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(IResearch Product 89-11

Human Factors Design Criteria

for Future Systems.
Report No. 4:
FAADS Design Criteria Evolving
From the Sgt. York Follow-On
Evaluation I

S
DTIC
ELECT[7
JUL 201989
May 1989
o)B
Fort Hood Field Unit
Systems Ren: -rch Laboratory

UZS. Army Research Institute for the Behavioral and Social Sciences
Approved for public release; distribution is unlimited.

I.. C6 ' -. 2 . • '

U.S. ARMY RESEARCH INSTITUTE
FOR THE BEHAVIORAL AND SOCIAL SCIENCES

A Field Operating Agency Under the Jurisdiction

of the Deputy Chief of Staff for Personnel

EDGAR M. JOHNSON JON W. BLADES

Technical Director COL, IN
Commanding

Research accomplished under contract for the

Department of the Army

Essex Corporation

Technical review by

David M. Johnson
Kenneth C. Reynolds

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Human Factcr3 Design Criteria for Future Systems. Report No. 4: FAADS Design Criteria
Evolving From the Sgt. York Follow-On Evaluation I
12. PERSONAL AUTHOR(S)
Muckler, Frcdcrick A.; Babbitt, Bettina A.; and Seven, Sally A. (Essex Corporation)
13a. Ti PE OF REPORT 13b. TIME COVERED 14. DATE OF REPORT (Year, Month, Day) 15, PAGE COUNT
Final FROM 86/10 TO_.ý712 1989, May 51.
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17. COSATI CODES 18- SUaJEC(r TERMS (Continue on reverse if necessary 2nL; identify by block number)
FIELD GROUP SUE-GROUF Forward Area A:.. T-Ifense System (FAA£.3) Sgt. York FOE I
Design criteriP
Human factors
19. ABSTRACT (Continue on reverse if necemary and identify by block number)

"Fifty-one human factors design problems reported from the Sgt. York Follow-On Evalua-
tion (FOE) I are examined with respect to the driver's station (20 problems) and the crew
compartment housing the squad leader and gunner (31 problems). Each design problem is
compared with human factors criteria from MIL-STD-1472C and MIL-HDBK-759A to determine
the adequacy of currena+y available design criteria. Where existing design criteria were
inadequate or nonexistent, proposed changes and additions are presented. The purpose of
this work is to provide human factors design criteria ,r future Forward Area Air Defense
System (FAADS) with respect to improved soldier-machine interfaces. --!

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Research Product 89-11

Human Factors Design Criteria

for Future Systems.
Report No. 4:
FAADS Design Criteria Evolving
From the Sgt. York Follow-On Evaluation I

Frederick A. Muckler, Bettina A. Babbitt,

and Sally A. Seven
Essex Corporation

Field Unit at Fort Hood, Texas

George Gividen, Chief

Systems Research Laboratory

Robin L. Keesee, Director

U.S. Army Research Institute for the Behavioral and Social Sciences
5001 Eisenhower Avenue, Alexandria, Virginia 22333-5600
Office, Deputy Chief of Staff for Personnel
Department of the Army

May 1989

Army Project Number Human Factors In Training

20203731A793 and Cperations
Approvod for public release' listrihution i7 "n!imri:cd.

iii
FOREWORD

In the process of participating in operational tests and evaluations,

personnel from the U.S. Army Research Institute (ARI) tor the Behavioral and
Social Sciences isolate and identify human factors (MANPRINT) deficiencies in
nc., emerging Army systems. From this work come both positive recommendations
for correcting the specific system problems and design criteria for improving
future systems. This report, based on the Cgt. York Follow-Oil Evaluation
(FOE) I, presents human factors design criteria for use in the design of fu-
ture Forward Area Air Defense Systems (FAADS). This is the fourth In a series
of reports that provide human factors design criteria for future weapons sys-
tems. Earlier reports present design criteria evolving from human factor
evaluations of the M1 tank, the Fire Support Team Vehicle (FIST-V), and the
Multiple Launch Rocket System (MLRS).

Results of these design criteria investigations were communicated to the

Human Engineering Laboratory facilýity at Huntsville, Alabama, for integration
into the Army's Numan Engineering Design Handbook, MIL-IIDBK-759A, and the DOD
Standard, MIL-STD-1472C. Copies of the design criteria reports were also pro-
vided to Training and Doctrine Command system managers and Army Materiel Com-
mand program managers. Because it is concerned with forward area air defense,
this report was also provided to the Air Defense School. This research was
performed as a work unit subsumed under ARI Research Task. 1.1.4, Air Defense
Crew and Operator Performance.

This work was conducted in conjunction with the following agreements:

(1) Letter of Agreement between U.S. Army Research Institute for the Be-
havioral and Social Sciences and U.S. Army Operational Test and Evaluation
Agency, 15 June 1983; (2) Letter of Agreement between U.S. Army Research In-
stitute for the Behavioral and Social Sciences and the U.S. Army Air Defense
School, 20 November 1986.

EDZARM. J N SON
Technical Director

Accession For

DTIC TAH
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Just 1iatsO
lopd U
/ • Just
D Iatibution/
\ •,,.. By. ...

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HUMAN FACTORS DESIGN CRITERIA FOR FUTURE SYSTEMS. REPORT NO. 4: FAADS DESIGN

CRITERIA EVOLVING FROM THE SGT. YORK FOLLOW-ON EVALUATION I

EXECUTIVE SUMMARY

Requirement:

The objective of this analysis is to specify current design criteria re-

lated to human factors (HF) that are associated with Sgt. York deficiencies
and to stipulate modified or new design criteria, where needed, to prevent a
recurrence of these deticiencies in future Forward Area Air Defense Systems
(FAADS).

Procedure:

During the Sgt. York Follow-On Evaluation (FOE) I, 51 human factors

problems in safety and training were recorded. The procedure then involved
comparing each of the 51 individual problems with pertinent design criteria
statements in MIL-STD-1472C and MIL-HDBK-759A. These criteria were examined
to determine if they provided adequate guidance for making informed design
judgments. Where the criteria were judged to be inadequate or missing, re-
vised or new criteria are proposed.

Findings:

The results were divided into two parts: (1) the driver's station and
(2) the crew compartment housing the squad leader and the gunner. FOE I data
clearly showed that the design of the driver's station was inadequate in such
critical variables as workspace, seating, control design, environment, and
visibility. Of the 20 problems identified, 15 could have been avoided if cur-
rent design criteria had been complied with. Recommended design criteria that
would reduce the probability of recurrence of the five remaining problems are
provided.

In the crew station, 31 design problems were identified in such catego-

ries as inadequate workspace, poor seating, inadequate visibility, display and
control deficiencies, and workload. Most important were mission performance
deficiencies in the execution of the target engagement sequence, the principal
purpose for which the system existed. Of the 31 problems, 18 were adequately
covered by current design criteria; recommendations are given for handling the
remainiiig 13.

vii
Utilization of Findings:

The recommendations of this report are intended for use in improving and
updating human factors design criteria for future self-propelled air defense
systems. A major purpose is to prevent recurrence of the same and similar
problems in future Forward Area Air Defense Systems.

viii
HUMAN FACTORS DESIGN CRITERIA FOR FUTURE SYSTEMS. REPORT NO. 4: FAADS DESIGN
CRITERIA EVOLVING FROM THE SGT. YORK FOLLOW-ON EVALUATION I

CONTENTS

Page

INTRODUCTION ......................... .............................. 1

HF design criteria for new systems . . . ................. 1
Purpose and objective of this report .... ............... . . 1
METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 3

Sgt. York Follow-On Evaluation I ............... ................... 3

HF problem selection criteria ................. ................... 5
Design criteria sources ................... ....................... 5

RESULTS .............................. ................................ 6

The driver's station .................... ......................... 6
The crew station ................ ........................... .... 19
SUMMARY AND CONCLUSIONS .................... ......................... 40
REFERENCES ....................... ............................... ... 43

LIST OF TABLES

Table 1. Comparison of major HF design problems in the Sgt. York

FOE I with current and proposed design criteria: The
driver's station ............... ......................... 7

2. Comparison of major HF design problems in the Sgt. York

FOE I with current and proposed design criteria: The
crew station ..................... ......................... 21

ix
HUMAN FACTORS DESIGN CRITERIA FOR FUTURE SYSTEMS. REPORT NO. 4:
FAADS DESIGN CRITERIA EVOLVING FROM THE SGT YORK FOLLOW-ON EVALUATION I

INTRODUCTION

HF Design Criteria for New Systems

The Fort Hood Field Unit of the Army Research Institute (ARI) has had an
active program of human factors research concerned with improving the soldier-
equipment interface for almost two decades. Based upon the assessment of
soldier performance in a variety of systems employed in an operational test
and evaluation environment, a series of design criteria reports have been
produced as a result of evaluating three major Army weapon systems:

"o The Ml Tank (Earl, 1984)

"o The Multiple Launch Rocket System (MLRS; (EFal 6 Crumley, 1985)
"o The Fire Support Team Vehicle (FIST-V) (Crumley & Earl, 1985)

The purpose of these reports was to provide the results of evaluations of

existing design criteria, to propose modifications of existing design criteria
wh.ere necessary, and to develop new design criteria where needed, with the
expectation that more complete design criteria could be available for future
systems in the class.

This report is the fourth in that series, and it deals with design
criteria evolving from the Sgt York Follow-On Evaluation (FOE) I. It is
intended for use in the design of future Forward Area Air Defense Systems
(FAADS).

Purpose and Objective of this Report

Design criteria have been established as an aid and a guide to those

individuals creating systems. There are two major documents that provide
human factors design criteria for the soldier-machine-system interface:

o Military Standard: Human Engineering Design Criteria for Military

Systems, Equipment and Facilities. Department of Defense, MIL-STD-
1472C, 2 May 1981.

o Military Handbook: Human Factors Engineering Design for Army

Materiel (METRIC). DepartmenL of the Army, MIL-HDBK-759A, 30 June
1981.

Considering the age of these documents and the rate of change of technology,
several questions occur. One, to what extent are the present design criteria
adequate? Two, to what extent are the present design criteria used? One way
of answ~ring both questions is to examine the human factors dcsign problems
identified during operational tests of actual equipment and systems.
 Such problems can then be associated with: I) an existing design criterion
that was used, was overlooked or Ignored; 2) with an existing design criterion
that was not adequate and needs to be modified; 3) the absence of any
pertinent design criteria. The case of missing criteria will reveal a need
for additional criteria to cover problems not anticipated by current
standards, handbooks, and specifications.

The recommendations of this report are based upon an examination of human

factors design problems that emerged from a screening of data from the Sgt
York FOE I. The report's objective is to provide design criteria for future
FAADS. Fifty-one design problems have been identified in terms of their
potential adverse impact on mission performance, safety, and crew performance.
The problems result from poor human factors design. A separation has been
made between the problems involving the driver's station and those involving
the crew compartment housing the squad leader and the gunner. For each prob-
lem, the presence or adequacy of current design criteria Is noted. Proposed
changes or problem solutions are zuggested as appropriate.

For more extensive analyses of the 3gt York FOE I data, three other
documents are recommended: (1) Sgt York FOE I Human Factors Data (Babbitt,
1987); (2) Sgt York FOE I: Lessons Relearned (Seven, 1987); and (3) Sgt York
Human Performance Data (Babbitt, Seven, & Muckler, 1987).

2
 METHOD

t York Follow-On Evaluation I

The DIVAD gun system (M247 Sgt York) was originally intended to provide
all-weather, close-range air defense for forward area mobile tactical units
against hostile fixed-wing aircraft, helicopters, and lightly armored
vehicles. Sgt York was a self-propelled tracked vehicle with a crew of three
(driver, squid leader, and gunner) and principal armament of dual 40 mm guns.
Development of the system was initiated in 1976, with the eventual Follow-On
Evaluation (FOE) I of the system in 1985, and cancellation of the system in
19B5 (Seven, 1987, p. 6).

As is customary with weapon system development, a series of test5 were

conducted on the emerging system (Babbitt, 1988, p. 3). Prior to FOE I, the
following tests were conducted:

o 1981: Division Air Defense Gun Developmental/Operational Combined

Test;
o 1982: Dvvelopmental Test IIA;
o 1983: Developmental Test IIB;
o 1984: Sgt York Limited Test;
o 1985: AMSAA Independent Evaluation of the Sgt York Air Defense Gun
Initial Production Test.

These tests revealed a number of human factors and safety deficiencies, and
set the stage for the human factors and safety test3 conducted as part of the
FOE I, carried out during April, May, and June 1985 at Fort Hunter-Liggett,
CA, and the White Sands Missile Range, NM (Babbitt, 1987, p. 5).

For the Force-On-Force phase of FOE I, a Sgt York platoon (four Sgt York
fire units, each with a 3-man crew) and five Stinger companies were employed
in support cf an armor heavy battalion task force comprised of two tank
companies and one mechanized infantry company. There were 52 validated record
trials composed of 29 Sgt York trials, 12 Vulcan baseline trials, and 11
trials with Chaparral/Vulcan cumbined (alternate systems). Stinger waý
present on all trials, as were two Chaparral fire units deployed to the rear
of the battalion task force. The battal~on task force conducted a serien of
attack, delay, and tactical road march 3cenarios lasting about 20 minutes per
trial against enemy ground vehicles and fixed- and rotary-wing aircraft.
Trials were conducted under various electronic warfare conditions, under day
and night conditions, and with and without nuclear, biological, and chemical
(NBC) gear.

The Live Fire phase was conducted in the Red Rio area of White Sands
Missile Range, NM, between 22 May and 15 June 1985. Five Sgt York fire uhits
were used during this phase, with two Sgt York systems designated to fire
duri,> each aerial target scenario. Prior to each trial, the fire units
completed a 52-mile road march with a full load of ammunition over unimproved
dirt roads with the system fully operational in all modes. The basic scenario
provided for two F-t00 aircraft configured as drones and one UH-I helicopter

3
(drone) for each trial. Six of the F-100 drones and three helicopter drones
were deztroyed by Sgt York aerial fire in four trials. Sixty-one ground
target engagements were conducted against stationary and moving M-114 and
wheeled vehicle tar&ets.

During FOE I, human factors, safety, and training data were collected by a
team of specialists using five sources of information (Babbitt, 1988, pp. 11-
14):

0 Data from the 1553 data bus, re.cording many aspects of system and
subsystem performance including in some cases crew performance, or at
least selected aspeetb of crew performance

o Video and audio tape3 of crew activities and communications

o Questionnaire responses from all player personnel after the test

o Structured interviews and observations from player personnel after

each trial

o A review of data collected by the Reliability, Availability, and

Maintainability (RAM) data collectors and a review of test conductor
event logs

From these data -,)urces, a large number of human factors and safety
deficiencies were observed and recorded under 12 headiý,3s:

o 1hysical environment and workspace

o Workspace, anthropometrics, comfort
o Controls and displays
o Workload, divi!ion of labor
o Visibility
o Audio and visual alarms
o Target detection, acquisition, tracking
o Communications
o Travel and navigation
o Publication and documentation
o Safety
o Training

These data and reports are the basis for the human factors design problems
discussed in this report.

r • q • )4
HF Problem Selection Criteria

From all the data available from The Sgt York FOE I, fifty-one (51)
specifjc human factors design problems were selected, twenty (20) for the
driver's station and thirty-one (31) for the trew station housing the squad
leader and the gunner. The following criteria were used in selecting these 51
pr obl ems:

o The design problem was a clear violation of established human factors

engineering design criteria: Department of the Army, 1981, MIL-HDBK-
759A; Department of Defense, 1981, MIL-STD-1472C.

o Safety evaluations from rOE I showed the possibility that the design
problem could create a safety problem operationally, ranging from
minor injury or minor system damage to catastrophic, death or system
loss. Part of this criterion concerned the probability estimates that
a nafety nazard might occur.

o Seriousnress of impact on mission performance was also a criterion for

selecting the design deficiencies. The options were that the problem
could prevent optimal mission performance, seriously degrade mission
performance, or prevent mission performance.

o In some cases, and particularly with respect to the target engagement

sequence task. objective crew performance measurement was available
and design problems were revealed through less than a~ceptable
response times.

To be included, each design problem had to meet at least one of the four
selection criteria. Several problems 5&tizfied more than one,,

Desin Criteria Sources

As stated above, the first task of this report was to evaluate the human
factors design problems against existing human factors design criteria, MIL-
HDBK-759A and MIL-.,TD-11172C. These are the most widely used documents
providing human factors design criteria for the development of military
systems through the Department of Defense. The Sgt York contract specifica-
tions cited the prior versions that were in effect in 1976 (MIL-HDBK-759 and
MIL-STD-1472B) as guidelines. They contained very similar criteria (Seven,
1987).

Our first step wa3 to decide if any existing criteria in these two
documents would ha,,e been applicable to the Sgt York design problem. If the
applicable criteria were inadequate or incomplete, the second step was to
suggest modified or new design criteria, or in some cases to make specific
suggestions for solving the problem were it to occur in future FAADS design.
Again, the purpose here is not to revisit the human factors issues In Sgt York
"'u' rath,^ r to enable avoidance of' similar problems in future systems.
 RESULTS

The Driver's Station

Table 1 shows the 20 major human factors design problems associated with
the driver's station and current human factors design criteria that are
applicable to each design problem. Where design criteria are Inadequate or
missing, proposed additions or changes to current criteria are presented. In
some cases, design criteria are not needed; the problem can be solved
presumably by procedures or equipment changes.

The driver's station will not accommodate 40% of the anticipated Army
drivers. The driver requires an adequate seat, cushioning, seat belt,
shoulder harness, and much better external visibility. Thtre Is no engineer-
Ing reason why they cannot be provided.

Consequences of poor design were poor driving during the operational test
trials, considerable slowing of the vehicle, and collisions with objects.
Thus, battlefield mobility was seriously limited. Another consequence was
that the squad leader spent much time "heads out" helping the driver travel
and navigate. This is not what the squad leader Is supposed to be doing.

The Sgt York driver's station was a part of the M48 chassis adopted for
the York. The M48 chassis had a flawed design for the driver. It is
customary for standard chassis to be adopted for air defense turrets ap-
parently in the name of standardization and cost savings. Many of the
presently proposed systems such as ADATS, Liberty, Shahine, and Paladin offer
alternative standard chassis such as the MIAI or the Bradley (Babbitt, Seven,
& Muckler, 1987, page 11). It should be remembered that the M1 driver's
station showed many of the same human factors deficlencle3 found in the M48
and the Sgt York, particularly with respect to inadequate workspace (Earl,
1984). It does not seem too wise to continue to perpetuate a poor soldier-
machine interface when (1) it Is not necessary and (2) there are more than
sufficient data to show that the design has a negative impact on mission
performance.
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The Crew Station

Table 2 lists the 31 major human factors problems associated with the crew
station which houses the squad leader and the gunner. As in Table 1,
available design crJteria are shown for the problem or proposed orlteria
changes are presented to solve the problem. Recommended addition5 to existing
criteria are noted. In .ome cases, relatively simple engineering solutions
are possible.

The basic workspace provided for the squad leader and the gunner In the
crew compartment was inadequate. A significant proportion of the anticipated
Army personnel that might have been in the vehicle would have found It
cramped, uncomfortable, and difficult (if not dangerous) to use, as did mozt
of the test subjects on FOE I. This situation in part Is to be expected,
since basic vehicle design profiles limit space available and there 1s a great
deal of equipment that must be in the compartment. It is, therefore, all the
more jr.portant that the space be properly apportioned on the basis of
anthropometric dimensions of the anticipated users. Adequate support must be
provided in terms of lap beltý and shoulder harnesses so that crew members are
not slammed into the equipment or into sharp surfaces by changes in speed or
di rect ion.

For task performance it was apparent that little attention was given to
integrated control-display design; equipment modules were sirt;' I tac;k"a i
around the two crew members (Babbitt, Seven, & Muckler, 19871 i.age 26) Crew
station lighting received insufficient attention, for it produced an un-
desirable glare off display surfaces and made task performance at night
difficult.

In all these parameters there are available adequate human factors design
criteria and design data. The facts are reasonably known as to what is
required for good soldier-machine interface design. It is to be hoped that
future FAADS design of workspace, control-display design and integration, and
crew station layout will be considerably improved.

Much more complicated is the design of the basic task to be performed in

the crew station: the target engagement sequence. Successful execution of
the target engagement sequence is the mission-critical task. It, indeed, is
the reason for the existence of the system. Data from 271 Force-on-Force
(non-live fire) engagement sequences produced a mean time to fire of 16.5
seconds, well uver the system operational requirement (Babbitt, Seven, &
Muckler, 1987, page 83). Clearly, this was unacceptable performance.

The tabulor approach to design criteria problem3 may be too limited to

cope with the general problem of tactieal aircraft identification for the fire
or hold-fire decision. Identifying aircraft as hostile or friendly is the
single most important and difficult issue in the domain of air defense.
Hostile aircraft must be Identified at sufficient range so that they can be
engaged before they have released their ordnance. Further, the identification
must be highly valid and reliable. Friendly aircraft assets are of high value
because they are high in codt, limiLed in nu&ber, and required highly trained
and selected operators. Even a one percent fratricide rate imposed by each

19
friendly air defense fire unit would eventually doom friendly air assets,,
because there are so many fire units and because each friendly aircraft and
pilot must overfly so many fire units so many times in carrying out even one
day's mission. Thus, the central problem for air defense is how to be
exceedingly accurate and timely in making the tactical identification
decision. It seems a rather weak contribution to say that the identification
function should output 80% correct calls and minimum false alarms - or to say
that "automation and decision aiding 1s essential." It is beyond the scope of
this report to provide a solution to the general Issue of tactical aircraft
identification.

In further speculation, part of the problem with the non-ucce3esful

execution of the target engagement sequence may be in the complexity of the
system operating modes and levels of automation. Only in the Radar Auto mode
and the system preempt engagements was system performance within the ti:-we to
fire requirements for a substantial proportion of the engagements. The other
modes were simply too complicated for quick human response, despite the
automation aiding provided. A message that may apply to all future FAADS
soloier-computer interfaces for the target engagement sequence is: Keep the
interface very simple If very short response times are required.

20
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 SUMMARY AND CONCLUSIONS

It seems apparent that the Sgt York design was relatively uninfluenced by
existing human factors design criteria and design data. While MIL-STD-1472B
and MIL-HDBK-759 (current In 1976) were contract reference documents, there is
little evidence that they were used. The Army's Required Operational
Capability (ROC) document stated that crew station design should be "based on
good human engineering design principles," but it was not (Seven, 1987, pages
12-15). The majority of the 51 human factors design problems listed here in
Tables I and 2 would have been avoided had existing design criteria been
followed.

It would appear that many of the functions of the Sgt York needed more
thorough examination. The most serious is the frequently unsuccessful (by
mission required response times) target engagement sequence performed jointly
by the squad leader or the gunner and the computer subsystem. FOE I perfor-
mance data indicated that, the greater the operator's involvement in the
target engagement sequence, the longer the system's Time to Fire.

Another issue that should be closely examined in future FAADS design is

crew size. Looked at from the limited aspect of the FOE, one might question
whether three crew members are needed to perform the FAADS mission tasks.
However, if one considers the Operational Mode Summary/Mission Profile, the
crew size of three will be taxed when continuous, sustained operations are
required. Detailed simulation tests and design studies (not to exclude the
OMS/MP noted) are all needed to produce a credible estimate of the required
crew size. The attractiveness of reducing crew size is understandable, for
the reduction of a single crew member would have enormous impact on workspace,
workload, task performance and all MANPRINT domains.

Reference has already been made to the common practice of using a standard
tracked or wheeled vehicle chassis upon which to mount the air defense turret.
In the case of the Sgt York, the chassis was the M48 which had to be modified
to handle the primary power unit as it was. It is unfortunate that some
modification could not also have been made to the driver's station. Other
Chassis improvemeit seems much needed. The MI chassis also has many limita-
tions affecting driver and squad leader (Earl, 1984). Unless the factors of
standardization and lessened chassis cost lose importance relative to improved
driver, crewmen, and squad leader performance, the expectation of a high
performance future FAADS vehicle is not very optimistic.

These human factors evaluations always raise a question as to what extent

the soldier-machine problems make a difference in mission and system per-
formance. Clearly, here there were at least two operational test examples.
First, poor driver performance because of poor driver station design did
impact mission performance during FOE I. Second, although it is difficult to
assign blame directly, the operation of many of the engagement modes of the
Sgt York's soldier-computer interface did not allow the target engagement
sequence to be performed with desired swiftness. The data suggest that using
a simplified system of target acquisition and engagement modes would have
produced performance that was more often within the requiredi time limits.

4O
 With other design criteria, it is not so easy to correlate soldier-machine
problems with system performance. Some 10 items were identified as potential
safety hazards (Babbitt, 1988), including, for example, inadequate shoulder
harnesses for the crew members.
During FOE I, the rough terrain resulted in many sudden stops, with crews
being thrcwn forward. This was a severe problem for gunners who were thrown
against the inadequately padded gunsights. Another example illustrates the
predicted performance problem. The MOPP gear was very hot and uncomfortable
for the crew members. Yet no effect on performance was shown during FOE I
(Babbitt, Seven, & Muckler, 1987, pages 117-119). The actual durations of
wearing MOPP gear during FOE I were too short to show performance degradation;
crew members will adapt and adjuStt up to a point.

Another problem associated with all design criteria and notably with human
factors design criteria is the possible specification of performance require-
ments (cf. Kaplan & Crooks, 1980). It has been proposed that performance
requirements be substituted for design criteria, but current and predicted
practice seems to be continued use of design criteria, supplemented, where
possible, by performance requirements. In the present case, supplementary
performance requirements can be provided for the target engagement sequence
task, and performance standards can be devised for this task. They would,
however, be contingent upon the sensor, signal processing, and fire control
computer equipments.
On the other hand, the performance impact of inadequate workspace is
difficult to specify. One performance impact might be that some soldiers of
larger size wearing full MOPP gear may simply not be able to get into the
station. Another impact might be that the larger soldier with full MOPP gear
might have great difficulty or fail to conduct an emergency egress.

In FOE I, and in most operational tests, judgments from subject matter

experts (SME) were solicited regarding the potential impact of design problems
on mission performance. Indeed, these judgments were one of the criteria used
in selecting the problems. The extent to which these judgments are valid
predictors of mission performance or degradation is not known. For example,
one stated problem was that,

"The crew compartments are crowded, hot, dirty, and noisy during
tactical operations."

The subject matter experts judged that this would eventually seriously
degrade mission performance and nearly always degrade target engagement
operator functions.

The consideration of human factors in the design of weapons systems has

been institutionally present in the Department of Defense for over 40 years
and has been involved in system design since World War II. A very substantial
body of applicable design data has been generated and packaged in specifica-
tions, standards, hand books, and technical reports. It would appear that
there remains a continuing problem of getting human factors design concepts,

41
criteria, and data into some system designs. It would appear, for example,
based on the four reports in this series, that human factors considerations
have not had a significant impact on tracked vehicle design.

For future FAADS, it is to be hoped that this trend will change and that
future FAADS man-machine interfaces can be radically improved. Such improve-
ment will result in greater soldier user acceptance and better system
performance on the battlefield.

42
 REFERENCES

Babbitt, B. A. (1988). MANPRINT analysis of the DIVAD system: I. Human

factors data from Sqt York Follow-On Evaluation I (ARI Contract No.
MDA903-83-C-0033, Final Report, Working Paper Hood 88-06). Fort Hood,
TX: U.S. Army Research Institute for the Behavioral and Social Sciences.

Babbitt, B. A., Seven, S. A., & Muckler, F. A. (1988). Human factors perfor-
mance data for future Forward Area Air Defense Systems (FAADS) (ARI Con-
tract No. MDA903-86-C-0365. Final Report, ARI Research Note 89-34). Fort
Hood, TX: U.S. Army Research Institute for the Behavioral and Social
Sciences.

Crumley, L. M., & Earl, V. K. (1985). Human factors en£ineering design cri-
teria for future systems. Report No. 2: Design criteria evolving from
the Fire Support Team Vehicle (FIST-V) operational test IT (ARI Research
Product 85-04). Alexandria, VA: U.S. Army Research Institute for the
Behavioral and Social Sciences. (AD A158 312)
Department of the Army (1981). Military handbook: Human factors engineering
design for Army materiel (METRIC) (MIL-HDBK-759A).

Department of Defense (1981). Military standard: Human engineering design

criteria for military systems, equipment and facilities (MIL-STD-1472C).

Earl, W. K. (1984). Human factors engineering design criteria for future

systems. Report No. 1: Tank design criteria evolving from the MI tank
operational test II (ARI Research Product 84-05). Alexandria, VA: U.S.
Army Research Institute for the Behavioral and Social Sciences.
(AD A146 694)

Earl, W. K., & Crumley, L. M. (1985). Human factors engineering design cri-
teria for future systems. Report No. 3: Desfin criteria evolving from
the Multiple Launch Rocket System (MLRS) operational test II (ARI Re-
search Product 85-05). Alexandria, VA: U.S. Army Research Institute for
the Behavioral and Social Sciences. (AD A158 316)

Kaplan, J. D., & Crooks, W. H. (1980). A concept for developing human perfor-
mance specifications (Technical Memorandum 7-80, Contract DAAK11-79-C-
0115). Aberdeen Proving Ground, MD: U.S. Army Human Engineering
Laboratory.

Seven, S. A. (1987). MANPRINT analysis of the DIVAD system: II. Lessons

relearned (Contract No. MDA903-83-C-0033, Final Report, unpublished ARI
report). Fort Hood, TX: U.S. Army Research Institute for the Behavioral
and Social Sciences.

43