@article{ref1,
title="Heat stress in the A-10 cockpit: flights over desert",
journal="Aviation, space, and environmental medicine",
year="1981",
author="Nunneley, S. A. and Flick, C. F.",
volume="52",
number="9",
pages="513-516",
abstract="Heat stress is a significant problem during low-level flight in hot climates, especially in aircraft that impose high task loads and repetitive maneuvering forces. The A-10 close-support aircraft presents such a combined-stress environment. This report summarizes data from 15 low-level flights over desert. Ground dry-bulb temperature (Tdb,g) was 26-42 degrees C. Cockpit temperature (Tdb,c) was commonly over 40 degrees C on the ground and tended to drop progressively from taxi-out through flight to the range and return; for any given phase it was a linear function of Tdb,g. Small (50-mm) black globe temperature (Tbg,s) exceeded Tdb,c by 2-5 degrees C on the ground and by 4-8 degrees C in flight. The pilot's mean skin temperature was a linear function of Tdb,c in each phase. Auditory canal temperature (Tac) rose from a control value of 37.0 to a mean of 37.4 degrees C in flight, with one pilot reaching 37.8 degrees C. Sweat rate was a linear function of Tdb,g, with weight loss up to 2.3%. These data are compared to earlier studies of the F-4 and F-111 aircraft. Although the performance of the A-10's cooling system resembles that in other aircraft and is somewhat better than the F-4 on the ground, the effects of cockpit heat are exacerbated by its close-support role. Pilots noted lowered G-tolerance and increased general fatigue on the hotter flights. The foot- and leg-area temperatures exceeded those at the head; planned changes in air distribution should partly alleviate that situation.<p /> <p>Language: en</p>",
language="en",
issn="0095-6562",
doi="",
url="http://dx.doi.org/"
}