LEAFLET 4-05: ANTHROPOMETRY - WhatDoTheyKnow

12 Pages·2014·0.14 MB·English

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.

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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.

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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.
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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).

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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
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(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
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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
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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
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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

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13. Decision
Command comments / decision:

Signature
Name
Rank
Date Appt

[Distribution: CFMO, F5000, Air Mann-Fg Anthro]

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