From: Subject: THE ROMANCE OF THE GEAR Date: Sat, 30 Jan 2010 13:36:41 -0800 MIME-Version: 1.0 Content-Type: multipart/related; type="text/html"; boundary="----=_NextPart_000_0004_01CAA1B1.41F3A3D0" X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_0004_01CAA1B1.41F3A3D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Content-Location: mhtml:file://C:\Documents and Settings\Administrator\My Documents\My Web Sites\aeolusaero\Articles\Romance_of_the_gear_P-helmet_History_24Jan10.mht THE ROMANCE OF THE GEAR

THE ROMANCE OF THE = GEAR=20

Aircrew=20 Head Protection in the Jet Age:

(Collecting Flight Helmets as = Militaria)=20

by Christopher T. Carey=20

=20

Who,=20 among aviation buffs and action fans alike the world over, could ever = forget the=20 exciting scenes of fighter jock icy-calm bravado as pilots repeatedly = pushed the=20 aircraft combat performance envelope to the limits in such classic = movies as=20 =91TOP GUN=92 and =91THE RIGHT STUFF?=92 It took a pretty beat libido = and low=20 testosterone titer to sit there and watch those stirring adventures in = the wild=20 blue yonder without feeling a distinct thrill shoot down the spine like = a=20 Sidewinder missile.

Unfortunately, for every natural born, = eagle-eyed Chuck=20 Yeager, there are several thousands of poor souls who, despite having = spent a=20 lifetime blazing new paths across the sky in their daydreams, were not = favored=20 by fate with the right combination of abilities, circumstance and = opportunity,=20 to achieve such a lofty ambition as actually piloting a state of the art = fighter=20 aircraft beyond the speed of sound and into the heat of combat.=20

Today, one of the most = interesting means=20 these legions of armchair fighter jocks have at their disposal to = expiate=20 unrequited yearnings of this sort is to collect aircrew protective = flight gear=20 (now known to professionals as =91Aircrew Life Support Equipment=92). = Perhaps you=20 can=92t actually walk the walk and talk the talk of the righteous = brotherhood of=20 Sierra Hotel = military=20 pilots but you can certainly pursue the fascinating hobby of surrounding = yourself with the tools of their trade, and in so doing, vicariously = bask=20 somewhat in the reflected glory of their calling.=20

Of all the =91tools=92 used by = the military=20 pilot, perhaps the most glamorous of them all (to the wannabe Tom = Cruise) is the=20 pilot=92s flight helmet. Just as in the medieval era, when a knight=92s = ornately=20 decorated helmet summarily symbolized all of those chivalrous qualities = that=20 ennobled him as a fearless fighting man, the protective helmet an = aviator or=20 aircrewman wears visibly sums him up as a card-carrying member of this = elite=20 fraternity of military fliers. Each flight helmet visually tells a = unique story=20 about the special requirements for pilot safety and protection modern=20 high-performance military aviation has demanded over the years, as the=20 technology of military aviation has continued to advance in quantum = leaps.=20 Additionally, personalised color schemes and decorations may also serve = to=20 further differentiate various specimens as unique examples of their = type.=20

=20

SOME EARLY AIRCREW = PROTECTIVE HELMET=20 HISTORY:

=20

Today, 100 years since the first powered, = controlled=20 heavier-than-air flight took place, the advances in aircrew protective = equipment=20 span such a great broad range that for reasons of convenience and = necessity,=20 life support historians and buffs generally recognize two principal = categories:=20 1) the era of propeller-driven flight (from about 1900 through=20 1945),=20 and 2) the era of jet turbine and rocket flight (from 1945 onwards, with = some=20 necessary overlap of the two periods). It is fairly easy to see, in = examining=20 flight headgear from the earliest days of flight through the present, = that it=20 has been largely the increasing challenge to pilot safety in terms of = the raw=20 physics of flight encountered that has dictated the form and substance = of=20 latter-era protective headgear.

In the early years of the 1900s = through the=20 end of the Second World War, the aviator=92s helmet was invariably made = of soft=20 (frequently insulated) leather and was intended purely to protect him = from the=20 effects of wind and cold. As advances in wireless radio communications=20 developed, the basic leather helmet began to feature earphones for radio = receiver headsets; still later, as turbocharging technology permitted = higher=20 aircraft operating altitudes, oxygen delivery devices became standard as = well.=20 Early eye protection in the form of rubber-framed glass goggles were = adopted=20 virtually from the fledgling days of manned flight as the most = reasonable way to=20 protect the eyes, especially in the old open-cockpit machines. This = yielded out=20 of necessity, as operating speeds became substantially increased (in jet = aircraft), to more substantial, rigid visors intended to protect aircrew = from=20 the potentially deadly wind-blast effects of emergency ejection from a = disabled=20 aircraft.

Although the crash forces = encountered in the=20 early days of aviation were in a sense just as deadly as those created = by far=20 more modern high-performance aircraft, little thought was initially = given to=20 providing a pilot=92s head with added crash protection in the form of = semi-rigid=20 shells. Partly this was the result of insufficient materials technology = advanced=20 enough for use in headgear protection designs, but nevertheless one = regularly=20 finds the occasional concerted attempt to provide sturdier, reinforced = head=20 protection for pilots in aviation=92s earlier years. A handful of such = designs=20 (one French, another Italian, several German) originating in Europe (and = many=20 more from other nations including the USA), surfaced in the first two = decades of=20 powered flight, consisting mostly of thickly padded and leather = reinforced=20 sections added to the upper hemisphere of a conventional soft leather = helmet.=20 Further examples are discovered from time to time in studies of flight=20 protection in these early years. In the 30s and 40s, German glider pilot = students, for example, sometimes wore substantially reinforced, = aluminum-shelled=20 helmets as crash protection in their lightweight sailplanes of the = 30s.=20

In the Second World War, = successive advances=20 in science and technology brought on by war research resulted in the = development=20 of RAF scientist Frank Whittle=92s pioneering axial-flow turbojet engine = in the=20 West and in concurrent radial flow designs produced in Germany. = Ironically, in=20 the United States, the need for sturdier protective aircrew helmets had = been=20 initially investigated by no less distinguished an investigator than = American=20 aviation medicine's highly respected high-altitude researcher Dr. Harry = G.=20 Armstrong (in 1938), but were somewhat ironically found = 'unnecessary' by=20 this early pioneer of modern aerospace medicine.=20

However, with the higher speeds permitted by = jet engine=20 powered aircraft, more thought began to be given to sparing the pilot = from the=20 potential hazards resulting from the substantially increased inertial = forces=20 encountered in high-speed jet turbine powered flight. Just before the = war ended,=20 for instance, German aeronautical laboratories at Rechlin had = investigated a=20 protective helmet design that drew heavily upon then-existing steel = shelled flak=20 helmets, using a doubled walled outer aluminum shell similar to the NSFK = glider=20 helmet. Advanced flight helmet studies in hard helmet penetration = resistance and=20 crash-worthiness by Germany=92s aeronautical laboratories were in = progress when=20 Berlin fell, but again it appears the technology simply had not yet been = sufficiently advanced to permit adoption of production standards which = truly=20 satisfied the requirements. The closest that these studies got to = producing a=20 production hard shell 'crash helmet' for Luftwaffe flyers were the steel = flak=20 shells that fitted over the soft leather flight helmet; they were not = intended,=20 however to protect aircrew from inertial forces of increasingly = higher-speed=20 flight, and were devised instead to protect from flak injury.=20

As has been mentioned before, = prior to the=20 introduction of the new jet turbine engined aircraft of the 40s, the = standard=20 flight helmet was typically a soft fabric or leather helmet. As the = potential=20 for buffeting in jet aircraft cockpits became known, American = researchers=92=20 thoughts focused on devising some sort of enhanced protective headgear = to=20 protect the contracted civilian flight test pilots who were evaluating = the new=20 jets at such secret testing sites as Muroc Field, in the Mojave desert. = The=20 result was a number of what are now called =91transitional=92 helmet = designs. These=20 were typically constructed by private aircraft company personnel for = their own=20 use and typically incorporated some form of hard protective = hemispherical crown=20 attached to the upper hemisphere of the standard soft fabric or leather = flight=20 helmet. Examples known to have existed and been used were made from old = leather=20 football helmets, phenolic resin miners=92 helmets, pith horse polo = helmets, and=20 even cork-lined vintage race-car driving helmets. One such design became = known=20 as the =93Tanker=94 interim helmet, which used the compressed fiber top = half of the=20 US Army M-1 leather tanker helmet attached to a standard USAAF ANH-15 or = A-10A=20 fabric flight helmet; this helmet was used briefly by early USAAF = Lockheed P-80=20 Shooting Star crews = in 1946 and=20 1947. Even as this =91transitional=92 helmet was finding application in = the first=20 production USAAF jet, research on hard protective helmets was being = conducted by=20 the Air Force=92s Wright Patterson Aero Lab and Northrop Aviation=92s = Dr. Charles=20 Lombard.

In late 1947 the first standard USN and USAF = production=20 =91hard hats=92 were introduced, made from pressure-molded cotton fabric = and=20 thermally set phenolic resin plastics materials. The first standard = issue US=20 Navy hard protective helmet was designated the H-1; this one-piece = helmet had a=20 distinctive shape which set it apart visually from the first USAF hard = shell=20 design, the P-1 (which had been inspired by Dr. Lombard's studies in = helmet=20 design at Northrop and the Wright aero-laboratory). After the = introduction of=20 the one-piece Navy H-2 helmet (similar to the H-1), the Navy soon = started=20 examining the possibilities of a two-part helmet design that used a soft = fabric=20 inner helmet over which a fiberglass outer helmet shell was used. This = led to=20 Air Force consideration of its own two-part helmet proposal, an = experimental=20 study prototype designated the P-2, but the P-2 helmet concept was = ultimately=20 rejected and never placed in production. The US Navy, after producing = their=20 fully integrated one-piece H-1 and H-2 hard helmets, finally = standardized on the=20 two-part helmet approach and this led to production of their subsequent = (early=20 1950s) H-3 and H4 series protective helmets. =

Quite soon=20 after it was adopted, the USAF's P-1 helmet was upgraded to an improved = and=20 modified version called the P-1A, which was in turn followed by the P-1B = (investigation suggests that the P-1B was merely a =91re-designated=92 = P-1A). This=20 change in designation may have had something to do with the decision to = cancel=20 the Air Force=92s two-part P-2 helmet, although that has never been = confirmed to=20 my knowledge. In 1953, the P-3 helmet specification, which was the first = USAF=20 effort to provide an externally attached and articulated rigid visor = (for=20 windblast protection), was introduced. The P-3 helmet was essentially a = P-1A/B=20 type helmet to which a rigid plastic visor was permanently affixed. Both = the P-3=20 and a subsequent P-4 design originally used a unique side-latching, = trackless=20 visor design; this was superseded somewhat later by an improved visor = design on=20 the improved P-4A helmet and in 1959 a final upgrade specification was=20 designated the P-4B (each of the two latter helmets used fiberglass as a = basic=20 shell material instead of the cotton fabric/phenolic resin shell = construction of=20 earlier USAF P-helmets). The P-4A and P-4B visors were identical, but=20 communications components differed in that the P-4B helmet used an = oxygen mask=20 communications cord to link the helmet to the aircraft communications = system;=20 this change did away with the so-called "pigtail" communications cord = exiting=20 the helmet at the rear, as found on P-1 through P-4A helmets. = Incorporating the=20 same rigid external visor assembly used earlier, the new visor = articulation of=20 the P-4A and P-4B helmets did away with the earlier complex and awkward=20 side-latch mechanism and substituted a central track with a release = actuator=20 mounted on the upper part of the visor. The new central track visor = system was=20 infinitely easier for a pilot to manipulate in flight than the early = side-latch=20 design (although still less than fully ideal, and there remained some = issues=20 involving potential for snagging riser shrouds upon ejection).=20

Changes=20 in helmet communications system components (earphones, com cords, and=20 connectors) continued to be made throughout the 1949 to 1960 period. As = each new=20 protective helmet T.O. specification came into standard Air Force use, = older=20 helmets still being used were invariably updated to meet the latest = technical=20 change (T.O.) requirements. For this reason, most examples of the = earliest US=20 Air Force hard-shell crash helmets (such as the P-1, P-1A/P-1B, and P-3) = that=20 are found today are substantially modified and upgraded and therefore = invariably=20 do not reflect their original issue configuration (this is = rarely = the case=20 with US Navy counterparts, interestingly enough). It is not unusual to = routinely=20 find early P-1A series helmets that have been fitted with a late-model = (central=20 track P-4A type) rigid external visor and corresponding H-143/AIC = communications=20 components, which technically updated them to the last P-4B = specifications. For=20 this reason, some knowledge of and familiarity with the complexities of = the=20 official Air Force Technical Orders applicable to the P-series helmets = is=20 mandatory if one is to successfully identify and correctly label a = particular=20 specimen. (Note: for a capsule summary of the important specifications = and=20 changes effected, see the attached appendix following this article, = which=20 provides a useful baseline of basic data).

Faced with a need to upgrade = naval aviator=20 head protection, the Navy=92s Air Crew Equipment Laboratory (ACEL) in = Pennsylvania=20 soon produced (1958) an entirely new protective helmet design called the = APH-5,=20 a bellwether design which basically set the general standard for all = subsequent=20 helmets used by all US military aviation forces from that time onward. = By 1958=20 the US Air force had evaluated the Navy=92s APH-5 design and found it=20 significantly advanced over the old P-series helmets. This led to the = adoption=20 of a design based upon the Navy=92s APH-5, which was designated the US = Air Force=20 HGU-2/P; by 1963 the old original P-series helmets had been practically = replaced=20 by the new design with its covered external visor. Partly due to = production and=20 distribution delays, the older P-series helmets remained in use well = after the=20 new design had been accepted as =93standard=94 and were generally taken = out of=20 service when they were damaged in use. Interestingly, when the early = HGU-2/P was=20 introduced it featured the same leather oxygen mask snap fastener = leather tab=20 system used on the original P-series helmets, but in the mid-60s, a new = oxygen=20 mask retention system, using what were called MD-1 =91Hardman kits=92 = (an oxygen=20 mask shell and harness suspension system which utilized notched bayonets = and=20 helmet-mounted receivers) partly replaced the long-used snap-tab system = on Air=20 Force helmets. The Navy also used the Hardman receiver system on its = later APH-5=20 helmets before introducing a modification on its later APH-6 model, = which=20 incorporated a newer mask retention system utilizing unique = =91butterfly=92 type=20 pinch releases. The Hardman receiver system with its =91Christmas tree = bayonets=92=20 did not remain in use long, as both services eventually standardized on = the=20 presently used =91Sierra kit=92 bayonet type mask receivers, but the = rigid plastic=20 Hardman MS22001 oxygen mask shell suspension found increasing favor by = both=20 services, in combination with the newer Sierra receivers and bayonets. = In=20 passing, it should be noted that there were several interim helmet = designs=20 explored by both services (although not adopted in large production = volumes);=20 these include the US Navy H-5 (successfully market abroad but not used = for any=20 length of time by the US Navy) and the APH-7 series helmets (also market = abroad), examples of which may still be found, although = infrequently.=20

One especially interesting concept developed in the 60s = period was=20 the so-called 'clam-shell' design. Technically known as the US Air Force = HGU-15/P 'Windblast Helmet' (USAF version) and the US Navy AOH-1 / = HGU-20/P (US=20 Navy version), and developed as an integrated head protective unit with = oxygen=20 breathing system built in, the 'clam-shell' featured a two-part shell = that=20 opened and shut like a marine bi-valve's shell. It featured a swivel = actuated=20 face visor, with separate articulated sun shade, it looked very much = like the=20 conventional pressure helmet used during this time (viz. the Navy's Mk. = IV full=20 pressure helmet assembly of the early 60s). While the windblast = protection=20 afforded by the whole-head encasing clam-shell helmet design in = emergency high=20 speed ejection was excellent (it was intended for principal use in the = Air=20 Force=92s new Convair F-106 Mach 2 interceptor), there were also aspects = of the=20 design that were found to be operationally awkward (especially for = high-G air=20 combat situations). These included substantial weight of the assembly = (bearing=20 down disagreeably on the wearer's spine in high negative-G maneuvers and = turns),=20 fouling of the chin-piece on parachute harness hardware, lack of = adequate=20 peripheral fields of vision, and lastly, a tendency to leak around the = rubber=20 face seal of the assembly. Thus, after a brief period of testing by the = US Air=20 Force, and short term operational flight testing by the US Navy, the 800 = or so=20 'clam-shells' produced on a US Navy contract were rejected and the = design faded=20 temporarily into a dusty corner of history (surprisingly, it re-emerged = somewhat=20 later in a different form for NASA crews).=20

One other experimental program = of note was=20 the USAF 'TLSS' (Tactical Life Support System) project of the mid-80s, = which=20 attempted to combine for the first time all elements of a complete = environmental=20 protection package for high-performance aircraft crews (project = objectives=20 included high-altitude protection, NBC protection, and anti-G = protection). While=20 the TLSS system (an ambitious project from the onset that was = extensively flight=20 tested at the Edwards Air Force Flight Test Center, near Mojave, = California) was=20 never adopted as originally designed, the many research advances derived = from=20 this important project resulted directly in the consequent operational=20 Combat=20 Edge=20 system in use today, and provided proof of concept for many other = products later=20 used in the F-22 Raptor=20 Advanced Air Superiority Fighter. Of special note is the fact that much = of the=20 precursor research that gave birth to the TLSS system derived directly = from=20 pioneering RAF aviation medicine studies of the 50s.=20

From the mid-60s onwards, = modifications=20 continued to be made as advances in aircrew protective helmet technology = led to=20 new products, incorporating both new materials and improved fabrication=20 techniques. These modifications included communications upgrades, = twin-visor=20 designs (one clear and one smoked, a feature principally used in = bombers,=20 training aircraft, and special applications for protection against bird=20 strikes), the use of advanced polymer materials in the external shell, = and=20 updated oxygen breathing mask systems. In fact, a whole new series of = designs=20 has since evolved, making accurate identification of these items more=20 challenging than ever for those recently introduced to the field of = modern era=20 aircraft helmet development history. Overall, one of the chief lessons = learned=20 from 20 years of research was that for high-G fighter type air-combat=20 situations, two factors were heavily weighted over all others: excellent = peripheral visibility and low mass/weight.=20

Complicating things somewhat, the wide range of aircraft = life support=20 systems used in US Navy aircraft during the 60s through the 80s resulted = in even=20 more complexities in helmet and mask systems, which varied considerably = from=20 those meeting US Air Force standards. After years of this extreme = variance=20 between Air Force and Navy requirements, a mandated effort was made by = the DoD=20 in the late 80s to standardize both services=92 life support equipment=20 requirements that to date has been moderately successful, with lessons = learned=20 about suitable high-G protection and aircrew survival requirements being = uniformly applied to the life support equipment of all US military = aviation=20 services.

Among the most important = advances in recent=20 protective helmet design have been enhancements designed to improve = peripheral=20 vision for fighter pilots, attempts to reduce helmet weight to lessen = effects of=20 high G-forces on the pilot=92s neck, and substantially upgraded oxygen = masks and=20 mask retention hardware. Many of these modifications, which are at = present=20 reflected in such more advanced assemblies as the US Air Force HGU-55/P = and=20 MBU-20/P Combat Edge system (or the US Navy's HGU-87/P and MBU-20/P = helmet and=20 mask equivalent CE system) for enhanced combat maneuvering capability, = have=20 literally been forced into being by the need to protect pilots from the=20 physically brutal G forces modern high-performance aircraft are now = capable of=20 inflicting upon their more fragile human =91components=92. These changes = have been=20 prompted by the fact that for the first time ever, modern military jets = are=20 being engineered to withstand more Gs that their human pilots are = capable of=20 sustaining.

=20

COLLECTING =91JET-AGE=92 = FLIGHT HELMETS AS=20 MILITARIA:

=20

Today, one of the most rapidly growing areas of = militaria=20 collecting activity is centered on military flight helmets of the modern = or=20 =91jet=92 era. Although a few individuals have been collecting flight = helmets for=20 many decades, only recently has this special area within general = militaria=20 collecting gathered monumental inertia. One of the early precipitating = stimuli=20 of this groundswell was the release of the movies=20 =91TOP=20 GUN=92 and Tom Wolfe=92s =91THE=20 RIGHT STUFF.=92 Focusing public interest anew on the = glamour=20 and glory of modern =91hot=92 military aviation, these films created a = surge in the=20 area of collecting of modern aviation memorabilia in general. = Subsequently, the=20 relatively recent release of Alan Wise and Mike Breuningers' excellent = book,=20 JET=20 AGE FLIGHT HELMETS (1996) has predictably resulted = in a=20 further massive wave of interest in the collecting of these interesting=20 artifacts of modern military aviation. Although there are some generally = overlooked errors in the Wise and Breuninger book, prior to its release = there=20 had been no adequate concentrated historical reference to act as a = knowledgeable=20 starting point for interest in modern flight helmets (perhaps the most = glaring=20 error in =91JAFH=92 is found on page 13 of that book, wherein a P-1A = helmet has been=20 misidentified as a =93P-2=94=97more on this subject later). = JET=20 AGE FLIGHT HELMETS=20 accomplishes this feat in a single substantial tour-de-force=20 of photo-documentation and the book=92s cost ($75) is a small price to = pay for=20 such a beautifully illustrated and valuable reference work on a formerly = obscure=20 and under-researched subject (Schiffer Publications, Atglen,=20 PA). =

There are, of course, several = even more=20 specialised sub-areas within the general field of helmet collecting = which bear=20 mentioning. Some aviation headgear specialists limit themselves almost=20 exclusively to high-altitude protection components such as pressure = helmets (and=20 their component partial and full pressure suit systems), eschewing = anything more=20 than a passing interest in helmets used in ordinary (non-high altitude) = aircraft=20 operations. As this is a very specialized area of interest and = subsequent to a=20 recent wave of increased interest in such things by modern aviation = militaria=20 collectors, the spectacular costs associated with collecting of high = altitude=20 items have recently soared beyond the reach of most individuals of = ordinary=20 means.

Regrettably, this same broadened awareness of = military=20 flight helmet collecting in general has had some substantial impact upon = availability and cost of the more common helmet artifacts among = collectors. For=20 one thing, general prices have begun to increase to absurd levels for = otherwise=20 relatively ordinary items (due to lessened supply and enhanced demand). = For=20 another, more than a few people advertising themselves as being in the = business=20 of authoritatively selling aviation memorabilia are now asking = unrealistically=20 high prices for items they actually lack any real authoritative = knowledge of.=20 Although there are =91serious=92 specialists such as Wise, Breuninger = (there are=20 actually two Breuningers, both brothers), Wilson, Gilliam, Daugherty, = Norris,=20 LeBeau, Patterson, Mattson, and a few others who have true expertise in = these=20 areas, many others lack basic understanding of the technical variations=20 frequently found in early military flight helmets (which constitute the = basis of=20 their distinctive model identification). This insufficiency of technical = knowledge is reflected in their advertising and pricing of some items = far beyond=20 their true worth. The novice collector has, regrettably, no way of = knowing this=20 until he has gained more understanding and knowledge on the = subject.=20

An excellent example of this is = found in the=20 misidentification of some early jet-age helmets (particularly USAF = P-series=20 types) by a handful of aviation memorabilia dealers. As mentioned = earlier, the=20 early P series helmets, which remained in use after newer types =91came = into=20 standard=92, were regularly updated to meet the latest Air Force TO = Standard=20 specs. Consequently, what is commonly advertised as being a =91P-1A=92 = helmet by an=20 unknowledgeable dealer may actually bear little factual resemblance to = the=20 original =93as issued=94 P-1A helmet that the advanced collector may be = seeking (due=20 to the possible addition of a P-4 type external visor, bayonet mask = receivers,=20 upgraded communications sets, or possibly even a P-4/P-4 type helmet = suspension=20 harness fitted to a P-1A shell). The only method by which one encounters = true=20 =93as issued=94 original-specification P-1A helmets these days is when = they have=20 come from personal effects saved by a family that had a member on active = duty in=20 the Air Force at the time when the helmet was issued and who kept it = when he=20 left the service (shortly after it was issued or before it had been = affected by=20 T.O changes). As such, and usually painted in colorful squadron = markings, these=20 helmets when found today constitute a fascinating =91time-warp = anomaly=92 discovery=20 that makes them extremely valuable finds to the serious early flight = helmet=20 tyro.

Due to these pitfalls, care must also be = exercised in=20 buying flight helmets sight-unseen through mail order businesses, unless = the=20 seller is known personally, as attempts to =91rebuild=92 or restore = helmets purely=20 for resale profit potential can occasionally be encountered in instances = wherein=20 a somewhat less than completely honest dealer attempts to pass off a = =91restored=92=20 item as an original. There is, unfortunately, no substitute for a = visual,=20 hands-on inspection of any helmet one is interested in, with reference = to type,=20 condition and originality, unless the dealer=92s reputation is well = established.=20 Still another 'market-induced' practice that has come into being = recently, is=20 the practice by some of buying old flight helmet shells and 'restoring' = or=20 'rebuilding' them with new or surplus components. While some of = these=20 efforts are exceptional, there are far too many that are inaccurate, = less than=20 expertly crafted, and in some cases, completely incorrect. The careful = and=20 knowledgeable collector takes great pains to learn as much as possible = about the=20 history of vintage aircrew life support equipment so as to be adequately = prepared to spot these 'phony' restorations and avoid them when they are = clearly=20 overpriced (some of the best information sources are the old military = Technical=20 Order manuals and publications that were used by life support personnel=20 themselves).

A further effect prompted by = the recently=20 enhanced interest in military flight helmet collecting is price gouging, = resulting from increased demand for an increasingly smaller number of = items.=20 Perhaps the best example of this is the current asking price for an = HGU-20/P=20 =93clam-shell=94 (Aviator=92s Integrated Oxygen Helmet, or AOH-1). = [Originally=20 produced in limited quantities by Robertshaw Controls (with = sub-contractor Sabre=20 Industries) in the mid-60s (and somewhat later by GENTEX for NASA), not = many=20 years ago few individuals actually knew much about this very unique and=20 interesting helmet, let alone were willing to pay almost any price to = obtain=20 one. Operationally tested by both the US Air Force and the US Navy as an = advanced design which provided enhanced wind-blast protection and = eliminated the=20 need for a discrete oxygen mask, the AOH-1 design was found to be too = cumbersome=20 and visually restrictive for naval combat use and was ultimately retired after a short period of = trial=20 applications in USN F4B Phantom=20 IIs, A-4 Skyhawks, = and A-7=20 Corsair II aircraft. = After=20 limited operational testing by two squadrons of USAF F104s and F105s, = using two=20 custom fabricated =91clamshells=92 made to USAF specifications, the = helmet was not=20 procured for regular production under USAF contract. Much later (early = 80s), the=20 same design was revived by GENTEX for NASA and issued to flight crews of = the=20 first STS space shuttle missions (up to and including the ill-fated = Challenger mission in 1986) = as an LEH=20 crash protective helmet (known as the Launch & Entry Helmet, = it was=20 adopted virtually unmodified from the Navy=92s HGU-20/P except for the = addition of=20 a second microphone and a Kevlar shell). 16 unique NBC defense versions = of the=20 USAF=92s HGU-15/P variant were also made for testing in a joint = USAF/Army chemical=20 defense program at Aberdeen (aside from these 16 and the two custom made = HGU-15/P helmets used in USAF operational tests, there were no other = USAF=20 HGU-15/P versions ever made).] At one time these 16 helmets and the = HGU-20/P (US=20 Navy version) were available for as little as several hundred dollars = each on=20 the open market. Today, excellent examples used in US Navy service = routinely=20 bring prices in excess of several thousand dollars! Surviving specimens = of the=20 ultra-rare 16 HGU-15/P helmets that were specially modified as NBC = protective=20 assemblies (which program began in April of 68 and ended in June of 70) = can=20 command as much $4000 or more. As recently as April of 2004, a nice = specimen of=20 the first standard issue (1948) US Air Force hard helmet, the P-1, went = for=20 almost $4000!

=20

THE FUTURE OF FLIGHT HELMET = COLLECTING AS=20 MILITARIA:

=20

As this is being written, existing stocks of = many of the=20 earlier jet-age flight helmets are in the process of being depleted and = are=20 disappearing. Some, such as original, unmodified examples of the early = USAF=20 HGU-2/P have become increasingly rare (most were attrited during the = Vietnam=20 war, unfortunately, and thus early HGU-2/P examples remain one of the = less=20 common finds today), and others, such as the fascinating HGU-20/P = =93clam-shell=94,=20 are now beyond the reach of all but the most serious and/or fanatical = collectors=20 Still, the story of these interesting artifacts of the jet age is richly = rewarding both to those who are interested in the history of = aeronautical=20 protection equipment and to those who collect aeronautical memorabilia = as a=20 hobby.

This is especially so now that many foreign = jet-age helmets=20 of other nations (many formerly hostile enemies of the US) are currently = finding=20 their way into this country and comparisons between foreign and US = design=20 approaches are revealing interesting advances in the evolution of = aircrew=20 protection technology which the US did not instigate or even fully = consider!=20 Examples of this may be found in Russian (formerly Soviet) aircrew = helmets=20 (ZSh-5 and ZSh-7) which featured visors that automatically actuated upon = ejection, and in occipital air bladders which served both to help combat = negative G effects (termed =93G-LOC=94, or =93Gravity-induced Loss of = Consciousness=94)=20 and hold oxygen masks more firmly to the face during high-G maneuvering. = In both=20 areas, Russia pioneered development of the technology that is today = considered=20 mandatory for enhanced safety in advanced fighter operations. The use of = a=20 snap-strap secured hard visor, such as found on the current US Air Force = HGU-55/P helmet, was actually introduced by the French at a much earlier = date!=20 The interesting and somewhat hard to find Chinese TK-4A pressure helmet = is=20 another unusual design that combines features of several different = design=20 approaches; bringing to mind older helmets such as the US MA-2 and = English=20 Taylor model E pressure helmets, the TK-4A also resembles more modern = pressure=20 helmets such as the USAF HGU-8/P and the HGU-20/P in certain aspects. = Also, due=20 to the fact that both =91Cold War=92 nations (the USA and USSR) studied = and copied=20 each other=92s designs, the Russian P-3 helmet copy known as the ZSh-2 = (used with=20 an MS22001 mask copy known as the KM-24 mask) is today a very, very rare = helmet=20 and a seldom seen type in the West. =

If asked to make a personal list of a few of = the most=20 sought after and scarce jet age US aircrew helmets today, I would have = to=20 include all the early US Navy helmets (H-1 through H-5), all the early = USAF=20 helmets (from original P-1 through P-3), the early USAF Pressure helmets = (including the K-1, MA-2, HGK-13, etc.), clearly the 'clam-shells' = (especially=20 the very rare USAF HGU-15/P 'Windblast Helmet' and NASA LEH versions), = the TLSS=20 helmet, The US Navy HGU-35/P, and the HGU-51/P ICDS NBC helmet.=20

With authentic, original = examples of older=20 jet-age helmets starting to become scarce, collectors must be especially = watchful for unscrupulous individuals advertising helmets for sale at = great cost=20 as =93genuine=94, that have been =91built-up=92 (or put together from = parts and pieces,=20 and often inaccurately). Most reputable dealers take pains to be honest = in their=20 business, but there are a notable few who take grossly unwarranted = liberties in=20 this manner. A number of these are found lurking on eBay and other = =91on-line=92=20 auction sites (as always, caveat=20 emptor!).

On-line auction houses such as = eBay have had=20 both a positive and negative effect on aeronautical flight helmet = collecting;=20 while prices for examples offered frequently rise way out of proportion = to their=20 actual value to a knowledgeable expert, a plus side is that many, many=20 interesting specimens come to light that would otherwise not become = discovered=20 or found.

Hopefully, however, reason, a = sense of=20 proportion, and a spirit of fairness shall prevail as retail business = and=20 commercial speculation in the growing hobby of collecting aircrew = protective=20 helmets heats up, driving flight helmet prices unrealistically higher in = a=20 continuing cost escalation to the hypoxemic sub-stratospheric heights = wherein=20 such items were originally intended to protect their=20 wearers!=20

Addendum:=20 Presently, two very valuable and useful internet flightgear discussion = forums=20 exist on the web for collectors and life support historians. Originators = of the=20 concept are Sven Schaffers and Ron Kraan from the Nederlands, whose site = =91Flightgear-on-Line=92=20 may be found at (http://www.flightgear.dk/).=20 Perhaps the most useful site, frequented by more =91serious=92 = individuals=20 interested in life support history is the =91Flying=20 Clothing Forum=92 (http://groups.yahoo.com/group/flyingclothing/)=20 The purpose of these internet forums is to serve as a central = information=20 exchange for anyone interested in flightgear and aircrew life support = subjects=20 (helmets, oxygen masks, ejection systems, survival equipment, etc.). = Membership=20 in the first group is open to all without qualification, while = membership in the=20 second is limited to nomination or invitation only (a petition for = membership is=20 seldom refused, however). Moderator of the =91Flying Clothing Forum=92 = is Colonel=20 Steen Hartov of the Royal Danish Air Force. =

=20

Photo and audio credits:=20

Thanks to NASA, Lockheed-Martin = Skunk Works,=20 and Trey=20 Turner III of Check-6 Aviation for a few photographs used in = this=20 article; all others belong to the author. Audio track is courtesy of = James=20 Charles Kaelin (http://www.earthstation1.com/)=20

=20

---------------------------------------------------------= ------------------------------------------------------------=20

=20

A History of the US = Air Force=20 P-series Protective Flight Helmets=20

=20

=20 Of all the so-called = 'hard' or=20 'jet-era' protective flight helmets produced in the United States = since=20 the introduction of enhanced protection requirements (the need for = which=20 was prompted by the use of the new turbojet engine to power = military=20 aircraft), the most interesting to me have always been the very = first USAF=20 designs from about 1948 through approximately 1959.=20

When the National Defense = Act of 1947=20 resulted in (among other things) the emergence of the US Air Force = as a=20 separate service, the requirement for a pilot's protective = military flight=20 helmet had already been issued under the aegis of the Army Air = Forces=20 command and a design finalised. US jet aircraft, notably the P-80 = Shooting=20 Star (the first standard production American combat jet aircraft = generated=20 in large numbers), had been flying since about mid-1945. Just as = the=20 pilots of these aircraft lacked adequate head protection = (necessitated by=20 the higher performance of their machines), so too did the aircraft = themselves lack any sort of vestigial provision for rapid, safe = emergency=20 egress (ejection seat systems), other than the traditional = 'bail-out' over=20 the side of a stricken craft. =

Prior to the institution = of a standard=20 protective helmet design for use by all high performance aircraft = crews, a=20 number of unofficial and innovative designs were used by the = earliest jet=20 aviators--particularly by the pilots of the new Lockheed P-80A = Shooting=20 Star squadrons, whose personnel devised interim cockpit =93bump = protection=94=20 in 1946 by using the rigid fiber shells from WWII =91tank crew=92 = helmets as=20 an outer shell over existing soft AN-H-15 (summer), A-11 (winter), = and=20 A-10 (summer) flying helmets. =

US Army Air Force = Specification number=20 3277, drawing number 47R3184, resulted in the very first hard = protective=20 flight helmet, designated the "Type P-1 Flying Helmet". This was = the=20 result of Technical Order (TO) 13-1-37 / WF-(A)-O-17 Dec 1948, = originating=20 from Wright Field=92s aeronautical laboratory. At about the same = time, the=20 first ejection seat systems were being introduced into jet = aircraft; it is=20 interesting to note that Army Air Force air research and = development=20 investigators had actually been concerned with and were actively = looking=20 into the pressing problem of how to exit a high performance = aircraft=20 safely, somewhat in advance of parallel concerns about protecting = the head=20 of jet fighter and bomber aircrewmen who flew the machines. = Further, no=20 less an authority on aviation medicine and flight physiology than = the US=20 Army Air Corps=92 Dr. Harry Armstrong had much earlier (late 30s)=20 investigated the possible benefits of rigid protective helmets for = aircrewmen and found them =91impracticable=92.=20

Over the next 15 years = (from about=20 1947) the Type P-1 Flying Helmet (substantially based upon = pioneering=20 studies undertaken by Dr. Charles Lombard) gradually evolved into = its=20 final configuration (known as the Type P-4B), a process that is = best=20 understood by modest familiarization with a profusion of complex = USAF=20 technical orders (TOs) that accompanied the updated = specifications. Just=20 how these changes regulated identification of the P-series helmets = will be=20 discussed briefly here, in hopes that this will enable those who = are=20 fascinated by modern flight protective headgear to more readily = understand=20 and identify the differences between all the variants of the = important=20 =91P-series=92 helmets, that were our first =91hard=92 protective = headgear.=20

[One final=20 note: Although an earlier type designated helmet was frequently = upgraded=20 to a subsequent specification, new production helmets manufactured = at the=20 precise moment a specification was in force were also given the = same=20 'current type designation'. Thus, a type designation could be = borne=20 equally by both an older helmet (through T.O. upgrading) and a new = one, by=20 virtue of simply being a newly manufactured unit made to current=20 specifications. This fact has created endless amounts of = confusion, as=20 regards positively and correctly identifying a particular P-series = helmet=20 today, and it is the chief reason why so many factors must be = considered=20 in deciding what designation a P-series helmet should properly = bear in a=20 chronological history.]

The Type P-1 flying = helmet=20

=20

This=20 first hard protective helmet, the forebear of all US protective = flight=20 helmets today, came about as per the Wright Field Aircrew = specification=20 referenced above. Identified as Stock Number 8300-396400, this = helmet was=20 not intended to enable a pilot to survive a crash as much as to = provide=20 head protection within the close confines of the jet fighter (and = bomber)=20 cockpit. Thus, "crash-helmet" is a misnomer and actually somewhat=20 misleading. "Hard-hat" and "brain-bucket" were vintage slang terms = in=20 favor among US pilots for these items, while "bone-dome" was a = distinctly=20 British (RAF) term in use, as the first hard helmets came into = service on=20 both sides of the Atlantic (the very first RAF rigid protective = helmet was=20 the Mk. I, which was worn with the RAF type =93F=94 and =93G=94 = soft=20 communications helmets underneath). There were many other slang = terms for=20 these items of 'personal equipment' that were somewhat less polite = and the=20 new helmets were at first not readily accepted by all air crews, = who=20 sometimes found them awkward to wear, visually restrictive, and=20 uncomfortable to get used to. [There is at least one authenticated = report=20 of a pilot removing his early hard hat and using it to relieve = himself,=20 rather than leave the controls of a multi-engine type = aircraft.]=20

The=20 US Army Air Force Type P-1 Flying Helmet (for as such it was first = known)=20 was constructed of pressure and heat molded laminated cotton duck = fabric=20 that had been saturated with phenolic-resin (essentially similar = to=20 "Bakelite" materials). It was produced in one shell size (based = closely=20 upon the original =93Lombard helmet=94 design) and used an = internal head=20 suspension sling of then-conventional design (similar to that used = in Army=20 infantry helmet liners and tanker crew helmets), consisting of a = leather=20 and cotton sling that could be adjusted through the use of laces = at the=20 rear to accommodate just about any size head. [Anecdotally, it is=20 interesting to note that a study performed by the RAF in the 1950s = found=20 that pilots of fast, high performance (fighter) aircraft tended to = have=20 smaller head sizes than those who flew slower, multi-engine = (bomber and=20 transport) machines. We will stop short of engaging in any = speculation=20 about the size of the cranium in relation to the size of the = pilot's ego,=20 but the possibilities for formulating idle hypotheses are=20 fascinating!]

The=20 P-1 shell was issued in semi-gloss, off-white color paint, = although it was=20 not unusual to find them painted to suit the wearer's whims, with = colorful=20 personalised or squadron markings. The P-1 head-suspension sling = crown pad=20 was imprinted in white with "Army Air Forces" (this was very soon=20 thereafter changed to "US Air Forces", and later =93U.S. Air = Force=94, when=20 the service became independent of the US Army in late 1947). While = I have=20 no absolute = evidence that=20 the earliest P-1 helmets were issued with a winged star decal on = the outer=20 forehead segment of the hard-shell (as in the manner of the "US = Air=20 Forces" decal found on the subsequent P-1A), my resources indicate = that=20 many did feature a decal of the traditional Army Air (Corps) Force = winged=20 star on a blue circular field (not unlike that used later, but = without the=20 lettering). Numerous photos and images from this period appear to = provide=20 evidence of this fact. The early P-1 head sling was identified by = a woven=20 black label that read "Sling Assembly for helmet, Pilot's = Protective, Type=20 P-1, Drawing no. 47D3185, Contract no. W33-038-AC1947S-(19413)". A = manufacturer's name appeared in the last line and as per usual = there were=20 a number of primary subcontractors who produced the sling (among = them=20 Switlik Parachute Company, The Selby Shoe Company, The Bates = Company,=20 & the Joseph Beugelson Company). The P-1 head sling = purportedly=20 enabled a wide range of sizing adjustment, from about 6=BD through = 7=BE, in=20 use with the standard single size hard outer shell. The = prinicipal contractor for the first overall P-1 production run was = the=20 Paramount Rubber Company (manufacturer's of the shell).=20

The=20 P-1 type sling, initially made of leather and OD cotton fabric, = was later=20 made of leather and nylon fabric (starting with subsequent TO = versions of=20 the P-1: P-1A/P-1B). Standard military white parachute riser cord = was used=20 to attach the sling to the hard shell and this is identified in = the P-1 TO=20 as being "Cord, Nylon, Type III, Spec no. AN-C-63", from which the = inner=20 core strands had been removed. The Type P-1 helmet did not have a = fixed=20 (riveted) chin strap as did later upgraded versions, but instead = could be=20 secured to the head if the wearer desired, through use of a chin = cup that=20 attached to the lowest of the snaps on the oxygen mask mounting = tabs.=20 Invariably, when an A-14 or A-13A mask was worn with the helmet, = the mask=20 itself served as a head securing mechanism. There was no nape = strap on the=20 P-1 helmet (as with P-1A/P-1B). Further, photographs we have seen = of the=20 original P-1 helmet show it to have a black rubber edge roll that = is=20 distinctively different from that fitted to the P-1A/P-1B helmet; = this=20 fact is substantiated by examination of actual surviving = specimens. The=20 P-1 helmet also had black-finished leather oxygen mask tabs, = positioned on=20 either side of the front face opening, each tab fitted with three=20 screw-threaded snaps for securing either the A-14 Demand Oxygen = Mask or=20 the A-13A (later MS22001) Pressure Demand Oxygen Mask; later = P-helmets=20 used brown-finished leather tabs that did not protrude = through the=20 edge of the beading and had off-white rubber edge rolls of a = slightly=20 different construction. A paper specification label was fixed to = the=20 inside of the hard shell in the area where a nape strap would = later be=20 added (in compliance with the P-1A TO). =

The=20 Type P-1 Flying Helmet as originally configured used the Type = HS-38=20 headset, fitted with ANB-H-1 receivers; The helmet was = subsequently=20 upgraded to the HS-38A type headset, which used a slightly = modified=20 receiver element. This final headset type used (the HS-38A), was = the type=20 also used exclusively by the P-1A, P-1B, and P-3 helmets to come. = All of=20 these were fitted with the same kapok-filled, chamois leather = covered=20 earphone cushions found in all existing soft (leather or fabric) = flying=20 helmets, although the cushion attachment method differed from that = used in=20 the later P-1A TO upgrade. Active radio communications elements of = the=20 earliest original P-1 (initially using the standard ANB-H-1 WWII = type=20 electromagnetic earphone receivers) was identical to that in use = on all=20 soft fabric and leather US Army Air Forces flying helmets from = WWII=20 onwards. =20 Physically, the early ANB-H-1 receiver is entirely encased = in black=20 plastic and has screw-securing wire connectors; the later modified = (HS-38A) receiver has a silver rung around the upper surface and = has=20 connections that are soldered on.=20

One=20 important feature of the original P-1 helmet is found in the = original=20 manner of attaching the HS-38 headset cushions. The P-1 helmet = initially=20 used a system of earphone mounting retainer 'flaps'. These leather = flaps=20 were situated above and below the earphone hard-rubber holders on = each=20 side of the helmet and the cushions were secured in place with = these=20 flaps. This system proved less efficient than desired in actual = flight use=20 and in the subsequent P-1A design, earphone pads were attached via = lacing=20 at top (to the head sling harness) and bottom (to the bottom left = and=20 right hard shell). The original US stock numbers for the HS-38 and = HS-38A=20 headsets used in the P-1 helmet (and also in the subsequent P-1A) = were=20 "Electric Headset, 1790-207625000" (or 1790-207625500) and = "Electric=20 Headset, 1790-207626000". The early P-1 HS-38 type headset = featured a=20 single (high impedance) PL-54 type phone jack plug on the end of = its com=20 cord; initially there was no JK-48 microphone connector attached = on the=20 left side of the helmet shell that connected to the headset system = loom.=20 Later, when the HS-38A headset was adopted, the JK-48 microphone = female=20 connector was installed on the left helmet shell and constituted = part of=20 the headset communications loom & cord (today, examples = may be=20 found with HS-38 headset installed using either the red = PL-354--low=20 impedance--phone jack plug or the newer U-75/U 'combination = connector').=20 When the later HS-38A headset was adopted, the U-75/U = communications=20 connector replaced the single standard phone jack connector on the = distal=20 end of the helmet=92s =91pigtail=92 communications cord (that = exited from the=20 rear of the helmet shell). A few early P-1 helmets may = have had=20 the high-impedance HS-18 headset installed, in use with R-14 = receivers.=20 (The changeover from high impedance to low impedance = communications=20 systems in the Air Forces began during WWII).=20

The P-1 helmet, in its = original,=20 non-TO-updated issue configuration (with early HS-38 headset and ANB-H-1 = receiver=20 elements), is today very=20 seldom seen, and = P-1=20 examples that are = still able=20 to be found have inevitably been upgraded to later specifications. = Most=20 have long since disappeared as these helmets easily suffered = structural=20 failures in flight use and were taken out of service to be = destroyed. Only=20 a very few examples are now to be found and these were usually = kept by the=20 families of pilots to whom they were issued and whom had left the = Air=20 Force before the P-1A specifications were introduced. In terms of = rarity,=20 the Army Air Force Type P-1 Flying Helmet is on par with the = original US=20 Navy hard-hat design, the H-1 (of which also very few surviving = examples=20 are to be found today).

Although the P-1 = specification (3277) is=20 dated 1948, quantities of the new helmet were very limited at = first and=20 thus it was in short supply among US Air Force flying personnel at = the=20 onset, when introduced; photographs may be seen of P-80 pilots who = were=20 still occasionally wearing the soft tan ANH-15 & A-10 summer = flight=20 helmets, or the brown leather A-11 well, into the 50s (this was = especially=20 true for training applications, particularly in propeller-driven = aircraft=20 such as the T-6, the P-51, where the soft fabric helmets continued = in=20 standard use for many years). As might well be understood, the = first P-1=20 hard hat issue was prioritised for first-line, high performance, = jet=20 fighter aircraft crews. Before many of the helmets had been = issued,=20 however, the P-1 was upgraded to newer P-1A specifications and = therefore=20 there were not great numbers of the original, unmodified design=20 manufactured (we are presently uncertain of specific numbers = produced). By=20 the time the Korean War began, the P-1A specification had been = issued and=20 most of the hard helmets used by US Air Force personnel when that = war=20 began were either originally manufactured as P-1As or had already = been=20 upgraded to P-1A specs. Of additional interest from a historical=20 standpoint is evidence (Col. Ralph Parr, quoted in the new book = "Hot=20 Shots: An Oral History of Air Force Combat Pilots of the Korean = War", ISBN=20 0-688-16455-2) that highlights the scarcity of these original = hard-shell=20 protective helmets at the onset of the Korean "Police Action". = Col. Parr=20 states that in early June of 1951, as he entered active Korean = combat in=20 the new F-86 Sabre, he was using a "broken helmet" (presumably a = P-1) that=20 was held together with duct tape; he further states that these = helmets=20 were so scarce that several of the pilots in his squadron flew = wearing the=20 type of plastic football helmet that were in use in the early 50s = by=20 college football players (that the pilots themselves had brought = over to=20 Korea, or had sent to them from the US by relatives). This fact = probably=20 had at least something to do with a later decision to "reissue" = the P-1A=20 (leading to the P-1B type re-designation), after it was found that = the=20 older helmets were still needed by aircrews after the P-2 concept = was=20 cancelled.

The type P-1A flying = helmet=20

=20

The P-1 helmet, while it provided pilot = basic=20 protection, was far from perfectly configured for comfort and = functional=20 adequacy. As mentioned earlier, the 'flap attachment' provision = for=20 securing headset earphone receivers was shown to be somewhat less = than=20 desirable. Further, the lack of a secure chinstrap was another=20 shortcoming. The forces encountered in high speed ACM (aerial = combat=20 maneuvering) required that the helmet remain fixed in place = without=20 skipping out of proper adjustment on the head. Further, with the = adoption=20 of ejection systems in the new jets, proper helmet retention and=20 positioning was even more of a pressing requirement. Several steps = were=20 therefore taken to address these shortcomings with the = introduction of a=20 riveted (permanently secured) chin strap that went under the chin, = rather=20 than around it. Additionally, it was shown that an additional = strap,=20 fitted so that it ran crossways behind the cranial occiput, helped = considerably to maintain proper helmet adjustment for the wearer. = At this=20 time, rubber framed goggles of the B-8 or M-44 type were commonly = used=20 with the P-1 to provide eye protection. Modifications subsequently = taken=20 to the basic P-1 shell included the addition of a fixed = chin-strap,=20 addition of a nape-strap, attachment of the HS-38A headset=20 cushions with Nylon cord (Type I, = spec No.=20 AN-C-63) at the top of the cushion assembly (to the head harness) = and at=20 the bottom (to the helmet shell itself). A final modification = involved=20 upgrading of the oxygen mask leather attachment tabs, through = removal of=20 the original black finished tabs that protruded through the black = helmet=20 edgeroll, and replacement with light brown finished leather tabs = secured=20 to the inside of the helmet shell. The headset receivers (HS-38A)=20 and communications = plug (U-75/U)=20 remained virtually unchanged.

A P-1=20 helmet, thus modified, was specified as the P-1A. As was the usual = practice, any older P-1s in use when the new spec came into = 'standard'=20 were upgraded to the newer specification, but any new units = manufactured=20 during this period were produced already incorporating these = improvements=20 into the new stock. Whereas the P-1 shell was made in one size = that=20 accommodated all heads, via adjustment of the head harness sling, = the P-1A=20 helmet shell was made in two sizes (small and large). This was an=20 important innovation that made a proper, comfortable fit more = readily=20 achievable. The head harness slings used in each of the two shells = again=20 permitted more precise adjustment. Finally, a unique identifying=20 characteristic of an original P-1 upgraded to P-1A specifications = is a=20 cross-hatched lacing of the front lateral edgeroll, where the = edgeroll was=20 sewn shut with heavy duty thread after the original = protruding mask=20 suspension tabs had been removed and replaced.=20

=20

The type P-1B flying helmet=20

=20

The type P-1B Flying Helmet = specification=20 was created through a change in designation nomenclature only and = the P-1A=20 and P-1B helmets are otherwise identical in all respects. This = came about=20 as a result of a rescinded decision to take the P-1A out of = standard=20 service when the P-2 helmet design was cancelled; as demands of = the new=20 war in Korea required more and more of the new aircrew protective = helmets,=20 and in the face of a critical shortage of these items, the P-1A = was re-introduced into = standard=20 issue with the designation P-1B (reference earlier remarks made by = Colonel=20 Ralph Parr of the 18th Fighter Wing--F-86 Sabre, Korea).=20

The type P-2 flying = helmet=20

=20

Although conclusive research has not yet = been=20 completed on this designation, the Type P-2 Flying Helmet was a = limited,=20 non-standard research prototype design developed by = Wright-Patterson=20 Aeronautical Labs as a 'proof of concept' application of the new = US Navy=20 approach of utilising a soft fabric (nylon) helmet to hold the=20 communications headset under a hard outer protective shell. The = Navy=20 experimented with this idea and replaced its original H-1 helmet = (and the=20 subsequent H-2, which was somewhat similar) with their new H-3 = design=20 (using the two-part helmet concept) that consisted of a = two-component=20 (soft inner/hard outer) assembly. [The Navy H-3 was in turn = replaced by a=20 slightly modified version known as the H-4, before the original = integrated=20 assembly approach was once again adopted in the short-lived H-5 = integrated=20 helmet. After a short period of service, the H-5 was replaced by = the new APH-5 in 1958]. The USAF P-2 = design is shown=20 in several Wright Patterson Aero Lab photographs as being a hard = P-1 type=20 white phenolic resin impregnated cotton duck shell used over a=20 conventional USAAF type A-10 khaki poplin flying helmet (to which = the=20 communications headset was configured). Presumably, the headset = used was=20 the HS-38 or 38A headset and the photographs referred to show an=20 A-13A/MS22001 type mask in use that is attached to snaps on the = leather=20 tabs of the A-10A helmet. Otherwise, the outer rigid shell = features the=20 same conventional design P-1A type leather/nylon head suspension = sling,=20 fitted so as to accommodate the slightly extra protrusive bulk of = the=20 inner A-10 helmet. Although to this date, these facts have not yet = been=20 confirmed to me officially (research on the mysterious "P-2" in = still=20 underway), these hypotheses appear to be reasonably certain, based = upon=20 several archival photographs referred to earlier. Seemingly, for = unknown=20 reasons the Air Force found that the Navy concept was unsuited for Air Force use = and the=20 original one-component, integrated design of the P-1A helmet was = kept and=20 simply updated on a continual basis until about 1959, when the = entirely=20 new HGU-2/P helmet was introduced. [Of interest is the fact that = the RAF=20 initially also used a two-part helmet design in their Mk.I, which=20 paralleled the US Navy=92s originally rigid helmet approach.] =

[One additional fact has = emerged that has=20 led to some confusion among a few individuals who have erroneously = identified P-1A/B helmets as being of P-2 specification. This is = the fact=20 that immediately prior to the US Air Force=92s decision to cancel = the P-2=20 production, an unknown number of head harness slings with woven = labels=20 identifying them as =93Head harness, Type P-2=94, were produced. = When the P-2=20 helmet order was cancelled, these =93P-2=94 head harnesses were = used as=20 replacement units in existing P-1A and P-1B helmets. It is = important to=20 reiterate that the P-2 = helmet=20 was never produced or issued; these P-2 harnesses are not to be = misconstrued as=20 being evidence that the helmet they have been used in is a genuine = =93P-2=20 helmet=94.]

Available=20 information shows that the production contract for the never to be = produced two-part P-2 helmet=20 was given to the Paramount Rubber Company, the same contractor = that had=20 produced the original P-1 to US Army Air Forces=20 specifications. =

The type P-3 flying helmet=20

=20

In 1950, a further modification was = undertaken to add=20 wind-blast protection to the P-1 style helmet. With improvements = in=20 aircraft ejection seat capabilities, pilots no longer needed to = attempt a=20 manual 'bail-out' over the side of a stricken aircraft. Speeds and = performance capabilities were simply too great to insure aircrew = survival=20 in such situations. The old B-8 rubber framed goggles were thus = replaced=20 by a new rigid side-latching external visor assembly. Rubber = goggles=20 tended to be blown off of the helmet in an ejection and the new = visor=20 assembly, while still far from perfect, went a long way towards = helping=20 insure helmet and mask retention against the effects of severe = wind-blast=20 that were a routine hazard of emergency ejection at high speed. = This early=20 rigid, vertically articulated visor had two secure positions--full = up or=20 full down. It used a unique sort of ratcheted pivot mechanism with = each=20 one of the two latches securing to a pinned triangular mounting = plate=20 positioned roughly at about the area of the helmet's temple on = both sides.=20 Springs were used to pull the helmet visor into the full-up = position when=20 it was lifted free of the temple pins by positive forward and = upward hand=20 motion. This visor assembly was designated the PN 51C3632 = assembly. Of=20 central interest is the fact that any P-1 helmet (P-1A or P-1B) to = which=20 this rigid visor assembly was added, automatically became = re-designated as=20 a P-3 helmet. The P-3 was otherwise identical in all respects to = the P-1A=20 and P-1B helmets. As before, all older P-1A/B helmets were = upgraded to the=20 new type designation as circumstances permitted and helmets = manufactured=20 after the TO change came into force were produced by assembly at = the=20 factory.

An item that is worth noting = in passing is=20 that due to the constraints of the Korean War on supplies in the = combat=20 areas, repairs to the headset cushion assemblies of P-1 and P-3 = type=20 helmets were frequently made using salvaged or cut-out = kapok-filled=20 chamois leather-covered cushion 'doughnuts' removed from AN-H-15 = and A-10=20 type fabric helmets. Although the cushions were not absolutely = identical=20 in every respect to those used in the rigid P-series units, they = were=20 nearly so, and this explains the discovery of what appear to be = AN-H-15=20 & A-10 type ear cushion units fitted to early P series helmets = that=20 were used in and around Korea from 1951 through 1953. For this = reason it=20 is therefore not technically 'incorrect' to =93restore=94 a helmet = by=20 replacing old, worn-out P-helmet earphone cushions with AN-H-15 = and A-10=20 type units today, when rebuilding these early items of headgear. = There=20 was, after all, an expedient historical and practical precedent = for the=20 practice!

Because of its superior = wind-blast=20 protection, and also because of its additional sun-glare = protective=20 function, the Type P-3 Flying Helmet was mandated for use in all=20 high-speed, high performance jet fighters and bombers. Somewhat = later=20 slight modifications of the basic 'side-latch' rigid external = visor were=20 adopted. The differences between the original version and the = later two=20 versions are not readily apparent until helmets fitted with each = version=20 are compared side by side. The principal modification was = two-fold: the=20 protrusive 'tab' located at the top of the visor mounting bar was = done=20 away with and the length of the side latch securing arm was = slightly=20 lengthened. In the case of the latter modification, this small = change=20 permitted the visor to swing up completely out of the peripheral = visual=20 area of the pilot's face, whereas the original ratchet-securing=20 articulation permitted part of the lower lens on both sides to = slightly=20 obscure the upper periphery of the pilot's field of view. [It is=20 worthwhile to note that the rigid shaded visor lens used with the = P-3 type=20 side-latched visor came in three sizes (small, medium, and large); = the=20 required size was determined as being equal to the distance = between the=20 top center of the visor and its lower nose-bridge point and had = nothing to=20 do with the curvilinear lateral measurement of the visor lens = itself (as=20 has been sometimes assumed). The correct visor size for a wearer = was=20 established with a ruler, after the correct mask had been fitted = to the=20 helmet. The visor mounting bar assembly was referred to in = official T.O.=20 references as the visor "yoke".]

Other small changes that = were incorporated=20 into all the P-helmets at various times in the early to mid 50s = included=20 replacement of the original riveted chin-strap with a slightly = modified=20 one, addition of a chamois-covered, wool-cushioned pad to the = helmet's=20 chin-strap, replacement of the leather oxygen mask attachment tabs = with=20 ones that made the snaps more accessible, and introduction of a = slightly=20 newer head-harness sling. Overall, however, the P-1A through P-3 = helmets=20 were virtually identical for the most part and only the new rigid = external=20 visor distinguished the P-1 series from the P-3 series helmet, for = all=20 practical purposes. All the early P-series helmets including the = P-1=20 through the P-3 helmets used the HS-33, HS-38, and HS-38A = communications=20 headset assemblies (AN-AIC-1), with characteristic = chamois-covered,=20 kapok-filled earphone cushions. The next major upgrade would come = about=20 with the introduction of the Type P-4 Flying Helmet specification = in late=20 1955. [Of interest is the fact that chin straps found on early = versions of=20 the P-1A helmet=97especially original P-1 helmets upgraded to P-1A = standards--included olive drab cotton duck variants, as well as = the white=20 cotton duck straps that are more common.]=20

The type P-4 flying = helmet=20

=20

The USAF Type P-4 Flying Helmet = specification came=20 about with the need to make helmet headset communications and = oxygen mask=20 dynamic microphone compatible with new aircraft = intercommunications sets=20 of the AN AIC-10 standard. The year of 1955 saw a number of = upgrades=20 undertaken to modify the P-series flying helmets. In early 1955 = all=20 earlier type P-series helmets (P-1A/P-1B, and P-3 helmets) were = updated=20 with the new H-75/AIC headset. Originally, the A-13A/MS22001 masks = had=20 used, as did the A-14A mask, the ANB-M-C1 carbon element = microphone. With=20 the introduction of newer noise-canceling dynamic microphones = (M-32/AIC=20 mask microphone assembly and the boom-type M-33/AIC assemblies = that were=20 used through the early Vietnam period), the new H-75/AIC headset = system=20 was added to the earlier P-series helmets (the earlier HS-38 = headsets and=20 ANB-M-C1 microphones were not compatible with the new aircraft=20 communications systems coming into use). Unlike the original = HS-33/38 type=20 earphone cushion design, the new earphone cushions used more = modern=20 cushioning material (open cell foam rubber, protected by a black = 'Hypalon' external = skin). More=20 importantly, the new system did away with the original and simple = system=20 of using sponge rubber half-rings to custom adjust the HS-38 = kapok-filled=20 chamois cushions to the pilot's ears. The new earphone cushion = assemblies=20 were spring mounted and tethered to short nylon strings which = protruded=20 through the lateral helmet walls to be secured over a rubber = lock-nut and=20 snubber bar. A type U-93/U com connector was fitted to the helmet=20 communications 'pigtail'. Shortly thereafter (in July 1955), a = slightly=20 modified H-75A/AIC headset replaced the H-75/AIC assembly (TO = 14P3-4-508).=20 All helmets modified accordingly with the new communications = assembly were=20 type-specified to the new P-4 designation.=20

In 1955, all P-series = helmets were=20 officially upgraded to the new P-4 type specification, which = called for=20 the replacement of earlier headsets with the H-75B/AIC assembly. = An=20 earlier P-3 helmet, thus updated, became designated as a Type P-4 = Flying=20 Helmet. P-4 helmets, newly assembled were delivered directly from=20 production runs with the new headset assembly. The P-4 helmet = still=20 featured, however, the early original heat/pressure molded = phenolic resin=20 saturated cotton duck shell. As before, the new headset used a = rear=20 exiting 'pigtail' communications cord, but the com connector was=20 designated Type U-93A/U. Also, in keeping with the earlier = P-1A/P-1B=20 system, the P-4 helmet was made in two sizes (small and large) = only. A=20 type JJ-055 microphone connector was an important feature of the = new=20 headset specification, the adoption of which required use of a = slightly=20 larger rubber 'boot' that was stitched to the left rear area of = the helmet=20 shell to replace the older connector and boot (this is simple way = of=20 determining at a quick glance whether an early P-series helmet has = been TO=20 upgraded to later P-4 type specifications; an original HS-38 type = mic=20 connector would feature the smaller elongated "U" type rubber = connector=20 boot for the earlier JJ-048 connector). =

At about this time = (1954-55), due to all=20 the TO changes that appear to have been introduced to the P-series = helmets, an already somewhat confused type designation system = becomes=20 slightly more so. Another change resulted in P-1A/P-1B helmets = used=20 without the side-latch visor assembly being re-designated the MB-4 = helmet.=20 It is important to note that the MB-4 configuration (which was = otherwise=20 identical to the P-4, except that it lacked the rigid external = visor) was=20 apparently = intended for=20 use in non-high performance aircraft, such as slower, multi-crewed = bombers, transports, and utility aircraft, in which the extra = protection=20 of a wind-blast visor was not needed and in which the protruding = mechanism=20 itself might pose needless range-of-motion encumbrances on a crew = flight=20 deck or within a flight station. Here, the confusion increases = further, as=20 the external visor assembly was frequently added to the MB-4 = designated=20 helmets arising from individual pilot preference, although the rigid wind-blast visor = was not=20 standard to the MB-4 specification. Thus, surviving = specimens=20 of both the MB-4 and the P-4 can both be found today with the = visor=20 assembly installed...a situation which has created some = consternation on=20 the part of helmet collectors, flightgear archeologists, and life = support=20 historians. However, despite this apparent incongruity, the MB-4 = and P-4=20 helmets were given mutually distinct PNs and other identifying=20 nomenclatural numbers, according to the TOs. TO 14P3-4-508 dated = 11 Jul 55=20 specifies that "...any = P-1A/P-1B=20 helmet updated with the newer H-75/AIC headset system (and lacking = the=20 visor) will be designated as Helmet, Flying, Type = MB-4",=20 whereas "...any P-3 updated = to the=20 (new communications) specification will be thereafter designated = as=20 Helmet, Flying Type P-4". One final observation here = is of=20 interest. The TO also specified that any helmet thus modified or = updated=20 would have the original helmet shell identification tag covered = with a=20 new, self adhering tag identifying the assembly by its updated = type.=20 Although some helmets modified accordingly will still have this = added tag=20 in place, in some cases it has been removed by collectors = interested in=20 learning what the original shell label specified. (Unfortunately, = the=20 label has not been placed back on the shell in compliance with the = strictest spirit of authenticity, in many cases.)=20

Thus, all the early P-series = helmets=20 including the basic rigid helmet and suspension systems of the = P-1,=20 P-1A/P-1B, P-3, P-4, and MB-4, were essentially identical to each = other,=20 with only small, technical differences in communications = assemblies,=20 subcomponent items, visors, and accessory parts variations. A P-1A = or B=20 helmet with the new side-latching rigid visor added became a P-3 = helmet; a=20 P-3 to which the new com system had been installed became a P-4.=20

The type P-4A flying = helmet=20

=20

In June of 1957, a new type visor yoke = assembly was=20 retrofitted to all earlier P-4 helmets. This consisted of the new = visor=20 mechanism that, while quite similar to the original rigid external = visor=20 assembly in superficial appearance, did away with the side = latching design=20 in favor of a tracked visor securing system actuated by grasping a = central=20 rubber knob and pulling the visor down into position. Two = positions were=20 permitted, full up and full down just as in the original design, = but the=20 new knob actuation was grossly simpler and somewhat easier for a = pilot to=20 accomplish quickly and positively. This new assembly was fitted to = all=20 external visor equipped P-helmets in place of the side-latch = design, and=20 there were two yoke sizes (small/PN 51C3632-1, and large/PN = 51C3632-2) and=20 three visor sizes (small, medium, and large). The P-4A = specification was=20 applied to all P-4 helmets thus retrofitted, but newly assembled = P-4A=20 helmets made use of the new fiberglass shell material that = replaced the=20 earlier phenolic resin and molded cotton duck material.=20

T.O. 14P3-4-1 dated 30 Apr = 57 states that=20 =93=85with the exception of the new center-track actuated rigid = external=20 visor, type MB-4 and type P-4A helmets are identical=94 (although = the MB-4=20 sometimes had the visor added by bomber crews that used them, as = before).=20 Further improvements to newly manufactured P-4A helmets included = the=20 incorporation of ensolite type sponge pads lining the internal = surface of=20 the new fiberglass shell at front, rear, and crown (replacing the=20 original, older open-celled sponge rubber used in early P-series = helmets).=20 As before, the headset used remained either the H-75A/AIC or = H-75B/AIC=20 specification, but the communications =93pigtail=94 ended in the = U-93A=20 connector (similar to the U-93). A further additional change that = was=20 instituted with introduction of the new P-4A TO specification was=20 inclusion of an additional shell size: Extra-Large. The USAF PNs = for the=20 P-4A shells were as follows: Helmet, Flying, Type P-4A, Small, PN=20 56D3508-1; Helmet, Flying, Type P-4A, Large, PN 56D3508-2; Helmet, = Flying,=20 Type P-4A, Extra-Large, PN 56D3508-3. MB-4 helmets were, of = course,=20 originally P-1A/P-1Bs, and their PNs were: Helmet, Flying, Type = MB-4,=20 Small, PN 54D3733-1, and Helmet, Flying, Type MB-4, Large, PN = 54D3733-2.=20 Visors for the three P-4A shell sizes were: Visor, Small, PN = 51D3643-3;=20 Visor, Medium, PN 51D3643-2; and Visor, Large, PN 51D3643-1. In = simple=20 summary, P-4 helmets to which the new center-track visor system = was added=20 became P-4A specification.

The type P-4B flying = helmet=20

=20

In 1959, a final TO P-helmet = specification was issued=20 that consisted principally of a change in the headset = communications cord=20 assembly. The P-4B helmet specification did away with the helmet=20 communications 'pigtail' cord and substituted a new helmet cord = assembly=20 designated the CX-4708/AIC. This allowed the entire earphone and = mask=20 microphone communications system to be integrated into the = aircraft radio=20 and intercom systems via the oxygen mask communications cord connecting the new = H-149/AIC=20 system headset. The active earphone receivers were updated to = H79/AIC=20 specs and the previously used, spring-loaded earphone cushion = assemblies=20 were done away with. Instead, in what would appear a =93retrograde = progressive=94 move, the earphone cushions were again secured to = the rigid=20 helmet shell at upper and lower sections in a manner not unlike = the=20 attachment system used in the P-1A/P-1B helmet. Foam pads were = again used=20 to adjust the cushions to the pilot's ears. This system would also = be used=20 in the following, new generation helmet (the HGU-2/P), before a = return to=20 a slightly different type of spring loaded earcup would return in = the even=20 later HGU-2A/P helmet. [The reason given for replacement of the=20 heli-coiled =93tophat=94 spring-loaded earphone system in the P-4A = was that=20 some crew had apparently sustained severe injury in crash = situations=20 involving a crushing lateral impact on the helmet; in certain = instances,=20 it was found that the metallic spring units and their screw = retainers=20 could actually be driven into the cranium, resulting in = non-survivable=20 head injuries to the temporal skull.] =

While older P-4A helmets = were updated in=20 the field to the new P-4B specs, newly manufactured stock featured = all of=20 these refinements directly from the factory run. The external = rigid visor=20 was unchanged from that used on the P-4A. Newly manufactured P-4B = helmets=20 had no rubber plug-filled circular orifice at the rear of the = shell (where=20 a former com cord pigtail exited); older P-4A helmets that had = been=20 updated by squadron personal equipment/life support techs to P-4B = specs=20 featured a black rubber plug in this area. As before, the JJ-055 = mic=20 connector jack (outlet on pilot=92s left) was used in the helmet = earphone=20 loom.

The early H-149/AIC headset, = originally=20 used with the late model P-helmets (B) and with the first of the = HGU-2/P=20 helmets that replaced the P-series, was used with the new = CX-4707/AIC=20 series oxygen mask hose routed communications cords (these last=20 specification cords are still in use today in slightly updated=20 configurations). [It is not altogether uncommon to find that a = P-4A=20 specification helmet was occasionally =91created=92 simply by = cutting and=20 removing the =91pigtail=92 communications cord, a modification = which resulted=20 in the functional equivalent of the new P-4B wiring loom!]=20

Notes on the P-series = visors=20

The P-series first, = second, and third=20 model visors.

As far as the P-series visors go, there = are actually=20 four definitive variations in the P-series evolution. The VERY = early=20 (original) P-series visors (1^st, 2^nd, and=20 3^rd design) featured several characteristic design = details that=20 subtly set them off from the 4th and final refinement. The = earliest=20 (original) visor yoke used a side-latching method of securing the = visor,=20 but had no =93J-hook=94 extensions to hold the visor in the = =91down=92 position.=20 The 2^nd and 3^rd style side-latching visors = did have these = distinctive=20 =93J-hook=94 latching arms. Both of the 2^nd and = 3^rd=20 style visors used successive evolutions of what I have come to = term the=20 "side-latch J-hook" visor yoke, in that they lacked a center track = (as=20 used in the P-4A visor and TopTex systems) and secured the visor = in an=20 up-position by spring activated reflexive retraction, and down by the positive = engagement of=20 the short "J" arms (on the lateral aspects of the visor bar) onto = the pins=20 protruding from the temporal helmet visor-mount fixtures. The = differences=20 between the first three visor yokes may be seen in the = accompanying=20 photographs. The 2^nd and 3^rd =91side latch = J-hook=92=20 yoke visor assemblies may be differentiated from each other by = virtue of=20 the short throw of the 2^nd design=92s lateral "J" arms = (about 1",=20 versus 1&1/4" on the succeeding version). The short throw of = the=20 2^nd design=92s "J" arms was found to result in the = protrusion of=20 the lower visor edges in the upper peripheral field of the pilot's = vision;=20 this constituted a slight, but significant visual distraction--not = something, as the popularity of the much later HGU-55/P helmet and = the=20 HGU-33/P cutaway visor-cover has borne out, that pilots welcomed = in heated=20 air-combat engagements. Further, the protuberant upward thrusting = square=20 flange on the visor bar on visor yokes 1 and 2, although intended = to serve=20 as a convenient gripping point for visor hand actuatio, was found = to snag=20 on things (such as parachute riser shrouds) and also = scratched canopies.=20 The 3rd version of this original P-series visor came with this = protuberant=20 flange removed (close examination of one such later visor bar will = reveal=20 only a short stub where the flange used to be); furthermore, = longer "J"=20 arms on the side-latching mechanism (about a quarter of an inch = longer,=20 but enough to do the job quite effectively) of the 3^rd = design=20 allowed the retracted visor to secure in the open-position much = higher on=20 the helmet's forehead section--this removing the offending lower = visor=20 field's peripheral distraction up and away from the pilot's fields = of=20 vision. In the field, the early original visor yoke was sometimes = field=20 modified with addition of the longer "J" arms, and the upward = thrusting=20 "grip" flange was often filed off to a nub. [There were also two=20 distinctly different, although superficially similar appearing = helmet=20 mounting attachment plates upon which the visors swiveled. Very = few of the=20 earliest type with a top pivot extension (rather than a bottom = pivot, as=20 found on the last type plate) remain today and almost all examples = found=20 on surviving early helmet specimens are of the second and finally = adopted=20 type.]

[One final observation is = salient here.=20 The original =91side-latch non-J-hook=92 = visors featured=20 a curious circular perforation pattern in the external yoke bow. = This may=20 be clearly seen in some of the earliest images shown in Air Force=20 technical publications. The reason for this unique pattern of = holes in the=20 outer visor yoke is still unknown at this time, but subsequent to = this=20 appearance, the later yoke bows on all P-helmets are noted to all = have=20 been uniformly constructed of smooth metal (aluminum).=20

=20

The P-series 4th model visor=20

The 4th and final P-series visor design = used the new=20 =93center-track system=94, which is common to all P-4A and P-4B = helmets (the=20 early side-latch visors were used only on TO upgraded P-1A and = P-1B=20 helmets, and on P-3, and P-4 helmets). It retained the familiar = springs on=20 both sides for full up visor retraction, but relied for securing = in full=20 down positioning on insertion of the visor's spring steel mounted = and=20 rubber knobbed ball-pin into a small square recess on the lower = end of the=20 track. Interestingly, this track was sometimes modified by the = addition of=20 additional holes spaced a short distance apart along the lower = length of=20 the track, so that variable positions of retraction could be=20 achieved.

Lacking springs for positive = self-retraction, Lombard=92s Protection Incorporated TOPTEX system = used a=20 variation of the center track idea but relied upon friction alone = to allow=20 variable positioning of the visor to allow the pilot to adjust its = shading=20 effect. Arguably the USAF spring-actuated, side-latching visor = system came=20 into use first, but it is entirely possible that the later = improved USAF=20 center-track visor system (P-4A & P-4B) was inspired by the = TOPTEX=20 center track system. (Practically speaking, both the original USAF = side-latch system and the TOPTEX center-track system came into = being at=20 roughly the same time, as nearly as I am able to determine.)=20

There were many complaints = about the=20 original side-latch visor from pilots; most reflected the fact = that the=20 visor was found to be somewhat difficult to engage and disengage = the=20 J-arms with a smooth one-handed motion. As the aluminum visor = mechanism=20 oxidised and gained a small layer of aluminum oxide on the J-arms = and as=20 the visor bar got knocked slightly out of true in the course of = use, this=20 difficulty became more pronounced. Further, if the "J" arms were = not=20 correctly positioned by personal equipment people to facilitate = easy=20 actuation of the "J" arm engagement, after addition of the new = visor to=20 older helmets, this would also enhance the recalcitrance of the = visor to=20 engage and disengage smoothly. These were common complaints about = the=20 original side-latch visor system. =

While the later center-track = system=20 removed this problem, the old P-series visors were never an = optimal design=20 to begin with; further research into the matter by aircrew lab=20 ergonometric engineers would have probably resulted in a better = design,=20 but concerns with the Korean War tended to divert attention away = from=20 "minor" problems such as this that were deemed less important than = the=20 greater overall concerns of that period. =

In the broad and critical = view of=20 hindsight, the first P-helmet hard external visors were a simple = and=20 practically useful innovation for protection of aircrew against = ejection=20 airblast and canopy bird-strike hazards. They were, however, still = marginal in the greater and final assessment of their usefulness, = when=20 benefits were compared to their drawbacks, snagging tendencies, = and=20 user-deployment awkwardness. It remained till later, with the = development=20 of the HGU-2/P & APH-5 type visor, that a substantially better = design=20 came into use, although it is interesting to note that even today, = with=20 all the advancements in aircrew protective equipment that have = been made=20 since 1950, the perfect flight helmet visor design has YET to be=20 perfected!

[One final bit of = information bears=20 recounting here: the original USAF side-latching visor system was = used in=20 a few instances on US Navy H-3 and H-4 helmet shells, when Navy = pilots=20 found the hard external visor system preferable to use of their = familiar=20 old rubber-framed B-8 goggles in extreme wind-blast situation = (viz. as in=20 ejections, which were a new concern prompted by increasing jet = aircraft=20 performance parameters). There are no known or recorded instances, = however, where the later USAF type center-track visor system was = ever used=20 on a US Navy helmet. ]=20

P-series oxygen mask = attachments=20

The very first P-series oxygen mask attachment = system used=20 leather tabs (equipped with three internally threaded snaps), one on = each side=20 of the helmet=92s frontal face area. On the P-1 helmet these tabs were = installed=20 so that they protruded through=20 the black rubber edgeroll material. Any older P-series helmet found = today in=20 that condition (or with the equally distinctive cross-stitched repair of = these=20 two edgeroll areas) is almost certainly an original P-1 specimen. = Starting with=20 the P-1A, the old black leather tabs were removed and new (but very = similar)=20 brown leather finished leather tabs (also fitted with three screw-snaps) = were=20 installed. In subsequent up-grade modifications, these tabs, located nearer the helmet=92s = edge than in=20 later versions, were replaced by tabs that extended a bit further out = from the=20 helmet shell edge (allowing easier access to the snaps).=20

In=20 about 1958 a new bayonet type mask receiver made of polished metal was = installed=20 on some late model P-series helmets. This kit, made by the Hardman Tool = Company=20 and known as the MD-1 kit, used a characteristic ratcheted bayonet = sometimes=20 known as =93the Christmas = tree=94.=20 Both the US Air Force and the US Navy used this kit on their = helmets,=20 along with a fiberglass or plastic MS22001 oxygen mask suspension cup = attached=20 by straps to the bayonets (the leather tabs were removed when this kit = was=20 installed on the helmet). Shortly after introduction of the Hardman kit, = an even=20 newer mask suspension receiver & bayonet system was introduced by = the Sierra=20 Engineering Company of Sierra Madre California, which is still in use today (known = appropriately enough as simply the =93Sierra Kit=94). This kit used a = bayonet that=20 was initially of a single, straight blade type with a single strap eye, = although=20 later modifications used a two-strap design called the =93T-bayonet=94. = The Hardman=20 kit was typically seen in use with the MS22001 type masks, whereas the = Sierra=20 kit was more commonly seen in use with the newer MBU-5/P hard-shell mask = that=20 was introduced in late 1958/early 1959. Ultimately, both services standardized on the = Sierra=20 receiver and bayonet kit, but kept the Hardman type mask shell = assembly.=20

Both the P-4A and field-updated = P-4B helmets=20 were initially fitted with the original leather snap-tabs for oxygen = mask=20 attachment, but the last examples of the late model P-4B helmet actually = came=20 from the Gentex and Consolidated Controls Company production lines (both = major=20 contractors for the last model P-4B helmet) with the Sierra kit already=20 installed (the Air Force standardised this kit for oxygen mask = attachment).=20

Notes on P-series head = harness slings=20

=20

The head harness slings used in = P-series=20 helmets were initially identified as to the specific specification of = the helmet=20 they were used in. That is, a P-1A head harness sling is labeled as such = (Head=20 Harness, Type P-1A=94, etc.). Staring with the P-1A or thereabouts, the = straps=20 were made of sage green nylon instead of the original P-1 type OD canvas = duck.=20 This was true for all subsequent helmets in the P-series, although late = in the=20 1950s a generic head harness sling was produced that was simply labeled = =93Head=20 Harness, P-helmet, Universal=94 (although still marked for the correct = size helmet=20 to be used with and featuring the standard sage green nylon straps). = Early=20 universal head harness slings will also occasionally be found installed = in=20 helmets identified as =93Sling Suspension, P-1 and P3=94.=20

As already mentioned, the earliest head harness = slings=20 (i.e. those found in the original P-1 helmet) had olive drab cotton duck = straps=20 joining the leather sweat band to the leather crown pad. The P-1 leather = crown=20 pad found in the original (earliest) P-1 helmets is marked with a white = inked=20 =93Army Air Forces=94 stamp. This was later briefly changed to =93US Air = Forces=94, and=20 in its final form (from about the P-1A onwards), with =93U.S. Air = Force=94 stamped=20 in white permanent ink.

An=20 important note: Occasionally P-series helmets will be found with a head = harness=20 sling that has a label identifying it as a "Head harness, Flying helmet, = Type=20 P-2". This is frequently misinterpreted and offered as being proof of = the=20 existence of the P-2 as an issued production flight helmet. In fact, = before the=20 USAF P-2 helmet was cancelled, a number of P-2 type head harness = slings=20 were produced. When the P-2 program was cancelled, these P-2 = harnesses=20 were used as replacement harnesses for regular P-1 A and B helmets.=20

***

A final word: This history = does not claim=20 to be

a definitive history of the = P-helmet=20 development story,

but it is based upon a = collection of=20 documentation from a

wide range of sources that = include official=20 USAF technical

reports and orders, personal = statements from=20 former military

personnel involved with life = support=20 activities, and other

similarly collected material = You are=20 encouraged to

contact us with information = that may have=20 bearing

on this topic, so that any = needed=20 revisions

or inaccuracies may be = corrected.=20

(The following information is a = condensation of=20 important

technical order changes and = specifications that=20 apply to each

of the succeeding developments in = the P-series=20 evolution.)

= APPENDIX I: T.O References =

P-1=20 (First hard shell protective US Air Forces helmet) =

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

3277 =

T.O. = 13-1-37, 15 Dec 1948=20

Shell:=20

Laminated = phenolic-treated cotton duck. One size (small).=20

Chris = Carey=20

Edge = beading:=20

Black.=20

T.O. = 13-1-37, 15 Dec 1948=20

Mask = attachment:=20

Studs on = leather tabs=20 protruding through the edge beading. =

T.O. = 13-1-37, 15 Dec 1948=20

Nape = strap:=20

None = (part of upgrade to=20 P-1A)

T.O. = 13-1-48, 25 Aug 1950=20

Chin = strap:=20

Attached = with fasteners=20 to studs on the oxygen mask attachment tabs.=20

T.O. = 13-1-37, 15 Dec 1948=20

Visor:=20

None. = Used with B-8=20 flying goggles.

T.O. = 13-1-37, 15 Dec 1948=20

Comms:

Initially=20 set up with HS-38 headset with low=20 impedance PL-54 plug on pigtail, then = upgraded to=20 HS-38A specifications with=20 Jk-048 microphone plug = and PJ-291=20 male plug together with PL-54 or PL-354 connector. =20 Only the original HS-38 headset used = the=20 ANB-H-1 receiver element. The=20 HS-38A headset with U-75/U plug (a picture in T.O.13-1-37, page 1, = shows a=20 comm cord plug that is too big to be a PL-54 and microphone plug = on=20 sinister side of helmet shell, and the text refers to a composite=20 connector plug) was the final = standard. =

Chris=20 Carey

T.O.13-1-37, 15 Dec 1948=20

In=20 service:

Before=20 15 December 1948 (probably ordered early 1947 as crown pad is = inscribed=20 Army Air Forces). Helmet authorised by T.O. 00-30-41 (date?)=20

=20

T.O.=20 13-1-37, 15 Dec = 1948 (later=20 changed to T.O. 14P-3-4-1) =

Withdrawn = from=20 service

Disappeared gradually=20 from 25 August 1950 as P-1 helmets were T.O. upgraded to P-1A=20 standard.

T.O. = 13-1-38 25 Aug 1950=20

P-1A=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-5290=20

T.O. = 14P3-4-507, 15 Nov=20 1955

Shell:=20

Laminated = phenolic-treated cotton duck. Small and Large=20

T.O. = 13-1-38, 25 Aug=20 1950

T.O. = 13-1-40, 3 July=20 1953

Edge = beading:=20

Black (if = modified from=20 P-1) or white (turning tan with UV exposure).=20

T.O. = 13-1-37, 15 Dec 1948=20 and Chris Carey

Mask = attachment:=20

Studs on = leather tabs=20 fixed inside of the edge beading. =

T.O. = 13-1-38 25 Aug=20 1950

Nape = strap:=20

Yes=20

T.O. = 13-1-38, 25 Aug=20 1950

Chin = strap:=20

Riveted = to helmet=20 shell

T.O. = 13-1-37, 15 Dec=20 1948

Visor:=20

None. Used with B-8 or=20 M-44 style flying=20 goggles.

T.O. = 13-1-38, 25 Aug=20 1950

Comms:=20

HS-38A = with U-75/U=20 plug.

T.O. = 14P3-4-508, 11 July=20 1955

In = service:=20

25 August = 1950 or=20 earlier. Depends on whether production of new P-1As was initiated = before=20 T.O. 13-1-38 was issued.

T.O. = 13-1-38, 25 Aug=20 1950

Withdrawn = from=20 service

Some were = modified into=20 P-3 standard from 3 July 1953 and others into MB-4 from 11 July = 1955.=20 Still in service by 15 Nov 1955, but not mentioned by 1 Dec = 1955=20

T.O. = 13-1-40, 3 July=20 1953

T.O. = 14P3-4-508, 11 July=20 1955

T.O. = 14P3-4-507, 15 Nov=20 1955

T.O. = 14P3-4-510, 1 Dec=20 1955

P-1B=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-8003=20

T.O. = 14P3-4-507, 15 Nov=20 1955

Shell:=20

Laminated = phenolic-treated cotton duck. Sizes Small and Large only.=20

Edge = beading:=20

White, = turning tan with=20 UV exposure

Mask = attachment:=20

Studs on = leather=20 tabs

Nape = strap:=20

Yes=20

Chin = strap:=20

Riveted = to helmet=20 shell

Visor:=20

None. Used with B-8 or=20 M-44 style flying=20 goggles.

Comms:=20

HS-38A = with U-75/U=20 plug.

In = service:=20

Produced = from October=20 1953 or earlier (Not mentioned in T.O.s before 11 July 1955). =

Label = from P-1B=20 helmet.

T.O. = 14P3-4-508, 11 July=20 1955

Withdrawn = from=20 service

Some = might have been=20 modified into P-3 standard from 1955 (not mentioned in T.O. = 13-1-40, 3=20 July 1953!), while others were modified into MB-4 from 11 July = 1955. Still=20 in service by 15 Nov 1955.

T.O. = 13-1-40, 3 July=20 1953

T.O. = 14P3-4-508, 11 July=20 1955

T.O. = 14P3-4-507, 15 Nov=20 1955

P-2=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

Shell:=20

Laminated = phenolic-treated duck? Prototype only, shows P-1 helmet shell worn = over an=20 AN-H-15 cloth helmet fitted with coms.=20

Chris = Carey=20

Edge = beading:=20

Prototype = only:=20 black.

Mask = attachment:=20

Studs on = leather=20 tabs

Nape = strap:=20

None =

Chin = strap:=20

Riveted = to helmet=20 shell?

Visor:=20

None =

Comms:=20

Used HS-38A type coms affixed to soft = inner=20 helmet; type U-75/U connector. =

In = service:=20

Prototype = only; studied=20 at Wright-Patterson AFB, but production cancelled.=20

Chris = Carey=20

Withdrawn = from=20 service

Never = produced or issued,=20 although P-2 head suspension harnesses were produced before the = design was=20 cancelled; these have ended up as replacement units in P-1A and = P-1B type=20 helmets, creating confusion of a P-1A helmet as being of P-2=20 specification.

WPAFB=20 photographic documentation=20

P-3=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-6474=20

T.O. = 14P3-4-507, 15 Nov=20 1955

Shell:=20

Laminated = phenolic-treated cotton duck. Small and Large=20

T.O. = 13-1-37, 18 Oct=20 1951

Edge = beading:=20

Tan=20

Mask = attachment:=20

Studs on = leather=20 tabs

Nape = strap:=20

Yes=20

Chin = strap:=20

Riveted = to helmet=20 shell

Visor:=20

Three = types used:=20

Early = Visor Original with=20 visor up-lock pin over the visor yoke =

Early = Visor Type I with=20 short J-arm on visor yoke locking on visor up-lock pin below = yoke.=20

Early = Visor Type II with=20 long J-arm on visor yoke locking on visor up-lock pin below = yoke.=20

Comms:=20

HS-38A = with U-75/U=20 plug

In = service:=20

From 18 = October 1951=20 through new production, and from 3 July 1953 also through T.O. = upgrading=20 P-1A (and P-1B ?) helmets with visor mechanism assembly.=20

T.O. = 13-1-37, 18 Oct=20 1951

T.O. = 13-1-40, 3 July=20 1953

Withdrawn = from=20 service

Disappeared gradually=20 from 11 July 1955 as P-3 helmets for fighter use were T.O. = upgraded to P-4=20 standard. Still in service by 1 October 1956.=20

T.O. = 14P3-4-508, 11 July=20 1955

T.O. = 14P3-4-509, 1 Oct=20 1956

P-4=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-7328=20

T.O. = 14P3-4-507, 15 Nov=20 1955

Shell:=20

Laminated = phenolic-treated cotton duck. Small and Large=20

Edge = beading:=20

White = turning tan with UV=20 exposure.

Mask = attachment:=20

Studs on = leather=20 tabs

---------------------------------=20

Some = modified from August=20 1958 or earlier with the MD-1 oxygen mask modification kit (chrome = bayonet=20 receivers for "Christmas tree" bayonets)=20

=20

------------------=20

WADC = Technical Note=20 58-259, August 1958

Nape = strap:=20

Yes=20

Chin = strap:=20

Riveted = to helmet=20 shell

Visor:=20

Early = (side-latching=20 J-hook Visor) Type II or Early (=93) Visor Type III=20

Photo = evidence=20

Comms:=20

H-75A/AIC = with either=20 U-93/U or U-93A/U plug, (upgrade with H-75B/AIC or H-75C/AIC with = U-93A/U=20 not mentioned in available T.O.s. If performed then authorised = later than=20 26 Aug 1957).

T.O. = 14P3-4-508, 11 July=20 1955

T.O. = 14P3-4-34, 26 Aug=20 1957

In = service:=20

From 11 = July 1955 or=20 earlier depending on whether new production of P-4 helmets was = initiated=20 before T.O. 14P3-4-508 was issued. =

T.O. = 14P3-4-508, 11 July=20 1955

Withdrawn = from=20 service

Disappeared gradually=20 from 28 June 1957 as P-4 helmets were T.O. upgraded to P-4A = standard.=20

T.O. = 14P3-4-512, 28 June=20 1957

MB-4=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-7328 (T.O.=20 14P3-4-507), or MIL-H-25037 (T.O. 14P3-4-1)=20

T.O. = 14P3-4-507, 15 Nov=20 1955, T.O. 14P3-4-1, 30 April 1957 =

Shell:=20

Laminated = phenolic-treated cotton duck. Small and Large=20

Edge = beading:=20

White, = turning tan with=20 UV exposure.

Mask = attachment:=20

Studs on = leather=20 tabs

Nape = strap:=20

Yes=20

Chin = strap:=20

Riveted = to helmet=20 shell

Visor:=20

Originally none, but=20 often found with P-4A type visor installed due to pilot = preference.=20

Comms:=20

H-75A/AIC = with either=20 U-93/U or U-93A/U plug, (upgrade with H-75B/AIC or H-75C/AIC with = U-93A/U=20 not mentioned in available T.O.s. If performed then authorised = later than=20 26 Aug 1957).

T.O. = 14P3-4-508, 11 July=20 1955

T.O. = 14P3-4-34, 26 Aug=20 1957

In = service:=20

From 11 = July 1955 through=20 modification of P-1A and P-1B helmets with H-75/AIC series comms = (or=20 earlier depending on whether new production of MB-4 helmets was = initiated=20 before T.O. 14P3-4-508 was issued). =

T.O. = 14P3-4-508, 11 July=20 1955

Withdrawn = from=20 service

T.O. = rescinded on 2 June=20 1961.

P-4A=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-7328=20

T.O. = 14P3-4-1, 30 April=20 1957

Shell:=20

Fiberglass construction.=20 Small, Large, and X-Large. (Laminated phenolic-treated duck if = modified=20 from P-4)

T.O. = 14P3-4-1, 30 April=20 1957

Edge = beading:=20

White, = turning tan with=20 UV exposure

Mask = attachment:=20

Studs on = leather=20 tabs

---=20

Some = modified from August=20 1958 or earlier with the MD-1 oxygen mask modification kit (chrome = bayonet=20 receivers for "Christmas tree" bayonets)=20

WADC = Technical Note=20 58-259, August 1958

Nape = strap:=20

Yes=20

Chin = strap:=20

Riveted = to helmet=20 shell

Visor:=20

Centre = track and no=20 J-arms on side latches.

T.O. = 14P3-4-512, 28 June=20 1957

Comms:=20

H-75A/AIC = with either=20 U-93/U or U-93A/U plug, (upgrade with H-75B/AIC or H-75C/AIC with = U-93A/U=20 not mentioned in available TOs. If performed, then authorised = later than=20 26 Aug 1957).

T.O. = 14P3-4-34, 26 Aug=20 1957

In = service:=20

From 30 = April 1957 or=20 earlier through new production and from 28 June 1957 through = modification=20 of P-4 helmets with new visor type. =

T.O. = 14P3-4-1, 30 Apr=20 1957

T.O. = 14P3-4-512, 28 June=20 1957

Withdrawn = from=20 service

Disappeared gradually=20 from August 1958 or earlier as P-4A helmets were T.O. upgraded to = P-4B=20 standard. T.O. rescinded on 2 June 1961.=20

WADC = Technical Note=20 58-259, August 1958 =

P-4B=20

ITEM =

DESCRIPTION=20

SOURCE=20

Specification:=20

MIL-H-7328=20

WADC = Technical Note=20 58-259, August 1958

Shell:

Fibreglass? Reinforced plastic? Small, Large, and = X-Large=20

=20

Edge = beading:=20

White, = turning tan with=20 UV exposure.

Mask = attachment:=20

Studs on = leather=20 tabs

---------------------------------=20

Some = modified from August=20 1958 or earlier with the MD-1 oxygen mask modification kit (chrome = bayonet=20 receivers for "christmas tree" bayonets); more commonly used with = later=20 Sierra receiver kit.

=20

------------------=20

WADC = Technical Note=20 58-259, August 1958

Nape = strap:=20

Yes=20

Chin = strap:=20

Riveted = to helmet=20 shell

Visor:=20

Centre = track and no=20 J-arms on side latches.

Comms:=20

H-149/AIC = headset (no pig=20 tail comm. cord), using H-79/AIC earphone receiver elements.=20

WADC = Technical Note=20 58-259, August 1958

In = service:=20

From = August 1958 or=20 earlier through modification of P-4A helmets with new comms (or = earlier=20 depending on whether new production of P-4B helmets was initiated = before=20 T.O. (???) was issued).

WADC = Technical Note=20 58-259, August 1958

Withdrawn from service=20

Disappeared gradually from 1959 as the HGU-2/P helmet = was=20 introduced. Spec cancelled 8 July 1969.=20

Chris=20 Carey =

( return to AEOLUS AEROSPACE homepage =20 )

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