The last two words hover, finding nowhere to touch down. “Man thing,” Brockhoff decides.
On a long drive, fighters’ feet surely stray from the safety of the footrests. But their commanders likely know which parts of the route are riskiest and can give a heads-up.
Speaking of heads and up, I ask about airbags on the ceilings, to prevent brain injury. Unfortunately, automotive airbags don’t respond quickly enough to get the jump on a blast. Early on in her tenure at the Pentagon, Brockhoff found herself talking to a general about the challenges of high-speed energy mitigation. He suggested she talk to NASCAR.
“I said, ‘With all due respect, General….’” The bottom of a personnel carrier is traveling many, many times faster than a NASCAR race car. And unleashing a force of many times greater magnitude. Besides, NASCAR’s approach won’t work for combat vehicles. Race car drivers are packed in their seats like mail-order stemware. Heads are braced and supported, so necks don’t break and brains don’t ricochet against skulls. Danica Patrick can’t even look out the driver-side window and wink at the pit crew. That’s no good for combat vehicles. Drivers and gunners need to be scanning in all directions, looking out for suspicious elements: piles of trash or dead goats that might be hiding bombs, people holding cell phones that might be wireless detonators, children with their fingers in their ears.
At the same time that the Army was working to make existing vehicles safer, they were scrambling to evaluate the new MRAPs. When Brockhoff arrived, her colleagues were using the crash test dummy that the auto industry uses: the Hybrid III. First, because that’s what there is. And second, because it makes some sense. Both a car crash and an underbody blast cause blunt force trauma: the sorts of injuries you get from slamming into pieces of a vehicle’s interior. (As opposed to injuries caused by a blast pressure wave passing through you—rupturing organs and eardrums and the like—which a vehicle largely protects against.)
Here’s the problem: automotive crash test dummies were designed for measuring force mainly along two axes—front to back (for head-on impact), and side to side (for “T-bone” crashes). With a blast coming up from below, the axis of impact runs vertically through the body: heels to head. “This doesn’t,” Brockhoff told her colleagues gently, “seem like it’s going to be sufficient moving forward.” To make the point, a Hybrid III was filmed alongside a cadaver in a controlled blast. It is clear, from the slow-motion footage, that this dummy wasn’t built for this. It’s like watching an elderly, arthritic man try to follow along in a Zumba class. Compared with the flailing arms of the cadaver, the dummy’s barely move. When the real head comes down, the dummy’s is coming up. Its thighs rise a third as high off the seat as the cadaver’s, and its ankles barely flex.
The Hybrid III captures the basic pattern of injury—feet, lower legs, spine—but it doesn’t provide the level of detail Brockhoff’s team needed. “We were missing a lot of nuance about the severity of the injury. We needed to know, at what point do you go from a treatable injury that’s recoverable to something life-altering and incapacitating and potentially fatal? We need to be able to make those distinctions when we’re testing these trucks. And we can’t right now.”
So the Army is building a dummy of its own. WIAMan—the Warrior Injury Assessment Manikin—will be specifically tailored for underbody explosions. The project employs about a hundred people (most of whom, as far as I’ve been able to determine, have never watched Jackass and thus had no knowledge of the dwarf cast member Wee Man).
WIAMan is starting the way the automotive crash test dummy people started: with cadavers and bioengineers and controlled blasts of varying magnitude, followed by autopsies to document the injuries. Before they could start any of that, they had to build a blast rig, something robust enough to withstand an explosion directly below it. The tower, as it is conversationally known, stands in a meadow near what the mapmakers call Bear Point and the Aberdeen Explosive Effects Branch calls Experimental Facility 13. I am headed over to EF13 after lunch. The cadavers are there already, sitting in seats on the tower platform. They arrived a day ago from bioengineering labs at three universities. Some made the trip in a modified horse trailer, disappointing the children in passing cars craning their necks for a glimpse of tail or rump.
EF13 IS lovely this time of year. A late October sun softens the chill and highlights the white butterflies that flit around the bioengineers as they work. The clearing is edged by oaks, changing their outfits before dropping them to the floor. The cadavers too, wear fall colors, one in an orange Lycra bodysuit[11] and one in yellow. For now, they sit slumped in their seats, chins on their chests, like dozing subway commuters.[12] Because the setup takes two days, the dead men spent the night in the meadow. A portable weather shelter was erected to protect the electronics, and a pair of guards took turns watching from a truck parked nearby. Bear Point may not have bears anymore, but it does have coyotes, and neither death nor Lycra dampens a coyote’s enthusiasm for meat.
Under the platform is a small plot of simulated Middle East: engineered soil that has been heated and moistened as per protocol. Consistency and repeatability being key elements of the work. At around 2:30 p.m., a pickup truck will arrive with a few pounds of the explosive C-4, which everyone here has been referring to as “the threat.” Around 2:45, the bioengineers and investigators and hangers-on like me will be escorted to a nearby bunker while the threat is buried in the special dirt and a detonating wire is attached. Then the wood staircase to the tower platform will be pulled away (so the carpenters don’t have to keep rebuilding it), and an alarm will sound three times. After which the threat becomes the event. The Tower, the Threat, the Event. It’s like a tarot deck out here.
It’s just past noon now. The cadavers are having their connectivity rechecked after the long drive in. Data will be gathered from sensors mounted on their bones and then transmitted along wires laid down along the insides of their limbs and spines—a sort of man-made nervous system. As with the real deal, the nerves lead to a brain, in this case the WIAMan Data Acquisition System. A bundle of wires exit at the back of each specimen’s neck and feed into the system.
After the blast, the cadavers will be autopsied and the injuries documented. This is the information that will allow vehicle evaluators to interpret the g-forces and strains and accelerations that WIAMan’s sensors will register. Because of the cadavers’ contributions, WIAMan will be able to predict what kind and what degree of injury these different magnitudes of force would be likely to cause in an actual explosion. WIAMan won’t be done until 2021, but in the meantime, the cadaver injury data can be used to create a transfer function, a sort of auto-translate program for the Hybrid III.
11
I emailed Vandue Corp, one of the companies that sell full-body Lycra suits, to see if they were aware of having tapped the cadaver apparel market. The customer care person replied that they were not. Though word had reached them that their product had caught on with bank robbers, as the face is covered but allows the wearer (if living) to see out. Presumably the felon, unlike the Halloween revelers and sports fans who more routinely don Lycra suits, wore some clothing over his. Though I hope not. And I further hope he selected the Sock Monkey pattern.
12
Sleeping subway riders, conversely, look exactly like dead men—a fact born out by the regular appearance of news items about commuters who quietly die and then sit, slumped and unnoticed, through several round-trip circuits of the route. As a passenger quoted in “Corpse Rode the No. 1 Train for Hours” attests, “He just looked like he was asleep.”