By Jessica Ruttenber
Dedicate to WASP….your story doesn’t end here.
“For decades, the United States has enjoyed uncontested or dominant superiority in every operating domain…today; every domain is contested—air, land, sea, space, and cyberspace” (National Defense Strategy, 2018). As China develops as a strategic opponent within the evolving Great Power Competition, another competition has emerged; talent competition. By 2030, China will have four-times the U.S. population and fifteen-times the number of STEM graduates. China’s growing numbers, combined with ongoing academic reforms, place them at an advantage to leverage their human capital for the People’s Liberation Army.
As China grows, the U.S. struggles to find quality recruits. In 2018, the DoD released a report stating that 71% of young adults in the U.S. are ineligible for military service due to health, fitness, and educational factors. To maintain the military’s lethality, the U.S. needs to modernize its capabilities to attract and retain talent to hold a competitive advantage. Failure to do so will result in our inability to remain a strategic competitor.
Currently, the United States Air Force’s aircrew height standards are based on a 1967 anthropometric survey that accounts for only males. The required standing height of 64 inches to 77 inches and sitting height of 34 to 40 inches is documented in the Air Force Instruction 48-123 and the Medical Standards Directory (MSD). The MSD is used for a flying class physical upon entry into service. Without a waiver, the standing height requirements eliminate 44% of the U.S. female population between the ages of 20 and 29, compared to only 3.7% of males. For minorities, the sitting height requirements eliminate 74% of black females, 72% of Hispanic females, and 61% of Asian females.
As the United States population continues to evolve, so must our approach to Human Systems Engineering. The U.S. Census Bureau predicts that the nation is on a trajectory for an emerging majority-minority and White/Non-Hispanic population cross by 2025. The USAF’s total force of officer aircrew is 85% white, with 2% black and 5% Hispanic. With female aircrew representing 8% of the total force, being a female of diverse ethnicity is to be the underrepresented of the underrepresented. Yet our U.S. population, and thus recruitment pool, is half female.
Women consist of 5% of Air Force pilots. For fighter pilots, this number drops down to 2%. These numbers are staggeringly given that it has been 27 years since serving in combat was open to women. Although the reasons for low female representation in aviation are multifaceted and complex, height and stature is a significant factor restricting a large portion of the recruitable population. To compete with China’s human capital advantage of 4:1 per capita, each of our pilots must be even more capable. Simply put, the U.S. can’t afford to continue to drown in self-imposed engineering barriers.
Every year, the Air Force has more applicants than pilot slots, but those candidates’ competence varies. A strong argument can be made that these engineering barriers force the Air Force into selecting less qualified candidates, given that a significant amount of the competition is artificially eliminating from competing. Would you rather have ALL of the best-qualified pilot candidates competing or only those who meet a self-induced physical standard constructed under a 1960s contracting model that does not correlate with airmanship and capabilities?
How is it possible that in 2020 the Air Force still designs aircraft and flight equipment based on predominantly male standards? Simply put, in a very complicated acquisition process, the Human Systems Integration requirements are established by the users. In other words, if you only sample the “current” aircrew demographics whose entry requirements are based on the 1967 height standard, then the Air Force continues to perpetuate these restrictions. In 2011, the USAF funded an Aircrew Sizing Survey (ACSS) to replace the 1967 Survey (Choi, et al, 2014). However, due to funding limitations and utilizing a “volunteer sample strategy,” too few females and non-Caucasian males were surveyed to account for minority demographics adequately (Choi, et al., 2016).
With the data acquired, it was possible to utilize ACSS as the updated anthropometric database for the male USAF Aircrew Population; however, the female USAF Aircrew Population database had to be derived from the 2012 Army Anthropometric Survey (ANSUR II) (Hudson, et. Al., 2016; United States Army, 2012). The use of the ANSUR II data as a “workaround” to account for the lack of female representation in the ACSS is an equivalent example to the use of a waiver process as a “workaround” to account for the lack of female representation in FC1 anthropometric requirement (Rigollet, 2017). Both are Band-Aids, which will not produce the enduring solutions required to ensure our military recruits the most capable personnel.
Accurately noted, “One of the most important things to say about the gender gap data is that it is not generally malicious, or even deliberate. Quite the opposite, it is simply the product of a way of thinking that has been around for millennia and is, therefore, a kind of not thinking” (Criado Perez, 2019). Senior military and Congressional leaders have been trying to address female fitment issues. But due to an absence of success with identifying the real barriers to entry, and the institution’s lack of holistic innovation in developing next-generation technology has only addressed the symptoms. Peeling back the layers further, we can identify an outdated acquisition model is the root cause of the problem.
In 2002, a cockpit evaluation was conduction by the Airmen Accommodation Lab to determine accommodation envelops for all USAF. Later, an algorithm representing those envelopes was developed into a WebPASS system to determine if individuals could safely perform their crew station’s necessary actions for exceptions to policies (ETPs). Those ETPs are subjective to the approval authority. Since 2015, of the 210 height waivers that were applied by women, 89% were approved. However, those wavered individuals were restricted to a handful of aircraft. Thus, while a quick and overt solution, it does not resolve the problem of ensuring the most qualified individuals are piloting the most advanced aircraft in the world. Waivers only mask the underlying issue and masquerade as a sustainable solution. For example, the F-15 accommodates only 8.9% of females. The B-52 14% and the A-10, 28.9% of females are eligible due to stature limitations. Most of these wavered individuals cannot fly a fighter, a career field that has only 2% women and historically generates the greatest number of senior leaders serving as the highest echelons within the Air Force. Mobility aircraft accommodation is slightly better, but the C-130 and C-17 eliminate 1 out of every 3 women compared to a staggeringly small number of 1-2% of men. Will these disproportionate standards be the same for the next inter-theater airlift or a next-gen fighter?
It is understandable and logical to not use female demographics in legacy aircraft designed before women were permitted to fly in combat (1993). However, dated standards are used today, 27-years later. The original F-35, Joint Strike Fighter Joint Primary Aircraft Training System (JPATS), eliminated approximately 55% of females due to historical engineering constraints. When the Undersecretary of Defense of Acquisitions (Dr. John Deutch) was informed of the lack of accommodation, he directed the development of a solution that would permit at least 80% of eligible females to operate the aircraft 7 (Hudson, 2003). However, after congressional pressure, the Human System Integration standards were changed to develop an aircraft that accommodated 97.5% women. This is the design that is available today.
Unfortunately, while the F-35 accommodates 97.5% of women, the pilot candidate must first meet the standards for the preceding training aircraft, the T-38 (41.5% female accommodation), to have the opportunity to compete. Until the T-7 replaces the T-38, 57.5% of females will be restricted from flying the F-35. The T-1 is another a major limiting factor as the mandator aircraft trainer for mobility aircraft with 57.9% female accommodation due primarily to sitting height. Since 2016, AETC approved a 1-inch cushion to open the aperture, which allowed approximately 20 individuals to receive a height waiver 27-years after students began flying the T-1.
Source: United States Air Force Research Laboratory
Unlike the officer system, for the approximately 15,000 Career Enlisted Aviators (CAE), no evaluation has been done to determine a waiver process. Female representation of the CEA remains at 8%. Regarding such a disparity to CAE career field admission, career fields that are directly tied to the National Defense Strategy, such as Airborne Cryptological Analysts (linguists), who utilize foreign language skills to analyze messages obtained during a flight, are significantly understaffed. Typically, these linguists fly in the back of surveillance aircraft. Their only physical requirement is to egress the aircraft as a normal passenger would, yet they are held to the same height standards as the pilots who fly the aircraft. Instead of assessing the enlisted crew duty stations and tasks, these career fields elected to lower their academic standard for entry in the Defense Language Aptitude Battery scores. As a result, the career field is fully manned, but the program’s attrition rate has dramatically increased. These positions could have been filled by any of the 44% of the female population who measured under 64 inches, which would have met the original linguistic standards. Instead, the career field standards were lowered instead of increasing the recruited population by eliminating an artificial barrier that had nothing to with competency in the actual career field- linguistics. The cost of the study for that one aircraft would have only cost $125,000. The Air Force is not taking risks in the right areas.
The problem is not isolated to aircraft design; it is in everything from G-suits, maternity uniforms, aircrew flight equipment, and even defender’s issued body armor. It is no secret that the military has struggled to design and provide available equipment and uniforms for female members. In 2016 Maj Whitney Pratt, call sign WASP, was an F-15 Weapons Systems Officer (WSO) flying a routine mission. A breakdown in communication between her and the pilot resulted in an 8.5 G break where she found herself in the wrong body position. Under eight and a half times her weight, her 93 lb head and 16.5 lb helmet snapped to meet her knee and pinned her in a folded position for the turn’s duration, injuring her. When she landed, she had no feeling in her left arm and intense pain through her shoulder and neck. WASP, her Commander, and her physical therapist identified that her ill-fitting flight equipment significantly contributed to her injuries. The size and weight of her helmet severely aggravated the symptoms down her neck and arm. The weight and distribution of the 44-lbs survival vest across her shoulder and neck caused her ribs to sublux, making her movements like turning her head or supporting her arm on her hand controller difficult, if not impossible.
Regardless of the equipment WASP was wearing that day, the injury would have occurred. However, due to a lack of adequately sized equipment for her smaller size, she carried extra weight, resulting in increased severity of those injuries. The ill-fitting equipment contributed to her inability to recover and return to flying status. The Air Force lost an investment of millions of dollars and years of training of this highly trained WSO due to ill-fitting equipment. After a long battle to recover her health, a Medical Evaluation Board declared Captain Whitney Pratt unfit for continued military service duty. She dedicated her last year working with Air Combat Command on designing proper fitting equipment for women, such as bladder relief systems used by bombers and fighter. Last month her service ended, but her story doesn’t have to.
This gender gap is not unique to military service. This representation of ergonomics and engineering designs has primarily focused on males. Test dummies, which are historically based on the average male stature, are typical examples of a design that neglects women and, consequently, puts their lives at risk. Caroline Criado-Perez discusses in her book, Invisible Women, how women are put at risk on the road. “Men are more likely than women to be involved in a car crash, which means they dominate the numbers of those seriously injured… But when a woman is involved in a car crash, she is 47% more likely to be seriously injured, and 71% more likely to moderate injuries.” It wasn’t until 2011 that the U.S. started using a female crash-test dummy. Even with the addition, there are some that question the testing accuracy. For pregnant women, the consequences are more severe. Although a pregnant crash-test dummy was created back in 1991, testing with it is still not governmentally-mandated (Criado-Perez, 2019).
This disproportionate gender data is not unique to just the private sector and has unfortunately been adopted in past contracts awarded to governmental engineering standards. It highlights the preeminence in which women are disproportionately acknowledged or studied regarding both safety and engineering standards. This has extended into what is accepted, yet outdated, standards used by the armed forces. This is an abdication of opportunity to entry for almost half of the American population, one that our military cannot risk perpetuating if we intend to remain globally competitive.
The solution is that the aircraft should fit the human rather than the human fit the aircraft. If the military considered and designed their equipment, gear, and uniforms to the population it recruits from, rather than from limiting legacy designs, they would not have to spend such a significant amount of time and resources trying to fix a self-inflicted barrier.
A step in the right direction is the recently awarded Next Generation Ejection Seat (NGES) to upgrade the existing systems on the F-15, F-16, F-22, B-1 and A-10 will increase its weight range to 103 to 245 pounds to be more accommodating to both smaller and larger stature individuals. According to Jennifer Whitestone, from the AAL, “reducing barriers for women to join the USAF obligates Human Systems to safely and effectively protect smaller personnel.” From the University of Michigan Transportation Research Institute, Dr. Reed emphasizes the need for a neck model. Women are 3-times more likely to experience neck injuries; the neck circumference is the largest discriminator between men and women due to the female’s smaller cervical circs as well as smaller musculature. AAL’s ongoing efforts will define the deficits and identify solution requirements, but continued funding is needed to expand future Air Force readiness and capability.
The Department of the Air Force Women’s Barrier Analysis (DAFBAWG) Women’s Initiative Team (WIT) has been tracking and researching anthropometric barriers. Recently, the WIT identified these barriers and presented a solution to Assistant Secretary of Acquisitions, Dr. Will Roper. Dr. Roper not only supported the much-needed change that is essential to our ability to compete for talent but also mandated in a 31 July policy change that Air Force “use the central 95 percentile of the entire U.S. recruiting population for all future acquisitions in aircrew flight equipment” (Air Force Guidance Memorandum 2020-63-148). Additionally, a CEA study will be funded to evaluate the current USAF aircraft inventory, led by the Air National Guard, which will update its underrepresented database.
Over the last couple of decades, there has been a significant focus on symptoms instead of accurately identifying the sustained illness, the actual barriers to entry. Waivers are one-off exceptions that are not persistent fixes and present their own unique obstacles to entry into the military force. It is paramount that the military finds innovative ways to access the greatest possible talent. The current problems are self-inflicted barriers which are not unique to only Air Force aircraft ascensions but to all of the services. It makes sound business sense to financially invest in longstanding solutions rather than hemorrhaging out money and quick fixes to bandage sustained problems of high attrition rates or barriers to access. Historically, diversity has been treated as a luxury we can’t afford during fiscal restraints. When considering the next strategic competition, we can no longer discount nearly half the potential recruitment population due to historic standardization. It is imperative to our Nation’s very survival to transform how we conduct business.
Dr. Roper and the WIT’s vision have trailed blazed next-generation military ascensions to help successfully meet the emerging challenges that will face addressing Great Power Competition. However, history has shown that bureaucracy, fiscal restraints, and competing “priorities” will delay the acquisitions, design, and fielding of female fitment just as it did to update its database in 2012. Senior leaders must continue to hold their commands accountable to expedite these changes while accepting reasonable risk to ensure an accelerated solution. The current process is outdated. New innovative methods must be embraced, and the “that’s how we have always done it” mentality should be crushed out of the system. Complacency is the enemy of innovation. Innovation will secure global prevalence.
With all combat jobs in the U.S. military open to women, Congress and the Secretary of Defense should follow the Air Force’s lead and mandate that all acquisitions, especially for weapons systems; Personal Protection Equipment (PPE); Aircrew Flight Equipment (AFE); and uniforms, use the central 95% of the population it recruits from. The PPE, AFE, and uniforms need to be as readily available for female warriors as their male counterparts. Additionally, an in-depth study should be dedicated to bringing clear understanding and analysis of the actual barriers instead of finding “workarounds” that masquerades as longstanding solutions. Finally, proper resources and funding should be immediately supported by data-driven recommendations, followed by periodic accountability reporting at the senior leader level.
The 21st Air Force Chief of Staff, General David L. Goldfein, made diversity and female fitment one of his top priorities. Through his last days, he continued to make female fitment a priority despite countless competing issues that were consistently highlighted during his final days in office. As the Air Force takes another giant step forward and begins implementing new acquisitions policy, I leave you with Goldfein’s closing remarks, “we’ve got to make sure that we build the environment out there where the right thing is easy, and the wrong thing is hard,” after all, our democracy depends on it.
Edited by Megan Biles
Women’s Initiative Team Anthropometric members: Lt Col Jessica Ruttenber (lead), Maj Andrea Harrington (lead), Lt Col Christi Opresko, Maj Chandra Fleming, Capt Lauren Daly
Special thanks to Jennifer Whitestone and Chief Christopher Dawson
Air Force Instruction 48-123 (2019, May 13) Medical Examinations and Standards
Office of the Under Secretary of Defense for Personnel and readiness. (2013) Qualified Military Available Study
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Hudson, J., Baker, M. P., Davenport, I. N., Lafferty, C., Whitestone, J., Tharp, E., & Taylor, N. (2016, November 6). USAF Anthropometric Accommodation Assessment. Air Force Research Labs, 711th Human Performance Wing and Infoscitex Corporation, a DCS Company.
Rigollet, Taylor S. “One Size Does Not Fit All: Removing Unnecessary Barriers To Entry In The Pilot Community.” Department of the AIr Force Air University, June 1, 2017.
United States Army. (2012). 2012 Anthropometric Survey of U.S. Army Personnel: Methods and Summary Statistics. Technical Report Natick/TR-15/007.