A Long Way, and Not So Long Ago

By CAPT Joellen Drag Oslund, USN (Ret.)

You’ve come a long way, baby!” An advertising tag line from the late 1960s. And for women in Naval Aviation, it is very true today—we have come a long, long way since the first 6 women began flight training in 1973, 50 years ago this year. But because it has been a long time and a long way, it is easy to forget the many hurdles and archaic attitudes that existed in those early decades. How did we get where we are today? Why did the Navy open flight training to women? What were the obstacles and attitudes that had to be overcome and how did those early pioneers deal with them?

As the Navy’s first woman helicopter pilot, and the fourth woman Naval Aviator, I helped make that history and pave the way along with five other pioneers. And while the topic could fill a book (and it has), I thought a brief history might be in order for the readers of Rotor Review.

The story of women in military aviation actually began long before 1973, in World War II. Manpower shortages in the military were acute in the early 1940s, and the services found the answer to those shortages by utilizing women more fully in the civilian workforce. You’ve all seen “Rosie the Riveter” posters used to recruit women from civilian life. But other women answered the call for a more daring effort, the Women Airforce Service Pilots, or WASPs.

From 1942-1944, there were 1,074 WASPs who were trained to fly every aircraft in the military inventory at the time. They trained Army Air Force pilots, towed targets, and ferried aircraft wherever they were needed. And 38 of them gave their lives fulfilling the mission. But because they were not considered military members according to the guidelines at the time, a fallen WASP had to be buried at her family’s expense. Her fellow pilots often “passed the hat” to help cover those costs. There were no official letters acknowledging their sacrifice and the Army would not even allow the stars and stripes to be draped on their coffin.

The program was abruptly disbanded in December 1944 without even a handshake or a letter recognizing their service. They had no veterans status, no benefits and even had to pay their own way home. And with that, a brave new chapter in women’s equality ended.

Fast forward 29 years to the early 70s when the military, and the Navy in particular, was facing critical personnel shortages. For Chief of Naval Operations Admiral Elmo Zumwalt, the answer to those shortages once again was women. ADM Zumwalt was a very forward thinking CNO and he didn’t like waiting around for studies or committees or Congressional (in)action. He was well known for sending out major policy changes directly to the Fleet in the form of Naval Operations (NAVOP) messages. They were nicknamed Z-grams.

With the Equal Rights Amendment (ERA) all but certain to pass, the impending end of the military draft, and the imminent requirement for an All Volunteer Force, he issued Z-116 “Equal Rights and Opportunities for Women” in August of 1972. It was a huge step forward for women, both officer and enlisted, as it opened ratings, specialities and designators that had previously been closed to women.

The early 70s were an exciting time for women and a lot of barriers were coming down:

• The ERA looked like it would pass (we’re still waiting)

• Women were making advances in education and the workforce thanks to Title VII of the 1964 Civil Rights Act which prohibited employment discrimination “because of sex,” a phrase that was added almost as a joke to that historic legislation in hopes that it would lead to its defeat.

• The 1972 passage of Title IX also prohibited discrimination on the basis of sex in any federally funded education or activity including sports.

But it wasn’t until November 1972 that ADM Zumwalt issued a follow up message and opened Navy flight training to women for a “trial program."

I think it is safe to say that the Navy as a whole hadn’t put much thought or study into the concept of women pilots. Women’s uniform options at the time consisted only of blazers, skirts, and heels. Our flight suits, helmets, and boots were often too big or too small in all the wrong places. There were grave doubts about women’s supposed lack of upper body strength, and the scarcity of women’s restroom facilities was often cast as an insurmountable obstacle and excuse to deny women duty assignments and career opportunities. There was also a WWII-era law that prohibited women from being assigned to Navy ships and combat aircraft. Society as a whole and many Navy leaders considered women physically and emotionally unfit to fly. A prevalent attitude in the Navy was one of deep skepticism and even resentment. The first six of us were aware of these attitudes and perceptions, but we forged ahead regardless and were determined to prove that women could do the job and do it very well.

While still in flight school, we were told we would not be allowed to do carrier landings in the T-28 because a law (10 USC Sec 6015) prohibited us from “…being assigned to duty…” aboard Navy vessels. We found out that our duty assignments would be severely limited and that flying jet aircraft was completely off the table, again because of that federal law. Barbara Rainy, Judy Neuffer, and Jane Skiles immediately protested the restriction against carrier landing training in a letter to the Chief of Naval Air Training (CNATRA), but were turned down. Rosemary Mariner had the best flight grades in primary training and basically served notice to the Navy that she would not accept assignment to helicopters. She was instead sent to a multi-engine propeller squadron that eventually afforded her an opportunity to transition to jets, thanks to a very supportive commanding officer.

I was assigned to a helicopter squadron in San Diego to fly the H-46, which I loved! But the federal law that kept women from flying jets was being interpreted so narrowly that even hovering over the back of a Navy ship anchored off the coast of San Diego was not allowed. And deploying on a ship was out of the question!

I sent a letter to SECNAV formally requesting sea duty assignment, but that letter never made it past the wing commander—forever “lost” in the chain of command. A few months later, I added my name as a plaintiff in a lawsuit filed by the ACLU on behalf of five other women that challenged the constitutionality of 6015. I knew it was a risky decision career-wise, but it was a necessary one if women were to have any hope of a level playing field upon which to advance their career opportunities.

In July of 1978, Judge John Sirica (of Watergate fame) handed down his decision declaring 6015 unconstitutional. The Navy subsequently modified the law to allow for limited shipboard duty by women, but the restrictions regarding combat remained for another 15 years until 1993. I was able to get a ship landing qual in my last two months at North Island which enabled me to do a six day deployment aboard USS Vancouver during my next tour at NAS Pt. Mugu.

The other women among the first six continued to challenge restrictions and stereotypes at their duty stations. Jane Skiles was the first woman Naval Aviator to fly while pregnant with both of her daughters thanks to a supportive flight surgeon.

Judy Neuffer flew the P-3 with VW-4 “Hurricane Hunters” in her second duty assignment. Ironically, although women were barred from flying in combat at the time, assignment to the Hunters was considered “the toughest non-combat flying job in the world.” Judy retired as a Captain from the Navy Reserve and also had a 35-year career at NASA. And tragically, Barbara Rainey, our very first woman Naval Aviator, was also the first to die in service to her country when she was killed in a training command accident in 1982.

Rosemary broke so many barriers and had so many Navy accomplishments that it is hard to list them all here, but the most significant include:

• First to fly tactical jets

• First to command an operational aviation squadron

• Qualified as a Surface Warfare Officer

• Served as Executive Officer, USS Lexington

Wherever she was assigned, Rosemary was a strong role model and mentor to all her personnel, and especially to women Naval Aviators. She opened doors and held them open for those who followed. From her first days in Women Officer School in 1973, she was adamant that what happened to the WASP would not happen to us. To that end, she was instrumental in making sure that combat restrictions in the Navy were finally and completely repealed in 1993.

I am very proud of the legacy of the first six women Naval Aviators. But all of our pioneering efforts would have been for naught if not for the thousands of talented, dedicated and courageous women who walked through those open doors and followed us into the skies for the last 50 years. It is the women who have flown aircraft in combat and fought for the right to do it. It is the one who now flies as the first woman demonstration pilot with the Blue Angels. It is the women who have commanded squadrons, air wings, battle groups, and ships, including a nuclear-powered carrier. It is the women Naval Aviators who have flown in space and who have been promoted to the most senior leadership positions in all the sea services. And it is the women who have given their lives in service to our country.

In the next few years, I believe we will see the first woman to land on the moon and the first woman CNO.

I recently came across a quote that seems especially well suited for the 50-year celebration of women flying in the Navy. It is from the book “To Kill a Mockingbird” and is spoken by Atticus Finch: “What good are wings,” he asked his daughter, Scout, “without the courage to fly?”

Women have proven over and over that they do, indeed, have the courage to fly. No doubt there will be new challenges and hurdles to overcome in the future, but as long as there are women with wings, we can look forward with much confidence to the next 50 years.