intermediatein their demands were the UH-1H at 75 cm and the OH-58C andANr-IS at 76 cm. Fixed-wing aircraft leg-reach requirementsranged from 71 cm (T-42A) to 78 cm (U-8F and U-21A) in crotchheight. The crotch height requirements of the intermediateC-12A and OV-hD were 74 and 75 cm, respectively.
27
Head clearance was a problem encountered in threehelicopters and one fixed-wing aircraft, Sitting heights of95-96 cm or less were required to enable a helmeted aviatorto sit in the TH-55A, OH-58C, and T-42A without the helmettouching the overhead surface of the cockpit. A sittingheight of 99 ca or less was required for the OH-6A. Allother aircraft accommodated the individual in the study withthe largest sitting height, 102 cm, without helmet contact.
The wearing of this "worst-case" combination of tacticalclothing resulted in either the appearance of, or theexacerbation of, several other aviator-cockpit compatibilityproblems. Dressed in this protective clothing combination,tall personnel were unable to achieve appropriate fulllateral cyclic input in the OH-6A, OH-58C, CH-47C, AH-IS(rear seat), and OV-1D. The same applied to short personnelin the OH-58C and the OV-1D. Similarly, in the C-12A fullclockwise movement of the yoke was not possible for severalof the short and tall individuals. Full aft travel of thecyclic was not possible for short subjects with the seat fullforward in the UH-60A, CH-47C, and CH-54 because of cycliccontact with the armored vest. Shoulder harness straps werefound to be too short for some large individuals in the TH-55and UH-60A. Inertia reel force requirements prevented shortpersonnel from being able to attain reaches that wereotherwise within their capability in the OV-1D unless theysimultaneously removed their hand from the stick, grasped theglare shield, and pulled themselves forward while making therequisite reach with the remaining hand. Lap belts werefound to be too short in the TH-55, UH-60A, and U-21A.
28
REFERENCES
Churchill, E., Churchill, T., McConville, J.T., and White, R.M. 1977.Anthropometry of women of the U.S. Army--197?. Report No. 2 - The basicunivarate statietios. Natick, MA: U.S. Army Natick Research andDevelopment Command. Natick TR-77/024.
Churchill, E., Laubach, L.L., McConville, J.T., and Tesbolt I. 1978.Anthropometric source book, Volume II: a handbook of anthropometric data.Houston TX: National Aeronautics and Space Administration. NASA ReferencePublication 1024.
Churchill, E., McConville, J.T., Laubach, L.L., and White, R.M. 1971.Anthropometry of U.S. Army Aviators--4970. Natick, MA: U.S. Army NatickLaboratories. TR 72-52-CE. AD 743-528.
Department of Defense. 1960. Standards of medical fitness. Army Regulation40-501. Washington, DC.
Department of Defense. 1976. Military Standard: Aircrew Station Geometryfor Military Aircraft. Washington, DC: Department of Defense. MIL-STD-1333A.
Schopper, A.W. and Cote, D.O. 1984. Anthropometric Cockpit CompatibilityAssessment of US Army Aircraft for Large and Small Personnel Wearing aTraining, Warm-Weather Clothing Configuration. Fort Rucker, AL: US ArmyAeromedical Research Laboratory. USAARL Report No. 84-10.
COMMUNICATIONS
Department of Army Surgeon General (DASG-PSP). Letter to Commander, USAMRDC,27 Nov 1979: Review of Height Standards for Class 1, ZA, and 2 FlyingDuty. Located in BAR Div., USAARL.
U.S. Army Medical Research and Development Command, (SGRD-OP). Letter toCommander, USAARL, 22 Jan 1980: Review of Height Standards for Class Z, lA,mzd 2 Flying Duty. Located in BAR Div., USAARL.
U.S. Army Aeromedical Research Laboratory (SGRD-UAF). Letter to Commander,USAMRDC (SGRD-OP), 7 May 1980: Recommended Provisional AnthropometricCriteria for Class l, ZA, and 2 Flying Duty.
29
!I
-I,
APPENDIX A
GLOSSARY
31
ACROMION: Highest point of the scapula.
ANTHROPOMETRY: The scientific study of the measurement ofthe human body.
BIACROMIAL BREADTh: Horizontal distance between the lateraledges of the acromial processes of the shoulder.
BUTTOCK-TO-HEEL LENGTH: Horizontal distance from the mostposterior protrusion of the buttock to the bottom of the heel(measured with the subject seated, the leg extended in thesame plane as the chair seat and the buttocks in contact withthe back of the chair)
BUTTOCK-TO-KNEE LENGTH: Horizontal distance from the mostposterior protrusion of the buttock to the most anteriorpoint of the kneecap.
CROTCH HEIGHT: Vertical distance from floor to midpoint ofcrotch.
FOOT LENGTH: Length of foot (clothed in a wool sock)measured parallel to its long axis.
FORWARD BODY REACH: Measurement taken with the subjectseated on an anthropometric measurement device. Chair seatand chair back intersect at a 90 degree angle. Subject leansforward at the waist, keeping the posterior portion of thebuttock in contact with the seat back, and extends either armon a surface above the chair seat. Reach measurement is thehorizontal distance from the most posterior protrusion of thebuttock to the tip of the middlle finger with the subjectreaching as far forward as possible.
FUNCTIONAL ARM REACH: Horizontal distance from a wall to thetip of the thumb. Measured with the subject's back againstthe wall, the right arm horizontal to the floor, and the tipof the index finger touching the pad of the thumb.
FUNCTIONAL LEG LENGTH: Measurement taken with subjectsitting erect on the edge of a chair without any back support
32
and the right leg extended straight to a distance 5 cm abovethe floor. Functional leg length in the distance along themain axis of the leg from the bottom of the heel to theposterior waist landmark.
PATELLA: Knee cap
SEATED EYE HEIGHT: Vertical distance from sitting surface tothe outer corner of the eye.
SEATED HIP BREADTH: Measurement taken with the subjectsitting erect, the arms relaxed at the sides, forearms andhands extended forward horizontal to the floor, thighssupported by the sitting surface, and the long axis of thethighs parallel. Two flat surfaces are placed firmly againstthe thighs and the distance between the inner sides of thesurfaces is measured.
SITTING HEIGHT: Vertical distance from sitting surface totop of the head.
SHOULDER BREADTH: Horizontal distance across maximum lateralprotrusions of the right and left deltoid muscles measuredwith the subject sitting and the upper arms against thelongitudinal axis of the body.
STATURE: Vertical distance from floor to top of the headwith subject wearing stockings.
TOTAL ARM REACH: Measured with the subject's back against awall, arms extended horizontal to the floor with no bend atthe elbows, fingers extended, and the palms facing outward.Arm reach is the horizontal distance from the tip of themiddle finger of one hand to the tip of the middle finger ofthe other hand.
WEIGHT: Weight of subject wearing a flight suit with emptypockets, underwear, and stockings.
* From Churchill et al. (1977)** From Churchill it -T. (1971)
33
APPENDIX B
ANTHROPOIIETRIC MEASUREMENTS OF SUBJECTS
35
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APPENDIX C
CRITICAL ANCILLARY CONTROLS
37
TTIt-55A
INSTRUMENT PANELaltimeter set knob
CENTER CONSOLEall
OH-6A
INSTRUMENT PANELpitot heat switchradio magnetic indicatoraltimeterbypass air caution lightradiosattitude gyro
OVERHEADengine device levercabin heat and defog lever
ELECTRICAL CONSOLESCAV air switchfuel pump switchbattery switchinverter switchgenerator switch
OH-58C
INSTRUMENT PANELradiosclockwarning panelattitude indicatoraltimeterfuel boost switchcaution panel
OVERHEADheater switchdeice switchpitot heater switchdefog switch
38
UH-IH
INSTRUMENT PANELaltimeterclockattitude indicatorR1 I
CENTER CONSOLEUHF navigation radioADF controlsignal distribution panelradiostransponderAC circuit breakers] •engine panelhydraulic panel
OVERHEADhydraulics control circuit breakergenerator and bus reset circuit breaker
UH-60A
INSTRUMENT PANELradar altimeterbarometric altimetermaster warning panelvertical situation indicatorhorizontal situation indicatorCIS mode selectorvertical/horizontal speed indicator mode selectorliquid water content indicatorblade de-ice control panelinfrared countermeasure control panelengine ignition switch
OVERHEADNo. I and No. 2 engine fuel selector leverNo. 1 and No. 2 engine off/fire T-handleNo. 1 and No. 2 poser control levercockpit floodlight controlall of upper console
CENTER CONSOLEall, including parking brake and battery/battery utility bus
39
CH-47C
INSTRUMENT PANELstick positionerfire control handletransmission oil temperature selector switchtransmission oil pressure selector switchfire extinguisher agenit switch
OVERHEADhydraulic electric power panelfuel control paneldome light panelauxiliary power unit panelflight control panelhoist control panel
CENTER CONSOLEall except UHF radio
CH-54B
INSTRUMENT PANELcompass slave select switchpilot's gyro select switchflight direction indicatoraltimeter
OVERHEADNI leversfuel shut-off leversAC and DC circuit breaker panelsauxiliary circuit breaker panelbypass door controlall overhead control panel switches
CENTER CONSOLEtransponder
AH-IS
INSTRUMENT PANELall
40
LEFT CONSOLEall
RIGHT CONSOLEall
AH-IS (copilot cockpit)pilot override controlaltimeter
I] gunner's control panelTOW control panel switchaavionicsgunner electrical power switchtelescopic sight unit hand controlcanopy removal arming/firing mechanism
T-42A
INSTRUMENT PANELstatic air sourcelanding gear control handlemixture idle cutoff
SUBPANELSnavigation light switchbeacon light switchfuel quantity switchparking braketranspondercircuit breaker panelavionics circuit breaker panelfuel boost pump switcheslanding light switchtaxi light switch
PEDESTALlanding lightstaxi switches
FLOORemergency landing gear control handle
41
U-8F
INSTRUMENT PANELattitude indicatoraltimeterclockintercommunication boxRMIwindshield wiper controlwindshield anti-ice switchmanifold pressure guageradios750 volt inverter circuit breaker
S.UBUPANELSdefrost air control handlelanding gear circuit breakerfla p motor circuit breakeridle cutoff switchesstart selectorleft and right engine alternate air controlflap handlemagneto switchesprimer buttonstart buttoninverter switcheslanding lighd switchpitot heat switchprop anti-ice switchparking brakemaster switch gang barcabin air switchtaxi lights switchsurface de-ice circuit breakeranti-ice circuit breaker
CENTER PEDESTALall
U-21lA
INSTRUMENT PANELannunciator paneltransponderradios
42
SUBPANELSparking brakeinverter switchmaster switchlanding lights switchwindshield anti-ice switchesemergency landing gear control handleignition and engine start switchesheat switchesengine ice vane control handlesflap motor circuit breaker
FUEL MANAGEMENT PANELall
CONTROL PEDESTALall
C-12A
INSTRUMENT PANELparking brakelanding gear handlelanding lightsdump and pressurization switch
CONTROL PEDESTALtransponderflap handlecontrol levers
OVERHEADemergency lightsflap motor circuit breakerNo. I and No. 2 engine start switcheswinshield anti-ice switchesNo. I and No. 2 inverter switchesavionics master power switchcabin temperature mode knobvent blower switchaft vent blower switchignition and starting switchesbattery generator switchesstandby boost pump switches
43
OV-1D
INSTRUMENT PANELradiosBDHI course selector
CENTER INSTRUMENT PANELgear handleemergency gear blow down handle
CONTROL PEDESTALcontrol handlesemergency stores release
GLARESHIELDfire handles
LOWER CONSOLEall
OVERHEADengine no. I and engine no. 2 master switchignition buttonsgenerator power assist buttonfuel pump switchair conditioning control levergenerator switchesbattery switchesinverter switchweather control panelengine crank case switch
44
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US Navy CommanderNaval Research Laboratory Library US Army Medical R&D CommandShock & Vibration Information Center ATTN: SCRD-RMS (Mrs. Madigan)Code 8404 Fort DetrickWashington, DC 20375 Frederick, MD 21701
Harry Diamond Laboratories CommanderkTTN: Technical Information Branch US Army Medical Research Institute2800 Powder Mill Road of Infectious DiseasesAdelphi, MD 20783-1197 Fort Detrick
Frederick, MD 21701DirectorUS Army Human Engineering Laboratory CommanderATTN: Technical Library US Army Medical BioengineeringAberdeen Proving Ground, MD R&D Laboratory
21005-5001 Fort DetrickFrederick, MD 21701
US Army Materiel SystemsAnalysis Agency Director of Biological and
ATTN: Reports Processing Medical Sciences DivisionAberdeen Proving Ground, MD 800 North Quinch Street
210055017Arlington, VA 22217
US Army Ordnance Center Defense Technicaland School Library Information Center
Aberdeen Proving Ground, MD Cameron Station, VA 223142 1005-5201
46
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US Army Materiel Development and Colonel Stanley C. KnappReadiness Command US Centrol Command
ATTN: DRCSG CCSG MacDill APB, FL 336085001 Eisenhower AvenueAlexandria, VA 22333 Redstone Scientific Information
CenterUS Army Foreign Science and DRDMI-TBD
Technology Center US Army Missile R&D CommandATTN: DRXST-IS1 Redstone Arsenal, AL 35809"220 7th Street, NECharlottesville, VA 22901 Air University Library
(AUL/LSE)Commander Maxwell AFB, AL 36112US Army Transportation SchoolATTN: ATSP-TD-ST CommanderFort Eustis, VA 23604 US Army Aeromedical Center
Fort Rucker, AL 36362DirectorApplied Technology Lab, USARTL-AVSCOM CommanderATTN: Library, Bldg 401 USAAVNC & Fort RuckerFort Eustis, VA 23604 ATTN: ATZQ-CDR
Fort Rucker, AL 36362US Army Training & Doctrine CommandATTN: ATCD DirectorFort Monroe, VA 23651 Directorate of Combat Developments
Building 507Commander Fort Rucker, AL 36362US Army Training & Doctrine CommandATTN: Surgeon DirectorFort Monroe, VA 23651 Directoratr of Training Development
Building 502Structures Laboratory Library Fort Rucker, AL 36362USARTL-AVSCOMNASA Langley Research Center ChiefMail Stop 266 Army Research InstituteHampton, VA 23665 Field Unit
Fort Rucker, AL 36362US NavyNaval Aerospace Medical Commander
Institute Library US Army SE ety CenterBldg 1953, Code 102 Fort Rucker, AL 36362Pensacola, FL 32508
CommanderUS Air Force USAAVNC & Fort RuckerArmament Development and ATTN: ATZQ-T-ATL
Test Center Fort Rucker, AL 36362Eglin AFB, FL 32542
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Commander CommanderUS Army Aircraft Development US Army Aviation Systems Command
Test Activity (Provisional)ATTN: STEBG-MP-QA ATTN: SGRD-UAX-AL (MAJ Lacy)Cairns Army Air Field 4300 Goodfellow BoulevardFort Rucker, AL 36362 St. Louis, MO 63166
President CommanderUS Army Aviation Board US Army Aviation Systems CommandCairns Army Air Field (Provisional)Fort Rucker, AL 36362 ATTN: DDRAV-E
4300 Goodfellow BoulevardUS Army Research and St. Louis, MO 63166
Technology LaboratoriesPropulsion Laboratory MS 77-5 CommanderNASA Lewis Research Center US Army Aviation Systems CommandCleveland, OH 44135 (Provisional)
ATTN: LibraryHuman Engineering Division 4300 Goodfellow BoulevardAir Force Aerospace Medical St. Louis, MO 63166
Research LaboratoryATTN: Technical Librarian Commanding OfficerWright-Patterson AFB, OH 45433 Naval Biodynamics Laboratory
PO Box 24907US Air Force Institute of Michoud Station
Technology (AFIT/LDE) New Orleans, LA 70129Building 640, Area BWright-Patterson AFB, OH 45433 Federal Aviation Administration
Civil Aeromedical InstituteJohn A. Dellinger, MS, ATP ATTN: LibraryUniv of Illinois - Willard Airport Box 25082Savoy, IL 61874 Oklahoma City, OK 73125
Henry L. Taylor US Army Field Artillery SchoolDirector ATTN: LibraryInstitute of Aviation Snow Hall, Room 14Univ of Illinois - Willard Airport Fort Sill, OK 73503Savoy, IL 61874
CommanderCommander US Army Academy of Health SciencesUS Army Troop Support and Aviation ATTN: Library
Materiel Readiness Command Fort Sam Houston, TX 78234ATTN: DRSTS-WSt. Louis, MO 63102 Commander
US Army Health Services CommandATTN: LibraryFort Sam Houston, TX 78234
48
Commander US Army Combat DevelopmentsUS Army Institute of Experimental Command
Surgical Research Technical LibraryATTN: SGRD-USM (Jan Duke) HQ, USACDECFort Sam Houston, TX 78234-6200 Box 22
Fort Ord, CA 93941US Air ForceAerospace Medical Division Aeromechanics LaboratorySchool of Aerospace Medicine US Army Research andAeromedical Library/TSK-4 Technical LaboratoriesBrooks AFB, TX 78235 Ames Research Center, M/S 215-1
Moffett Field, CA 94035US ArmyDugway Proving Ground CommanderTechnical Library Letterman Army Institute of ResearchBuilding 5330 ATTN: Medical Research LibraryDugway, UT 84022 Presidio of San Francisco, CA
94129Dr. Diane DamosPsychology Department Six United States ArmyArizona State University ATTN: SMATempe, AZ 85287 Presidio of San Francisco, CA
94129US Army Yuma Proving GroundTechnical Library DirectorYuma, AZ 85364 Naval Biosciences Laboratory
Naval Supply Center, Bldg 844US Army White Sands Missile Range Oakland, CA 94625Technical Library DivisionWhite Sands Missile RangeNew Mexico 88002
US Air ForceFlight Test CenterTechnical Library, Stop 238Edwards AFB, CA 93523
US Army Aviation EngineeringFlight Activity
ATTN: DAVTE-M (Technical Library)Edwards AFB, CA 93523
US NavyNaval Weapons CenterTechnical Library DivisionCode 2333China Lake, CA 93555
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Canadian Army Liaison Officer Canadian Society of Aviation MedicineBuilding 602 c/o Academy of Medicine, TorontoFort Rucker, AL 36362 ATTN: Ms. Carmen King
288 Bloor Street WestNetherlands Army Liaison Officer Toronto, Ontario, CanadaBuilding 602 M55 1V8Fort Rucker, AL 36362
Canadian Airline Pilot's AssociationGerman Army Liaison Officer MAJ J. Soutendam (Ret)Building 602 1300 Steeles Avenue EastFort Rucker, AL 36362 Brampton, Ontario, Canada
L6T 1A2British Army Liaison OfficerBuilding 602 Canadian Forces Medical LisionFort Rucker, AL 36362 Officer
Canadian Defence Liaison StaffFrench Army Liaison Officer 2450 Massachusetts Avenue, NWBuilding 602 Washington, DC 20008Fort Rucker, AL 36362
Commanding OfficerCOL G. Stebbing 404 Maritime Training SquadronDAO-AMLOUS B Canadian Forces Base GreenwoodBox 36, US Embassy Greenwood, Nova Scotia, CanadaFPO New York 09510 BOP INO
ATTN: Aeromed Training UnitNational Defence Headquarters101 Colonel By Drive Officer CommandingOttowa, Ontario, Canada School of Operational andKlA OK2 Aerospace MedicineATTN: DPM DCIEM
1133 Sheppard Avenue WestStaff Officer, Aerospace Medicine Downsview, Ontaria, CanadaRAF Staff M3M 3B9British Embassy3100 Massachusetts Avenue, NWWashington, DC 20008
Department of DefenceR.A.N. Research LaboratoryPO Box 706Darlinghurst, N.S.W. 2010Australia
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