Forward-facing runs started in August 1949. By August 1948, sixteen human runs had completed, all in the backward-facing position. Instrumentation on all the early runs was in the developmental stage, and it was not until August 1948 that it was adequate to begin recording. The first human run took place the following December. The first run on the rocket sled took place on 30 April 1947 with ballast. Human tolerance to the deceleration encountered in simulated aircraft crashes could also be simulated. This was so aircraft crashes might be simulated, and to study the strength factors of seats and harnesses. The initial phase of the program, as set up by the Aero Medical Laboratory of the Wright Air Development Center, was to develop equipment and instrumentation. This led to fundamental concepts that could be applied to better safeguard aircraft occupants during a crash. Air Force in 1970 with the rank of Colonel.Īs early as 1945, service personnel realized the need for a comprehensive and controlled series of studies into the effects of deceleration on the human body. In 1967, the Air Force loaned Stapp to the National Highway Traffic Safety Administration to conduct auto-safety research. He was assigned to the deceleration project in March 1947.
Stapp's work resolved that problem as well as many others, which allowed the next generation of high-altitude aircraft and the HALO insertion techniques. One of the major problems with high-altitude flight was the danger of "the bends" or decompression sickness. His first assignment included a series of flights testing various oxygen systems in unpressurized aircraft at 40,000 ft (12.2 km). Air Force when it became an independent service in September 1947. On 10 August 1946, he was assigned to the Aero Medical Laboratory at Wright Field as a project officer and medical consultant in the Biophysics Branch and transferred to the U.S. Army Air Forces on 5 October 1944 as a physician and qualified as a flight surgeon. Stapp rides the rocket sled at Edwards Air Force Base
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