Showing papers on "Aircrew published in 2004"

Assessment of aircrew radiation exposure by further measurements and model development.

Abstract: A methodology is presented for collecting and analysing exposure measurements from galactic cosmic radiation using a portable equipment suite and encapsulating these data into a semi-empirical model/Predictive Code for Aircrew Radiation Exposure (PCAIRE) for the assessment of aircrew radiation exposure on any flight over the solar cycle. The PCAIRE code has been validated against integral route dose measurements at commercial aircraft altitudes during experimental flights made by various research groups over the past 5 y with code predictions typically within a20% of the measured data. An empirical correlation, based on ground-level neutron monitoring data, is detailed further for estimation of aircrew exposure from solar particle events. The semi-empirical models have been applied to predict the annual and career exposure of a flight crew member using actual flight roster data, accounting for contributions from galactic radiation and several solar energeticparticle events over the period 1973‐2002.

Flight safety and medical incapacitation risk of airline pilots.

Abstract: BACKGROUND: This paper examines the use of quantitative incapacitation risk assessment for aeromedical decision-making in determining the medical fitness of multicrew airline pilots, and estimates the effect on flight safety should medical standards be relaxed. The use of the "1% rule" for setting limits for aircrew incapacitation risk is re-examined. Human failure (medical incapacitation) is compared with acceptable failure rates in another safety-critical system, the aircraft engines. METHODS: The expected number of cardiovascular incapacitations occurring in flight was modeled by applying an age-related cardiovascular incapacitation risk to the pilot population. The effect on flight safety of relaxing the maximum acceptable incapacitation risk on estimated incapacitation rates in two-pilot operations was also modeled, taking into account a likely increase in the number of pilots who would be allowed to continue to fly with a known medical condition. RESULTS: The model overestimates cardiovascular incapacitation risk and, therefore, provides a cautious estimate. If the maximum acceptable cardiovascular risk is increased, the model predicts a disproportionately small increase in the number of such incapacitations in flight. CONCLUSIONS: The evidence suggests that the incapacitation risk limits used by some states, particularly for cardiovascular disease, may be too restrictive when compared with other aircraft systems, and may adversely affect flight safety if experienced pilots are retired on overly stringent medical grounds. States using the 1% rule should consider relaxing the maximum acceptable sudden incapacitation risk to 2% per year. Language: en

Exposure of aircraft crew to cosmic radiation: On-board intercomparison of various dosemeters

Abstract: Owing to their professional activity, flight crews may receive a dose of some millisieverts within a year; airline passengers may also be concerned. The effective dose is to be estimated using various experimental and calculation tools. The European project DOSMAX (Dosimetry of Aircrew Exposure during Solar Maximum) was initiated in 2000 extending to 2004 to complete studies over the current solar cycle during the solar maximum phase. To compare various dosemeters in real conditions simultaneously in the same radiation field, an intercomparison was organised aboard a Paris - Tokyo round-trip flight. Both passive and active detectors were used. Good agreement was observed for instruments determining the different components of the radiation field; the mean ambient dose equivalent for the round trip was 129 ± 10 μSv. The agreement of values obtained for the total dose obtained by measurements and by calculations is very satisfying. © Oxford University Press 2004; all rights reserved.

Results of NVG-Induced Neck Strain Questionnaire Study in CH-146 Griffon Aircrew

Abstract: : Night vision goggles (NVGs) have become indispensable during night operations in the tactical helicopter community of the Canadian Forces. However, the additional mass of the NVGs and associated counterweight have been suggested as a cause factor in recent reports of neck strain within the CH-146 Griffon helicopter fleet. The present study sought to determine the rate of incidence and severity of NVG-induced neck strain experienced by CH-146 Griffon pilots and flight engineers. A questionnaire format previously used in US and UK studies was presented to Griffon aircrew as well as CH-124 Sea King aircrew (the latter acting as an external control group with limited NVG experience). A total of 196 Griffon aircrew (138 pilots and 58 flight engineers) and 85 Sea King aircrew (35 pilots and 50 other aircrew) responded to the questionnaire. Over 80% of Griffon pilots and flight engineers indicated they had experienced neck pain as a result of flying, significantly greater proportions than the respective Sea King aircrew in both cases. Griffon pilots indicated that the control display unit of the aircraft was a leading cause of neck pain while flight engineers indicated that out-of-door operations were a primary cause factor. Other factors are identified and discussed. Across all aircrew respondents there was a clear sense of distrust of, and perhaps dissatisfaction with, the medical care provided by the Canadian Forces. Recommendations to reduce flight-related neck pain are offered.

Evaluation of the influence of aircraft shielding on the aircrew exposure through an aircraft mathematical model.

Abstract: In order to investigate the influence of aircraft shielding on the galactic component of cosmic rays, an aircraft mathematical model has been developed by the combinatorial geometry package of the Monte-Carlo transport code FLUKA. The isotropic irradiation of the aircraft in the cosmic ray environment has been simulated. Effective dose and ambient dose equivalent rates have been determined inside the aircraft at several locations along the fuselage, at a typical civil aviation altitude (10 580 m), for vertical cut-off rigidity of 0.4 GV (poles) and 17.6 GV (equator) and deceleration potential of 465 MV. The values of both quantities were generally lower than those in the free atmosphere. They depend, in an intricate manner, on the location within the aircraft, quantity of fuel, number of passengers, etc. The position onboard of crew members should be taken into account when assessing individual doses. Likewise due consideration must be taken when positioning detectors which are used to measure H*(10). Care would be needed to avoid ambiguity when comparing the results of calculation with the experimental data.

The Effects of Laser Illumination on Operational and Visual Performance of Pilots During Final Approach

Abstract: : Several hundred incidents involving the illumination of aircrew members by laser light have been reported in recent years, including several that could have had serious consequences. The purpose of this report is to evaluate the performance of pilots exposed to visible laser radiation during final approach maneuvers at 100 feet above the runway in the Laser-Free Zone (LFZ). Thirty-four pilots served as test subjects for this study. Pilot performance was assessed in a Boeing 727-200 Level C flight simulator using four eye-safe levels of visible laser light (0, 0.5, 5, and 50 muW/cm2) during four final approach maneuvers (three 30 deg left and one 30 deg right turn to final approach). Subjective responses were solicited after each trial and during an exit interview. The pilots were asked to rate on a scale from 1 to 5 (1 = none, 2 = slight, 3 = moderate, 4 = great, and 5 = very great) the affect each laser exposure had on their ability to operate the aircraft and on their visual performance. The average subjective ratings were calculated for each exposure level and flight maneuver, and an analysis of variance (ANOVA) was performed. Average subjective ratings for operational and visual performance were 2.93 (Range = 2.35 3.29; SD = 1.37) and 3.16 (Range = 2.56 3.62; SD = 1.30), respectively. ANOVA found statistically significant differences (p <0.05) between the 0.5 muW/cm2 operational and visual performance ratings and those for the 5 and 50 muW/cm2 exposures. Approximately 75% of the survey responses indicated that subjects experienced adverse visual effects resulting in some degree of operational difficulty when illuminated by low-level laser radiation. This study confirmed that the illumination of flight crewmembers with laser radiation ≥ 0.5 muW/cm2 is unacceptable in the LFZ.

Self-reported flight hours vs. company records for epidemiologic studies of flight attendants.

Abstract: Introduction: Although there is increased interest in health effects studies of aircrew members, the differences between self-reported work history and company records, including effects on exposure assessment, are poorlycharacterized. Methods: We collected both self-reported work history and company records as part of a National Institute for Occupational Safety and Health biomonitoring study of reproductive hormones in 45 female flight attendants. These two sources of work history information were compared to identify differences which might impact the assessment of work exposures. Results: There appeared to be consistent overreporting of self-reported block time and number of flight segments compared with company record-based estimates. Overreporting in turn inflated the assessment of two important exposures: cosmic ionizing radiation estimated dose and time zones crossed. Factors including domicile, block hours per year of work, and length of employment affected the amount and direction of overreporting. Comparison to compensated credit hours, including nonflight hours, did not fully account for the overreporting. Discussion: Self-report of block time may or may not include compensated nonflight hours, resulting in differences when compared to company records. Exposure bias is likely to result if the complexities of self-report are not considered when writing questionnaires. Aircrew members should be asked for additional occupational information, and a comparison of self-report block time to a sample of company records should be considered prior to exposure assessment and epidemiologic analysis.

Voice activated alerting system for aircraft crew

Abstract: A method and system for alerting an aircrew of terrorist activity in a cabin of an aircraft. When a terrorist or emergency situation is detected by a flight attendant, the flight attendant speaks an activation word, which turns the personal alert unit to an active mode. The flight attendant then says one or more specific words stored as a vocabulary within the personal alert unit. Upon recognition of a spoken word stored in the personal alert unit, the personal alert unit converts the recognized word or words into a signal sent to the cockpit via the ASU to the CDU. The CDU provides an indicator to the cockpit crew of the recognized words spoken by the flight attendant.

The Effect of a Monocular Helmet-Mounted Display on Aircrew Health: A Cohort Study of Apache AH Mk1 Pilits Two-Year Baseline Review

Abstract: : This is the first interim report for the study titled The Effect of a Monocular Helmet-Mounted Display on Aircrew Health: A Cohort Study of Apache AH Mk 1 Pilots. The principal aim of this occupational health study is to determine if the use of the monocular Integrated Helmet and Display Sighting System (IHADSS) helmet-mounted display (HMD) in the British Army's Apache AH Mk 1 attack helicopter has any long-term effect on visual performance. Additional information concerning other unique problems of the Apache AH Mk 1 aircrew is elicited as a secondary objective. This study is a collaborative effort between the British Army and the U.S. Army and is conducted under the auspices of The Technical Cooperative Program (TTCP), Subgroup U, Technical Panel 7 (Human Factors in the Aviation Environment).

The Italian Air Force rehabilitation programme for air-sickness.

Abstract: Motion Sickness, or kinetosis, is a complex clinical syndrome usually classified according to the environmental situation evoking the symptoms. Among the various forms of motion sickness, air sickness has a significant impact on aircrew readiness and is often a cause for the grounding of aircrew. Unfortunately, standards for clinical testing to accurately predict the sensitivity of each individual to air-sickness are currently lacking. Furthermore, pharmacological prevention is contraindicated for aircrews, whose cognitive tasks involve a high level of vigilance. Therefore, a number of Air Forces have developed their own rehabilitation programmes to counteract air-sickness effects on flight personnel. These programmes may differ in several aspects, such as their duration, instruments used, costs and the technical characteristics of the rehabilitation team. However, reports in the specialized literature, refer to high rates of success, despite the above-mentioned differences. In the autumn of 2000, the Italian Air Force (ITAF) also began its own rehabilitation programme for air-sickness desensitisation. The programme was developed at the Aerospace Medicine Department of the ITAF Flight Test Centre, at the Pratica di Mare Air Force Base, Italy. The ITAF rehabilitation course lasts two weeks, and candidates are first classified according to their clinical history and to their reaction to the Coriolis Stress Test. Thereafter, subjects undergo a personalized desensitisation programme, involving increasingly more intense nauseogenic stimuli by means of various devices. At the same time, a psychological approach, based on autogenous training and cognitive-behavioural therapy, is adopted. The present report refers to data from 17 subjects treated from January 2001. The current clinical outcome is extremely encouraging, with a success rate of 88%. Nevertheless, several aspects of motion sickness rehabilitation are still under investigation, and further research programmes, aimed at improving the final clinical outcome and prolonging the benefits of rehabilitation, are needed.

Aircrew Security: A Practical Guide

Abstract: Contents: Identifying the Threats: Aviation security: crewmember perspectives Disruptive passengers and sky rage Aircraft hijacking - a continual threat Investigating terrorism Explosive devices Scary stuff: chemical/biological/radiological weapons. Preparing for the Threats: Awareness for survival Mental preparation: developing a survival mindset Conflict management Flight crew use of force. Dealing with the Threats: Profiling Flight crew survival tactics and techniques Unconventional self-defense Post incident considerations The War on Terrorism Epilogue Index.

Aircrew exposure monitoring: results of 2001 to 2003 studies

Abstract: Aircrew exposure represents one of the recent subjects of occupational individual dosimetry. Since 1991 many new results have been found; there is however a need to gather further data on this exposure and its variation with geomagnetic position, solar activity and flight route parameters. Since 2001, many individual and six long-term monitoring programmes have been conducted onboard aircraft of Czech Airlines (CSA). In these programmes, a Si-diode spectrometer was fixed in an aircraft. Together with it, passive dosemeters thermoluminescent detector, track-etch based neutron dosemeter linear energy transfer and spectrometer) were exposed. More than 700 regular commercial flights were monitored in this manner. CSA supplied us also with full navigation data, which allowed us to calculate the exposure levels using EPCARD 3.2 and CARI6 codes. Direct experimental readings obtained with the detectors mentioned above were interpreted on the basis of calibrations in on-Earth reference fields and compared with calculated data. A satisfactory correlation between all sets of data was observed.

Fatigue Assessment in Camp Mirage CC130 Aircrew: Recommendations for Pharmacologic Intervention

Abstract: : An acute fatigue issue with serious flight safety implications was uncovered during a recent deployment among aircrews conducting tactical airlift between Camp Mirage (CM) and Kabul. This acute fatigue issue is due to jet lag-induced sleep deprivation. The relief aircrews arriving in CM have been deployed across 9 time zones, but are pressed into the tactical airlift schedule after only 2 nights of sleep at CM. Thus, they undertake their first mission with an acute sleep deficit. In spite of the fact that the arriving relief crew spent an average of 7.75 hours in bed the night before their first mission, they slept only an average of 3.4 hrs. This was due circadian desynchronosis: their body clocks were significantly retarded relative to local time. The very low sleep-efficiency in the arriving crew (44%), the night before their first mission was a serious flight safety concern, especially because they were flying over hostile territory in a demanding tactical environment over a 14-hour crew day. Using the USAF performance modelling software, objective sleep data and actual crew duty day data, we estimated crewmember cognitive effectiveness during duty days for the two crews mentioned, above. We also estimated crewmember cognitive effectiveness for crews flying a nighttime schedule several months earlier. RESULTS. The model estimates indicated the following: a) the crew which commenced operations on their 3rd day in theatre, were operating at dangerously low levels of cognitive performance on their first mission, b) their cognitive performance deficits improved over time and were no longer evident after 9 days in theatre, c) another crew, having been in theatre for a month were no longer jetlagged and had acceptable cognitive performance, and d) because a significant portion of the missions in the preceding months were flown at night, the model indicated that the crewmembers' cognitive performance would be impacted dramatically by fatigue.

Pulmonary fat embolism in IAF aircraft accident fatalities: A 33 year retrospective study

Abstract: A 33 year retrospective study of aircrew fatalities was done. Out of 587 autopsies studied, histological sections from lungs were available in 392 cases. It was observed that only 5.1% cases showed microscopic evidence of pulmonary fat embolism. The aetiological factors were correlated with presence of fat embolism. The significance of pulmonary embolism has been highlighted in relation to aircraft accident investigation.

Development of Novel Measures to Assess the Effectiveness of Commercial Airline Pilot Situation Awareness Training

Abstract: The present study took a novel approach to the assessment of a commercial airline pilot Situation Awareness (SA) training programme developed under the European Commission Framework V ESSAI project. Two measures of SA were developed specifically for the present study; the Situation Awareness Knowledge Test (SAKT) and the Situation Awareness and Workload In-flight Measure (SAWIM). Thirty-two aircrew participants took part in this study; half received standard Line-Oriented Flight Training (LOFT) and half received the bespoke ESSAI SA training. The results of the study provide evidence for the validity of these tools to detect improvements to aircrew SA afforded by the novel training programme.

Space Weather Effects on Aircraft Operations

Abstract: European airlines are now monitoring occupational exposure of aircrew to cosmic radiation, but the impacts of SW on other systems used for day-to-day operations are not considered. Future civil and military aircraft will use increasingly complex avionics and will operate in a satellite-based air-space management network. However, to maximise effectiveness of this globally interoperable system and maintain safe operations will require a greater understanding of the SW risks with increasing technology. This chapter describes the SW effects on aircraft operations and includes brief details of an ESA project to quantify those risks.

Neurological Disease at 30 000 Feet –What is an Acceptable Risk for your Pilot?

Abstract: INTRODUCTION Fitness to fly is not defined merely by the absence of disease. The standards for aircrew are such that even without significant disease an individual may not be considered fit to fly, for example if there is significant myopia. In contrast, even documented conditions, such as coronary artery disease, may not preclude fitness to fly in certain circumstances. The medical standards are set with the aim of maintaining flight safety at an acceptable level. WHAT IS AN ACCEPTABLE RISK? A zero risk environment is unattainable. In aviation therefore the concept of ‘acceptable risk’ has been developed (Tunstall-Pedoe 1984). This approach uses an overall fatal accident rate which is reasonably achievable (one in 10 million flights). To simplify the calculations which follow, each flight is deemed to last 1 hour, though most commercial flights are much longer. It is further postulated that no one component (crew failure, airworthiness, mechanical failure