LEAFLET 4-05: ANTHROPOMETRY Sponsor: DACOS Av Med 1. This leaflet outlines policy for recording aircrew anthropometry in the RAF to ensure that aircrew meet anthropometric safety and functional limits for the aircraft in which they fly. For the purposes of this leaflet, aircrew weight is considered to be a component of anthropometry. Although not yet covered by this leaflet, anthropometry is equally important in Army and RN aviation. Questions concerning Army and RN anthropometry should be addressed to the relevant single-Service Consultant Adviser in Aviation Medicine. A IRCREW ANTHROPOMETRY 2. Aircrew anthropometry is concerned with the measurement of aircrew to ensure that they are able to operate aircraft safely in normal operation and effect emergency egress without injury if required. Operating the aircraft outside of its anthropometric design limits may adversely affect safety, especially during emergency egress (including ejection where applicable), or impact on functional performance and ability to operate the aircraft controls under all flight conditions. Although primarily a concern for aircrew, the requirement to meet aircraft anthropometric limits also applies to passengers if limits are applicable to the passenger’s position within the aircraft. 3. Aircrew anthropometry aims to assure the Aviation Duty Holder that aircrew are able to perform their duties by recording compliance with aircraft limits. Where aircrew have borderline clearances, the aircrew member may require a cockpit assessment, details of which are included in this leaflet at Lflt 4-05 Annex A. A satisfactory cockpit assessment enables the Executive to allow aircrew to continue flying despite exceeding limits published in the aircraft Release to Service (RTS). 4. In addition to the role that medical staff play in identifying aircrew who may be anthropometrically unsuitable for certain aircraft types, aircrew and flying supervisors also have a duty to highlight any concerns to medical staff in order that a proper assessment can be made. RECORDING AIRCREW ANTHROPOMETRY 5. Candidate Aircrew. Aircrew candidates attending R&SDOM are to be measured on the anthropometry rig as part of the medical boarding process. The following measurements are to be recorded for aircrew candidates: a. Buttock-Heel (BH). b. Buttock-Knee (BK). c. Sitting Height (SH) d. Functional Reach (FR) e. Weight f. Stature g. Vertical Functional Reach – WSOP only - except WSOP(L) Aircrew within 10 mm of any dimensional limit (borderline passes and fails) are to be re-measured in the presence of a medical officer. Aircrew meeting the generic entry standard (at Lflt 4-05 Annex B) for their branch are suitable for selection but will be re-measured at RAF CAM before commencing flying training to ensure they have remained within limits and can proceed through training. 274 6. Serving Aircrew . Aircrew attending RAF CAM for physiological training are to have their anthropometry confirmed on the anthropometry rig for the aircraft they intend to fly, or are currently flying. Aircraft limits are detailed at Lflt 4-05 Annexes B, C & D. This ensures that pilot and WSO anthropometry data is refreshed at least every 5 years. Aircrew who change size/shape can be identified and managed appropriately. Aircrew within 10 mm of any dimensional limit are to be re-measured in the presence of a medical officer. Aircrew confirmed as outside the anthropometric limit, or within 10 mm of a limit, for their current/intended aircraft are to be brought to the attention of CFMO in order that a cockpit check can be arranged – CFMO will normally advise temporary grounding of aircrew who are out of safety-critical limits pending completion of the cockpit assessment. In addition to assessing anthropometric suitability for the current/intended aircraft, RAF CAM staff must also assess suitability against all other aircraft to inform future career planning - if out of limits, the A1 Code 050 is to be awarded on DMICP. Anthropometry results are to be entered in the aircrew logbook and a copy given to the individual for inclusion in the F5000. A further copy is to be e-mailed to manning staffs at HQ Air Command for uploading in the Manning e-dossier (Air- COSPers-Mann FgAnthro Mlbx). 7. Aircrew who do not routinely attend RAF CAM for physiological training (AEF and VGS pilots plus most rear-crew) will have weight recorded routinely as part of their annual periodic medical examination (PME). If concerned about dimensional anthropometry at the PME, the MO should contact CFMO in order that a formal assessment can be undertaken. 8. Algorithms summarising actions to be taken for recording anthropometry are at Lflt 4-05 Annex G . 9. Passenger Anthropometry – Ejection Seat Aircraft. It is essential that passengers are not exposed to undue risk of injury when flying in ejection seat aircraft. All Cat 1 and Cat 2 passengers are to have basic anthropometry (BH, BK, SH, FR and Wt) recorded when attending for their passenger medical examination (Leaflet 3-03 Annex C). Medical centres do not have access to anthropometry rigs but, with care, can achieve reasonable accuracy with locally procured measuring devices (tape, steel rule etc). Descriptions of each of the basic measurements are at Lflt 4-05 Annex H. To reflect the limited accuracy of local measurements, passengers within 30 mm of the buttock-knee maximum limit (safety critical) must be declared temporarily unfit pending satisfactory cockpit assessment or confirmation of being within limits on a calibrated anthropometry rig (R&SDOM or RAF CAM). In cases of doubt, or when outside of any limit, the passenger is to be assessed as unfit. 10. Passengers in Non-Ejection Seat Aircraft . Passengers in non-ejection seat aircraft may occasionally fall outside the safe loading of the seat or exceed other aircraft specific limits (Lflt 4-05 Annex F). As these passengers are not subject to medical examination prior to flight, it is the responsibility of aircrew to raise any concerns in order that a risk assessment can be made regarding suitability for flight. 11. International Defence Training/Exchange Aircrew . IDT and Exchange aircrew should carry details of anthropometric measurements recorded in their parent nation. If this information is not available or is incomplete for the aircraft to be flown, it will be necessary to measure the aircrew on the anthropometry rig at OASC or RAF CAM. AIRCREW WEIGHT 12. Aircrew must fall within BMI limits for military selection as outlined in JSP 950 Pt 6 Ch 7. BMI limits do not, however, take precedence over any additional height/weight restrictions that may be imposed because of anthropometric or ejection seat weight limitations. The entry aircrew weight range is 59.5 – 94.1 kgs (Pilot and WSO only to ensure unrestricted route through FT). WSOp candidates who weigh less than 63.5 kgs are to be barred from SAR duties until they reach the minimum weight; however, this does not preclude them being accepted as A1 L1 M1 E1 for other aircrew duties. 13. Additional weight limits apply to aircrew flying aircraft fitted with ejection seats and parachute escape systems. MOs are to be familiar with the maximum indicative nude body weight limits for ejection seat aircraft on their station (Lflt 4-04 Annex E ). Aircrew whose weight is outside the limits for their aircraft type are not to be automatically grounded as this is a decision for the flying executive based on boarding weight. If an aircrew member exceeds the indicative nude weight, the SMO is to advise the OC of the flying unit/squadron that the individual may exceed the boarding weight in certain AEA configurations - aircrew will then be managed in accordance with the extant policy in Group Air Staff Orders (GASOs). For any aircrew judged to be overweight (see Lflt 4-01), the MO is to set a target weight to be achieved, monitor progress and provide appropriate support. 275 14. Aircrew who are overweight for their height (high BMI) may have difficulty obtaining full and free movement of the stick in certain aircraft. Although aircrew have a responsibility to carry out such pre-flight checks routinely, the MO should consider formally requesting a cockpit assessment if he/she believes that flight safety could be impaired. 15. Aircrew who change weight significantly and who are near an anthropometric limit for their aircraft may require anthropometry to be repeated ahead of their next routine attendance at RAF CAM for physiological training. Medical officers are to consider the potential impact of weight change when aircrew attend their periodic medical examination and arrange repeat anthropometry if indicated. ANTHROPOMETRIC LIMITS 16. Limits for individual aircraft are outlined in the relevant aircraft RTS and for ease of reference are reproduced in the following annexes: a. Dimensional anthropometric limits – Lflt 4-05 Annex B, Lflt 4-05 Annex C and Lflt 4-05 Annex D. b. Ejection seat weight limits – Lflt 4-05 Annex E. c. Non-ejection seat aircraft weight limits – Lflt 4-05 Annex F Aircraft limits shown in these annexes can only be amended on the authority of Delegated Release To Service Authority(RAF). 17. For aircraft where dimensional anthropometric limits are not shown, aircrew are to be assessed by a QFI/QHI as part of aircraft type conversion training (or as directed by the RTS). If there are any concerns, the aircrew member is to be brought to the attention of medical staff in order that a formal assessment of anthropometric suitability can be undertaken. 276 LEAFLET 4-05 ANNEX A: COCKPIT ASSESSMENT 1. A cockpit assessment is required to check the anthropometric suitability of aircrew whose anthropometric measurements are borderline ( 10 mm inside of aircraft limit) or outside of limits (e.g. aircrew who have grown) for their current/intended aircraft. A cockpit assessment is also required for aircrew when functional ability is in doubt (e.g. following injury). 2. Cockpit assessments are to be conducted by staff competent to undertake the assessment and form an opinion regarding fitness/suitability for role. Cockpit assessments, whether anthropometric or functional, must be undertaken by a MO and a pilot qualified on the aircraft type unless dispensation has been granted by the CFMO for a QFI check only (see below). Flight Medical Officers should have the requisite skills to undertake the medical element of the assessment while a QFI is best placed to make the aircrew assessment. Non-FMOs may be authorised to complete cockpit assessments by the CFMO if they have been trained to do so. Although it is recognised that the QFI will be best placed to form an opinion regarding the acceptability of any anthropometric or functional limitation, the MO must not be afraid to challenge any recommendations and must record any unresolved concerns. If the outcome cannot be agreed, the matter must be brought to the attention of the CFMO for final resolution with the flying executive. Anthropometric suitability may be confirmed by a suitably qualified aircrew member alone (normally a QFI/QHI) when there are no anthropometric data for the aircraft (as per the notes at Lflt 4-05 Annex B and the aircraft RTS); however, if borderline, a formal assessment as outlined in this annex will be required. 3. When conducting a cockpit assessment, the form at Leaflet 4-05 Annex A, Appendix 1 is to be completed, unless a QFI check has been authorised by the CFMO (borderline anthropometry in experienced aircrew where function is the only concern). Copies of the completed assessment are to be retained in the aircrew member’s medical record (scanned into DMICP) and F5000. The result of the assessment is also to be recorded in the aircrew member’s flying logbook (same page as the JMES). 4. The cockpit assessment should be repeated under the following circumstances: a. Change in anthropometry ( 10 mm) from the last assessment if the change is in a non- favourable direction (anthropometric assessments). b. Function deteriorates (functional assessments). c. On change of aircraft type (anthropometric cockpit assessment only required if outside new aircraft limits). d. Medical staffs or the aircrew member or the flying supervisory chain raise concerns (e.g. following introduction of bulky new AEA). 277 LEAFLET 4-05 ANNEX A, APPENDIX 1: FUNCTIONAL COCKPIT ASSESSMENT FORM 1. Subject details Surname Forename Rank Service no Date of birth TG / aircrew role Stage of flying trg Total flying hours Current ac type Intended ac type Height Buttock-knee Weight Buttock-heel Sitting height Functional reach 2. Assessment Date Aircraft type and Mk Reason for Assessment [If medical, diagnosis is not to be given as distribution of completed form includes non- medical addressees] Assessed at Subject QFI/QHI Medical officer 1 matter Crewman Other specialist experts (SE/engineer/armourer) Crew/seat position assessed 3. Aircrew equipment assembly worn (Note: Listing AEA worn is important, as this qualifies the bulk, weight and restrictions that the subject has throughout the assessment. Subjects should be assessed in the maximum and minimum bulk of AEA cleared for the aircraft. This will normally be a Winter Sea or Operational scaling and a UK Summer Land scaling). Type Size a Helmet b Mask c Spectacles (if worn) d NVG (if worn) e Flying coverall or combat clothing f Immersion suit (if worn) g Survival vest h Life preserver i Armour plate / fragmentation vest 278 (Note front, rear and/or other plates worn) j Anti-G trouser k Boots Other equipment non-standard or trial (specify): 4. Dressing and undressing (Note: Aircrew must be able to don and doff AEA without assistance. The immersion suit is perhaps the most difficult item of AEA to don and doff and for functional assessments it may be a useful first test where neck, shoulder, back, upper limb, hip, or lower limb mobility is impaired). Satis Unsatis Comments a Any difficulty or restriction in donning / doffing clothing or AEA? b Neck mobility c Upper limb mobility d Back mobility e Hip mobility f Lower limb mobility 5. Walk out and entry (Note: This assessment must examine the normal activities conducted by aircrew during pre-flight. This may include crouching or crawling under the airframe, reaching into recesses or climbing the aircraft structure. Guidance should be sought from the assisting aircrew). Q. Are any difficulties or restrictions experienced during normal access to the aircraft? In particular, crouching, reaching under airframe or climbing into or out of the cockpit. Satis Unsatis Comments a Pre-flight checks and walk-around b Access to hatches, etc c All methods of access to aircraft acceptable (including land away and emergency)? 6. Strapping in procedures (Note: Aircrew should adjust the seat to the correct design eye point and this should be used for all remaining assessment serials. Guidance should be sought from the assisting aircrew). Q. Are there any difficulties or restrictions in achieving the following? Satis Unsatis Comments a Seat adjustment – rake, height, fore/aft b Rudder pedal adjustment c Connection of lanyards, communication leads or man-mounted avionic systems d Attaching and adjusting restraint harness (including parachute if applicable) e Connection of breathing gas supply f Connection of arm or leg restraint lines g Adjustment of AEA for comfort including access to pockets used in flight 7. Structural clearance 279 Q. Is there enough space for the individual within the aircraft for normal working during a crash or in the event of emergency egress or ejection? The following areas may need to be examined: Accep Unaccep Comments a Stature. Is individual able to access, egress and work within the environment? b Sitting height. Consider canopy clearance, helmet/headbox position, helmet/aircraft overhead panel interactions. c Buttock-knee / buttock-heel. Clearance to instrument panel or console. Note any visual obscuration caused by thighs, ability to comfortably place feet on controls and space within leg tunnels (caution feet > size 12). d Bideltoid breadth (shoulder breadth). Check clearance to cockpit sizes, access, egress and ability to fit through emergency escape hatches. e Stomach depth. Can the harness be secured with most bulky AEA? Does stomach impact on structure, equipment or controls during movement? (See 9a also) Is subject able to egress through all emergency escape hatches? 8. Vision (Int/Ext) (Note: Adequate vision must be demonstrated to the satisfaction of the MO and aircrew SME). Accep UnaccepComments Internal: a Basic flight instruments / symbology b Weapons systems / sighting systems c Emergency warning panel d Comms / nav equipment e Side, centre or overhead panels f Rear crew / other crew, if applicable External: Look out scan: Note extremes of vision g - Left on airframe or outside h - Right and confirm 280 acceptability with i - Above QFI/QHI. j - Below k - Behind 9. Functional Workspace Assessment (Note: This is required to demonstrate that the aircrew can safely carry out all the actions required to operate the aircraft or equipment within their area of responsibility. Guidance should be taken from the QFI/QHI or training aircrewman. The serial should be conducted with harness in the locked and go forward modes. For handling pilots, check all flying controls under the direction of QFI/QHI and note where restrictions occur). Satis Unsatis Comments Seat harness locked a Is there full and free movement of the control column/cyclic in all directions? b Does the subject To the right have adequate c To the left reach, strength and d dexterity to operate Above all the required e Below switches & controls? Seat harness in go forward mode (if applicable) f Is there full and free movement of the control column/cyclic in all directions? g Does the subject To the right have adequate h To the left reach, strength and i dexterity to operate Above all the required j Below switches & controls? Note – Check ability of subject to conduct other duties expected of their trade at the workplace under the guidance of QFI/QHI/aircrewman. Make notes / take photographs as required. 10. Emergency egress (Note: This is required to demonstrate that aircrew can escape unaided in the event of an emergency. However, this assessment should be done in such a manner as to avoid both injury to the aircrew and structural damage to the aircraft. There is no need to remove escape hatches or jettison doors. Guidance should be taken from the QFI/QHI or training aircrewman). Satis UnsatisComments All aircraft a Harness release b Release of other equipment c Clearance of escape route, operating emergency handles/levers d Egress, primary escape route e Egress, secondary escape route f Egress through emergency panels/openings, if appropriate Ejection seat aircraft g Check ejection seat posture h Check ability to reach and operate seat pan handle i Check ability to reach and operate 281 emergency oxygen j Check ability to reach and operate man seat separation 11. Comments 12. Recommendation Recommendation: Acceptable Unacceptable (Delete as appropriate) QFI/QHI Medical Officer Signature Signature Name Name Rank Rank Appt Appt Date Date Crewman Other specialist Signature Signature Name Name Rank Rank Appt Appt Date Date 282 13. Decision Command comments / decision: Signature Name Rank Date Appt [Distribution: CFMO, F5000, Air Mann-Fg Anthro] 283