Abstracts of Papers from Scientific Program Aerospace Medical Association 34th Annual Meeting, April 29-May 2, 1963 Statler Hilton Hotel, Los Angeles, California

s of Papers from Scientific Program Aerospace Medical Association 34th Annual Meeting, April 29-May 2, 1963 Statler Hilton Hotel, Los Angeles, California Lunar Landing Vehicle Helicopter Landing Simulation Study. C. R. ADAMS, M.S., Human Factors Analyst, Chance Vought Corporation, Astronautics Division of Ling-Temco-Vought, inc., Dallas, Texas. This paper covers a helicopter lunar landing simulation study from hover to touchdown for the Lunar Landing Vehicle under manual control. Also, it was to define qualitatively a reasonable value of distance from the hover point to a suitable landing site based on nominal translational velocities. A Sikorsky helicopter was used as the test vehicle to accomplish the maneuver. It followed a planned trajectory as closely as possible. Eight test subjects made eight runs each from various directions over a terraintype approximating what is thought to be the estimated lunar surface roughness. The tests were conducted at noon with the subjects wearing dark goggles to obtain equivalent earth shine values of lunar surface illumination. Five seconds before the initial hover point was reached the subject had clear visibility of the landing area and the site was selected. Time and distance were recorded from hover to touchdown. Results of the test program indicated that if the first site selected is suitable for landing the Lunar Landing Vehicle would be able to land within a specified number of seconds. However, if an alternate site must be selected and traversed due to the poor terrain choice, the time allowed is marginal. Based on these facts, a recommended hover time was made for the lunar landing maneuver of the Lunar Landing Vehicle. Present Philosophy of Standards Development. WZLL~AM K ALt/ERS, M.D., Chief, Aeromedical Standards Division, Federal Aviation Agency, Washington, D. C. Federal Aviation Agency considers three closely related, basle factors in developing aeromedical standards for civil aviation: (1) Job Performance Requirements; (2) Aviation Safety; and (3) Civil Aviation Growth. An even more basic concept underlies all aeromedical standards development: A constant awareness that this activity is an integral part of the National Aviation System. This concept demands that aeromedieal standards development be accomplished, not as an isolated specialty activity, but with competent knowledge of the various disciplines and components that make up the National Aviation System, and full appreciation of how medical standards relate to the System. The National Aviation System concept should underlie all aviation planning. Of the three basic factors noted above, Job Performance requirements must receive first consideration. Unless medical standards are related to actual pilot, aircrew, or air traffic controller job performance requirements, they are meaningless. Pilot job performance requirements are related to, and vary with, many factors, such as the type and performance of equipment flown (light planes, jet transports, etc.), and the type of flying (pleasure, scheduled air carrier, etc. ). Study of the relationship between aircrew job performance requirements and specific aeromedical standards has not been adequate in the past. Research interest has recently been re-stimulated in this area. A standards development program which will meet the needs of the National Aviation System, and which will help the Federal Aviation Agency attain its primary goals of increasing safety and fostering civil aviation growth, must proceed with a full and constant appreciation of this fact: A standard which is too rigid retards the growth of aviation by keeping people out of the air who could be flying safely, and conversely, a standard which is too lenient compromises aviation safety. A good aeromedical standards development program must look to the future. I t should be involved in the studies and planning of such programs as Project Little Guy and the Supersonic Transport Development Program. Aeromedieal Standards development must be dynamic or it will fail in its mission. Inputs necessary to intelligent aeromedical standards development include (a) operational and statistical analysis of data from the Human Factors Studies of Aircraft Accidents and Incidents, (b) aircrew job performance requirements research, (c) advances in basic medical research, (d) physiological and psychological aircrew research, (e) consultation with experts in the various disciplines of aviation, and (f) consultation with authorities in the various medical specialties. The basic criterion behind every medical standard is safety. The Federal Aviation Agency has frequently been accused by certain groups of following the so-called "superman" principle in its aeromedical standards development, i.e., requiring that all airmen be perfect physical specimens. Nothing could be farther from the truth. Many physical defects and disease states have been waivered once it has been determined that they do not compromise safety. Measurement of Body Fat in Men by Displacement of Water. THOMAS H. ALLEN, Ph.D., USAF School of Aerospace Medicine, Brooks Air Force Base, Texas. A Flight Surgeon's Assistant can operate a body volumeter with which fat (ether soluble) can be estimated in 15 minutes. The lower portion of a waterproof plywood tank contains 32 ~ C. water and a trace of a disinfecting iodine ,complex; the upper portion is of uniform cross-section. Here a rise of 1 ram. is caused by 0.2249 liters. A graduated glass standpipe is connected to the tank through a needle valve which is adjusted so that wave motion is rapidly dampened. With a lens, one estimates water levels after the subject blows out his vital capacity and then submerges. An example shows the mean rise on three trials: 338.4 ~ 1/3(429.2 q429.4 q429.7) 78.5 12,5. The 78.5 was the null point and the 12.5 was caused by the elevator platform on which the subject was lowered. Multiplying 338.4 by 0.2249 gives 76.11 liters; subtract 1.66 liters of "predicted" residual lung volume. Fat, calculated from volume and weight, is 4.834 x 74.45 4.366 x 79.00 = 14.98 kg. The average in 243 healthy men, aged 19 to 29 years, is 19 per cefit of their fat-free weight. Since 14.98 0.19 x 64.0 = 2.8 kg., this is the excess fat. Therapy of Acute UDMH Intoxication. KENNETH C. BACK, Ph.D., MILDRED K. PINKEnTON, M.T. and ANTHONY A. THOMAS, M.D., Wright-Patterson Air Force Base, Ohio. The potentially toxic agent, 1.1-climethylhydrazine (UDMH) , has become very important from a medical viewpoint because of its large scale use as a missile propellant. Pharmacological studies have revealed that the compound is primarily a central nervous system irritant, and latently causes eardio-vascular collapse and ensuing irreversible shock. Symptomatic treatment consisting of a combination of sedatives, anticonvulsants, neuromuscular blocking agents, cardiac glycosides, potent vasoconstrictors, artificial respiration, and plasma expanders failed to protect animals from lethal doses of UDMH. A recent breakthrough with pyridoxine therapy constitutes the first successful approach to specific treatAerospace Medicine 9 March I963 247