ITEM No. 24 
COPY No. 1 0 
FILE No. XXVI-56 
RESEARCH IN AVIATION MEDICINE 
FOR THE GERMAN AIR FORCE 
COMBINED INTELLIGENCE OBJECTIVES 
SUB-COMMITTEE RESEARCH IN AVIATION MEDICINE 
FOR THE GERMAN AIR FORCE 
Reported By 
Colonel W. R. LOVELACE II, M.C. 
U. S* Army Air Force 
CIOS Item Number 24 
Medical 
COMBINED INTELLIGENCE OBJECTIVES SUB-COMMITTEE 
G-2 Division, SHAEF (Rear) APO 413 TABLE OF CONTENTS 
Subject Page No. 
Subject 4 
Purpose 4 
Factual Data 4 
Conclusions 19 
Appendix I - Temporary Duty Orders 20 
Purpose of Mission 22 
Appendix II - Report of Information ob- 
tained During 5/16/45 to 
5/23/45 from interview 
with Dr. Ing. F. Hollmann. 24 
Appendix III - Report by Colonel W. R, 
Lovelace, CIOS.-Lt. W. 
J. Wulff, CIOS. 
Location 35 
Subject 35 
Names 35 
Interviewers 35 
Appendix IV - Abstract 36 
" 36 
" 36 
Appendix V - Ex. A. - Medical Research 38 
Institute at Garmisch- 
Partenkirchen 38 
Results of Interrogation of 
Dr. Henschke and his co- 
workers 6/6/45 38 
Subject 38 
Ex. C. - Aviation Medical 
Research 47 
Appendix VI - Interrogation Report, Mes- 
ser schmitt AG Oberbayer- 
ische Forschungsanstalt.., 58 
Subject 58 
Personnel Interrogated.... 58 
Results of Interrogation.. 58 
Appendix VII - Ex. A,- Int. Report 6l 
Ex. B.- 68 
i'll 8<* -JL Table of Contents - Contfd. 
Appendix VIII - Ex. B. - Int. Report.... 70 
Ex. B. - Scholldruck- 
messungen an einem Argus 
- Triebwerk 73 
Appendix IX - Ex. A. - Int. Report 74 
Figures 1? 2, and 3 - 75 
(Accelaration Time Curve) 75 
Figures 1 and 2 76 
(Force Diagrams for Various Unfolding 
Diameters) 76 
Appendix IX - Ex. B. - Int. Report 80 
Ex. C. - Int. Report 81 
Personnel of Team 
Colonel W. R. LOVELACE, CIOS 
Lieutenant W. J. WÜLFF, CIOS 
5T/8«» -A AIR TECHNICAL SERVICE COMMAND 
MEMORANDUM REPORT 
Aero Medical Laboratory 
Wright Field, Dayton, Ohio 
4 July 1945 
SUBJECT: Evaluation of Targets Investigated and Summary 
of Information Obtained Pertaining to Research 
in Aviation Medicine for the German Air Force. 
PURPOSE: To report the results of the investigation of 
the activities and the results of institutions 
and personnel engaged in physiological, medical 
and engineering research for the German Air 
Force for the purpose of improving aircrew 
efficiency and safety. 
FACTUAL DATA: 
1. Investigation of German research institutions, 
personnel and manufacturing facilities was carried out in 
accordance with Letter Orders A5-2-15 dated 2 May 194-5 and 
letter of instructions attached to this report as Appendix 
I. 
Upon reporting to the Directorate of Intelligence, 
USSTAF, additional orders and transportation were obtained 
to make possible an extended field trip into Germany under 
the auspices of Air Technical Intelligence. Intelligence 
information, i.e. location of targets and their value and 
other valuable information were obtained from Director of 
Medical Services, Aero Medical Research Section, USSTAF 
(Hear), Major W. F. Shöeley and his staff and from Air 
Technical Intelligence personnel particularly Captain 
Pforzheimer. 
2. The manufacturing facilities and institutions 
visited are listed with a short description of new equip- 
ment and significant research. 
2.1 Draegerwerke, Lübeck visited from 5/16/4-5 to 
5/23/4-5. 
it'«*** 2.11 Personnel Interrogated were: 
Dr. Hermann Draeger 
Dr, Ing. Franz Hollmann 
Dr. Ing. Cordes 
Dipl. Ing. Hermann Tietze 
2.12 The results of the Interrogation are de- 
scribed in detail in the interrogation report attached as 
Appendix II. The following developments are listed as new 
and interesting. 
2.121 Ball bearing flexible Joints for 
positive pressure suits. 
2.122 Extremely high capacity reducing 
regulators for actuating pilot ejections seats and for 
submarine applications. 
2.123 Demand regulators with a positive 
pressure overide actuated by the supply pressure. 
2.124 A manometric method for the measure- 
ment of carbon dioxide concentrations. 
2.12? A method, using a differential 
thermometer, for the measurements of carbon monoxide con- 
centrations. 
2.13 The new items of production equipment 
which were evacuated are: 
2.131 An independent oxygen supply system 
for use during parachute escape. This system consisted of 
a series of small cylinders arranged in the form of a flat 
plate. The metering orifice is a long copper tube. The 
entire system fits into a special pocket in either the back 
or seat type parachutes. 
2.132 Molded (buna S) oxygen masks copied 
after the AAF oxygen mask type A-14. 
2.133 A portable manometric method for 
the measurement of CCU. 
2.1j4 A portable carbon monoxide indica- 
tor. 
„ 2.2 Luftfahrtforschungsanstalt Hermann Goring, 
Volkenroda near Brunswick. 
2.21 Personnel interviewed 
Prof. Dr. A. Busemann 
Dr. Ing. W. Knackstedt 
2.22 Results of interrogation 
The results of the interrogation are 
summarized in Appendix III. This institute was primarily 
3T<S* -3- concerned with aerodynamics, A series of experiments were 
made on human subjects to determine the effect of high wind 
velocities on the human face and chest. The results, con- 
tained in the report ’‘Untersuchungen am menschlichen Körper 
bei hohen Standrucken’? L.F.A., H.G,, indicate that veloc- 
ities up to 410 mph can be tolerated safely for one or two 
seconds, with a maximum of 5 seconds. Measurements of ram 
pressures were made at various points on a model face. 
Later humans were tested in wind velocities up to 510 mph. 
Additional information is contained in the abstracts of 
articles summarized in Appendix IV, In general the results 
indicate that; 1) wind velocities up to 530 miles per hour 
can be sustained for 1 to 2 seconds exposure; 2) breathing 
is altered because of the positive ram pressure and becomes 
shallow and irregular; and 3) use of interference boards 
behind the head to offset this ram pressure, 
2,3 Medical Research Institute at Garmisch-Parten- 
kirchen (formerly at University of Munich)(CIOS Trip 419) 
2.31 The following personnel were interrogated 
Dr. Ulrich Henschke 
Dr, Wolf. Dieter Keidel 
Dr. Siegfried Gerathewohl 
Dr. Ado Frank 
Dr, Fritz Hollwich 
2.32 The results of the interrogation are 
summarized in Appendix V Ex A. The outstanding character- 
istic of the work at this institute is the approach to 
aviation medical problems; it is essentially liaison work 
between the pilot or aircrew personnel and the machine 
they are operating? to improve the efficiency of operation. 
As such they have investigated various methods of steering 
aircraft, aiming guns and remote controlled bombs and the 
influence of proper handle design on skill of operation. 
They have worked with optical devices to improve visual 
acuity and improve efficiency of operation. The effect of 
maximal accelerations which can be sustained by the human 
body in various positions for short time intervals, i,e. 
0.01 seconds. The limitations of accelerations regardless 
of direction seem to be that which causes concussion of 
the brain. This concussion level seems to be about 10 g. 
For further details on the research 
carried out at this laboratory, reference is made to the 
list of reports in Appendix V, Ex. B and the short summary 
of unpublished work in Appendix V, Ex. C. 
3T;8<? . 2. 2.4 Messerschmidt AG, Upper Bavarian Research 
Institute, Oberamrnergau. 
2.41 Personnel Interrogated 
Dipl. Ing. Waldemar Voigt 
Ing. Josef Helmschrott 
Ing, Walter Keidel 
2.42 The results of the interrogation are 
summarized in Appendix VI. This firm had designed and 
developed pressure cabins for the Me 109, which went into 
production but was discontinued for lack of military re- 
quirements, and for the Me 262 which did not go into 
production. The pilot ejection program was only experi- 
mental. 
2.5 Aero Medical Research Institute, Freising 
(formerly University of Munich). (CIOS Trip 419) 
2.51 The following personnel were interro- 
gated: 
Dr. Wolfgang Lutz 
Prof. Georg Weltz 
Dr. Robert von Werz 
2.52 The results of the interrogation are 
summarized in Appendix VII, Ex. A. It is considered im- 
portant to direct attention to two general problems in- 
vestigated principally by Dr. Lutz: 1) The problem of 
parachute escape from extremely high altitudes and the 
allied problem of the recovery from extremely high altitude 
apparent death phenomena. This work was primarily of an 
exploratory nature and the physiological bases and effects 
have to be further assessed; 2) The physiological effects 
of reduced body temperatures of warm blooded mammals. This 
investigation was more thoroughly done but many of the 
aspects uncovered by Dr. Lutz deserve further study. 
For further detail a complete reference 
of available documents on these subjects are presented in 
Appendix VII, Ex. B. This reference includes a lecture 
summarizing experiments on reduced body temperatures using 
human prisoners at the Dachau Concentration Camp, 
2.6 Aerome$ical Research Institute, Brannenburg 
and Reichsanstalt fur Hochfrequenzforschung (Helmholz 
Institute) on top of Mt. Wendelstein. 
S7l8«-3. 2.6l Personnel Interrogated were: 
Dr. Hans Desaga ) 
Dr. Kurt Reissman : from the Medical 
Dr. Josef Pichotka ) Section 
Dr.Ing.habil. W. Ernsthausen ) 
Dipl.Ing. W. von Wittern ) from 
Helmholz 
Institute 
2.62 The results of the interrogation are 
summarized in App VIII Ex. A. Attention is called to the 
relative importance of examining the physiologic effects 
of low frequency high energy vibrations such as exist in 
the vicinity of intermittent jet propulsion units as well 
as the physiologic affects of supersonic high energy vibra- 
tions which exist in high velocity jet propelled aircraft 
during flight. This realm of investigation was begun short- 
ly before the end of the war for Germany and the completed 
research consists of physical measurement of the magnitude 
and the frequency of vibration from the continuous and in- 
termittent jet engine, and from the Me 262 during flight. 
For further detail please refer to the reference in Appen- 
dix VIII, Ex. B. 
2.7 Forschungsanstalt Graf Zepplin, near Ruit, 
east southeast of Stuttgart. 
2.71 The following personnel were inter- 
viewed : 
Dr.Ing. Helmut Heinrich 
Dipl.Ing. Theodor Knacke 
Prof.Dr. Georg Hans Madelung 
Prof. Theodor Benzinger 
2.72 The results of the interview are 
summarized in App IX. This institute has been active in 
parachute research since 1934. The personnel have been 
active in the aerodynamic study of parachutes of new design, 
e.g. the guide surface and the ribbon type chute was devel- 
oped for use on aircraft because it opens very gradually and 
can withstand large opening forces. Both types of chutes 
have found wide applications. The ribbon chute was used to 
brake aircraft, low altitude heavy bombs and, experimental- 
ly, for high velocity parachute escape. The guide surface 
chute was used for guiding heavy high altitude bombs, for 
laying mines and launching aerial torpedoes. Development 
was also started on a chute with a minimal opening shock. 
37I«1» -2. 2.73 The interrogation of Dr. Benzinger is 
also summarized in Appendix IX. Dr. Benzinger has been 
chief of the Aeromedical Laboratory at the Experimental 
Station in Rechlin. As such he has dealt with the imme- 
diate problems of the pilot and members of the aircrew. 
He was responsible for; 1) instituting the resistance 
to anoxia test, which eleminated about 2 to 3$ of cadets; 
2) safety pressure override on demand regulator; 3) pres- 
surized cabins rather than pressure suits; and 4) ability 
to withstand explosive decompression; and 5) stimulated 
much work on the physiology of the collapse reaction and 
physiological effects of reduced body temperatures. 
2.8 Department of Physiology, University of 
Heidelberg, visited on 6/19/4-5. 
2.81 Personnel interrogated: 
Prof. Dr. J.D. Achelis - Dean of 
Physiology Lab. 
Dr. Otto Gauer - physiologist 
Dr. Hans Notdurft 
Dr. K.E. Schaffer 
2.82 The facilities of the laboratory in- 
cluded ample space, general equipment for a physiological 
laboratory and especially designed metabolic apparatus. 
In addition there is a well insulated zinc lined room for 
research on the influence of temperatures of /2 to 42°C. 
with a humidity of 58 to 90 per cent. This room contains 
ample leads to recording instruments on the outside. 
2.83 The personnel will be Interviewed at a 
later date by personnel of the Third Central Medical Es- 
tablishment to determine type of research being carried on 
and the results obtained. 
2.9 Kungl. Flygforvaltningen, Stockholm, Sweden. 
6/2 to 7/1/4? (Headquarters for the Royal Swedish Air 
For ce) 
2.91 Personnel interviewed: 
Lt. General B. Nordenskiold - Commanding 
General 
Brig. Gen’l Alfred E. Kessler - US Mill- 
tary Attache 
Brig. Gen'l N. Soderberg - Airboard, 
Deputy Chief 
Col. C.E. Sparre - Chief, Material Divi- 
sion 
3T»a* - jl Lt. Col. Kjellson - Chief, Equipment 
Dep' t 
Major Aestergard - Chief, Airframe Dep't 
Major Edlen - Research Dep't 
Lt. E. son Falk - Chief of Section MFI 
Col. E. Westerberg - The Air Surgeon 
Maj, L. Westring - Assistant Air Surgeon 
Capt. K. Rasmusson - Equipment Dep't 
First Sgt. Boberg - Equipment Dep't 
Professor Hohwii Christensen - Chief 
consultant in Physilogy to Royai Swedish 
Air Force. 
Major F.A. Potter - Surgeon to American 
Legation 
2.92 -The present status of aviation medicine 
in the AAF and the Royal Swedish Air Force reviewed. In 
all instances, with the exception of seat ejection, the 
equipment for the AAF is superior to that used by the 
Swedish Air Force, For example a continuous flow oxygen 
system using a modified A-8 oxygen mask is used in their 
combat aircraft. 
The AAF G suit had been examined with a 
great deal of interest by the above personnel in as much 
as it had functioned so well in combat against the German 
Air Force. 
After numerous conferences a powder 
operated ejection seat used in the J-21 was obtained from 
the Svenska Aeroplan Aktiebolaget Company through the 
Royal Swedish Air Force. This is a classified project and 
so will be covered in detail in a separate report. 
Summary of significant research and development 
3. lp.cceleration 
3.11 Pilot ejection seats. Seats for the 
ejection of pilots are considered essential for the follow- 
ing reasons: quickly to escape and safely to avoid plane 
structures at high speed, at all altitudes, including on 
the deck flight, during centrifugal force, during abnormal 
attitude of the aircraft, in case of damage to the aircraft 
or fire and when a pilot is wounded. For the above reason 
the Reichs Luftfahrt Ministerium in Nov 194-4 issued an 
order to the German aircraft industry that all prototype 
aircraft were to have ejection seats installed. Ejection 
seats were tested in the following aircraft: He 162. He 
219, He 280, H3 229, Me 262 and Do 335. The Royal Air 
Force in Dec 1944 established a requirement for seat ejec- 
tion for aircraft with potential speeds of 400 or more 
sr/M-a. miles per hour. The Royal Swedish Air Force is considering 
a similar requirement. 
In the 8th Air Force an appreciable per- 
centage of fighter pilots were injured when bailing out. 
With higher speed jet propelled aircraft many more pilots 
will be injured when bailing out and an appreciable per- 
centage will be unable to escape from such aircraft in an 
emergency. 
3.111 Since the effect of acceleration on 
human beings depends on the magnitude, duration and direc- 
tion of force the sequence of events during pilot ejection 
is important. First there is the acceleration during the 
start frpm seat to head of 10 to 20 G (27 G nomintarily in 
the Do 335) lasting for 0,1 to 0.2 seconds, followed 
immediately by the ram pressure of the air outside the 
cockpit with a force acting in the chest to back direction 
of 10 to 15 G. At the same time the down draft produces 
an acceleration in the direction from the head to seat 
which reaches a maximum of 6 to 10 G and returns to 0 G in 
1 to 2 seconds. Experiments have demonstrated that an 
acceleration of 20 G which produces a force acting in the 
direction head to foot and lasting 0,1 sec can be tolerated 
by an average man provided an abdominal and shoulder har- 
ness is used to prevent bending of the upper portion of the 
body with resultant fracture of the vertebra, Henschke 
found that 36,5 G. is safe for 1/100 of a second. The 
pilot should not be strapped in too tightly or supported 
with metal back plates which would prevent elasticity. 
Although rapid rotation does not occur, rotation at a rate 
of 90 turn per minute can be tolerated for 60 seconds, 
3.112 Experiments in a high speed wind tun- 
nel at the Luftfahrtforschungsanstalt Herman GÖring by 
Ruff and Knackstedt and their associates with the subjects 
in a catapult seat from the He 280 demonstrated clearly 
that sudden wind speeds up to a velocity of approximately 
510 mph can be withstood momentarily (5 sec. max.) by the 
head and face without damage provided the mouth is kept 
firmly closed to avoid pulmonary damage. Once the head is 
turned at speeds in excess of 150 mph it is practically 
impossible to return to the normal position. The pressure 
on the thorax and abdomen is tolerated easily. Respiration 
is possible up to approximately 300 mph. The German oxygen 
mask is lifted off the face when looking to one side at an 
average air speed of 230 mph., and the German goggles xare 
considered unsafe at speeds in excess of 360 mph. The use 
of a support behind the head double or triple the width of 
the head alters the air stream and decreases the fluttering 
of the cheeks and makes respiration easier. 
3.113 In flight tests .of the catapult seat 
used in the Do 335 ten subjects ranging in age from 21 to 
ST<8<» 34 years and in weight from 144 to 169 pounds volunteered 
for the experiment on the ground. Twenty seven tests were 
carried out with air pressures of 60 to 135 atmospheres. 
One subject injured his elbow on his second test with an 
air pressure of 110 atmospheres and a height above the 
plane of 6,6 meters. He was excluded from further exper- 
iments. Another subject was excluded because of fear 
after an ejection with a pressure of 115 atmospheres and a 
height attained of 6.6 m. Nearly all the subjects felt 
strong pressure on their elbows or forearms from the weight 
bearing on the padded arm supports. The maximal accelera- 
tion was 26 to 28 G for a very short time with an average 
of 20 to 22 G for most of the time the G was experienced. 
Next, experiments were made with the 
type of seat used in the He 219 which has a shorter stroke 
of the piston and has no arm supports. Fourteen ejections 
were carried out with 5 subjects with pressures of 60, 90 
and 105 atmospheres. One subject didn't do the experiment 
with 105 atmospheres. The acceleration was less than with 
the Do 335 arrangement. One subject had no distress, two 
felt a sharp blow in the neck with 105 atm; the fourth 
subject had pains in the thorax and on breathing during 
and after the ejections with 90 atmospheres so didnft 
participate in further experiments. The fifth subject 
during the launching with 105 atm. had a marked sharp pain 
In the lower thoracic region and shortness of breath fol- 
lowed by cyanosis. The above episode lasted 40 to 50 sec. 
then he began to breath slowly and returned to normal in 
about 3 minutes. Because of the arm rest support which re- 
lieves about 20% of the weight on the spine a higher G was 
more easily tolerated with the Do 335 arrangement than with 
the He 219 unit. 
3.114 The formula used by engineers in the 
Swedish Air Force for calculating the parabola of throw 
follows: The y axis is considered parellel to the direc- 
tion of flow and the x axis at right angles pointing back- 
wards. The origin is the center of gravity of the pilot 
and the seat at the point where the seat slide off the 
inner tubes. The direction of the force of gravity is 
above the negative y axis and the direction of thrust is 
along the positive x axis, 
v = true airspeed 
vs z terminal velocity in free fall of the pilot and seat 
at the actual altitude, 
m = mass of pilot and seat 
G z weight of pilot and seat 
g z 9.81 m/sec^ 
Vo = Initial velocity of pilot and seat leaving the airplane 
snet -2. x1, y1, xfl, y" = derivative of x and y against time t. 
my" = -G 
rax" = G (-^-)2 
vs 
y" = -et -/v0 
x" = g(-Jt-)2.t 
y' = g£-2 / v0t 
x1 = g(-$-)2.£2 elimenate t 
s 
y1 r -(-$-s).x / v0(^-s/fx 
2g 
At 750 km/hr around 50 kgs/cm2 would be needed for a height 
of 6 ID. 
3.115 In the design and construction of 
seats many closely interrelated factors must be taken into 
account, since successful clearance of the aircraft depends 
on the speed, attitude and altitude of the aircraft; the 
depth of the cockpit, distance from the cockpit to the tail 
and the height of the rudder. Among the factors to be con- 
sidered are: 
Size of the cockpit and its exit 
Strength of the seat 
Supports on the seat for the feet, hands, 
arras and head. 
Safety harness adjustment of the seat. 
Aerodynamic characteristics of the seat with 
the man in it. 
Angle of ejection 
Type of release for the conopy and the seat - 
one between the legs is preferable. 
Type of parachute. 
Ejection method - spring, air, powder or rocket. 
3.116 Other methods of escape from high 
speed fighter aircraft include: catapult ejection down- 
ward through a floor hatch, explosive ejection of the en- 
tire cockpit; and use of a lever on top of the aircraft 
connected to the seat over a support which would carry the 
seat along an arc in the plane of the vertical axis and re- 
leasing the seat in the highest position. 
3.117 The dangers in using an ejection seat 
are; injury to arms or legs through improper position, 
fracture of the vertebrae through not having the shoulder 
harness fastened and pulmonary injury as the result of not 
having the mouth firmly closed. The advantage of being 
able safely to escape from a high speed fighter or medium 
3t/ei -z. bomber far outweigh any potential dangers. Proper in- 
doctrination should minimize accidents. 
3.118 Ejection seats and their tracks were 
removed from the He 162, the Do 335 and the Swedish J-21, 
and were forwarded through channels. 
3.119 References: „ 
Schleudersitzabschusse mit Menschen 
zur Feststellung der Erträglichkeit der Abschussbesch- 
leunigung bei den Anlagen für die Flugzeugmuster Do 335 
and He 219”. Wiesehüfer Oct 31, 1944. 
"Flugmedizinische Grundlagen zum Bau 
von Schleudersitzen", Wiesehäfer Oct 27* 1943. 
"Untersuchungen zum Sitzkatapult in 
Technische Berichte" Band 8, 1943. 
"Untersuchungen über den Einfluss 
hoher Windgeschwindigksiten aufden Kopf, ü. Schutze" Nov 
10, 1940. 
}f "Untersuchungen über den Einfluss 
plötzlich auftreffender hoher Windgeschwindigkeiten auf 
den ungeschutzden menschlichen Kopf," Thaler. Sept 10, 
1943. 
"Gedanken über Entwicklung eines 
Flugzeuges zum Einsatz in extrem grossen Flughöhen" von 
Felix Kracht. Nov. 2, 1944. 
"Funktionsprüfung und Flugerprobung 
der Pressluft - Sitzkatapultanlage der He 219". Delenge 
Feb. 12, 1944. 
"Cornier Werke - Versuchsabteilung 
Katapultzitzeanlage Do 335 Versuchsbericht Nr. 3240". June 
23, 1944. 
3.12\Parachute Escape 
3.l2i Introduction. The acceleration magni- 
tudes which can be tolerated by the human body depend upon 
the following: 1) the direction of acceleration in re- 
lation to the axes of the human body; 2) the position of 
the human body; and 3) the duration of the acceleration. 
These factors and their importance in the design of equip- 
ment are discussed in the following: 
iiiai-z. 1) 11 Grundriss der Luftfahrtmedizin11 194-4 
edition by S. Ruff and H. Strughold. 
2) '’Flugmedizinische Grundlagen zum Bau von 
Schleudersitzen," 27 October 1943 by Wieschofer. (Military 
Publication) 
»1 
f, 3) "Untersuchungen über die Vertra glichkeit 
stossformlger Beschleunigungen," December 1944, by U. 
Henschke & W. Keidel. 
3.122 Occurrence of acceleration during para- 
chute opening, factors influencing the magnitude and methods 
to minimize these accelerations. 
3.123 Opening shock measurements on parachute 
escapes with dummies are typically greater than human para- 
chute escapes under indentical conditions; likewise a human 
escape, when the body is stiffened and rigid elicits a 
greater opening schock than the body which is limp and re- 
laxed. The difference between the peak accelerations may 
be as much as 100$, The explanation may be made along the 
lines of the elasticity of the relaxed human body which 
acts to spread ou-**, in time, the application of the total 
body weight to the parachute. (These findings do not en- 
tirely agree with those of the A.A.F.) 
3.124- Physiologically dangerous opening shocks 
occur at extremely high altitudes (American AAF investiga- 
tions) and during high velocity escapes. Normal opening 
shocks of 8-12 "g" may also be dangerous if the orientation 
of the body is such that radial acceleration results upon 
opening of the parachute; such acceleration may well result 
in spinal injury. 
3.125 Since the human tolerance of acceleration 
is greatest when the force acts in the direction head to 
foot, but is limited even here to 20 "g" for a duration of 
0.1 seconds, it is necessary to design a develop parachutes 
which have the following characteristics: a) A small 
parachute which serves to orient the body in a vertical 
position and to decrease the speed of descent before the 
main chute opens; b) a parachute which has ideal opening 
characteristics and consequently a minimal opening shock; 
c) Properly designed parachute harness which applies the 
opening force near the center of gravity of the body and 
simultaneously distributes this force over as large an area 
as possible. 
Design and development of parachutes 
with these characteristics has inpart been undertaken by 
personnel of the Forschungsanstalt, Graf Zeppelin describ- 
av/gy-a ed elsewhere in this report. 
3.13 Accelerations Occurring During Flight. 
AcceTeTOtffW-'töft'&S' which interfere' with 
normal human functions and which may be injurious to the 
human body occur during banking, diving, climbing and 
other acrobatic maneuvers of high speed aircraft, rocket 
assisted take-offs, parachute braking action, ramming of 
other aircraft in the air and crash landings. 
3.131 To minimize the effects of accelera- 
tions encountered during flight the pilot and other crew 
members should be oriented in a position parallel to the 
horizontal axis of the aircraft. This may be accomplished 
by a reclining seat or by horizontal orientation of the 
pilot, A practical reclining seat is described in the 
following references: 
a) "Uber Flugversuche zur Frage der Erträglich- 
keit- hoher Deschleunigunger bei liegender unterbrigung der 
Flugzenginsassen." 12 July 1939 by Dr. Wiesehöfer. 
b) "Sitzanlage mit steuerungseinrichten für hohe 
Flugbeschleunigungen." Such orientation of the pilot and 
aircrew increases the tolerance of positive acceleration 
up to 15 lfg" for periods as long as 2 to 3 minutes. This 
removes the present human g limitation from design of air- 
craft. 
3.132 Accelerations resulting from ramming 
of other aircraft in the air may be quite high but of short 
duration (0.01 to 0.02 seconds). Experiments on tolerance 
of short but high acceleration in relation to body position 
(see Henschke & Keidel ref. above) indicate that 80 "g" 
may be tolerated if part of the force is taken up by a 
movement of the body resulting from the force acting in the 
direction head - foot. Such movement of the body is pos- 
sible if subject is lying on his back and permits knees to 
buckle. 
3.133 Accelerations which result from crash 
landings are great and of short duration but are not nec- 
essarily injurious to the pilot and aircrew if they are 
properly protected. For example the high accelerations 
occuring during catapult launching of aircraft are not in- 
jurious because the force is distributed over a large area. 
Since the acceleration resulting from crash landings exert 
forces in the opposite directions, it is necessary to de- 
sign crash harnesses which will distribute the force over 
the greatest possible area and over those parts of the body 
3 7/*7-3. that can not be readily injured. Experimental measurements 
indicate that 'forces of 1700 Kg. can be safely tolerated. 
Such experiments on crash harness design are described in a* 
previous reference (Ruff and Strughold) and in an article. 
"Uber die Entstehungsursache schwerer 
innerer Verletzung bei Insassen von Gleitflugzeugen infolge 
hoher Verzögerungen bei Bruchlandungen und über Ifessnahmen 
zur Verneidung dieser Verletzung.,f 16 Dec 1938 Dr. Sieg- 
fried Ruff. 
3.2 Physiological Reactions at extreme altitudes. 
3.21 Survival times at extremely high alti- 
tudes. 
With the design and development of pres- 
surized cabin aircraft capable of flying at extreme alti- 
tudes the problem of human physiology at these extremely 
low pressure environments must be considered. Emergencies 
will arise when the cabin pressure is lost and aircrew will 
be subjected to the fatally low barometric pressure. To 
determine the simplest and most affective emergency pro- 
cedure the time reserves at different altitudes were deter- 
mined. They are; 
Altitude 
Time Reserve (Pure Oxygen) 
(46,000 
ft.') 
14 
km. 
50 
sec. 
(47,000 
ft.) 
14, 
, 5 km. 
25 
sec. 
(49)000 
ft.) 
15 
km. 
15 
sec. 
(51,000 
ft.) 
15. 
,5 km. 
10 
sec. 
(52,500 
ft.) 
16 
km. 
9 
sec. 
(55,800 
ft.) 
17 
km. 
9 
sec. 
'I it 
These data were taken from the article f,Uber Rettungsmo- 
glichkeiten beim Flug in grossen Hohen” by Siegfried Ruff. 
Aircraft flying at altitudes where the 
time reserve is 10 seconds or longer were to have an auto- 
matic diving mechanism which would bring the aircraft 
swiftly down again and back into level flight at a safe 
altitude. Such a mechanism is useless at altitudes above 
50,000 ft. and other emergency measures are indicated; a) 
Parachute escape and free fall until consciousness is re- 
gained. If altitude is 20 km (65*600 ft) unconsciousness 
will occur at 19.75 km (with or without oxygen) and con- 
sciousness will occur at 10.55 km (35*500 ft) if oxygen had 
been used and 4.2 km (14,000 ft) if oxygen had not been used, 
b) Use of a light weight pressure suit which inflates auto- 
matically upon loss of pressure. Such a suit was being de- 
veloped by the Draegerwerke, Lübeck. 
3TJL 3.22 The effect of severe anoxia at various 
altitudes .- 
During investigation of emergency pro- 
cedures at extreme altitudes it was discovered that in 
animals recovery from severe anoxia was possible at alti- 
tudes above 65,000 feet, whereas severe anoxia at lower 
altitudes usually resulted in death. This phenomenon was 
attributed to a severe atalectasis caused by boiling of the 
blood, which causes distention of the capillary bed and 
blood vessels, occluding the lumen of the lungs and com- 
pletely shutting off air exchange and circulation. This 
prevents the blood from losing what little oxygen it has 
and^maintains life in the body tissues during the exposure. 
During descent this atalectasis is relieved and if pure 
oxygen is breathed recovery takes place. For further de- 
tails refer to the articles listed under the discussion of 
the Aeromedical Research Laboratory, Freising. 
3.3 The relation of physiological reaction 
time to speed of modern aircraft. 
The actions of a pilot or aircrew member 
are the result of a complex stimulus - response mechanism 
in which there is an inherent time loss. This time lost is 
the total time required for the various organs to perform 
their individual functions. Since the stimulus - response 
mechanism consists of a series of reactions, the indivi- 
dual latent periods and reaction times are additive and the 
total time required between the beginning of stimulus and 
the beginning of response may be called the physiological 
reaction time. This time becomes extremely significant in 
view of high speed aircraft? for example: the average 
reaction time is 0,2 seconds. During this time a plane 
traveling at 500 mph will have covered about 150 ft. the 
occurance of any obstacle in this distance will be fatal, 
for the pilot is powerless to react. 
3.4 The effect physiologically of blasts and 
vibrations. 
The investigation of the cause of death 
from detonation has been rather thoroughly done by German 
investigators and for details refer to the section dealing 
with the Aeromedical Laboratory, Brannenberg and the sec- 
tion on Forschungsanstalt Graf Zeppelin. Detonation death 
is most likely the result of lung Injury and the extensive 
occurrence of air emboli in the blood vessels. 
3.4-2 The physiological 111-effects of low 
frequency (about 50 cycles per second) but high energy 
sound waves, such as are produced by the intermittent jet 
engine (V-l power unit) may be related to the physiological 
effect of blast. It is certainly indicated that this pro- 
vince be further investigated. 
.37<3'J - £- 3.43 The mechanical vibration on various 
parts of the human body elicit symptoms similar to those 
produced by sound waves but are localized and not so 
severe. The analogies are enough to stimulate further 
investigation into this field as well as the effect of 
high energy supersonic vibration, which occur in all high 
speed aircraft. For further details on this subject re- 
fer to section on Reichsanstalt für Hochfrequenzforschung, 
Helmholz institute. 
CONCLUSIONS; 
1. This investigation into the activity of institu- 
tions and personnel in the realm of aviation physiology, 
medicine and "human engineering" has indicated that im- 
portant and interesting work has been accomplished on the 
following subjects: 
1.1 Pilot ejection 
1.2 Emergency procedures for escape from pres- 
surized cabins at high altitude. 
1.3 Effect of high wind velocities on the human 
head, thorax and abdomen. 
1.4 The liaison approach between aircrew and 
machine being operated, to improve efficiency of operation. 
1.5 Research and development of personnel para- 
chute. 
Vernon J. Wulff, 1st Lt., Ä.C. 
W. Randolph Lovelace, Col., M.C. 
37»»*» -X CONFIDENTIAL 
APPENDIX I 
TEMPORARY DUTY ORDERS 
HEADQUARTERS 
ARMY AIR FORCES A202 
AIR TECHNICAL SERVICE COMMAND 
WRIGHT FIELD, DAYTON, OHIO ICE 
SUBJECT: Letter Orders No. A5-2-15- 2 May 1945 
TO : Col William R Lovelace, II 0337848 MC 
Lt Col Thorelph J Tobiassen 0214698 AC 
MaJ Arnold D Dircksen 0246428 AG 
MaJ Lewis T Gasink 0410815 AC 
Maj Russell M Houghton 0317475 AC 
Capt Ernest C Simpson 0374738 AC 
Capt Charles F Sopeak 0393078 AC 
1st Lt Vernor J Wulff 0579733 AC 
ATSC, 4020th AAF Base Unit (Hq. ATSC) 
Wright Field, Dayton, Ohio. 
1. Pursuant to Restricted Itr. CG of AAF, File 
AFPMF-4 210.453? Subj: "Temporary Duty Orders", 27 Apr 45? 
you are atchd to Shipment AK-B628-AA and dir to proceed at 
the proper time from your present sta to Gravelly Point, 
Va, reporting not later than 5 J&y 1945 to Embarkation Off, 
Washington, PE, Rm 1?42 for TDY pending movement overseas 
under APR-UST-3-101?4-AAF-Apr for TDY approximately 90 days, 
reporting CG of AAF for dy with Directorate of Intelligence, 
purpose in connection with post hostilities intelligence 
matters, and upon compl of dy ret to proper sta. 
2. Tvl by commercial acft (Par 3, AR 55-120, 26 
Apr 1943)? mil or naval acft or any other available means of 
transportation from Wright Field, Dayton, Ohio to destination 
and ret is dir and is necessary for the accomplishment of 
eraerg war mission. WD Cir 260, 1944 will apply in the con- 
tinental limits of the US. Sec 2, WD Cir 356, 1944 will 
apply outside the continental limits of the US. 
3. Provisions of POR, 1? May 1944, regarding 
immunizations will be complied with immediately. You will 
be equipped at Gravelly Point, Va for temperate climate. 
4. Just prior to departure, you are advised to 
notify correspondents by use of WD AGO Form 204 (Change of 
55TI6«« -2- Address Card) that mail will be addressed to you at APO 
19384, in care of Postmaster, New York, NY; also send Form 
923 (Notice to Publishers). 
5. You are designated of 1 courier for purpose 
of transporting ofl documents. Each package or envelope 
containing ofl matter to be exempted from examination will 
bear on exterior cover inscription "Official United States 
Army Communication Exempted from Censorship" followed by 
signature of ofl title of competent auth disptaching the 
documents by special courier. You will obtain letter de- 
scribing communications to be exempted from examination by 
customs. 
6. CIPAP. TDN. 501-22 P 432-03, 03, 212/ 
50425. 
COMMAND OF MAJOR GENERAL MEYERS: 
ROY W SMITH 
Lt Col AGD 
Asst AG 
DISTRIBUTION: 
10 - Offs concerned 
1 - CGofAAF (Attn; Management Control, 201 File) 
1 - CO, Washington Aerial PE, Rra 1?42, Gravelly Pt. Va 
2 - Dir. Army Postal Sv, Wash 25> DC 
1 - Off-in-Charge, Emb APO 4-64 Lexington Ave, Ny, Ny 
8 - Rets Unit 
1 - TSEPL 
1 - TSEAL 
1 - TSELA 
1 - TSPMPlb 
1 - TSPERlc 
1 - TSENG 
1 - TSAG02A 
1 - TSAG02B 
I certify that this is a true copy; 
WILLIAM P. SHEELEY 
Major, Medical Corps. 
•s-nsq - x . APPENDIX I 
Cont *d 
TSENG (TSEAL-3D) 
VJW:mhk:TSEAL~3D 
Purpose of Mission. 
To Whom It may Concern. 
1. Reference is made Air Technical Service Command 
letter dated 30 April 1945* subject: Instructions of Duty 
ln E.T.O., which reads as follows: 
tfl. In compliance with AAF Letter 35-78, dated 13 
April 1944, subject, “Issuance of Instructions,“ the fol- 
lowing instructions are furnished in connection with your 
mission to the European Theater of Operations, 
2, You will gather information on Enemy Equip- 
ment and Facilities for the purpose of future study and 
evelustion". 
2. The purpose of this mission in compliance with 
Letter Order No, A5-2-15? dated 2 May 1945, shall be to 
investigate those elements of German research, engineering 
design, development and manufactured commodities which will 
be of value in furthering research, engineering design, de- 
velopment and manufacture of aircraft equipment of an aero- 
medical nature, as follows: 
a. Pilot ejection from high speed rocket and jet 
propelled aircraft. 
b. Equipment for measuring and diminishing the 
forces existing during parachute openings, 
c. Equipment for protection of aviators from the 
deleterious effects of rapid acceleration and deceleration. 
d. Equipment used to investigate the physiological 
aspects of low temperature environments and the effclency of 
protective garments. 
d.l To visit the physiological laboratory, 
RAE, Farnborough, to discuss recent de- 
-z velopments in aviation medicine and 
aviation physiology. 
e. Equipment for the belief of pilot fatigue 
during long range missions. 
f. Equipment for the protection of eyes. 
g. Equipment for the evacuation of the sick and 
wounded by air. 
h. Equipment for the production disposal and dis- 
pensing of liquid and gaseous oxygen for use on the ground 
and in aircraft, as a source of breathing oxygen or as a 
source of fuel for rockets. 
i. Generators for the production of carbon dioxide 
Equipment used to investigate the physiologic 
aspects of low pressure environments. 
k. Carbon dioxide inflation gear for life rafts 
and life vests. 
l. Portable water purification units. 
For the Acting Director: 
F. 0. CARROLL, 
Brig. General, Ü.S.A. 
Chief, Engineering Division. APPENDIX II 
REPORT OF INFORMATION OBTAINED DURING 5/16/45 to 5/23/45 
FROM INTERVIEW WITH Dr. Ing. F. HOLLMANN 
|Lf Parachute emergency oxygen apparatus. 
I Description. 
This apparatus consists of a series of high pressure 
cylinders which are arranged in a parallel manner to form a 
flat plate, about an inch thick. The diameter of the cylin- 
der is about 3/4 of one inch. The cylinders are connected 
to an outlet valve through a narrow tube, which is about 1 m 
long and which acts as a metering orifice. The entire 
assembly is flat and fits into a pocket in both the seat and 
backtypo parachutes. During normal flight this emergency 
system is connected to the main aircraft oxygen system. A 
ripcord attaches the parachute assembly to the aircraft seat 
and when the pilot wishes to leave the airplace, that portion 
of the emergency system which is attached to the main oxygen 
system is detached and the emergency oxygen flow valve is 
opened. 
b. Operating characteristics. 
The emergency oxygen system is charged to 150 atm 
pressure and has sufficient capacity to last about 20 min. 
Theoretical and experimental flow data are in agreement. 
Experiments conducted with small and shorter orifices indi- 
cated freezing because of the adiatatic expansions of the 
oxygen. The long narrow tube was the solution. For further 
details refer to Research Reports. 
c. Future developments. 
The arrangement of the cylinders in a manner to 
leave a hole in the center for the pilots has been considered 
to give greater comfort. No other changes were indicated. 
&. Samples for study. 
Arrangements have been made to have several samples 
sent to interested agencies for test and study purposes. 
Sfl«1 - 5t c. Comments. 
This apparatus is unique in the German Air Forces 
and is of considerable interest to the U.S.A.A.F. The in- 
corporation of the oxygen apparatus with the parachute is 
a good and merits further development. The existence 
of has been known for a long time but these 
are first models which have been obtained. The design 
and the manufacturer have been extremely coopera- 
tives in discussing this device. 
High Altitude Demand Regulators. 
a. Description. 
The Dragerwerke have lately constructed demand reg- 
ulators only for pursuit aircraft having a high rate of 
climb and high altitude performance. This resulted in a 
regulator without the air diluting mechanism and with an 
aneroid capsule attached to the diaphram to deliver about 
15 mm H2O col. positive pressure above 10 km altitude. The 
structural details may be seen in documents listed else- 
where in this report and pertaining to the "Urasteuerhohen- 
atmer." With the loss of the productive capacity of the 
Auer-Gesellschaft in Berlin, the Dragerwerke built the 
above regulator with a diluter mechanism. 
b. Operating Characteristics. 
The functional characteristics are described in de- 
tail elsewhere (refer to the list of documents). The open- 
ing suction of the regulator is about 10 mm H2O column 
pressure and the positive pressure of 15 mm H2O col. pres- 
sure sets in at 10 km. Production regulators were tested 
for opening pressure, pressure required to obtain flows of 
certain values, the volume of flow obtained by manual de- 
pression of the diaphragms, the adjustment of the aneroid, 
etc. In addition, the check valves, oxygen indicator and 
pressure gages were tested for accuracy, calibration and 
leak tightness. For further details of this test set-up re- 
fer to drawings and descriptions listed in this report. 
37/«« --Z- c. Research Results. 
Considerable research has been carried out on this 
high altitude regulator, the most Important and greater 
part of the research were carried out here. The research 
and design of the original regulators was based on the 
original data from Barcroft, Haldane, etc. and the design 
was not particularly based on research carried out by 
German agencies. For details of research on this regula- 
tor refer to the included list of documents attached to 
this report. 
d. Equipment. 
The regulator has been studied by some allied 
agencies. Additional models are being evacuated however, 
to supplement those already existing. Several samples or 
the aneroid are being evacuated for further study in the 
automatic loading of diaphragms of demand valves. 
e. Comment. 
The regulators for use in the G.A.F. have all been 
designed and most of them built by the Dragerwerke. The 
performance has, in general been satisfactory. The engineer 
niH nf hor momho-nc rvP -Hho f 1 r*m wot>p vorv nonnaT'af l tro 
inf* Combination Oxygen Indicator and Pressure Gage. 
* a. Description. 
This is a device which indicates to the user the 
pressure of the gaseous oxygen (and therefore the supply) 
in the cylinders as well as giving a signal at every breath- 
ing cycle of the person-regulator combination. Theoretical- 
ly, non-function of the blinker indicates non-function of the 
regulator. The blinker is actuated by pressure acting on a 
diaphragm, which is coupled to two bands, visible from the 
front of the instruments and which are phosphorescent, which 
move out of view behind two plates. The mechanism is quite 
simple. 
b. Operating Characteristics. 
The operation of the blinker is not affected by vi- 
bration and by cold of -45° C only to the extent that the 
leaves close more slowly. The pressure gage is calibrated 
at the bottom and top of the range and reads in fractions 
of supply rather than pressure. 
3V81-Z. c. Research Results, 
The combination indicator emanated out of the idea 
to consolidate the pressure gage and blinker into one 
housing. No extensive research was conducted. 
d. Equipment. 
Several samples of this instrument have been evac- 
uated for further study in connection with the central 
wanning nanel. 
y Regulator Test Instruments. 
a. Description. 
(1) Universal test instruments. This is a rotary 
scale instrument for the measurement of flow, positive and 
negative pressures to test any type of oxygen dispensing 
mechanism. For further details refer to the references 
listed in this report. 
(2) Oxygen purity analyzer. This Is a manometric 
type analyzer using a solution of 50% NH4OH solution and an 
equal volume of saturated solution for absorbing 
the oxygen. The quantity of oxygen absorbed is indicated 
on the volumetric tube. 
(3) Demand regulator leak tester. A device for 
measuring leakage in a demand regulator installed in the 
plane. This device measures the positive pressure upon 
leakage from the demand valve, and negative pressure drop to 
test for leakage at the diaphragm, etc. 
b. The operating characteristics are adequately describ- 
ed in reference listed in this report. 
c. Research Results. 
The research on these instruments was only that con- 
nected with their design. 
d. Equipment. 
Several models of each item of equipment have been 
evacuated except the regulator leak tester, of which none 
were available. 
a. Comments. 
These testing devices are all visual. The Op-purity 
analyzer requires about ? min for one analysis and the 
2.7/89 solution deteriorates quite rapidly» The Scholander device 
used by Allied agencies is believed to be just as accurate 
and' superior in other respects. The other devices are in- 
dicating mechanical devices which are practical for field use. 
% Reducing Regulators. 
ä* Introduction. 
Reducing regulators have played a very important 
part in industry and the armed forces of Germany. The 
government agencies which were interested in producing 
equipment such as the VI, V2, and submarine devices, often 
assumed that reducing regulators were readily obtained and 
therefore came- to the Dragerwerke very late to obtain the 
proper regulator, only to learn that it had to be designed 
and developed. It was also learned that information as to 
the use of the regulator was not divulged to the engineer, 
except that which was absolutely necessary for the design. 
This resulted occasionally in the delivery of the wrong re- 
ducing valve. These procedures caused a considerable delay 
in the appearance of the V2. 
b, Description. 
Reducing regulators have been designed and built by 
this firm for a variety of purposes, which are listed below: 
(1) Katapult Seat. 
Early trial with pilot ejection used a blast 
of compressed air, acting on a piston attached to the seat, 
to eject seat and pilot. Since ejection must be very rapid, 
a high capacity pressure reducing regulator was required. 
Such a regulator was designed and built, Including a modi- 
ficatlon by which the regulator could be turned on by an ex- 
plosive charge. 
(2) High Pressure Reducing Regulators. 
Economy of space and time have led to use of 
very high pressure gases (400 atm). For these very high 
pressure reducing valves have been designed and built. 
(3) Automatic compensating regulators for divers 
and torpedo tubes. 
Reducing regulators have been built for use on 
diving suits and submarines whose outlet flow and pressure 
is controlled by the water pressure. This prevents accidents 
37 >8<f-Z. in case of a sudden increase in depth of either the divei* 
or the submarine. COp gas was used to keep the torpedo 
tubes clear of sea water. 
(4) Suspended Buoy Reducing Regulators. 
Buoys were built by the Germans which would, 
after a certain period of immersion, generate gas, displace 
water, and rise near the surface and emit either a char- 
acteristic sound or a phosphorescent glare, after which 
they would sink from view again, thereafter to rise at 
regular intervals, thus intermittently marking the way. 
(5) Reducing Regulators for Underwater Diesel 
Motor Operation. 
A circulatory system has been evolved to sup- 
ply Diesel Engines with suitable mixtures of oxygen and 
nitrogen* The exhaust gases are filtered and purified, the 
noxious gases are dumped to the outside and the useful 
gases are recirculated through the system. The reducing 
regulators for this system were designed and built by the 
Dragerwerke. y 
(6) Regulators for Shallow Swimming and Diving 
Suits. 
A complete rubber diving suit for bridge repair 
and construction had been built by an Italian company, 
copied and improved by the Dragerwerke. This suit is equip- 
ped with web like hands and feet for easy swimming. When 
the head is above the water level air is breathed and when 
the head is below water oxygen is permitted to flow into a 
reservoir by a manual operation of the reducing regulator. 
These suits were service tested for repair of the Nijmegen 
Bridge and worked quite satisfactorily, although there is 
some objection to these suits by personnel using them. 
(7) Regulator for ejection of torpedoes. 
A high capacity pressure reducing regulator has 
been developed for the ejection of torpedoes in submarines. 
These regulators have an extremely high capacity and only a 
few experimental models have been built. 
(8) Protective devices against explosions occurring 
in the lines of oxy-acetylene torches. 
This is a fitting containing a check valve and 
an unglazed ceramic disc. The check valve prevents any 
sum -x back flow into either tank and the ceramic disc conducts 
heat away so that explosive temperatures cannot be reached. 
A check valve is not sufficient, because the explosion 
travels faster than the pressure wave which closes the 
valve. Other materials have been tried for heat conduction, 
i.e. glass wool, metals, etc., but unglazed ceramic has been 
found most satisfactory. When leakage from one line into 
another exists for a long time the ceramic may heat up. 
Hence, it is necessary to close the regulators before this 
happens, which indicates an awareness of the situation. 
(9) These items described above are only in part 
available, but drawings exist on all and have been requested. 
Thi engineer was cooperative in divulging information only 
he had been told to hide nothing from the investigat- 
ing team. 
cf Pressure Suits. 
Investigation on pressure suits for use at high altitudes 
oy aircrew has been intermittently underway since 1930. The 
development has been an interesting one but its ultimate use 
in aircraft is not considered practical, since motion and 
sense of touch is restricted to the extent that piloting of 
an aircraft is distinctly problematical. Development of 
this item was nevertheless stimulated by officials of the 
G.A.F. The development along this line was principally one 
of improving the leak tightness and flexibility of the 
joints. 
a. Description. 
The latest suit, of which only one incomplete item 
is available, is made of rubberized fabric with ball bear- 
ing joints that may be of some interest to allied agencies. 
The helmet is a plastic device reinforced with metallic 
bands. The oxygen mask used has inlet and outlet tubes and 
is attached to the demand regulator which is subjected to 
the pressure environment within the suit. The suit is equip- 
ped with two safety valves, the primary one of which has 
excellent flor characteristics. 
h. Operating characteristics. 
The suit may either be inflated by compressed air or 
oxygen and ventilation is achieved only when the .relief 
valve has opened. Oxygen for breathing is obtained through 
a mask from a demand regulator which is subjected to the 
pressure in the suit. 
51U«<f- 3. c. Research Results. 
Research at this factory has confined itself to 
those aspects necessary for development. Several alti- 
tudes trials have been made and these are reported in de- 
tail in research reports listed among the documents. 
d. Comments. 
Development of this item has not progressed as far 
as had been hoped. However, consideration of the ball 
bearing Joint may be of some value to allied agencies. 
7. Anesthesia and Inhalation Apparatus, 
a. Introduction. 
The majority of this apparatus was designed and 
built before the war and hence no striking developments 
exist. Since in German medicine anesthetists are not 
specially trained for their Job, the machines have to be 
fool-proof. The three developments which deserve mention 
are: 1. The use of heated plate for vaporization of the 
ether, to raise the temperature of the gas mixture at the 
mask. This decreases the chances of ill effects on the 
respiratory tract and decreases the severity of the after 
effects of narcosis. The plate is kept at a constant tem- 
perature of 60° C by an electrical heater. 2. The use of 
an aspirator to introduce liquid medicaments into the nar- 
cotic gas mixture. 3* The use of a water check valve and 
a filter on the exhalation side of the circuit to give an 
indication of breathing and take out the ether not utilized. 
This prevents the accumulation of ether in the operating 
room. Another development is the use of conductive rubber 
on the wheels and tubes of anesthesia apparatus to prevent 
the accumulation of static electricity. Electric conductors 
to ground are also supplied to the machine and the operat- 
ing table. 
b. Description. 
The description of the and inhalation de- 
vices are adequately described in the literature on this 
subject, of which a list is included in this report. 
c. Comments. 
The engineer in this department, Eng.Joseph Haupt, 
worked on a constant flow system for a Ju 52 for evacuation 
of wounded from Africa, He also developed the douche valve 
for the swim suit previously described. 
a-r/a* - a. 8* Carbon Monoxide Indlcatin a. Measuring devices. 
The carbon monoxide indicator consists of a double act- 
ing suction pump and a capsule containing an absorbing 
medium for hydrocarbon and a color indicator for CO. To 
obtain a quantitative indication 10 strokes should be made 
with the pump and then a color comparison made to determine 
the quantity. 
The carbon monoxide measuring apparatus consists of a 
differential thermometer consisting of two arms and a com- 
mon center piece. The lower portion of the two arms are 
filled with mercuryr filled with a fluid (described in 
literature listed in the index) and sealed by two metallic 
ends of high thermal conductivity. One of these ends is 
embedded in a container of hopcalite, which acts as a 
catalyst for oxidation of COo. This process generates heat 
which is measured by the differential thermometer. The 
other heat contact is embedded in a substance having a heat 
conductivity similar to the hopcalite. The instrument has 
a lag of 5 to 7 minutes with increasing CO concentrations 
and ID min. with decreasing concentration. The instrument 
will indicate CO concentrations of the magnitude of 0,025 
by volume. The limit of the scale is 0.2%. Use of this 
instrument at lower than atmospheric pressures will probably 
necessitate recalibration. This instrument is well designed 
and built and has a wide application. It merits further in- 
vestigation. 
Developments of Dr.Ing.F. Hollmann. 
A. Development of high altitude safety pressure demand reg- 
ulators, Several methods have been developed and some of 
them tried, to produce a slight positive pressure to reduce 
the effects of mask leakage at altitude. These methods are 
all designed to supply an additional force to the oxygen 
inlet valve, to open the valve slightly and permit a posi- 
tive pressure in the regulator. The mechanism has been 
designed to produce a positive pressure between 10 and 1? 
lam K20 column. 
Constant Safety Pressure. 
This mechanism is activiated by blinker line pres- 
sure, which pressure builds up between 1 and 3 atm, only 
during inspiration. The pressure is conducted to a small 
diaphragm which actuates a rod connected to the inlet valve, 
which opens slightly, producing a flow of Op under a slight 
positive pressure. A small bleed orifice is provided to 
permit lose of pressure during expiration. The drawings and 
patent claims for this system are included in the list of 
documents. 
ST/«*- X (b) Solenoid. t 
To accomplish the same act a device using an 
electric solenoid was designed but not tried. The solenoid 
is actuated electrically and opens the inlet valve. This 
method is obviously more complex. 
(c) A third method was tried to accomplish the fore- 
going by means of an aneroid, so that the safety pressure 
would be applied in relation to altitude. This requires 
the aneroid*system, exposed to ambient pressures, and the 
system for opening the main oxygen inlet valve. This method 
combined with the method described in (a) suggests a scheme 
for producing a continuous safety pressure and a positive 
pressure which increases with altitude. 
(d) A fourth method wa s presented, utilizing the pos- 
itive expiratory pressure to aid in depressing the diaphragm, 
thus aiding the following inspiratory effort. This method 
has been tested and works but is susceptible to freezing. 
Diagrams illustrating this and the foregoing principles are 
Included in the list of documents attached to this report. 
B. Liquid Oxygen Vaporizer for use in aircraft. 
The engineers at Dragerwerke began to experiment with 
liquid oxygen installations for long range aircraft in 194-3. 
They built one experimental converter with atmospheric heat 
exchanger and rapid pressure build up similar to the schemes 
now in use by the allied. Schematic drawings of the system 
and a detailed diagram of the control valve system have been 
obtained. The above named engineer expressed the opinion 
that the use of liquid oxygen installations was practical 
only for long range aircraft. 
C. Pressure Equalizer for demand Regulators. 
To maintain a constant opening pressure and resistance 
to inhalation with dropping pressure in the supply system a 
mechanism is incorporated which tends to equalize the forces 
on the oxygen valve. The methods for accomplishing this are 
variable but all embody the principle of the force of a 
spring counteracting the force of the pressure exerted on a 
known area. A new scheme for doing this has been developed 
and the patent claim drawings have been obtained. 
D. Automix Valve Opening Scheme. 
To insure against a high percentage air or all air in- 
spiration in shallow breathing it is necessary that the 
-5tJ89 - X automatix valve be opened by operation of the injector. To 
accomplish this a pressure line has been connected from the 
blinker line to the valve opening mechanism in the automix 
box. Patent claim diagrams have been obtained. 
E. Goggles for Spray Painters. 
To prevent the accumulation of paint on goggles a flow 
of compressed air is emitted from the upper and lower rim 
of the goggles. The air stream prevents the accumulation 
of paint on the ggggles. 
F. Demand Operated Reducing Valve. 
A small reducing regulator has been designed which is 
actuated by small negative pressure. No model of this de*- 
vice has been built and many engineering problems will 
probably present themselves upon construction. 
33&3-*- APPENDIX III 
Report by Colonel W. R. Lovelace, CIOS. 
Lt. W. J. Wulff, CIOS. 
25 May 194-5 
LOCATION: Luftfahrtforschunganstalt (CIOS) Target No, 2J/71 
SUBJECT : Interrogation report concerning studies on effect 
of high wind velocities on human subjects. 
NAMES s Prof.Dr.Ing.Adolf Buseman-Prof.Dr.Ing.Wilhelm 
Knackstedt 
INTERVIEWERS: Colonel Lovelance and Lt. Wulff. 
1. To the knowledge of these two men, no work had been 
carried out at the L.F.A. on human parachute shock, ejection 
of pilots from high speed aircraft, or on the design of the 
ejector seat, or on pressure cabins and related controls. 
2. One series of experiments were conducted on six (6) 
human subjects who were introduced into constant wind stream 
of ?60 KmA (ground level) velocity for periods of between 3 
and 5 seconds. The subject controlled his own exposure and 
could be automatically removed from the windstream by the re- 
lease of a grip handle. 
3* Tesis were also conducted on a wooden head, with 
pressure measurements. The pressure taps were made in the 
forehead, eyes, nose, skin and throat, and recorded in the 
report from the L.F.A. No. 32, title ‘’Untersuchungen am 
Menschlichen Körper bei Hohen Standrucken11, which is being 
processed. 
4. No deleterious effects were experienced by any of 
these subjects. For further details see the above mentioned 
reports. 
Experiments tried with oxygen mask on face — mask 
was pulled off face. It was indicated that full face mask 
and goggle assembly be built whose total area is not appreci- 
ably greater than the area of the face. All experiments 
were tried with subjects facing into the windstreara. This 
was assumed to be the position of the person ejected into 
the wind stream but may not necessarily be so. 
The effect of the acceleration of the aircraft on 
performance of the catapult seat is not known. 
51'M -Ä- APPENDIX IV 
ABSTRACT 
it 
Untersuchungen Über den Einfluss hoher Windgeschwindigkeiten 
suf den Kopf by ü. Schutze. 
Investigation of the Effect of High wind Velocities on the 
Head. 1940. (Deutsche Luft Fehrtforschung). 
2 
1. With unprotected head, ram pressures up to 1130 Kg/m 
resulting from 500 Km/h velocity can be sustained (one col- 
lapse occurred in this series — due possibly to pressure 
on carotid sinus, pain, fear, other causes). Breathing is 
possible but irregular and shallow. 
2. Examination of goggles revealed that they are not safe 
at ram pressure of 2,000 Kg/m2, at speeds of 600 Km/h (Ground 
level), and constitute a danger to the eyes. The rubber 
strap breaks at oblique flows of 250 Km/h and the goggles 
fly off. 
3. Investigation with head boards two to three times as 
wide as the head placed Just behind the head creates a back 
pressure because of turbulence which partially offsets the 
ram pressure. This effect increases with increasing board 
width from 1 x head width to 2 or 3 x head width (refer to 
table pp. 19. this report). 
ABSTRACT 
n 
Untersuchungen über den Einfluss suftreffender hoher Wind- 
geschwindigkeiten auf den ungischutzten menschichen Kopf, bei 
Thaler. 
Investigations on the influence of high wind velocities on 
the unprotected human head. Deutsche Luftfahrtforschung. 10 
September 1943. 
1. Trials in a wind tunnel with constant wind velocities on 
the unprotected head indicated that velocities up to 850 
km/h (ground level) can be sustained. The rapid onset of 
high wind velocities can, however, catch one off guard, so 
that high ram pressures may be exerted on the respiratory 
system. Injury to other organs is not Indicated, 
ABSTRACT 
ti 
über Beschleunig-ungsuntusuchungen am Menschen - S. Ruff. 
Concerning acceleration experiments on Man. 194-1. D.L.F. 
ST 191-Z 1. Measurement of systolic and disstolic pressure every 1? 
seconds indicated that acceleration of 3 "gn can be sus- 
tained for long periods without difficulty. Above 3 MgM 
visual and mental disturbances began. The pulse rate in- 
crease rapidly in all trials. 
2, nGM tolerance increases during digestive processes and 
with addition of C02 to breathed mixtures. 
3. Use of abdominal bands did not increase "g" tolerance. 
4. To sustain ,fg" higher than 3> it is necessary to place 
aircrew in horizontal positions. 
5. Systolic and Diastolic blood pressure measurements were 
made with the wrist cuff method, blown up to 200 mm Hg and 
bleeding pressure down while recording cuff pressure and 
pulsations. This method is worth while investigating. 
37(81 -X APPENDIX V 
Ex. A. 
Medical Research Institute at Garmisch-Partenkirchen 
Results of Interrogation of Dr. Henschke and his co-workers 
6/6/45 
Subject ;f Research on Medical Aspects of Aircraft Design and 
on Development and Application of Prosthetic 
Appliance. 
1. Effect of Acceleration. 
It is important to know the mlmitations of the human 
body subjected to "g“ forces for various time periods for 
the following reasons, a) To study crash injuries and 
methods for protecting against high accelerative forces, b) 
To develop suitable ejection seats, c) To develop aircraft 
which ram other aircraft in the air. 
Dr. Henschke and his group carried out research on this 
topic, using a swing which was stopped rapidly at the bot- 
tom of the swing by a strong cable. The flgff was recorded 
with a tensionmeter and the position of the subject in the 
carriage could be varied. The report has been translated 
and the f,gtf was applied for 0.010 records. The max. g 
varied with position of the subject, but in all cases the 
limitation was believed to have been 10 g sustained by the 
brain, for above that acceleration concussion will occur. 
2. Sights for Modern Aircraft. 
a) Gun sights for moving targets. 
Most of gun sights to date consist of several objects 
which must be lined up with the eye. These objects are at 
various distances from the eye and it requires about 1/2 
second for the eye to accommodate to these distances. This 
time lag is extremely critical for aiming at moving targets. 
To avoid this time lag it is essential to have aiming sights 
which do not require any accommodation. This is possible by 
placing a hole near the eye and a cross or circle at end of 
gun. 
Magnification for firing of machine guns is desirable 
only for night fighting, because the visual acuity for the 
cones and rods varies so greatly. The bullets fired from a 
Z1IS1 -2. machine gun have a certain amount of scatter. With cone 
vision the acuity is great enough to discern hits within 
this cone of scatter. Additional magnification increases 
this acuity and renders the visibility of the entire cone 
of scatter more difficult and therefore decreases the ac- 
curacy. With rod vision the acuity is so much worse that 
hits within the cone of scatter cannot be discerned. Hence, 
magnification to increase the visual acuity is desirable. 
b) Sights for guiding of controlled bombs. 
Unless a visual contrast is provided it is extremely 
difficult to observe the movement of a point in space - i.e. 
the movement of a guided bomb against the sea or sky. To 
successfully guide the missile it is necessary to provide a 
grid on the observation window or on the sight. 
Secondly, it is important to perceive small distances of 
travel because of the acceleration of gravity to which the 
bomb is subjected makes the control more difficult the long- 
er it moves in a given direction. To remedy this difficulty 
at least in part it is essential that magnification be pro- 
vided. The upper limit of magnification, is determined by 
the difficulty in keeping the bomb in view. With a grid and 
magnification of 4 x the accuracy of hits with a Hs 294 at 
height of 6 km is 100# (This figure is questionable - WRL) 
c) Bomb Sights. 
It is essential that a fixed telescope be provided, as in 
the Norden sight, so that the swaying of the aircraft is not 
transmitted to the instrument cross hairs. 
d) Fighter gun-fire errors. 
Gun camera movies and reports indicate that fighter pi- 
lots begin firing too soon and stop too early. This is 
purely psychological and can be remedied only by thorough 
training. 
3. Control of Aircraft. 
a) Transmission of Motion 
Two types of steering mechanisms are employed, the di- 
rect coupled method and the r emote controlled method used 
in our power turrets. The accuracy of aiming by the direct 
method is much greater in untrained personnel than with the 
remote method, and it is only with considerable training 
that the remote method, becomes sufficient, It is Dr. Henschke's 
3t»8«» -X belief that the ideal coupling mechanism is one which em- 
ploys both direct and remote coupling methods. 
b) The design of steering gear. 
It is Dr. Henschkefs contention that the feet and legs 
are made for heavy work and that they cannot make adjust- 
ments nearly as well as the hands. Aiming devices operated 
by the hands are 100% more accurate than those operated 
with the feet. A second advantage of incorporating all 
steering motions into one hand assembly is that the instic- 
tive movements of the body can be used to guide the aircraft. 
Gun camera pictures and flight reports indicate that the 
vertical aircraft is very accurate when accom- 
panied by very much weaving, when this steering is accom- 
plished by the feet. Hence, accuracy*of steering aircraft 
may improve by having all controls operated by hand. This 
principle has yet to be carried to an actual flight test. 
A fourth advantage of this hand mechanism is the ability 
of pilot to bend far forward since the legs may be drawn 
under the body. This permits head and heart to be on same 
level and increases tolerance to ,fg". 
c) Design of Handles. 
It is important that the type of handle for a particular 
instrument be properly designed for optional performances of 
the nlan-instrument combination. On design of handles the 
following consideration exist; 
1. Height of handle or grip in relation to body. 
2. Suitability of arm motions (plane ) to be used. 
3. Effect of vibration of handle. 
4. Effect of acceleration on handle. 
Experiments have indicated that change in design of a gun 
handles may increase accuracy by 100%, The design of handles 
must be undertaken for each instrument separately. 
For objective tests on these various devices. Dr. Henschke 
uses a mercury arc lamp which is focused on a photocell 
which is on the end of a 3 foot rotating rod. The current 
from the photocell actuates a light, a counter and a clock, 
which turns only when the photocell is active. 
suet-x 4. Vision from Aircraft. 
The use of vision aided as well as unaided is princi- 
pally for: a) Finding of objects in the sky b) Recogni- 
tion of objects in the sky c) °rientation of the aircraft 
a) The unaided eye during the day has sufficient visual 
acuity and breadth of vision to realise optimal scanning of 
the sky. Magnification is desirable because it increases 
the acuity, but undesirable because it decreases the scan- 
ning ability. Hence, Dr. Henschke has made various modifi- 
cations of the binocular to achieve the advantage of magni- 
fication and not destroy the scanning ability. 
b) for increased visual acuity for rec- 
ognition of aircraft is desirable and the upper limit of 
magnification is limited by vibration and swaying of the 
aircraft. The conventional binocular was rarely used in 
aircraft, but various modifications were made by Dr. Henschke 
to syady the magnifying glasses. These methods are all 
described in reports evacuated. 
(5./ Prosthetic Aids 
v a) An aid for the blind. 
By means of a balanced oscillator and a tphtocell 
fed oscillator light intentities are transferred into sound, 
which enable the blind to distinguish light regions from 
dark. To increase the acuity of discernment lenses may be 
applied and a narrow photocell be used. This method, when 
used in connection with a scanning device, may be used to 
indentify letters by certain tonal rhythms. By proper train- 
ing, reading of words and sentences letter by letter is 
possible. 
This research is also just atarted. The electrical 
circuit still has many flaws in it and the idea needs re- 
finement and sharpening, but the ideas exist and may be 
readily developed. 
b) Actuated prosthetic extremities 
Personnel with amputated legs or arras are still able 
to move the muscle remnants which motivated the extremities 
now absent. This movement of the muscle results in a muscle 
action current which, when obtained and amplified, may be 
used to operate relays which in turn operate solenoids or 
other actuating devices. Research on this appliance has 
been completed only to the extent that electrodes and am- 
plifier for obtaining the muscle action current and am- 
plifying it has been developed and one artificial hand 
STia*? - a. with a solenoid for actuating the closing of the grip 
constructed. 
c) Electronic Geiger Counter 
This device results in an audible sound whenever a 
idioctive molecule is received by the pick up unit. .Hence, 
the frequency of the sound repetitions the amount of 
dioactive material present may be determined. 
I. Interference of monochromatic light with Vision in the 
dark 
Tests have been conducted to determine the effect of a 
controlled intensity of monochromatic light falling on a 
particular area of the retina of dark adapted eyes on the 
ability to recognize objects with very low intensity light 
contrast. The intensity of the monochromatic light was con- 
trolled subjectively by the ability of the subject to see a 
fine hair located between the eyes and the source of mono- 
chromatic light. The object to be recognized consisted of 
black circles of varying diameters placed on the periphery 
of a circular white background, which was rotated. The sub- 
ject had to locate the position of the black circle. 
Tests were conducted in two ways: 
1. Illuminating one eye with monochromatic light and 
searching with the other. 
2, Illuminating the same eye with which vision is 
attempted. Both methods indicate a marked interference of 
the monochromatic light with rod vision, indicating that it 
is a central nervous system phenomenon rather than a retinal 
light adaptation. The results also indicate that the mag- 
nitude of the interference varies with the wave length of 
Ixght, the interference being least with light in the orange 
part of the spectrum. 
1» Improvement of Man's Efficiency by Physical and Chemical 
Msthods. 
The use of chemical substances, such as tea, coffee and 
alcohol have long been used to improve the working ability 
of man under severe stress or under usual working circum- 
stances. Recently other drugs such as benzedrine have been 
used to relieve the fatigue encountered during long periods 
of strenuous but monotonous work, such as piloting aircraft 
on long combat missions. 
The investigation of the effectiveness of certain 
37/0<J-Z. chemical substances and of physical stimulation in improv- 
ing man's ability to work and willingness to work was under- 
taken to evaluate the drugs and physical stimulation. The 
drugs tested were: caffeine, pervitin, morphine, alcohol, 
dilantin and cardiozole. The physical stimulus consisted 
of the Finnish bath, the Sauna, and treatment with artificial 
sunlight. It was determined that coffeine is a drug which 
results in extreme irritability of the nervous system but 
with a loss of confidence; that a mixture of coffeine and 
cardiozole gives excellent results; that dilantin depresses 
the individual; that morphine given rise to the desire to 
rest and sleep; that benzidrine is a good stimulant but re- 
sults in a hangover; that an appreciable improvement in 
ability and willingness to work is apparent after several 
Finnish baths and exposure to sunlight. 
Dr. Henschke proposes that Finnish baths and artificial 
sunlight be provided at every fighter and bomber base to 
keep pilots and crewman physically and mentally keyed up 
without resorting to drugs, which he believes will result in 
leafe drinking and smoking and less desire to have intercourse 
wi|h women.. 
8.i Selection and training of operators of remote controlled 
bombs and guns. 
The principal physical requirement is that of visual 
acuity. Vision in the better eye should be 6/4 and in the 
poorer eye 6/6. This requirement was never actually in- 
stituted. 
The technique of guiding the flying bomb consists of 
keeping the bomb between the bombadier and the target through 
out its flight. Reference points for determining changes in 
response to the steering mechanism are important. Grid 
lines on the sighting window are satisfactory for this pur- 
pose. A small rocket is automatically set off 3 seconds 
after the bomb leaves the aircraft and burns for 10 seconds. 
This increases the speed of the bomb and causes it to come 
within the sight of the operator. 
Two synthetic trainers were used. The electrically 
actuated trainer was mechanically unsatisfactory. A simple 
mechanical trainer was devised by Dr. Henschke. It is a 
box containing a glass covered tray about 14 inches square. 
A square and target are marked on the tray. The tray con- 
tains a steel ball about one inch in diameter. The tray is 
controlled by means of a stick extending from the back of 
the box. The trainer sits in back of the box with the con- 
trol handle between his knees. He looks over the box at a 
mirror across the room. In this mirror he sees the reflex- 
S7/S'? -X tion of the tray from the lid of the box. This trainer was 
made simple and inexpensive so that large number could be 
procured. 
The trainees are instructed with the instrument in small 
groups for four hours a day for four months. It has been 
observed that generally the slower studerts at the beginning 
are generally the better ones at the end of the training 
period. 
9- Small Orientation 
The special sense of vision is divided into four phases 
as follows: 1, Visual acuity; 2 Finding; 3. Recognition 
and 4. Small orientation. The first represents the function 
of the eye as a special sense organ. The latter three rep- 
resent cerebral function which within reasonable limits are 
independent of the first. 
Small orientation means the ability to locate oneself in 
relationship to direction and ground. For example: a good 
mountain-climber knows which direction is north and his 
exact location in relation to the surrounding country. An 
example of a person of poorly developed sense of small ori- 
entation is the person who frequently gets lost and has dif- 
ficulty in finding his way, 
Sr. Henschke and his co-workers believe that this func- 
tionfis exceedingly important In aviation and that this 
sense can be improved through training. They are interested 
in fioing research on this subject. 
10/ Pilot Fatigue. the capillary system and nutrition. 
a) Pathological changes in capillaries. 
Capillaries of individuals in good health always 
have a characteristic shape, consisting of two parallel arms 
connected by a curved arm. Under pathological conditions 
resulting from physical fatigue, wounds or surgical opera- 
tions characteristic morphological changes occur, such as 
crossing of the parallel limbs and alternate regions of con- 
striction and enlargement. These pathological changes are 
evident also during the existence of the foehn, when the hot 
dry winds come down from the mountains; these foehn changes 
are attributed to electrical conditions set up on the body. 
The morphological changes are accompanied by 
-7- physiological changes; i.e. changes in semipermeability re- 
lations, so that fluids diffuse out quite readily but are 
resorbed much more slowly; changes in the rate and manner 
of flow of red blood corpuscles, changing from a smooth con- 
secutive flow of corpuscles to a jerky conglomerate flow of 
corpuscles. The difference in the rate of diffusion can be 
measured by the negative pressure required to suck blood out 
through the skin; for normal subjects the pressure is about 
100 to 120 mm Hg. and for pathological subjects it is con- 
siderably less. Such a test manometer can be readily ob- 
tained by slight modification of a standard sphygmomanometer. 
This may be a practical field test, if it is deemed neces- 
sary, to ascertain the validity of subjective symptoms of 
fatigue. 
Clinical experiments have been conducted on the relation- 
ship of this pathological capillary picture to operation, 
recovery from operations and illness and absolutely fresh 
vegetables which have a high content of anxins, vitamins etc. 
Cler-out data on these relationships have not been obtained, 
but general observations do exist. These are; 1.) on days 
when foehns exist, many doctors in this region refuse to 
operate because they have learned from experience that 
chances of recovery ape not as good; 2.) Patients with a 
good capillary recover more rapidly than patients 
with a pathological picture; 3) Patients whose diets con- 
tain a good proportfbn of fresh vegetables have a more rapid 
and better recovery! 
Altitude Adaptation. 
Information obtained from Dr. U. Henschke (Captain, Medical 
Corps C.A.F. and Dr. A. Frank, Captain, Medical Corps, C.A.F.) 
Observations on increased altitude by exposure to alti- 
tude have been made by Dr. Frank during the past year and 
one-half. Thirty C.A.F. flyers were observed every two weeks 
during this period. 
The increased tolerance was produced by living in the 
Bavarian mountains at 3 >000 meters for a period of 11 to 14- 
days. During the time physical exercise is essential. 
Greater altitude is considered to be better but facilities 
were not available. 
This exposure increased the altitude tolerance both when 
breathing air and breathing 100$ oxygen about 1,000 meters. 
The principal test used to demonstrate this was the hand 
writing test. 13,000 meters is considered the maximum al- 
titude for flight without pressurized oxygen or without a 
Sfisq -2. pressure cabin and this procedure increases this altitude. 
The increase in the red blood bells and hemoglobin accounts 
in part but not completely for the increased tolerance. 
The increased altitude tolerance was maintained by ex- 
posure to 5,000 meters in a low pressure chamber for 1 hour 
every day. This was done for as long as two months and it 
is thought that it might be maintained even long as six 
months. Reduced susceptibility to aero-embolision is thought 
to also occur but this is not definitely proved. 
Dr. Henschke has used a breathing exercise which in- 
creased the blood hemoglobin concentration and he thinks it 
may be useful for increasing altitude tolerance or for main- 
taining an increased altitude tolerance. The exercise con- 
sists of taking a deep breath and holding it for one minute 
then breathing for 15 seconds and repeating. The exercise 
is done for 30 minutes twice a day. He thinks that the mild 
anoxia so produced is the mechanism which increases the 
hemoglobin concentration. 
■3TI84-fL APPENDIX V 
Ex. C. 
Medical Research institute 
Garmisch-Partenkirchen 
A. Aviation Medical Research 
1. Aiming by use of sights. 
Authors: U. Henschke, P. Karlson, J. Zott. 
Sights are interesting from the medical point of 
view, because a good adaptation of the sight to the ob- 
server often give an increased accuracy, which can never be 
reached as easily in a purely technical way. Therefore 
sight-investigations are important in wartime (guns, cannons, 
bombs, aircrafts remote controls) as well as in peacetime 
(modern machines and instruments). 
We tested all forms of sights (mechanical-, reflex-, 
telescope-, periscopes-, and infrared-sights) for standing 
and moving targets. Usually we worked with a mercury arc 
lamp connected with the tested sights. Light of the lamp 
entered a photocell, which was placed at the end of a rotat- 
ing rod. The rotation velocity could be changed. The cur- 
rent of the photocell actuated a counter and a clock, which 
turned only when the photocell was active and gave the ac- 
curacy at the end of the experiment directly in % (figure). 
It was possible to suggest better sights for guns 
and aircrafts. By means of other investigations we tested 
normal bomb sights and developed auxiliary and telescope 
sights for remote controlled bombs and rockets. Fighter gun- 
fire errors were also Investigated. 
2. Controls 
Authors: ü. Henschke, P. Karlson, J. Zott. 
Modern machines and modern arras are not actuated by 
man's power, but are motivated mechanically and man has only 
to control the movements. Accuracy of control is marked 
dependent on the form of the handles. Here arises a medical 
problem of highest practical importance, which is not treat- 
ed up to date either from the medical or from the technical 
point of view. The first investigations have already indi- 
cated that medical research in control made it possible, to 
increase accuracy of aiming in machines and arms in a strik- 
ing manner. 
57/ei The method used for testing sights was used for 
testing handles. Handles were tested during long accelera- 
tions (centrifuge) and short accelerations. 
• At first the accuracy of direct steering (Wegsteue- 
rung) and of indirect steering mechanish (Geschwindigkeits- 
steuerung) was compared with different subjects, different 
types of training, and different velocities of target, to 
give foundations for the selection of the best method for 
the several purposes. Combined Controls (Weg-Geschwindig- 
keitssteuerungen) gave the best results. 
Secondly it was attempted to develope the best han- 
dles for the different machines and arms, such as guns, bomb- 
sights, remote controlled bombs, rockets and radar. A new 
steering ‘mechanism was proposed for use in aircraft where 
the horizontal motion is also controlled by hands. Feet and 
legs are used for heavy work and they cannot make fine ad- 
justments nearly as well as the hands. A second advantage 
is that the contact between man and machine is closer. A 
third advantage is the ability of the pilot to bend far for- 
ward since the legs may be drawn under the body. This per- 
mits the head and heart to be nearly on the same level and 
increases the tolerance of "g”. 
3. Observation. 
Authors: S. Gerathewohl, Ü. Henschke, J. Katz, 
Oculists chiefly use the visual acuity to test the 
function of the eyes-. Visual acuity, however, is only one 
function of the eye and a very simple one. It does not say 
much of other functions which are important for aviators. 
These higher brain-connected eye functions are: 
a) Finding of objects 
b) Recognition of objects 
c) Orientation 
Different methods were developed to test these func- 
tions, Experiments need great care and the results are var- 
iable because the brain functions are of great influence. 
In contrast to the visual acuity, these functions can be 
very well trained. Therefore Investigations of the higher 
eye functions are of the greatest practical value to avia- 
tion, as the "Rhenshaw system” shown in the AAF. A siraillar 
method was developed for training to recognize objects. For 
fighters as well as for bombers it is the chief task to find 
other aircraft in the sky. The recognition times vary 
z-ne<{-3. enormously, but good fighters had very short ones. Or- 
ientation without instruments is also necessary for fight- 
ers, bombers and reconnaissance aircraft. 
4. Telescopes for aircraft use. 
Author: U. Henschke. 
Common binoculars are of no use in aircrafts. The 
chief reasons are: 
a) Moving and trembling of the binoculars. 
b) Difficulty in finding the target, which must 
be observed. 
Sence physiological investigations were conducted 
to test visual (Sehschärfe) and moving visual acuity 
(Bewengungssehscharfe) during moving and swinging of tel- 
escopes. Different technical methods were tested to avoid 
moving and trembling of telescopes and to find the target 
quickly. 
A remarkable sense physiological result is that the 
moving visual acuity is very much more disturbed than visual 
acuity if the telescope moves or swings. This gives the 
indication that aiming by means of sights using a moving 
telescope is considerably worse than using the naked eye. 
A monocular telescope with a ring sight before the 
unaided eye was developed. It is of great value in aircraft 
and it is very easy to make two of these observation tele- 
scopes for pilots from a normal binocular. 
Rules for use of telescopes were determined. In- 
vestigations in focussing of telescopes and periscopes 
showed that it is better for aviators to have a fixed focus. 
5. Blinding. 
Authors: Ü. Henschke and J. &atz 
In civil as well as in military life it is necessary 
to read instruments or maps during night flight and simul- 
taneously observe outside. To disturb the dark adaptation 
by blinding of instrument or map light as little as possible, 
first one will choose as low an intensity of blinding light 
as is sufficient to discern instruments and maps. Secondly 
one can try to select a blinding light color which does not 
impair dark adaptation. 
5T/81 - *. According to theoretical considerations of the 
spectral sensitivity of cones and rods it was often pro- 
posed to use a low intensity red light for instruments 
and maps which is still perceptible by the cones but does 
not disturb the rods. However, distinct test results do 
not exist. Therefore experiments were conducted using 
monochromatic light. 
Experiments using a "finding test" gave results, 
which are condensed in the diagram. First one sees that 
it is not the dark red, as was generally supposed, but the 
wave band of about 8400 A that is the best color to avoid 
blinding. It is remarkable too that the blinding occurs if 
the blinding light falls in one eye and if observation 
occurs with the other one. 
Hence, results showed that blinding and adaptation 
disturbance are two principally different phenomonona. 
Adaptation disturbance is based on chemical processes in 
the retina, whereas blinding is based on processes in the 
train. 
6} Night Adaptation. 
Authors: J. Fuchs and U. Henschke. 
»Good dark adaptation is important during night 
flight for pilots, bombardiers, gunners and also for the 
antiaircraft batteries. Therefore, it is necessary to 
search for new ways, which can increase adaptation or per- 
mit adaptation in a shorter time. 
The following possibilities were tested: 
a. Monocular adaptation: The adaptation state of 
both eyes is nearly entirely independent, so it is possible 
to achieve an extraordinary improvement of dark adaptation 
by closing one eye. 
b. Heating of the skin zone (head’s zone) of the 
eyes. It is well known from physical therapy that it is 
possible to get more blood in the internal organs by heat- 
ing the skin in the zone which is in nervous connection 
with the internal organ. Thus it may be possible to in- 
crease the dark adaptation by heating the skin. 
Experiments showed: Adaptation is not finished after one 
hour. It seems to increase for several days. Adaptation 
in winter is better than in summer. Therefore it may be 
possible to reach a very high adaptation by monocular 
iTie* -z. adaptation. A well trained man is not very troubled by 
seeing only with one eye. Monocular adaptation can be 
applied in civil life as well as during military missions 
(guards, antiaircraft, aircraft gunners) advantageously 
and bvf’simple means. 
By heating the skin between the ears a speedier 
seems possible. It is not quite clear at the 
present time if the degree of adaptation is also influenced. 
Improvement of efficiency. 
Author; Ü. Henschke. 
In wartime as well as in peace time it is import- 
ant to know the influence of physical and chemical means 
on man's efficiency. Therefore, a great number of ex- 
periments were conducted with practically all known means. 
The means were tested at first with great care by 
eight psychological tests. Eight soldiers were trained 
during four months. Besides the tests a psychological in- 
vestigation was made. There were some interesting results, 
but in the laboratory it was impossible to see the right 
effect. Therefore experiments were made in difficult and 
dangerous sports, especially ski-descents, climbing and 
tennis. They were very successful!. 
As results of general interest the following is 
mentioned; 
1. There is a characteristic difference between 
Caffeine and Pervitin considering their psychological ef- 
fects. _ Caffeine produces a feeling of excitement and un- 
rest and renders the person in question quarrelsome. Per- 
vitin in comparison tends to overrate the strength and 
causes a conciliatory mood. 
2. Combination of Caffeine and Cardiazol produces 
other effects and is better than either of the two drugs 
alone. It is also better than Pervitin because there is 
no hangover. 
3. By combination of the nerve exciting drugs 
Caffeine and Pervitin with unchaining (Alcohol), compres- 
sing (Dolantin) and such means, which produce an euphoric 
feeling it is possible to achieve in certain cases an es- 
sentially higher efficiency than only by Caffeine, Pervitin 
and Caffeine Cardiazol. 
if I SI -z 4, Also by physical means (hydrotherapeutic 
measures such as Finnish bath "Sauna", ultra-violet ir- 
radiation) we can effect a considerable improvement of 
efficiency. With such methods you do not run the risk of 
getting "a craving" for it and also a true improvement of 
efficiency is achieved. Physical measures are to be pre- 
ferred to the chemical ones and deserve a special observa- 
tion, considering the improvement of efficiency in flying 
personnel. 
8. Selection and training in the process of remote 
control. 
Author: U. Henschke. 
One of the most difficult tasks in new arms is to 
handle remote controlled guns, bombs and rockets. There- 
fore selection and training of operators of remote control- 
led arms need great care, particularly, because it is pos- 
sible to select good men out of a great number. 
Investigations were conducted not only in these 
special functions, but also the rules and foundations of 
selection and training were exploited. It was tried to get 
general directions for selection and training with several 
methods. 
The chief physiological points of view which must 
be considered by the technician to build effective in- 
struments, were also evaluated. 
All the first operators for remote controlled bombs 
wete selected and trained by us. Rules were given for se- 
lection and training and a very simple trainer was developed. 
9.y Psychology of aviation. 
Author: S. Gerathewohl. 
In addition to other psychological questions we 
worked especially in the three following problems: 
1. Instrumental flight. One of the main difficul- 
ties in blind flying is the fact that the unity of equil- 
ibrium, touch and sight is destroyed by misleading reac- 
tions of the vestibul apparatus. Through it the subjective 
feeling is contrary to the objective indications of the 
instruments. These sensations also should appear by means 
of rotations on a revolving chair and therefore a revolv- 
ing chair was constructed to investigate those sensations 
and to test the aptitude to control the position by means 
of instruments only. 
3.TI81 - S~ 2. Orientation; During the first flights across 
country pilots often lose their bearings and make a forced 
landing. Therefore it is necessary to investigate the 
ability of orientation. The object is to select bad orien- 
tators and a method to train the senses for orientation. 
Because the imaginative faculty of space is one 
of the important conditions of the ability of orientation, 
this faculty was tested by means of an orientation test. 
In this test the pilot had to direct a pointer in the di- 
rection to orientation-points seen before the beginning of 
the test. The divergences of angles are plotted to a 
curve. 
3. Sensibility of flight: Sensibility is one of 
the conditions for good flying. It is arranged by percep- 
tions of equilibrium, touching, feeling and moving. The 
haptical sensations in flying are perceived by the surface 
and depth sensibility and set in action by external re- 
sponses, interior irritations of surfaces responce, muscle, 
ligament and organ apparatus of the body. Therefore three 
testp were used to establish the most important suppositions 
of flying-sense; Research of the surface-sensibility by 
raeajis of horizontal rotations and a coordination test for 
hanp. and foot movements by means of a sensibility reaction 
apjlarÄtUs. 
10. Pilot fatigue. 
Author: F. Hollwich. 
Pilot fatigue is always a great problem of flight 
surgeons, especially during the war. It would be very im- 
portant to have objective tests for diagnostic as well as 
for therapeutic purposes. 
We proved and compared the following tests: 
a. Changes in capillaries, observed with a capll- 
laries-microscope. Capillaries of individuals in good 
health always have a characteristic shape. Under patholog- 
ical conditions resulting from sickness, "foen" (special 
alpine wind) and also from pilot fatigue, characteristic 
morphological changes occur. 
b. Measurement of the pH of the blood. 
c. Salamander test, developed by Prof, Eppinger, 
Vienna. 
21/8<\-Z d. Measurement of the permeability of the capil- 
laries by the negative pressure required to suck blood out 
through the skin. For normal subjects the pressure is 
about 100 to 120 mm Hg. and for pathological subjects it 
is considerable less. Such a test manometer can be readily 
obtained by slight modifications of a standard sphygnoman- 
ometer. 
By means of those methods we try also to s tudy 
t$e influence of hood especially of auxin like substance on 
/ilot fatigue. 
V-l. /Altitude adaptation 
Authors: A. Frank and U. Henschke 
By a stay of at least 11 days in the mountains at 
an altitude of at least 7©00 feet, combined with very much 
sport, good food and sleep, it is possible to obtain a 
very good altitude adaptation. 
The limit of the adaptated man’s altitude tolerance 
will be between 26000 and 31000 feet on the average with- 
out oxygen, although some men get to 33000 feet. With oxy- 
gen the limit is 3300 feet higher than normal and man can 
fly without pressure cabins up to 4-3000 - 45000 feet. The 
time reserve of an adapted man at 39000 feet is 1 - li min. 
The effects of high altitude adaptation persist 
4-6 weeks after return to low level, but during this time 
it disappears slowly. The persistence can be preserved 
over many weeks by daily ascents to 16500 feet without 
oxygen for one hour in a decompression chamber. 
For testing for altitude adaptation, besides the 
writing test a great number of psychological tests were al- 
so investigated. They gave no better results than the 
writing test except the electroencephalogram and the measure- 
ment of simple reaction time. For this latter purpose we 
use a special electrical arrangement, which makes it pos- 
sible to get a diagram of the reaction time during an al- 
titude experiment. 
In addition, it was tried to obtain and to conserve 
altitude adaptation by breathing exercises. 
12/ Short Duration Accelerations. 
Authors: U. Henschke and W. D. Keidel. 
- X It is important to know the limitations of the 
human body subjected to "g" forces for various time periods 
for the following reasons: 
a. To study crash injuries and methods for pro- 
tecting against high accelerative forces. 
b. To develop suitable ejection seats. 
c. To develop aircraft which ram other aircraft 
in the air. 
We took a great swing between two high trees which 
was stopped rapidly by a strong cable. The "g" was measured 
And calculated; the position of the subject in the swing 
could be varied. The length of time could be varied by the 
strength of the cable. 
lor times oi u.ui seconds ror seven persons the 
limitation was measured in different positions. The üg" 
tolerance changed between 10 and nearly 100 g in different 
positions. Above these levels concussions will occur. In 
all cases the limit was believed to have been 10 g sustained 
by the brain. The best position to avert crash injuries and 
to develop ramming aircraft seems to be the recumbent position 
on the back with the feet in the bow. 
B. Other Medical Research. 
lo Eye-prothesis for blind men. 
Authors: U. Henschke, W. K. Keidel 
It was tried to use modern technical means to help 
blind men. Two instruments were developed: 
a) A visual-prothesis with a photocell, an amplifier 
and a sound producer. In this arrangement light is converted 
into sound. By help of a lens system it is possible to ad- 
just different angles of view. This construction enables 
blind men to find their way and to obtain sufficient orien- 
tation. 
b) A visual-prothesis changing the light into a 
tone in the same manner, but combined with an ikonoscope. 
The picture of a letter or of the surroundings will be pal- 
pated in f.i. ten lines during a time space of some seconds. 
Thereby one has an "ear-image" instead of an eye-image. 
After a brief training blind men could read any let- 
ter of the alphabet in two seconds. Investigations of other 
methods showed, that this method seems to be the best one to 
read normal letters and also to recognize landscapes. Ex- 
periments to use the skin as receptor were not so successful. 
-Z. 2. Extremity - prothesis 
Authors: U. Henschke, W. D. Keidel 
To develope modern extremities prothesis, it was 
tried to use technical power (magnetic, electrical or hy- 
draulics or pneumatics) for moving artificial legs. The 
patient has only to control these powers. This is the way 
in which the modern technical science generally has achieved 
excellent results and which, we think, will be decisive for 
the further development of the construction of extremities- 
prothesis. 
To confrol the technical powers, first the power 
of the muscle stumps or of other muscles was used. Second- 
ly it was tried to take off the current of the nerves of 
the amputated leg, which has a characteristical form and 
power for each motion and which can be amplified. 
At first, an artificial hand, which is moved by a 
magnet and controlled by the muscle stump of the hand and 
an artificial leg with a knee, which can be fixed in every 
position by help of a magnet (which is controlled also by a 
muscle stump) were developed. 
Origin and treatment of cancer. 
Author: Ü. Henschke, 
Cancer nowadays is a most dangerous disease. In 
spite of the great number of investigations already made we 
do not know much about the origin and the best treatment 
of cancer. It would be we suppose, of greatest importance 
to have good work-theories for further research as well as 
for practical treatment. 
We used the modern genetic theories and our own 
experiments for these purposes. First, we developed a 
theory according to which the origin of a cancer cell is a 
spontaneous mutation and all the known cancorogen noxes 
(mechanical, chemical, actinical and chemical means) only 
damage the healthy cells, so that cancer cells can develope 
without resistance. Normal cells are often changed to can- 
cer cells in the tissues, but the normal cells usually 
fight them. Only when normal cells are damaged cancer will 
develope. Mutations only allowed for evolution of animals, 
therefore from this theory, cancer appears as a by product 
of an event which is necessary to permit evolution to take 
place. 
sria9 -*■ (Publication: U. rlenschke: Tumor theories and the possi- 
bility of origin of tumor cells by spontaneous mutation. 
Z. F. Krebsforschung 54 (194-3) 11. 
Nowadays we work on experiments and theories to 
get a clear picture of the effect of short waves (X rays, 
alpha, beta, gamma rays, neutrons) on cancer. According 
to the new genetic theories, we try to give a theory which 
explains the effect of rays in different conditions (wave- 
length, fractioneering and protrahiering, distribution in 
the room, heat and cold) and which can give the rules for 
the best form of ray-treatment for every form of cancer. 
sr**Ms^ APPENDIX VI 
Interrogation Report, Messerschmitt AG 
Oberbayerische Forschungs- 
anstalt. 
Subject: /Pressure Cabins ,acwLPilot Ejection Seats, 
Personnel interrogated: Dipl. Ing. Waldemar Voigt. 
Ing. Josef Helmschrott 
Ing. Walter eidel 
Ing. Hans Keller. 
Results of Interrogation: 
A. Pressure Cabins. 
German Military requirements did not absolutely require 
a pressure cabin because enemy aircraft did not fly high 
enough. However, the Messerschmitt engineers developed a 
pressure cabin for the Me 109. The Me 109 went into pro- 
duction with a pressure cabin in 194-2 but was discontinued 
somewhat later because of the lack of necessity for it. 
Design for a pressure cabin for the Me 262 was similarly a 
design undertaking, in the event a requirement arose. 
Initially the cabin pressure was maintained at 0.5 atm 
at altitudes above 18,000 feet. Later this was changed to 
0.3 atm for the following reasons: 
1. Less weight and simplified design. 
2. Less gun-fire hazard. 
3. Decreased rate of explosive decompression. 
4. Personnel in cabin were required to use oxygen 
at all times. Hence, it was essential to maintain a cabin 
pressure only below the level of high incidence of aero- 
embolism. 
Ventilation in Me 109 pressure cabin was at the rate of 
12 m3 per hour. The incoming air was directed against the 
plexiglass interior to keep airfaces clean of moisture. 
Only the windshield part of the canopy consisted of a heavy 
bullet proof outer layer, 90 mm thick, and a thinner inner 
layer. To prevent condensation of moisture when ventila- 
tion stopped electrically heated wires were located on the 
bullet proof shield. 
31189 Temperature regulation of air ventilating the cabin was 
not necessary in the Me 109, because a separate compressor 
was provided, which did not run too hot. On the Me 262 the 
air obtained from the jet engine cornpressur was hot at low 
altitudes and cooler at high altitudes. Temperature was 
regulated by heat exchange and by an expansion turbine. 
This method worked satisfactory and was built by Schaffer & 
Budenberg in Magdeburg. The expansion turbine was also 
used on Me 262 without pressure cabins to cool the cabin 
during flight at low altitude at high speeds. 
Regulation of cabin pressure was obtained by three 
regulation mechanisms: 
1. A pressure holding valve which was controlled by an 
aneroed and which sealed off at a predetermined altitude 
e.g. 7 km. 
2. A positive pressure valve which kept the pressure 
differential at the prescribed level. 
3. A safety pressure valve, to prevent the cabin pres- 
sure from rising too high. 
4. A negative pressure valve, which equalizes the cabin 
pressure when the atmospheric pressure outside is greater 
than the pressure inside the cabin, such as would be the 
case in a rapid dive from a high altitude. The operation 
of the pressure control valves in the Me 109 during actual 
flight are indicated in a report of flight test results, 
dated 109-17-E-42. 
Additional reports on the control valve function of the 
Ms 262 exist but are in the hands of the French, as well as 
drawings of the latest control valves. Attempts are being 
made to recover these documents. 
Interrogators: Col. W. R. Lovelace 
Lt. V. J. Wulff 
atie* -*■ Report of Interrogation 
6/5/4? 
Subject: Ejection Seats, 
Personnel Interrogated: Same as on previous report 
Results of Interrogation: 
A. The dangers involved in the rapid ejection of pilots 
are: 
1, Prevent the occurence of high negative "g" during 
the ejection by rotation of the seat. 
2. Prevention of striking any part of the cockpit by 
the person during the ejection. 
3. The effect of max. Ifg". 20 "gM is considered safe 
by engineering personnel when acting in direction of head 
to foot; 3-5 "g" is maximum when acting in direction of 
foot to head. 
4. The effect of ram pressure on the face, body and 
respiratory tract. 
It was the considered opinion of these men that pilots 
have successfully escaped from high speed aircraft but 
that ejection seats would perhaps increase the number of 
successful escapes. 
Concerning the Me 262 versus the P-51 the following 
factors gave P-51 the edge. 
1. Many P-5l pilots had antl-,fg”-suits. 
2. Me 262 had a constant thrust regardless of speed 
which extended the radius of turning. 
3. The Me 262 had a high wing loading which limited 
tightness of turns on spirals. 
ar/a<?-z APPENDIX VII. EX A. 
Freising 12 June 194-5 
interrogation Report 
Subject: Research Conducted 
v Medicine. 
on Problems Related to Aviation 
Persons Interrogated: Prof. 
Georg Waltz and Dr. Robert von 
Werz. 
Results of Interrogation: 
1. A spectroscopic analyzer for arterial and venous 
Hb02. 
The instrument consisted of a clamp, a light some 
and a spectroscope. To obtain a reading the lone skin be- 
tween thumb and forefinger was clamped off and the time 
measured for the reduction band of Hb to appear. Dr. Werz 
claims that the instrument is practical, particularly for 
use at altitude, where satmation of Hb with 02 is less. 
The error of reading can be minimized by training. The in- 
strument was proposed to replace the pilot 's resistance to 
anoria test, 7% 02 i 93$ N2 heated until collapse. During 
development of this instrument it was determined that re- 
duction time variez with the pN of the blood, increase in 
pH decreasing and decrease in pH increasing the reduction 
time for a constant saturation of heoglobin. 
2. Research on Effect of Immersion and Recoveryy^ 
Several reports of deaths resulting from 
down of the body due to immersion in water led to the open- 
ing of this project. The first discovery was that recovery 
obtained by rapid rewarming of the cooled animal did not 
produce the collapse reaction which was so widely described 
in literature. In fact the deaths are less from rapid re- 
warming than from slow rewarming. 
The two theories of warming collapse were tested 
by means of parabiotic twirs of which one was cooled-re- 
warmed. During cooling, the controlled parabiotic circu- 
lation was clamped off and this clamp was removed with re- 
warming. With slow rewarming the cold parabiotic did not 
recover; with rapid warming the cold parabiotic recovered 
and the control parabiotic showed no ill effects. This 
S*/St-<2 work disproves the two theories explaining the warming col- 
lapse and death namely; dilation of periphecal vessels and 
development of stock and the sudden rapid circulation of 
histamine like substance accumulated in the stagnant blood 
stream. Rapid warming of animals cooled to lethab tempera- 
tures resulted in great recovery than slow warming. 
Investigations were conducted to determine the 
exact cause of the death resulting from lowering of the 
body temperature. All of the possibilities were examined, 
loss of respirature, slowing of circulation, failure of 
fundamental reflexes, anoric death? etc. Through a series 
of controlled experiments and examination of pllterat use 
it was finally determined that the cause of death was 
anozia. This anoric death results not from slowing of the 
circulation but from a greater affinity of hemoglobin for 
02> which did not reduce the CU concentration of the blood, 
but did greatly reduce the Op tension of the tissues. This 
theorie was later confirmed by Lutz, who cooled animals in 
a high pressure 02 environment (2-3 atm), there increasing 
the amit of oxygen dissolved in the plasma, to the point 
where the heart ceased heating for varying lengths of time 
up to 1 hour and produced complete and incomplete recovering. 
Further experiments were performed to determine 
the rate and magnitude of coloric loss and uptake of living 
and dead animals upon cooling and rapid warming. The pur- 
pose of this experiment was to determine whether the loss 
of heat resulting from the heat capacity of the body was 
more important than the loss of the heat which results from 
the metabolic processes going on during the time of immer- 
sion. The experiments indicated that during a 2 hour cool- 
ing period, the greater part of the heat lost was from the 
heat capacity of the body, and this quantity of heat is 
very rapidly absorbed during rewarming, if sufficient heat 
is supplied. 
The practical considerations which eraonate out of 
these experiments are; 1) To prevent death from immersion 
it is necessary, to conserve the heat which the body, has 
stored as a function of its heat capacity; this means all 
available clothing should be worn in the water and a water 
proof insulating immersion suit be provided; 2) During im- 
mersion as little activity as possible should be indulged 
in and the minimal surface area should be exposed to the 
water; i.e. the victim should double himself up; 3) To ob- 
tain recovery from immergion rapid rewarming is required. 
If a hot bath (40° to 45 ) cannot be provided, hot water 
should be poured inside the clothes of the victim; 4) Sim- 
ultaneously with application of heat artificial respiration 
should be instituted (reasons given later). 5) Use of alcohol 
sr/«9-i in producing recovery from immersion does not help in pigs 
but may possible aid the human. 
3. Research on Oxygen Poisoning. 
Confirmed the earlier results of investigations on 
this topic that oxygen under tension between 2 and 3 at- 
mospheres produces illness and death. However, the patho- 
logical picture resulting from this type of death is simi- 
lar to death by COp asphyxiation. It is, therefore, the 
belief of these men that increased O2 tension of plasma and 
hemoglpbin does not permit the blood to carry back the CO2 
to the exchange point at the lungs and, therefore, that 
death results from COo Intoxication. 
4. Rese«T»ch on gangrene. 
Since gangrene is caused by an anaerobic bacteria 
it has long been considered that 02 application may be a 
cure since anaerobic organisms die in 02 environments. 
Various methods had been used since the last war, but none 
of them successful, primarily because many of them supplied 
rather than melocular oxygen. Experimental gangrene 
was introduced into guinea pigs and the animals were placed 
in high 02 environment. No success. Then the animals were 
first treated with intramuscular injection of sulfonamide 
and subsequently treated with high 025 pressures and this 
treatment resulted in a prolongation of life by 2 or 3 times 
the untreated life span, but no recovery. 
Person Interrogated: Dr. Wolfgang Lutz. 
Dr. Lutz is a young man and very enthusiastic young 
man. He has carried and directed his research program 
with considerable brilliance and has obtained results which 
appear to the sound and based upon adegrate experimental 
evidence. Of the 3 men investigated target, Dr. 
Lutz seems to be the most capable. 
Lutz has worked primarily and three distlrect problems: 
1.) High altitude parachute excape with and without oxygen; 
2) Recovery from apparent outcome high altitude ddath and 
3) Recovery from apparent death resulting from lowered body 
temperatures. In addition, he has expressed several ideas 
about some items of equipment and has developed an expired 
air collecting and dumping valve. 
1. Valve for collecting expired air of sulyects in a 
decompression chamber. 
The purpose of this valve is to prevent the accum- 
■31(8«! - Z ulation of Op in the chamber and thereby lower the effect- 
ive altitude. It consists of a collecting manifold into 
which expiratory ask hoses are plugged and a constant pres- 
sure differential diaphragm operated valve, which may be 
trade to produce different expiratory resistances. At 
lowest setting the expiratory resistance is about 1-2 mm 
H20 col. at 201/min. flow. 
2. Emergency Pressure Suit. 
The actual use of the pressure suit was to be 
limited to emergency use, such as when cabin altitude in- 
creases suddenly by puncture or other causes. The pressure . 
in the suit was to be maintained at 140 mm Hg abs. and could 
therefore be of a light weight construction; and this pres- 
sure did not stiffen the suit too much at altitudes of 50 
to 60,000 feet. The operation of the suit was to have auto- 
matic upon pressure in the cabin and the Op flow regulating 
mechanism was to be incorporated in the suit. The design 
and patents on this suit were sold to the Draegerwerke, 
Lübeck, whose developments on this suit are described else- 
where. 
Lutz had built a suit along these general lines 
for use in a rocket propelled glider, where the pilot was 
lying supine, his helmet supported, and his head supported 
by a chin rest inside the helmet. Mask and regulator were 
dispended with by providing a constant flow of Op which pre- 
vent the accumulation of moisture and maintained the cabin 
of pressure, which was not maintained from any other source. 
The increased fire hazard of higher oxygen tension inside 
the cabin at extreme altitudes was checked in the decompres- 
sion chamber and found to be not greatly increased. The 
end of the war did not permit completion of this project. 
3. Ejection Seats. 
The narrow cockpit exit, through which pilot and 
seat must go, presents danger of breaking the extremities, 
Lutz recommerCded that the catapult releasing switch be lo- 
cated on the stirrups, so that the feet must be in proper 
position before ejection can occur. In order to avoid the 
high accelerative forces which occur during the catapulting 
Lutz suggested that: 1) the pilot be lifted out of the 
cockpit by a spring activated fork which is anchored near 
the tail; 2) that explosive mechanism be built into the 
tail so that this tail assembly can be blown from the air- 
craft and permit the pilot to escape without danger of 
hitting these surfaces. 
Recovery from lowered body temperature. 
in sf^a It has been previously described that death from 
lowered body temperature is most likely death from anoria.. 
The source of this assumption is twofold; 1) a greater 
affinity of hemoglobin for O2 as temperature drops 5 2) a 
vital increase in metabolism as the body temperature drops. 
This creates a greater than normal demand for tissue C>2 at 
a time when the availability is already decreasing. 
When guinea pigs are placed in a cold bath they 
become more and more shlggish and at a critical body tem- 
perature of ca 15° C exhibit a singular gasping reaction. 
Rapid rewarming before or at the beginning of this period 
will produce recovery, but rapid rewarming after this 
period always is unsuccessful, even though the heart beat 
may continue for some time if the animal is left in the 
cold. Upon recovery, these animals will revive somewhat, 
the heart rate picks up with a very peculiar electrocar- 
diogram and finally stops. 
Since anoric death was indicated in these cases 
it was attempted to lower the body temperature of animals 
in a high pressure oxygen environment, 02 pressures of 
2,7 8/6 atmospheres were tried. Oxygen poisoning produced 
some effect particularly at temperatures at or near normal. 
But in the lethal temperature range the hyperoxygenated 
plasma produced a considerable effect and extended the 
critical period of 15° C restal temperature by as much as 
100 to 200%, However, this beneficial effect was optimal 
for O2 pressure of 2 to 3 atmospheres; above this pressure 
death resulted from 02 poisoning in the upper temperature 
range and there was a decreased beneficial effect in the 
lower temperature range. To find an explanation for this 
the reaction of the heat was studied by means of the electro- 
cadlogram. 
During the cooling process the ekg remains quite 
normal but the frequency decreased and the distance between 
the Q-R waves, the R-S and Q-T waves increases. The fre- 
quencies and distances were measured for various body tem- 
peratures and plotted. The frequency had a linear rela- 
tion to temp, and the distances of the various waves a hy- 
perbolic relation. The inverse function of these distances 
gave rise to a linear relationship and the inverse function 
of the frequency gave rise to a hyperbolic relation. 
The peculiar significance of these hyperbolic fun- 
ctions is that they indicate that the heart never stops 
beating, since a hyperbolic is asymptotic to the abscissa, 
but that the time between beats becomes greater and greater. 
This meant that these were all expressions of 
iT»gq ~z velocity of conduction of the excitation through the mus- 
culature of the heart, and that these velocition decreased 
linearly with temperature. It was further noted that the 
linear frequency curve indicated the zero ordinate at 16° 
C and the linear 1 relation interseated the zero ordinate 
Q-T 
at about 10° C. This indicated that the electrical stlncu- 
lus for the heart beat stopped while the musculature still 
had the possibility of conducting an impulse. This indi- 
cated that electrical stimulation of the heart could poss- 
ibly aid in restoring life to these apparently dead animals 
- and this was indeed the case. If the heart was stimulat- 
ed electrically during rewarming and if an 02 environment 
of 2-3 atm, had been used, recovery of these animals could 
be obtained, even if their hearts had not been beating for 
as long as an hour. The recovery was not complete, however, 
for these animals died after apparently coming to life. 
Autopsy indicated that gas had been liberated from the 
blood and had distended the right auricle and ventricle 
whereas the left ventricle and auricle were completely col- 
lapsed. At the same time complete atalectasis of the 
lungs occurred, also due to the capillaries blowing up be- 
cause of liberatur of gas. (This liberation of gas results 
from the sudden drop in pressure from 3 atm. to 1 atm.). 
Those animals whose thorax was opened for autopsy recover- 
ed to the extent that the gas from the heart was restored 
and the heart began beating. This resulted from opening 
of the lung cavity(breaking of the stalretasis then thorax 
was opened for autopsy. It was then attempted to break 
this atalectasis by artificial respiration with positive 
pressure up to 20 mm* Hg and it was successful. 
These experiments which Dr. Lutz performed and the 
results he obtained were theoretically interesting and in- 
located the following practical applications; 1) Rapid re- 
wkrming of sub-cooled patients (immersion victims) and ar- 
tificial respiration with O2 to supply oxygen to the heart 
musculature. 
5.| High altitude parachute escape. 
These studies were all made on animals such as 
mice, guinea pigs, rabbits, etc. The purpose was to find 
the limiting altitudes for parachute escape with and with- 
out oxygen. The explosive decompression method was used to 
produce the high altitudes desired in a short period of 
time. 
Experiments were first conducted with air only and 
followed by experiments with oxygen at calculated equiva- 
lent altitudes, correcting for the increased rate of fall 
at the higher altitudes. In all cases the air experiment 
animals were in better condition than the Op animals. It 
S7/eq-2. was finally decided that the reason was that when an animal 
is rapidly decompressed and had been breathing air, that 
oxygen boils out of the blood in the alveoli and increases 
the oxygen tension of the alveoli long enough to be of some 
benefit. 
In connection with these experiments it was de- 
termined that at moderate altitudes (40-60,000 ft.) death 
occurs, after a certain time interval, which is irrever- 
sible. At higher altitude, death occurs but it is rever- 
sible for much longer period. This required further inves- 
tigation. 
Dr. Lutz continued his studies on the reversible and irre- 
versible death phenomena which occurred at high altitude. 
He found that between 15 and 20 km animals such as cats and 
rabbits could exist for several minutes and come back, 
whereas at lower altitudes death always resulted which was 
not reversible. The cause of this apparent phenomenon is 
that the boiling of the blood at these extreme altitude 
produces enlargement of the heart and blood vessels, so 
that all circulation immediately stops. This prevents the 
loss of O2 from the blood which would occur through the 
lungs if circulation remained. This pooling of relatively 
high oxygenated blood in the tissues can maintain life, 
which returns when the vessels return to normal size as a 
result of an increase in pressure. Experiments on cats 
have been performed and indicate recovery to quite normal 
animals. The irreversible death which results at lower 
altitude is the result of the loss of oxygen from the blood 
through the lungs. 
37/8«» -.2, APPENDIX VII Ex, B. 
AI Reports on Investigation on High Altitude Physiology 
by Dr. Lutz and co-workers. 
U Ueberlebenszeit nach Druchsturz in grössten Hoben 
\ Time reserve after explosive decompression to very high 
altitudes. Luftfahrtmedizin, Volume 79 1st Month, 1942. 
2) Tierversuch zum Fallschirmabsprung ars Ueberdruckcabinen 
Animal experiments on parachute escape from pressurized 
cabins. (Not .published for unlimited distribution). 
3) Der anoxische Scheintodt 
The apparent anoxic death Luftfahrtmedizin, Volume 8, 
2, and 3 month, 194-3. 
»» || 
4-) über die Wirhung von Kohlensäure auf die Erhohlung aus 
Sauerstoff mangel. Over the effect of COo on recovery from 
anoxia Luftfahrtmedizin, Volume 8, 2nd and 3rd month, 194-3- 
5) Die Depressions - (Druchfall) Atelehtase. 
The atalectasis produced by pressure drop. 
(Not published for unlimited distribution.) 
6) Einfluss von Atelehtase und intrathoracales Gasbildung 
auf die Aussichten der Fallschirmrettung aus Höchen ueber 
25 km (82,500 feet). Influence of the atalectasis and 
introthorarie gas formation on the possibilities of para- 
chute escape from altitudes beyond 82,500 ft. (Not pub'd.) 
7) Einfluss der Hoche auf die Wiederbele bung aus Sauer- 
stoffmangel Influence of Altitude on the recovery from ef- 
fects of anoxia. (Not published). 
B.* Reports of Investigation on Effects of Reduced Bod] 
Temperatures. 
1) Die experimentelle Verkaltbluterung des Warmblüters. 
The experimental cooling of warm blooded animals, 
Klinische Wochenschrift, 1943, 727. 
2) Elebtrokardiographische Beobachtungen bei Auskuhlung 
des Warmblüters. Eleclrocardiographic Observations during 
cooling of warm blooded animals. Zeitschrift für Kreislan- 
fforschung 1944, part 22/24. 
3) Uber die Temperaturabhängighest des ErregungsVorganges 
im Herzin. Over the depence of heart excitability on the 
temperature. Zeitschrift für Kreislaufforschung (In press) 
4) Über Wesen and Ursache des Herzstillstandes bei Ansku- 
ST 18«? - JL hlimg Over the Manner and significance of the cessation of 
heart beat with reduced body temperature. Zeitschi für 
Kreislaufforschung (In press) 
5) Kältetod and Sauerstoffmangel Immersion (Cold death 
and anoxia Medizinische Zeitschrift 194-5, I. 
6) Über die Reversibilität des Kältetodes Over the Re- 
versibility of Cold-death. (Not published). 
7) Tagungsbericht Report of Conference of October 26 and 
27 194-2, cpncerning medical problems of low temperatures 
and sea rescue. Article on human experiments p 44 by E. 
Holzlöhner. 
8) Physiologische Grundlagen zum Verständris von Warme und 
Kälteschäden am menschlochen Organismus by Dr. H. Rein. 
Fundamental physiologic considerations necessary for the 
understanding of heat and cold injury in the human organism. 
Archir für Dermatologie und Syphilis 184 Volume, 194-3 
9) über die Kaltedilatation der Extremität des Menschen in 
Erswasser. Concerning the cold dilatation of extremities 
of humans in ice water By Jürgen Aschoff Pflügerfs 
Archir, 284 Band, 1-3 parts 1944. 
10) Krerslanfregulatorische Wirkungen der Kaltedilatation 
eine Extremität als folge extremer, unschriebener abkuhlung. 
Circulatory regulation effects of dilation from cold in an 
extremity resulting|ffrom rapid and extreme cooling. By 
Jürgen Aschoff, Pflügers Archiv. Volume 284, part 4-6, 1944. 
»I 
11) die Vasodilatation einer Extremität bei orilicher 
Kaltreinwirkung. The vasodilation of an extremity induced 
by regional effect of cold, by Jürgen Aschoff Pflügers 
Archiv, Volume 284, part 1-3, 1944. 
These articles are available in the following places (other 
than the Journals indicated). 
1, Arv - -laboratory, Wright Field, Dayton, Ohio. 
2. Director of Medical Intelligence, Arv - medical Research 
Section, USSTAF Rear 
3. Bureau of Medicine, Ü.S. Navy, Washington, D.C. 
4. RAF Physiological Laboratory, Farmborough, England* 
3TIM-Ä APPENDIX VIII. Ex. B. 
INTERROGATION REPORT 
18 June 194-5 
SIIBJECTv Physiological effects of intermittent blasts, 
periodic blasts and supersonic vibrations of 
enerev. 
Personnel Interrogated: 
Dr, Kurt Reissmann 
Dr. Hans Dessaga 
Dr. Joseph Pichitka 
From the Luftfahrtmedizinisches 
Forschungs, Institut-Branch of 
Strugholds Institut 
Dr. Ing habil W. Ernsthausen From Reichstelle fur 
Dipl. Ing W. Von Wittern Hochfrequenz forschung, 
Helmholz Institut. 
Location: Brannenburg, 
Results s A result from Luftfahrtmedizininches Forchungs 
Institut. 
1. The physiologic effect of blasts on the human body 
were studied by Drs. Desega and Reissmann to determine the 
cause of death. The pressure of the compression wave re- 
sulted in considerable pulmonary damage and in a high 
arterial blood pressure shock wave. This work has been sum- 
marized in a report which has been published. 
2. Reports from the test stands for the Argus inter- 
mittent jet propulsion unit (V-l) Indicated that personnel 
working near these units would become ill; l.e. loss of all 
reflexes and sensitivity in the legs; pulmonary bleeding; 
nausea; vomiting; and finally loss of consciousness. These 
effects disappeared upon removal of patient from testing 
site and caused no apparent damage. It was the opinion of 
the interrogated people that these injuries and symptons 
are the results of the periodic pulsations emanating from 
the Argus tube, and that the symptons were the result of 
pressure waves and the frequency of vibration. Investiga- 
tion of this problem was started and the physical measure- 
ment of the frequency and energy of vibrations from Argus 
power unit were measured by personnel of the Helmholz Insti- 
tut. Their measurements will be discussed later. 
3. Verbal reports were also being received that acci- 
3718<* - X- dents were occuring in Me 262 Jet propelled aircraft flying 
at high speeds near the ground, presumably due to loss of 
consciousness, of the pilots. It was assumed that this was 
a similar physiologic effect resulting from the frequency 
and energy of sound waves. This problem was also to be in- 
vestigated and the physical measurements of the magnitude 
and frequency were measured on the Me 262 isolated Jet and 
in the aircraft flying at various high speeds. These will 
also be discussed below. 
4. The works of the medical people on these projects 
is rather vague, and they seem to have only plans. Apparent- 
ly they worked together with the Helmholz Institute, but it 
seems that most of the initiative and ideas are located at 
the Helmholz Institut. In view of the importance of devel- 
opment in jet and rocket aircraft it is imperative that these 
investigations be completed. 
Results from Interrogation of Helmholz Institut, Reichstelle 
für Hockfrequenzforchung. 
1. Condensor microphoes, amplifying and recording 
equipment were developed and built. These instruments were 
used to measure and record the frequency and magnitude of 
the vibrations obtained from the Argus tube and the jet en- 
gine used on the Me 262. 
2. Results from measurement of the intermittent pul- 
sations of the ?-l power unit indicated a very high energy 
wave with a frequency of about 50 cycles per second. High 
frequency components were present, but their energy con- 
tent was lower. The greatest energy was recorded at the 
front left hand side of the tube. It is the belief of 
these men that the physiologic ill effects are caused by 
this relatively low frequency high intensity periodic vi- 
bration. To tackle this problem a preliminary experiment 
was planned to determine the resonating frequency of the 
human thorax, since such a reasonance may explain the de- 
literious effects. Preparations have been made but no 
tests have yet been conducted. The test consists of 
two cement cylinders, reinforced with iron. These cylinders 
have two openings into one of which a vibration of known 
frequency and magnitude is introduced, and the second of 
which are coupled across a condenser microphone. One of 
these chambers holds a human being immersed in water up to 
the abdomen and the other is empty. The condenser micro- 
phone bridge is balanced out with both chambers empty and 
any subsequent changes in this reading Indicates changes 
induced by the presence of the human body. If a great in- 
crease in the magnitude of the vibrations takes place, 
resonance is indicated. 
STI8<* -X 3. Measurements of the magnitude and frequency of vi- 
brations obtained from the Me 2§2 Jet and Me 2b2 in flight 
were made. The results indicate that the average magnitude 
of vibrations in four regions, 10, 1?, 22, and 34 thousands 
cycles per second are greatly increased when the Jet pro- 
pelled aircraft is in flight. About a four fold increase 
in intensity of all four bands exists at 950 (594 mph) Km 
per hours. The intensity increases steadily with increas- 
ing speed. It* is indicated therefore that the physiologi- 
cal effect of these high energy supersonic vibrations be 
investigated. 
4. A study is under way to minimize the effects of 
periodic vibrations of the V-l power units by using two 
tubes operating 180 degrees out of phrase and utilizing in- 
terference to reduce the magnitude of the pressure waves. 
This study is to be carried out using air blasts and the 
intermittency is produced by a rotating valve whose speed 
is controlled. The experimental set up is just being com- 
pleted at the Institut and as much work is being done as is 
possible under the existing conditions. 
5. Dr. Ernsthausen believes that the sound waves 
given off by intermittent or continuous Jet engines is lost 
energy and accounts for a large part of the efficiency lost 
in these engines. Proper design of the Jet can increase 
the efficiency of the engine and it is believed that further 
research on these lines is essential for further develop- 
ments of this type of propulsion. 
3718«» -Z APPENDIX VIII Ex. B. 
Scholldruckmessungen an einem Argus - Triebwerk 
1) Sound pressure measurements on an Argus power unit, 
by Dr. Ing E. Franke, Helraholz Institute. 
2) Ultraschollmessunger in einer Flugzenghobrne 
Supersonic sound measurements in an aircraft cabin 
(in flight) Dr. Ing E. Franke, Helmholz Institut 
3) Kreislauf und Armungbeim Detonatronstod 
Circulation and Breathing before death from detona- 
tion. Experimental Station, Rechlin, 1944 
4) Die Luftstossverletzung des Menschen unter Besonderer 
Berücksichtigung der Schutzmöglichkeit by Dr. Desaga. 
The Air pressure injury of men and considerations for 
protective measures. 
5) Über die Wirkung von Schwingungen auf das vegetative 
Nervensystem und die Schvenreflexe. 
Concerning the effect of vibration on the vegetative 
nervous system and the tendon reflexes by Dr. Loeckle. 
Deutsche Versuchsanstalt für Luftfahrt 10 Sept 1940. 
S7I89-Z. APPENDIX IX Ex. A. 
Subject: Interrogation Report. 
Place: Forschungsanstalt, Graff Zeppelin. 
Location: Ruit, southeast of Stuttgart. 
Personnel: Dr. Ing., Helmut Heinrich 
Dipl. Ing. Theodor Knacke 
Results of Interrogation. 
1. Dr. Ing. Helmut Heinrich 
This man was chief of the aerodynamics section in 
the institute and had charge of all wind tunnel, cannon 
and parachute drop test work, bombs, bomb carriers and 
guided missiles. The activities of this man will be de- 
scryjed in their order of importance from an aero medical 
poiift of view. 
A.v Development of a stabile parachute. 
ur. Heinrich wAS glVölTtW8"lwpi,öClfS!!r'of investiga- 
ting the fundamental physical characteristics of parachute 
opening and falling characteristics. These studies were 
performed on the conventional Irving canopy in a wind tun- 
nel. The Investigation revealed the physical forces which 
cause the conventional semi-spherical parachute to pendu- 
late and to fail to open. Fig. 1 on the following page 
illustrates the turbulant flow characteristics of a verti- 
cally descending conventional parachute; figure 2, the flow 
characteristics when the direction of flow departs from the 
vertical. A pressure difference is set up between the two 
sides which causes the upward component of force to deviate 
from the verticle. The swing to the side increases until 
an angle of incidence of wind on canopy is reached which 
offsets the pressure difference, causing the upward com- 
ponent to shift to/the vertical position. Since the para- 
chute now has momentum it will swing past the vertical to 
the other side, and this pendulation will continue. This 
pendulation may also take the form of a circular pendula- 
tion rather than a side to side pendulation. These results 
indicated to Dr. Heinrich to provide a parachute with guide 
surfaces. Such a parachute is presented in figure 3 of the 
following page. The parachute consists of a canopy and a 
peripheral straight portion which tapers inward. It is this 
portion which acts as a guiding surface and numerous wind 
tunnel and parachute drops tests indicate that it is abso- 
lutely stable. The action is such that when the direction 
of flow is changed , the force on one side of the guide 
surface will be greater than the other and the chute will 
move until it is again in equilibrium, but it will remain 
37/ 8* -4 i-uat - z ST/e9 - z. there until the direction of the flow changes; it will 
not pendulate. Such changes of direction of flow are 
caused by propeller wash, winds and other disturbances in 
the air. 
The dimensions of such a chute designed for a man 
weighing 100 Kg and descent of 7 meters per second is 8.5 
meters in diameter and has other dimensions as indicated 
in figure 4. The parachute is made of natural silk or 
artificial silk. This material has a resistance of 16 mm 
water column pressure at a flow of 400 to 600 liters per 
second per square meter. The opening shock curves for the 
conventional canopy and the guide surface canopy are illus- 
trated in the graph on page 2. The guide surface model has 
a lower opening shock and, according to Dr. Heinrich, is so 
constructed that it must open. The conventional canopy, on 
the other hand, may sandwich together and not open at all, 
or it may reach an equilibrium state of being partially 
open but falling too rapidly. 
B. The guide parachute surface was particularly 
valuable for bombs. For use with parachute flares a non- 
pendulating chute is essential to prevent blinding of the 
crew which dropped them; for use with bombs to decrease the 
size of the bomb and thereby to increase the pay load of an 
aircraft; for use with parachute bombs to increase the aim- 
ing accuracy; for use with aerial mines to decrease speed 
so that force of impact will not injure the magnetic fuse; 
for use with river aerial mines to provide proper angle of 
impact as well as decrease the force of impact so that the 
mine will lie flat and be uninjured; for use with air- 
launched torpedoes from high speed aircraft, to slow their 
speed below the critical value of 300/hour. 
C. In addition, Dr. Heinrich had charge of all the 
instrumentation for this work on parachutes. The instru- 
mentation was not particularly novel or good, since no at- 
tempt was made to obtain methods used elsewhere, such as 
at the Herman Goring Institute at Brunswick. 
D. Development was started and wind tunnel experi- 
ments had been completed on a parachute which has a very 
gradual opening shock curve. This design has a very small 
opening which tends to valve the air entering the canopy. 
The valving may be increased or decreased by placing ma- 
terials of varying resistances in the throat or opening. 
The sketch and the (g) diagrams are on the following page. 
2. Dipl. Ing. Theodor Knacke 
Prof. Madelung first conceived the idea of develop- 
ing a non-pendulating parachute for use to brake fast flying 
37IB* - 3~ aircraft for landing, aiming and other reasons. Since 
the'conventional Irving canopy was not stable it was de- 
cided to investigate the reasons for the non-stability. 
These investigations were conducted by Knacke. The re- 
sults indicated that the opening shock is a function of 
the rapidity of the parachute opening and the resistance 
of the cloth to the flow of gases and that the stability 
of the parachute is also a function of the resistance of 
the cloth. 
A graphic sketch of the relationship of these 
factors is presented in figure 2 and 3 of the previous 
page. Figure two (2) is a plot of the increasing diame- 
ter of the parachute canopy during opening, the decrease 
in the velocity during opening, the increase and the ac- 
celeration or force diagram during the opening process. 
The diameter and the resistance curves indicate a typical 
over-shooting at the point where the parachute is com- 
pletely open. The values for the various functions are 
plotted against the relative time required for the open- 
ing process, obtained by dividing the time increment by 
the total time required for the process. 
The most ideal opening of the parachute is such 
that the relation between diameter increase and time of 
opening is a linear relation. This has been taken into 
account in the design of the ribbon type parachute devel- 
oped by this institute. The relationship of the opening 
shock curve to the manner of the unfurling of the canopy 
is illustrated in figure 3. When the increase in diameter 
is faster than the ideal straight line, the opening shock 
reaches an early peak which is about 2%% greater than the 
peak force which results when the opening course is linear. 
When the opening of the parachute is such that the unfurl-: 
ing is slower than the ideal, the opening shock reaches a 
peak relatively late, but this peak is about 30% greater 
than the ideal opening shock peak. 
Development of the ribbon type parachute was 
initiated to provide a parachute which could withstand ex- 
tremely high forces on opening, which are sustained from 
slowing down of aircraft in flight, and parachutes which 
are extremely stable. Such parachutes were developed suc- 
cessfully and the design was put to other uses, namely to 
the application as an emergency escape parachute for pi- 
lots of high velocity aircraft. To overcome the extremely 
high opening shock which develops when the parachute opens 
at high velocity a cord was slung through loops around the 
periphery of the canopy so that the size of the opening . 
could be controlled and the air flow into the canopy could 
be throttled. This opening could be made very small at the 
‘3T*8<r -X start of a high velocity jump and then increases in steps 
until the parachute was completely unfurled, thus pro- 
ducing a series of small shocks which are well below the 
injury threshold. A ribbon type parachute which could be 
immediately opened after a high velocity jump was not de- 
veloped. 
Development was also undertaken to provide a para- 
chute for the paratroops so that jumps from high altitudes 
could be undertaken, thus minimizing the danger of flak, 
and yet bring the jumper rapidly and accurately into the 
target, thusminimizing the danger of being shot during the 
descent. To accomplish this the chute was provided with a 
small pilot parachute which unfurled Immediately upon 
jumping but did not reduce the rate of descent appreciably 
below that of the free falling man but which did stabilize 
the fall. To bring the man close enough to the ground be- 
fore opening the chute to minimize the danger of being 
caught in the air meant bringing him as close to the ground 
as possible, i.e. 300 to 400 feet. Night jumps as well as 
other psychological reasons ruled out the possibility of 
the man releasing his own chute. Barometric devices could 
achieve only an accuracy of + or - 150 feet and furthermore 
did not compensate for the topography unless previously 
set. Radio and acoustic devices were considered but were 
too complex since they involved a sender and receiver which 
introduced numerous servicing problems and rendered the 
equipment unreliable. Hence the simple expedient of a 
plumb line was resorted to. When the weight on this line 
was relieved upon striking the ground a spring was releas- 
ed which jerked out the parachute canopy and resulted in 
opening the chute. This device required considerable de- 
velopment but worked well on dummy parachute drops from air- 
craft. 
To simplify the manufacture of these ribbon type 
parachutes the characteristics of a square canopy pattern 
were investigated. It was found that the square pattern , 
was just as stable as the circular pattern and had similar 
unfurling characteristics. A machine was developed which 
could sow one fourth of each parachute at a time, complete- 
ly automatically and provide the necessary spacing of the 
ribbon very accurately. 
3* These developments on parachutes for personnel to 
reduce the opening shock, increase the reliability of the 
parachute opening and increase the stability are of con- 
siderable interest to this investigator because of the 
scarcity of similar investigations in these fields by the 
AAF. 
37/69 - Z APPENDIX IX Ex. B 
HEADQUARTERS 
UNITED STATES STRATEGIC AIR FORCES IN EUROPE (REAR) 
Office of the Surgeon 
Aero-Medical Research Section 
AAF 390, APO 413 
2 July 1945 
SUBJECT: Interrogation Report 
PERSON INTERROGATED: Prof. Dr. Georg Hans Madelung. 
RESULTS: 
1. Prof. Madelung confirmed the statements of Dr. 
Heinrich and Herr Knacke, which are reported elsewhere. 
2. Prof. Madelung revealed the location of other 
places where personnel and equipment were dispersed. These 
are s 
(a) Dr. Sney at Niedersondhofen. 
(b) Dr. Fisher - Alat See bei Fussen. 
(c) Herr JJÜhle - Göppingen Airdrome. 
„ (d) Dr. Hutter - Flugzeugbau Kittelberger in 
Höchst bei Bregenz or im Salzburg by his father, city 
architect. 
(e) V-l launching ramp for testing cargo para- 
chutes located in quarry near Hfeulbronn Monastery, on way 
to Bruchsaal 50 miles west of Stuttgart. 
3. Dr. Madelung indicated that the great tensile 
strength permits the ribbon type parachutes to sustain 
greater loads. Hence, it is his opinion that a ribbon 
type * chute plus a smaller ’chute for orientation are the 
answer for high velocity bail-out. 
4. Dr, Schule, who worked with measuring techniques 
and with acoustic fuses, lives in Weiblingen, a small vil- 
lage near Stuttgart. 
VERNON J. WULFF 
1st Lt., Air Corps 
3TI8<? - X APPENDIX IX Ex. C. 
SUBJECT: Interrogation Report. 
PLACE : Residence of Prof. Theodor Benzinger on the road 
between Weilheim and Schdpfloch. 
RESULTS OF INTERROGATION: 
1. Dr. Benzinger has been at the Experimental Station, 
Rechlin, working with problems of aviation medicine since 
1943. Since that time he has worked on the following 
problems; 
a. High altitude physiology. 
Instrumentation was developed for the continuous 
analysis of the last part of the expired air and obtain 
measurements of carbon dioxide and oxygen content. With 
this apparatus a series of experiments were started to de- 
termine the basis of high altitude sickness. The result 
of a long series of experiments indicated that the mechan- 
ism of gas exchange in the lungs could not account for all 
the observed phenomena and chemical or reflex phenomena 
were postulated. The urgency of wartime research never 
permitted these chemicals or reflex factors to be isolated. 
b. Oxygen Consumntlon Under Simulated Flieht Condi- 
tions . 
Measurements of oxygen consumption wete made in 
low pressure chambers and during actual fligjat under var- 
ious work loads to determine the capacity off the oxygen 
installation for the various aircraft. 
cJ ' High Altitude Acclimatization. 
Dr. Benzinger was interested in t?ns problem for 
two reasons; first, a real gain in high altitude tolerance 
could be gained by acclimatizing to high alti.tudes and 
secondly, this acclimatization provided an excellent op- 
portunity for skiing and mountain climbing for the pilots, 
which was urgently needed to provide a change and at the 
same time a method for keeping fit. The acclimatization 
which results from a two week stay or longer at altitudes 
of 6000 feet or higher will last for about three weeks 
after return to lower altitudes, but can subsequently be 
regained in shorter time intervals. This acclimatization 
can be explained by the following factors: 
37le* - X- (1) A greatly increased sensitivity to oxygen 
lack, which results in an increased rate of ventilation 
even before an unacclimatized person will be conscious 
of an altitude change. 
(2) Increased pulse rate and an increased rate of 
cardiac output. This is temporary and disappears as soon 
as the pulmonary ventilation has reached an equilibrium 
value. 
(3) Increased hemoglobin. This is a real change 
and can be detected as long as the acclimatization persists. 
All these factors together do not completely account for 
the magnitude of the acclimatization. 
(4) Hence, other factors are introduced - nervous 
reflex or circulatory factors, such as better circulation 
to the brain. There also exists the possibility that bet- 
ter capillarization exists, such as is postulated by Opitz 
in his tension gradient theory between tissue and arterial 
blood. 
d. Pilot Test for Resistance to Oxygen Lack. 
This test was devised by Dr. Benzinger to weed out 
those people that exhibit a collapse reaction and faint- 
ing upon being exposed to an oxygen lack. This collapse 
reaction occurred in about 2 or 3$ of the cases tested. 
This study and examination pilots Initiated considerable 
research in the physiology of collapse, such as the in- 
hibitory discharges of the vagus nerve which slow down the 
heart and induce the fainting reaction. In this connec- 
tion Dr, Weltz also has the theory that the fainting re- 
action in most people results from a situation of helpless- 
ness, and that an occupation or diversion suddenly thrust 
upon such people at the critical period will divert this 
fainting reaction. Prof, Jarlsch at the Department of 
Pharmacology of the University of Innsbruck has done a lot 
of work on the physiology of the heart and the fainting re- 
action. 
e. Aero-Embolism. 
Investigations were conducted on the physiology 
and the physics of the bends and certain relationships were 
obtained between the incidence of bends in the ascending 
diver and in the ascending pilot. The precautionary 
measures used in the German Air Force were similar to those 
used by the AAF. 
S7*8<? - X f. Explosive Decompression. 
Numerous and exhaustive experiments on explosive 
decompression were performed on vlrluntary human subjects. 
Out of several hundred cases there have been a few cases 
of spoplexy, resulting from a closed glottis or respira- 
tory tract during the rapid pressure drop. Outside of 
this danger, which exists at all times when the pressure 
drop is not expected, there exists only the danger of 
anoxia at the altitude to which the subjects are explod- 
ed. In order to prevent the loss of consciousness of air- 
crew members who are exploded to altitudes up to 16000 
meters an automatic diving mechanism was to be introduced 
into all such high flying pressurized cabin aircraft which 
would automatically dive the craft to a safe altitude and 
‘automatically bring the plane into level flight. Such an 
automatic apparatus was believed not beyond the realm of 
possibility. In addition, an emergency pressure suit, 
which would automatically inflate only upon a sudden drop 
in pressure, was considered but did not pass beyond the 
experimental stage. Such a suit was to be light and was 
not to restrict the movement of pilot and aircrew members 
during normal flight. Other types of pressure suit which 
could replace the pressure cabin were not considered 
nractical bv Dr. Benzinerar. 
£. Death from Detonation. 
Dr. Benzinger worked on the physiological effects 
of detonation and determined that death is always the re- 
sult of aero-emboli which form in the carotid blood ves- 
sels and in the blood vessels of the heart. Such death 
usually results only when pheumothorax or severe pulmonary 
damage occurs. When the latter is not the case, death 
usually does not result. Measurements made of the blood 
pressure in the carotid artery and in the right ventricle 
indicate some increase in the pressures but not a damag- 
ing increase. The EKG which results when fatal injury 
takes place is similar to the EKG course which ensues from 
severe oxygen lack. The effect of the blast is injurious 
only to those organis and the neighboring organis which 
contain gas. 
-»311«-^-a.