These two final revisions were designated for ground crew only as fire-resistant CWU-36/P and CWU-45/P were issued to aircrew. The final revision before being phased out by the United States military is "Mil-J-8279G" and "Mil-J-8279G AMENDMENT-1", introduced in March 1988 and October 1990 respectively. The most important revision, Mil-J-8279F, was issued in November 1978. For example, MA-1 specifications progressed from Mil-J-8279 to J-8279A, then J-8279B, J-8279C, et cetera. The military specification was amended to reflect the changes which was signaled by adding a letter to the Mil. The original design was contained in United States government military specification "MIL-J-8279." Changes to the jacket were periodically made by the Air Force because of the introduction of new textiles, new sewing techniques or new aircraft cockpit design. The MA-1 underwent design modifications during its long history of use but the classic highly functional design has remained basically the same.
BOMBER CREW MODS CHARATER CREATION ZIP
Upon entering the aircraft, the pilot could zip the jacket closed and be afforded ample protection against the cold conditions encountered in flight. The lightweight nylon design allowed the pilot to wear the jacket open and be comfortable in warm weather. This was accomplished by manufacturing the MA-1 from very high quality nylon fabrics and polyester interlinings. The MA-1 was designed by the United States Air Force to serve as an intermediate weight flight jacket for use all year. More MA-1 jackets appeared in Europe as Alpha and later Rothco began to export MA-1 jackets and other military clothing to European Air Forces and commercial customers. In 1963, Alpha Industries won the contract to manufacture the MA-1. MA-1 jackets first appeared in Europe in very small quantities in the mid-to-late 1950s probably on the black market and at sales of government surplus. Small numbers were also issued to Army flight personnel. The first MA-1 jackets were issued to United States Air Force and Navy pilots and flight crews. Nylon had been discovered prior to World War II but it was not used in flight clothing until after the war, possibly because the demand for nylon for items such as parachutes consumed the available supply during the war. The B-15 had a wool collar with pile carried over from the earlier B-10 that was found to interfere with straps in practice. To meet these needs, a new type of flight jacket was developed from the existing B-15 jacket, which was initially produced in cotton, but later produced in the same pattern but in high quality nylon. Rather than bulky leather, a sleek, lightweight yet warm jacket was needed for the new jet technology.
Speedy, unimpeded ingress and egress from cockpits became even more critical for safety. Cockpits were cramped and filled with new equipment. Also, the new jets were more streamlined in design. If the heavy, bulky leather jackets became wet from rain (when the pilot walked to his aircraft) or from perspiration, the water would freeze at high altitudes, making the jackets cold and uncomfortable. However, the new jets could fly at much higher altitudes and in much colder temperatures than propeller aircraft. Prior to the invention of jet aircraft, fleece-lined leather jackets were issued to flight personnel.
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