Scientific Evidence that Men and Women are Designed Differently
Women drive only 30% of miles driven but are in 37% of the fatal accidents
"It is well
established in the literature that a
wide variety of aptitudes, skills and cognitive abilities differ among the
sexes. The largest cognitive gender differences are found in
visual-spatial abilities. Research shows that males have greater
visual-spatial skills than females. Males also tend to be superior in the
quantitative area, while females tend to have better verbal skills.
Cognitive performance and spatial abilities are among the most
important attributes of flying. Verbal skills are also important to
maintain safe air traffic control communication and facilitate crew
coordination", Kathleen L. McFadden, Ph.D
McFadden's own data proved once and for all, but what she failed to articulate,
is that one DWI (or DUI conviction) doubled the odds of a pilot for a major
airline of having an accident, but being a woman pilot quadrupled those odds.
In other words, a drinking man pilot was half as likely as a sober woman pilot
to have an accident.
This is consistent with the FARS database which shows that a man driver must
drink 7 drinks to drive as dangerously as a sober woman driver.
Female pilots 4 accidents per 1,034 pilots = 0.39%
Male pilots 45 accidents per 46,724 pilots = 0.09%
factor = 4.33
As with all good government scientists (not to mention feminist extremists), she
did the same thing the experts at FARS did, which is to run logistic regression
often enough and on enough variables to produce the myth that "After adjusting
for variables included in the model, accident rates of males and females were
not significantly different" just so she could recommend that "Airlines should
make every effort to recruit and retain experienced females".
Please click here to request a list of all the
airlines who adopted her proposal so that you can recommend them to your
friends, neighbors, and dearest relatives.
Having worked extensively with data like this, and knowing how easy it is to
drop off just a few decimal points to make your point, if a feminist extremist
like this admits in a public report that women pilots of major airlines are 4.33
times as likely as men pilots to have an accident, then the REAL actual original
figure was most likely EIGHT TIMES.
Women 4 Times More Likely than Men to Have Pilot Error
"Using a chi-squared test
of proportions, it was found that about 0.39% of female pilots employed by major airlines
had pilot-error accidents during 1986-1992. Conversely, only about 0.1% of their
male counterparts had pilot-error accidents."
From the observation
that women pilots are FOUR TIMES more likely than men pilots to
have an accident, Kathleen recommends that the airlines hire even more women pilots!
You COULD say: "once
adjusted for height, pygmies are no shorter than normal people"
Except that it's *exactly* like saying
This study analyzes whether differences existed in the pilot-error accident
male and female United States airline pilots. Results are based on data of
accidents in the years 1986–1992, obtained from the Federal Aviation
study found that females employed by major airlines had significantly higher
rates than their male counterparts overall. However, female airline pilots, on
were less experienced and much younger than males. Male pilot-error accidents
modeled using logistic regression, regressing on age, experience (total flying
risk exposure (flying hours in the last 6 months), and employer (major/non-major
airline). The male model provided a good fit for female airline pilots as well
males. After adjusting for variables
included in the model, accident rates of males and
females were not significantly different. These findings suggest that neither
females are a safer pilot group. Airlines
should make every effort to recruit and retain
experienced females. The key challenge for managers of airline flight operations
learn how to manage diversity in the workplace, while maintaining the highest
This is so irresponsible
that it's almost beyond comprehension. HOW MANY members of the flying
public, and men pilots, and men DRIVERS, does Kathleen believe women pilots
ought to be allowed to kill before (as she thinks) women pilots have increased
their safety record to the level of men pilots? Can we even imagine what
would happen to the American airline industry, and the American airplane
manufacturing industry, and even auto manufacturing (and casket manufacturing)
if ANYBODY in a position of power and authority were to accept such a
recommendation. But as bad as that outcome might be, the simple fact is
that she has NO evidence that it would ever, in the rest of time, improve women
pilots even one percent, and ALL of the other evidence (women
drivers, women truckers, who ALSO have four
times as many accidents as men drivers per mile driven) indicates that it would
make women pilots even WORSE, not better.
To her credit, she did note:
"... one study analyzed
differences in accident rates among male and female private pilots. Private pilots, unlike
airline pilots, fly for reasons other than compensation or hire. The study reports that
from 1972-1981, females had significantly lower accident rates than males. However, one
major criticism of this work is that it employed only rudimentary statistical analysis.
Moreover, it did not adjust for recent flying hours, a measure of the level of exposure of
pilots to risk. The most commonly used adjustment measure is a pilot's flying hours in the
last six months (recent flying hours), although no universally accepted measure of
exposure currently exists. The theory behind adjusting for risk exposure is that pilots
who fly more frenquently may be exposed to a greater risk of being involved in an aviation
accident. Consequently, if males had more current flight time, this may explain the higher
accident rate of male versus female private pilots. The present study will explore the
need for controlling for risk exposure, employ a more rigorous statistical methodology,
and will focus on the pilot-error accident rates of airline pilots rather than private
pilots. Consequently this study will fill a research void."
But then she said
"AIRLINES SHOULD HIRE MORE WOMEN PILOTS"!
She ignored the simple fact that, if
the reason men pilots do have fewer accidents is because they fly more often than
women pilots, then this is just one more reason that women should not be
airline pilots. If so many women are getting private pilots licenses, but still
don't fly as frequently as men, then why should anyone presume that there is some other
magical way to improve their flying skills?
This isn't science--this is
feminist advocacy under the cloak of "research"!
In the following article is a cryptic reference to
PRECISELY why women who are BAD pilots have been forced into, because of political
correctness and not public safety, positions of authority and responsibility for which they
are patently UN-qualified:
WASTING TAXPAYER DOLLARS BY THE $BILLIONS
A U.S. appeals court yesterday upheld the dismissal
of a libel suit brought by a former Navy pilot against Elaine Donnelly and her Center for
A three-judge panel of the U.S. Court of Appeals for the District
of Columbia ruled unanimously that District Court Judge Royce C. Lamberth correctly threw
out the suit brought by Carey Dunai Lohrenz.
The ruling promises to end a contentious 7-year-old court battle
that focused on the standards the Navy applied to women pilots in 1993-94 when it lifted
the ban on female combat pilots. Yesterday's decision also is a boost to journalists. It
reaffirms that a reporter must not wait for a subject to OK the release of information
before writing a story.
"The thing that's amazing about this ruling is that the judge
reaffirms every thing we have been saying all along," said Mrs. Donnelly. "I did
have my facts straight. I'm now totally vindicated because the court recognized I had the
right to differ from the official statements of the Navy because I had all the facts I
Mrs. Donnelly, an opponent of women in combat, issued a report in
1995 accusing the Navy of providing extra favors to Mrs. Lohrenz, then a lieutenant, to
ensure she qualified as the first woman F-14 fighter pilot. Much of her report was based
on Mrs. Lohrenz's training records provided by one of her instructors, now-retired Lt.
Patrick J. Burns. The Navy eventually removed Mrs. Lohrenz from the carrier Abraham
Lincoln for what it said was unsafe flying. She filed a libel suit against Mrs. Donnelly
in 1996, springing the long legal fight.
"This was abuse of the court system but it was worth
it," said Mrs. Donnelly, who estimates she has spent $600,000 in legal fees. "It
defends my right to advocate high, uncompromising standards for everyone in naval aviation
training. That's what I had to fight for. I hope reporters who do stories like this
Kent Masterson Brown, Mrs. Donnelly's attorney, said Mrs.
Lohrenz's legal team has two avenues left for appeal none of which, he says, will
succeed. One is to ask the full U.S. Court of Appeals to hear the case.
"That will not succeed," Mr. Brown said. "I can
tell you with 100 percent certainty it will not." This is because appeals courts
rarely rehear unanimous decisions, he said.
Mrs. Lohrenz could opt instead to ask the U.S. Supreme Court to
take the case. But, since yesterday's ruling relied on a previous appeals ruling the high
court has refused to overturn, that prospect too appears doomed.
Rodney A. Smolla, who argued Mrs. Lohrenz's case before the
appeals court in September, said he "very likely" will seek one of those two
appeal routes. "Obviously we were disappointed," he said. "We thought Carey
Lohrenz didn't deserve to be classified as a public figure."
Whether Mrs. Lohrenz was a public figure in 1994 is the case's key
issue. Judge Lamberth ruled that her volunteering to becoming a pioneering women pilot
thrust her into public figure status. As such, she must not only prove that Mrs.
Donnelly's report was false, but also that she showed actual malice and a reckless
disregard for the truth.
The appeals court ruled that Mrs. Lohrenz was, in fact, a public
figure. The opinion also strongly suggested that what Mrs. Donnelly wrote was true.
"The information that Donnelly and CMR received reasonably
led them not to investigate allegedly contradictory evidence," said Judge Judith W.
Rogers, who wrote the unanimous opinion. "By the time Donnelly published The Donnelly
Report, she had additional information from the Navy that appeared to confirm much of what
Lt. Burns had told her about Lt. Lohrenz."
Concurring in the opinion were Judges Laurence Silberman and John
Judge Rogers wrote, "By the time she published The Donnelly
Report, Donnelly also had portions of Lt. Lohrenz's training records that supported Lt.
Burns' assertions that the Navy made special accommodations for Lt. Lohrenz."
On Mrs. Lohrenz's argument that she was no a public figure, the
opinion states, "Lohrenz's contention that she was, in effect, an anonymous Navy
pilot, rings hallow as there is no evidence to support such a conclusion."
"Female airline pilots were significantly more likely to
have aviation accidents than their male counterparts."
"Significantly more likely" means the very
best women pilots in the country have 4.1 times
higher accident rate than men pilots, consistent with the lower
math skills and reduced hand/eye coordination of women and
the 3 times higher fatal child abuse rate of single mothers.
Kathleen never even acknowledged that hiring even
more female pilots from lower down the female bell curve would increase this "gender
gap" to far greater than 4X.
She makes the totally unsupported assertion that
hiring more female pilots who could "mentor ... inexperienced female airline
pilots" would "enhance safety within the airline industry", contradicting
her own statement that "if males had more current flight time, this may explain the
higher accident rate of male versus female private pilots"
She "adjusts for important variables"
[read: eliminates the obvious factors which make males better pilots] in order to be able
to make the feminist assertion that "male and female pilots are not significantly
She proposes that, since "aviation accidents
are such rare events", comparisons should be made to simulator performance instead
[read: since we know that female pilots are killing passengers at a rate 4 times that of
male pilots, let's ignore that factor and concentrate on flight simulators where females
are less stressed and thus might not perform as poorly].
After proving that she has seen the data, after
subtracting all the suitable outliers and massaging her assumptions, after giving female
pilots the benefit of every doubt, and still after proving that females are 4.1 times more
likely than males to have an accident, she claims "the non-significant difference ...
could be entirely due to chance."
Only a true feminist mental midget would dare
dismiss such critical, revealing, and important data like this with such aplomb.
WOMEN PILOTS DOWNED
MORE AMERICAN AIRCRAFT THAN THE ENEMY
What has been the track record
of women pilots?
First woman pilot Harriet Quimby killed herself when
she crashed at an aviation meet on July 1, 1912.
First black woman pilot Bessie Coleman killed
herself when she crashed in Florida in 1926.
Cornelia Fort was the first
woman pilot killed in WWII.
First woman pilot in the Navy
Barbara Rainey killed herself while training another pilot in an air accident.
Amelia Earhart, the most famous
woman pilot, disappeared in the Pacific Ocean.
First woman Turkish pilot Gok killed
when she crashed her F-5A warplane.
1st Lt. Mary Grace Baloyo,
one of the first women pilots in the Phillipines, crashed an OV-10 in the Phillipines and
Maj. Marie Therese Rossi, U.S. Army,
one of the first female helicopter pilots killed herself the day after the cease fire
which ended Operation Desert Storm (the Persian Gulf War).
Lt. Kara Spears Hultgreen, one of the first
combat pilots, killed herself immediately after the Department of Defense Risk rule was
Mabel Rawlinson killed
in plane crash.
Amy Mollison killed in plane crash in
the Thames River.
Captain Amy Lynn Svoboda killed herself when she crashed her
A-10 Thunderbolt during a training mission at Barry Goldwater Air Force Range in
Lt. Laura Piper killed in Army helicopter in Iraq on
14 April 1994.
US Army pilot Captain Jennifer J. Odom killed herself and four other crew members when she crashed her
DeHavilland RC7 in southern Colombia
As the widower of Army Captain
Jennifer J Odom who was killed in Colombia as a MEMBER of the crew of an Army DeHaviland
-7 reconnaissance aircraft I respectfully request that you immediately remove the erroneus
entry regarding Jennifer. You mistakenly put her as the pilot of the downed aircraft. The
record of investigation shows she was in the rear of the aircraft and not piloting the
plane as you indicate in this posting. In fact the pilot was CW2 Moore, a male. My
"Jew" attorney will monitor this site and if the correction is not made than you
will unfortunately find out what libel and slander costs in todays society. First
amendment rights can only be stretched so far my friend.
Charles Odom LTC(R) USA]
Doris Mullen, Whirly Girl
#84, killed in 1966.
JANE DOLORES CHAMPLIN entered flight
training to become a WASP at
Avenger Field, Sweetwater, Texas on February 21, 1943.On the night of June 7, she and her
instructor were killed in a BT-15 while on a training flight near Avenger Field.
SUSAN PARKER CLARKE entered WASP
flight training at Avenger Field, Sweetwater, Texas in September, 1943 and graduated on
March 11, 1944. Shewas then stationed with the 33rdFerrying Group at Fairfax Field, Kansas
City, Missouri. She lost her life on July 4, 1944 when the BT-13 she was ferrying crashed
near Columbia, South Carolina.
MARJORIE LAVERNE DAVIS learned to fly in
Sparks, Nevada, and entered training to become a WASP at Avenger field, Sweetwater, Texas
in June, 1944. She was killed on the night of October 16, 1944 while on a cross country
training flight in an AT-6 near Walnut, Mississippi.
KATHERINE KAY APPLEGATE DUSSAQ
entered flight training to become a WASP at Avenger Field, Sweetwater, Texas on August 9,
1943, and graduated on February 11, 1944. Her first duty station was Sioux Falls Army Air
Base, Sioux Falls, South Dakota.She was then transferred to Randolph Army Air Base, San
Antonio, Texas (HQ/CFTC)), then to Fort Worth, Texas (FTC, Hq.) She was killed when the
AT-6 she was flying on an administrative cross-country flight crashed on the night of
November 26, 1944 near New Carlisle, Ohio.
JAYNE ELIZABETH ERICKSON reported for
WASP flight training to Avenger Field, Sweetwater, Texas in January, 1944. While flying an
AT-6, she was killed in a mid-air collision in the traffic pattern at Avenger on April 16,
MARJORIE DORIS EDWARDS entered WASP flight
training at Avenger Field, Sweetwater, Texas on December 7, 1943. She died in the crash of
an AT-6 near Childress, Texas, while on a cross-country training flight.
CORNELIA FORT reported for duty as a WAFS in
October, 1942. She lost her life on March 21, 1943 in a mid-air collision near Abilene,
Texas, while on a ferrying mission in a BT-13. Cornelia was the first casualty of an
American woman pilot on active duty.
FRANCES FORTUNE GRIMES entered WASP
flighttraining atHouston Municipal Airport, Houston, Texas on January 15, 1943 and
graduated at Avenger Field, Sweetwater, Texas, July 3, 1943. Her active duty assignment
was to the 5th FG/ATC at Love Field, Dallas, Texas. She was killed shortly after take-off
from Otis Field, Massachusetts in an A-24 attack bomber on March 27, 1944.
MARY E. HARTSON entered flight
training to become a WASP on April 6, 1943 at Avenger Field, Sweetwater, Texas and was
graduated on September 11, 1943. She was progressively stationed at four different bases:
Dodge City Army Air Base, Kansas; Coffeyville ArmyAir Base, Kansas; Independence Army Air
Field, Kansas and Perrin Army Air Base, Sherman, Texas. She was killed on August 14, 1944,
while flight testing a BT-13 at Perrin.
MARY HOLMES HOWSON began herflight training
to become a WASP on November 1, 1943 at Avenger Field, Sweetwater, Texas. While returning
from a cross-country flight in a PT-19, Mary was killed in a mid-air collision in the
traffic pattern at Avenger Field, on April 16, 1944-- just three weeks before her
EDITH EDY CLAYTON KEENE arrived
at Avenger Field, Sweetwater, Texas to begin training to become a WASP, and graduated on
February 11, 1944. She was assigned to Hondo Army Air Field, Hondo, Texas and later
transferred to Moore Army Air Base, Mission, Texas. She was killed on April 25, 1944 while
on a routine flight in an AT-6 that crashed near Mission.
KATHRYN BARBARA LAWRENCE entered training to
become a WASP at Avenger Field, Sweetwater, Texas on July 10. 1943. She was killed on
August 4, 1943, while flying a PT-19 on a routine training flight at Avenger Field.
HAZEL YING LEE entered WASP flight training
on February 21, 1943 and graduated from Avenger Field,Sweetwater, Texas on August 7, 1943.
She was assigned to the 3rdFerrying Group, Romulus, Michigan. While flying a P-63, she was
killed in a mid-air collision on the final approach at Great Falls, Montana, November 23,
PAULA RUTH LOOP began her training to become
a WASP on December 19, 1942 at Houston Municipal Airport, Houston, Texas and graduated at
Avenger Field, Sweetwater, Texas on May 28, 1943. She was then stationed at Romulus Army
Air Base, Michigan, with the 3rd FG/ATC, as a ferry pilot. She was killed in the crash of
a BT-13 near Medford, Oregon on July 7, 1944, while on a ferrying mission.
ALICE E. LOVEJOY entered WASP flight
training at Avenger Field, Sweetwater, Texas. She graduated on September 11, 1943. Her
first assignment was to the 3rdFerrying Group,Romulus, Michigan, later being transferred
for pursuit training to Brownsville, Texas. During a training mission near Brownsville on
September 13, 1944, she was killed in a mid-air collision in an AT-6.
LEA OLA McDONALD entered WASP flight
training at Houston Municipal Airport, Houston,Texas on January 15, 1943. She graduated at
Avenger Field, Sweetwater, Texas on April 5, 1944. After graduation, she was stationed at
Biggs Army Air Field, El Paso, Texas, and was killed while flying an A-24 attack bomber on
a practice flight on June 21, 1944.
PEGGY WILSON MARTIN entered flight training
to become a WASP on November 1, 1943 at Avenger Field, Sweetwater, Texas, and graduated on
May 23, 1944. She was stationed at Marianna Army Air Base, Marianna, Florida. She was
killed while engineering test flying a BT-13 on October 3, 1944.
VIRGINIA C. MOFFATT reported to the Houston
Municipal Airport, Houston, Texas on December 19, 1942 to begin her flight training to
become a WASP, and was in the first class of womento graduate at Avenger Field,
Sweetwater, Texas, May 28, 1943. She was then assigned to the 6th Ferrying Group, Long
Beach Army Air Base, California. She was killed while flying a BT-15 on a routine flight,
5 October 1943.
BEVERLY JEAN MOSES entered training to
become a WASP on December 7, 1943 and graduated on June 27, 1944 at Avenger Field,
Sweetwater, Texas. She was stationed at Las Vegas Army Air Field, Nevada. While flying as
the co-pilot inan AT-11, she was killed in a crash in the mountains near Las Vegas on July
DOROTHY MAE DOTTIE NICHOLS
reported to the Houston Municipal Airport, Houston, Texas on December 19, 1942 to train to
become a WASP. She was a member of the first class to graduate at AvengerField,
Sweetwater, Texas on May 28, 1943. She was assigned to the 6thFerrying Group at Long Beach
Army Air Field, California. While ferrying a P-39 from Buffalo, New York, she was killed
just aftertake-off outside Bismarck, North Dakota on June 11, 1944.
JEANNE LEWELLEN NORBECK entered WASP flight
training at Avenger Field, Sweetwater, Texas in October, 1943 and graduated on April 15,
1944. She was assigned to Shaw Army Air Base, Sumpter, South Carolina (BT-13 Modification
Center), and was killed there on October 16, 1944, while flight testing a BT-13.
MARGARET SANFORD OLDENBURG was the first
trainee fatality in the WASP program. She began her flight training to become a WASP at
Houston Municipal Airport, Houston, Texas on February 21, 1943. She was killed on a
routine training flight in a PT-19 on March 7, 1943 at the training base at Houston.
MABEL VIRGINIA RAWLINSON reported to Houston
Municipal Airport, Houston, Texas on January 15, 1943 to begin her flight training to
become a WASP. She graduated from Avenger Field, Sweetwater, Texas on July 3, 1943. She
was thenassigned to a tow-target squadron at Camp Davis Army Air Field, North Carolina.
She was killed in the crash of an A-24 attack bomber on August 23, 1943.
GLEANNA ROBERTS entered training at Avenger
Field, Sweetwater, Texas in June, 1944 to become a WASP. On June 20, 1944, she was killed
while on a routine training flight in a PT-17 near Lorraine, Texas.
MARIE MICHELL ROBINSON began her flight
training to become a WASP at Avenger Field, Sweetwater, Texas in September, 1943 and
graduated on March 11, 1944. She was stationed with the 5thFerrying Group at Love Field,
Dallas, Texas, and later transferred to the Bombardier Training School, Victorville,
California. On October 2, 1944, Marie was killed when the B-25 she was co-piloting crashed
in the mountains near Victorville, California. [Correction April 10, 2005--the military accident report states
that this accident was in flat terrain and was 100% pilot error, with the pilot having
1,500 hours of flying time]
BETTIE MAE SCOTT entered flight training to
become a WASP in October, 1943 at Avenger Field, Sweetwater, Texas and graduated on April
15, 1944. She was stationed at Waco Army Air Field, Waco, Texas, a Basic Flying Training
School. She was killed while flight testing aBT-13 on July 8, 1944.
DOROTHY E. SCOTT entered the WAFS in
October, 1942. She wasfirst assigned to the 5thFerrying Division, Love Field, Dallas,
Texas and later transferred for pursuit training to Palm Springs Army Air Base,
California. While flying with her instructor in an AT-6, she was killed in a mid-air
collision on December 3, 1943
MARGARET JUNE PEGGY SEIP entered
flight training atAvenger Field, Sweetwater, Texas on April 6, 1943 to become a WASP. She,
together with her instructor and a fellow class-mate, was killed in the crash of a UC-78
near Big Springs, Texas, August 30, 1943, on a routine training flight.
HELEN JO ANDERSON SEVERSON reported to
Avenger Field,Sweetwater, Texas on April 6, 1943 to begin her training to become aWASP.
She, together with her instructor and a fellow class-mate, was killed on a routine
training flight in a UC-78 near Big Springs, Texas, August 30, 1943.
MARIE ETHEL SHARON began her training to
become a WASP on February 14, 1943 at Avenger Field, Sweetwater, Texas. She graduated from
Avenger Field on August 7, 1943. She was then stationed at Long Beach Army Air Base,
California and assigned to the 6thFerrying Group. She and her instructor were killed on
April 10, 1944 near Tecumseh, Nebraska, whileflying a B-25 on a night flying instrument
EVELYN SHARP entered the WAFS inOctober,
1942. She was assigned to the 2nd Ferrying Group, New Castle Army Air Base, Wilmington,
Delaware. She was killed on April 3, 1944 when an engine on the P-38 she wasferrying
failed on take-off at New Cumberland, Pennsylvania (Evelyn was one of the most experienced
women pilots in America, with 2,968 hours of flying time when she entered the WAFS.)
BETTY PAULINE STINE entered training to
become a WASP at Avenger Field, Sweetwater, Texas in September, 1943. On February 25,
1944,during her last cross-country flight before graduation, she was killed when she was
forced to bail out of her AT-6 over the mountains near Tucson, Arizona.
MARIAN TOEVS began her training to become a
WASP at Avenger Field, Sweetwater, Texas on July 10, 1943 and graduated December 17, 1943.
She was stationed at a Basic Flying Training School at Lemoore Army Air Base,
Lemoore,California. She was killed near San Jose, California, while flying a BT-13 from
Lemoore to Fresno, California on February 18, 1944.
GERTRUDE TOMPKINS-SILVER reported to Avenger
Field, Sweetwater, Texas in June, 1943 tobegin her training to become a WASP. She
graduated on November 13, 1943. She was stationed at Love Field,Dallas, Texas, with the
5th Ferrying Group. After departing on a ferrying mission from Los Angeles, California in
a P-51 for the East Coast, she never arrived, and no traces of her were ever found. (She
is the only WASP not accounted for.)
MARY ELIZABETH TREBING reported for WASP
training at AvengerField, Sweetwater, Texas on February 21, 1943, and graduated on August
7, 1943. She was stationed at Love Field, Dallas Texas, with the 5thFerrying Group. She
was killed on November 7, 1943, when the PT-19 she was ferrying crashed southeast of
MARY LOUISE WEBSTER went into training to
become a WASP at Avenger Field, Sweetwater, Texas in March, 1944 and graduated on October
16, 1944. She was stationed with the 33rdTraining Wing of the AFTS SE at Frederick Army
Air Field, Frederick, Oklahoma. She was killed on December 9, 1944, while flying as
co-pilot in a UC-78.
BONNIE JEAN ALLOWAY WELZ reported for
training to become a WASP on Easter Sunday, April 25, 1943 at Avenger Field, Sweetwater,
Texas. She graduated and became a WASP on October 9, 1943. Bonnie was sent to Dodge City,
Kansas for B-26 training, and was then stationed at Harlingen Army Air Field, Harlingen,
Texas, (a B-26 Flexible Gunnery School ) She was killed in the crash of a BT-13 near
Randado, Texas,while on an administrative flight.
BETTY TAYLOR WOOD began her training to
become a WASP at Avenger Field, Sweetwater, Texas on February 14, 1943, and graduated at
Avenger on August 7, 1943. She was assigned to Camp Davis Army Air Field, Camp Davis,
North Carolina, an Anti-Aircraft Artillery School. She was killed in the crash landing of
an A-24 attack bomber on September 23, 1943.
WOMEN PILOTS ARE 120
TIMES MORE DANGEROUS TO THE FLYING PUBLIC THAN TERRORISTS
What was the return on the
huge investment the nation made in women pilots? How many of the enemy did they
shoot down? What was the kill ratio of dead women pilots to dead enemy pilots?
Women pilots shot down zero enemy pilots, which makes the kill ratio Infinite.
So Kathleen giving such "sage advice" to hire women pilots who killed an
infinitely larger number of themselves than they did the enemy, to an industry and federal
agency which are obsessed with safety, is the equivalent of more than 1,000 bomb
threats. If some blind dumb feminist politico took her advice and implemented some
form of affirmative action for female pilots which resulted in 10% of the nation's pilots
being women, the damages documented by Kathleen herself would exceed that of every
terrorist act against airlines in US history, combined.
This $40 billion industry is
so obsessed with safety that, just to reduce the risk of terrorism and sabotage, it now
treats each American citizen as a potential terrorist. It requires picture ID's just
to pay for the privilege of travelling with them, and puts each piece of luggage and each
body which passes through a "security point" in every airport in the country
through metal detectors and embarrassing body searches. The travelers themselves
paid for this, of course, through a $1.2 billion per year tab added to their ticket
What was gained by this
heightened security and loss of privacy between 1997 and 1998? You can't claim that
there were fewer aviation accidents because there was a 2% increase
in spite of it. You can claim ONLY that the number of fatal accidents decreased by
ONE, from 380 to 379, a 0.26% decrease. Not counting FAA costs, the industry spent
$1.2 billion to achieve a 0.26% decrease in fatal accidents--a $4.6 billion per one
percent decrease--and now Kathleen proposes to add enough female pilots with proven higher
accident rates to INCREASE that accident rate by 31%!
If female pilots' flying
skills did NOT improve because the airlines hired more of them, female pilots would be 120
times more dangerous to the flying public than all acts of sabotage combined.
What could possibly be more
irresponsible than for a "researcher" to propose to increase airline fatalities
by a third and to ratioinalize it by calling them "rare events"?
CURRENT LEVEL OF WOMEN
PILOTS KILLS 55 AMERICANS PER YEAR
The following table is based
on Kathleen's assertion that female pilots are 4.1 times more likely to have an accident
than male pilots, published on page 443 of Omega "The International Journal of
Management Science", Volume 24, Number 4, August 1996. It's a very good
explanation for why only 2.4% of the nation's airline pilots are women. In fact, it's
an even better reason for reducing that percent to zero, because hiring this many
pilots with a four fold higher propensity for accidents increased the overall accident
rate by 7.3%. The higher accident rate of female pilots causes, each year, an
additional 149 incidents,
28 fatal accidents, and 55 fatalities. If the percent of pilots who are females were to be
increased to 10% (reducing the percent of males pilots to 90%), and if that additional
7.6% of female pilots didn't have an even higher accident rate (a very unlikely
probability, since they would come from a group of pilots which are even more unqualified
than the current group), then the overall accident rate would increase 31% and there would
be an extra 633 incidents, 118 fatal accidents, and 233 fatalities.
INCREASED HIRING OF
WOMEN PILOTS WOULD COST $12 BILLION PER YEAR
The added cost to taxpayers
for the $35 billion/year FAA expenditure is $2.6 billion at 7.6% and $10.9 billion
at 31%, and the increased costs to the $40 billion airline industry is $3 billion at 7.6%
and $12.4 billion at 31%.
Only 2.4% of the nation's
70,164 airline pilots being females is proof enough that the upper edge of the female bell
curve is 4.1 times more dangerous than the entire group of good and bad male pilots put
together. Kathleen never mentions that a comparison of the top 0.0014% of American
females' flying skills to the top 0.055% of American males' flying skills was an extremely
biased sample in the first place, and that comparing apples to apples would have produced
evidence that women pilots are much more than 4 times more likely to have accidents than
This is very bad statistical
practice. She should have at least acknowledged that comparing the top 0.055% of
females to the top 0.055% of males would have produced significantly different results,
but she was mute on this point. We can only speculate that, including enough less
qualified female pilots to achieve a sample size equivalent to the male pilot sample size
would have increased the overall higher accident rate of the female pilots to 6 or 10 or
even 30 times that of the male pilots. The following chart is thus not merely
extremely conservative, its intentionally misleading:
|Annual Air Transportation
||Total 1997 Costs
||Increased Costs Due Only to 2.4% of Pilots Who Are Females
||Increased Costs If 10% of Pilots Were Females
|Airline Industry Revenues
FIRING ALL FEMALE
PILOTS WOULD SAVE LIVES AND $35 BILLION ANNUALLY
Kathleen's data shows that one
hundred male pilots over their 30 year careers have an average of 2.9 accidents, 0.6 of
which are fatal, whereas 100 female pilots have 11.7 accidents, 2.3 of which are
fatal. The airline industry seems content to increase its costs by $1.2 billion just
to reduce its number of fatal accidents by a mere 0.26%. Using that criteria,
eliminating female pilots and reducing annual fatalities by 7.6% has an economic benefit
of $35.1 billion to the industry, a greater expenditure than the FAA itself. Doing
this would enable the industry to restore constitutional rights to privacy to its
passengers while at the same time reducing costs and fatalities by 7.3%.
WOMEN PILOTS CRASH
MORE OFTEN THAN DRINKING MEN PILOTS
To add insult to injury,
Kathleen also published a paper which recommended that pilots be subjected to DWI
background checks EVEN THOUGH HER OWN DATA SHOWED THAT AIRLINE PILOTS WITH TWO OR MORE
DWIs HAD FEWER ACCIDENTS PER CAPITA THAN PILOTS WITH NO DWIs. Her faulty conclusion
was based entirely on TWO pilots who had airline accidents, which was ONE
pilot more than predicted, which is a completely unacceptable sample size.
It also demonstrated something
else that she failed to note: women airline pilots have far, far more accidents than
pilots who drink.
Using even her most remote
assumptions, accepting her flawed logic and unacceptably small sample size, ignoring that
some of these pilots whose accidents were attributed to drinking alcohol may have actually
had the accident because they were women, pilots with 2 or more DWIs had ZERO accidents
where it was expected they should have had more than zero.
The ONLY way she can interpret
her own data to report that there is an association between prior DWIs and airline
accidents is to note that only .73 accidents were expected whereas 2 accidents were
observed. But this ONE extra pilot with one DWI who had an accident just cannot make
the case for DWI checks of pilots.
"research", Kathleen gains a spot on the Feminist Art Gallery!
An Abomination Before
Blind Dumb Feminist Art Gallery