Showing papers on "Aircrew published in 2007"

Human Error and Commercial Aviation Accidents: An Analysis Using the Human Factors Analysis and Classification System

Abstract: Objective: The aim of this study was to extend previous examinations of aviation accidents to include specific aircrew, environmental, supervisory, and organizational factors associated with two ty...

Metaheuristics approach to the aircrew rostering problem

Abstract: The solution of the aircrew-scheduling problem is represented by a set of rotations developed from a given set of flight segments. Once the set of rotations to be made by aircrew members has been determined, the air carrier must solve the aircrew rostering problem that entails the monthly assignment of aircrew members to planned rotations. This paper attempts to solve the aircrew rostering problem, thus constructing personalized monthly schedules using Simulated Annealing, Genetic Algorithms, and Tabu Search techniques. The developed models are tested on numerical examples that consist of constructing schedules for pilots. Dimensions of the considered examples are characteristic of small and medium-sized airlines.

In-Flight Barodontalgia: Analysis of 29 Cases in Military Aircrew

Abstract: OBJECTIVE The purpose of this study was to assess the current in-flight incidence of barodontalgia, defined as dental pain caused by a change in barometric pressure in an otherwise asymptomatic tooth, and to identify the associated dental pathologies and etiologic factors. METHODS A total of 450 questionnaires were e-mailed to permanent fighter, helicopter, and transport aircrews of the Israeli Air Force. They were asked to report whether they had ever suffered from a toothache during flight. If a positive answer was reported, the subject was interviewed and his dental file was reviewed to obtain details about the incidence. RESULTS There were 331 (73.6%) aircrew members who responded. Of those, 27 (8.2%) reported at least 1 case of barodontalgia; their mean age +/- SD was 29.7 +/- 7.3 yr and the occurrence by aircraft platform were 9.0% of fighter, 8.0% of helicopter, and 7.0% of transport respondents. Many of the cases originated from vital and/or inflamed pulp (40.7%), whereas the other cases were due to pulp necrosis or peri-apical periodontitis (18.5%) and barosinusitis (18.5%). None of the patients reported premature mission termination due to dental pain. The incidence of barodontalgia was estimated as 1 case per 100 flight-years. CONCLUSIONS Even with modern dental care, military aircrews from all the flight platforms may occasionally experience barodontalgia. Flight surgeons and dentists should be aware of this phenomenon and use preventive measures to minimize its incidence and severity.

Modelling of aircrew radiation exposure from galactic cosmic rays and solar particle events.

Abstract: Correlations have been developed for implementation into the semi-empirical Predictive Code for Aircrew Radiation Exposure (PCAIRE) to account for effects of extremum conditions of solar modulation and low altitude based on transport code calculations. An improved solar modulation model, as proposed by NASA, has been further adopted to interpolate between the bounding correlations for solar modulation. The conversion ratio of effective dose to ambient dose equivalent, as applied to the PCAIRE calculation (based on measurements) for the legal regulation of aircrew exposure, was re-evaluated in this work to take into consideration new ICRP-92 radiation-weighting factors and different possible irradiation geometries of the source cosmic-radiation field. A computational analysis with Monte Carlo N-Particle eXtended Code was further used to estimate additional aircrew exposure that may result from sporadic solar energetic particle events considering real-time monitoring by the Geosynchronous Operational Environmental Satellite. These predictions were compared with the ambient dose equivalent rates measured on-board an aircraft and to count rate data observed at various ground-level neutron monitors.

FASA: Development and validation of a novel measure 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. The Factors Affecting Situation Awareness (FASA) questionnaire was developed to provide a more diagnostic measure of aircrews' acquisition and maintenance of SA. Thirty-two aircrew participants took part in this study; half received standard Line-Oriented Flight Training (LOFT) and half received bespoke SA training. The results of the study provide strong evidence for the reliability of FASA to detect improvements to aircrew SA afforded by the training programme. The implications of these findings to SA measurement are discussed.

Fatigue in Aviation: A Survey of the Awareness and Attitudes of Indian Air Force Pilots

Abstract: Sleep loss and circadian rhythm disruptions cause fatigue in aircrew and thus affect flight safety. Intervention programs for fatigue in any organization should be based on relevant indigenous data. This study was undertaken to develop an understanding of fatigue among aircrew of the Indian Air Force (IAF). This questionnaire study was carried out at the Institute of Aerospace Medicine, Bangalore, in which a total of 83 military fast jet aircrew participated. The mean age of the respondents was 28.9 years (SD = 3.7) with an average military service of 7.2 years. The majority of the aircrew tended to sleep more in the afternoon and longer in the night on holidays and weekends. One third of the aircrew believed that they could perform in peak efficiency even with 1 to 2 hr sleep loss. A similar number stated that they had felt sleepy or drowsy in the cockpit due to sleep deprivation. Aircrew rated decreased attention, increased reaction time, lapses in concentration, and poor aircraft handling as important ...

Antidepressant use and safety in civil aviation: a case-control study of 10 years of Australian data.

Abstract: Objectives: Australian aviation medical certification authorities began allowing use of antidepressant medications by aviation personnel in 1987; a sufficiently long period of time and number of personnel involved to allow a preliminary study. The aim of this study was to identify significant safety-related outcomes, such as aircraft accidents or incidents that may be related to the use of antidepressant medication in pilots and air traffic controllers. Methods: The study employed a matched cohort of all holders of Australian aviation medical certificates who were prescribed antidepressants during the period 1 January 1993 to 30 June 2004 (n = 481), and a matched comparison group. Outcomes of interest were accidents and incidents. Results: No significant differences between the two groups were found in any of the analyses. There were 18 accidents recorded for the antidepressant group and 15 for the comparison group across the whole period, compared with 5 for cases and 5 for controls during the period while antidepressants were being taken. There were 113 incidents recorded for the antidepressant group compared with 131 controls. A non-significantly higher number of accidents and incidents were recorded among cases in the period prior to commencing antidepressant medication. Conclusion: This study found no evidence of adverse safety outcomes arising from permitting individuals to operate as commercial or private aircrew or air traffic controllers while using antidepressants provided specific criteria are met and maintained. This finding has the potential to change current policies of aviation regulatory bodies internationally and may be of significance to a range of transport and other safety-critical occupations and activities.

Aircrew display aid to assess jam effectiveness

Abstract: The invention generally relates to the field of computer software particularly to an improved method of providing aircrew decision aids for use in determining the optimum placement of an Electronic Attack (EA) aircraft. The core of the invention is a software program that will dynamically provide the EA flight crew situational awareness regarding a threat emitter's coverage relative to the position of the EA aircraft and to the position of any number of protected entities (PE). The software program generates information to provide visual cues representing a Jam Acceptability Region (JAR) contour, a Jam Assessment Strobe (JAS) and text for display on a number of flexibly configurable display formats posted on display units. The JAR and JAS graphics and text will aid the EA aircrew in rapidly assessing the effectiveness of a given jamming approach.

Program to generate an aircrew display aid to assess jam effectiveness

Abstract: The invention generally relates to the field of computer software particularly to an improved method of providing aircrew decision aids for use in determining the optimum placement of an Electronic Attack (EA) aircraft. The core of the invention is a software program that will dynamically provide the EA flight crew situational awareness regarding a threat emitter's coverage relative to the position of the EA aircraft and to the position of any number of protected entities (PE). The software program generates information to provide visual cues representing a Jam Acceptability Region (JAR) contour, a Jam Assessment Strobe (JAS) and text for display on a number of flexibly configurable display formats posted on display units. The JAR and JAS graphics and text will aid the EA aircrew in rapidly assessing the effectiveness of a given jamming approach.

Autonomous flight method

Abstract: The method relates to autonomous flights performed by aircraft without the assistance of an aircrew and without said flights having been scheduled during mission preparation. It comprises negotiation with an air traffic control authority, of the modifications made to the flight plan so as to integrate these autonomous flights into the existing air traffic with minimum disturbance.

Aircrew aid to assess jam effectiveness

Abstract: The invention generally relates to the field of computer software particularly to an improved method of providing aircrew decision aids for use in determining the optimum placement of an Electronic Attack (EA) aircraft. The core of the invention is a software program that will dynamically provide the EA flight crew situational awareness regarding a threat emitter's coverage relative to the position of the EA aircraft and to the position of protected entities (PE). The software program generates information to provide visual cues representing a Jam Acceptability Region (JAR) contour and a Jam Assessment Strobe (JAS) for display via designated aircraft cockpit processors and devices. The JAR and JAS will aid the EA aircrew in assessing the effectiveness of a given jamming approach.

Human Factors Analysis Of Australian Aviation Accidents And Comparison With The United States

Abstract: This study provides a systematic analysis of the types of human error occurring in Australian civil aviation accidents. It also compares these results against a larger sample of accidents occurring in the United States. Inevitably, all humans make errors. But safety can be enhanced when the number and consequences of these errors are reduced. This paper aims to enhance aviation safety through extending our knowledge of aircrew errors. While the types of accidents and flying operations varied slightly between Australia and the US, the pattern of aircrew errors were remarkably similar. Skill-based errors were the most prevalent type of aircrew unsafe act, followed by decision errors, violations and perceptual errors in both Australian and US accidents. Skill-based errors were also the most common error type irrespective of the severity of the accident. In Australia, decision errors and violations were more common in fatal accidents. The trend data indicated that the proportion of accidents associated with skill-based errors did not change over the period studied, but decision errors decreased. The distribution of unsafe acts across flying operation type indicated that skill-based errors were disproportionately higher in both general aviation and agricultural operations. Charter operations (called on-demand in the US) had a high proportion of violations and decision errors. The pattern of unsafe acts within each type of flying operation was broadly similar for Australian and US accidents. The study demonstrated that the greatest gains in reducing aviation accidents could be achieved by reducing skill-based errors. Moreover, improvements in aeronautical decision making and the modification of risk-taking behaviour could reduce aviation fatalities. Further study is needed to both identify which particular skills need improving, and to investigate the importance of interactions between the error categories.

Individual and collective doses from cosmic radiation in Ireland

Abstract: This paper assesses the individual and collective doses in Ireland due to cosmic radiation. Information on the exposure to cosmic radiation at ground level is reviewed and published data on the frequency of routes flown by Irish residents is used to calculate the dose due to air travel. Occupational exposure of aircrew is also evaluated. Experimental data on cosmic radiation exposure at ground level is in good agreement with international estimates and the average individual dose is calculated as 300 microSv annually. Published data on international air travel by Irish residents shows a 50% increase in the number of flights taken between 2001 and 2005. This increase is primarily on short-haul flights to Europe, but there have been significant percentage increases in all long-haul flights, with the exception of flights to Africa. The additional per capita dose due to air travel is estimated to be 45 muSv, of which 51% is accumulated on European routes and 34% on routes to the United States. Exposure of aircrew to cosmic radiation is now controlled by legislation and all airlines holding an Air Operator's Certificate issued by the Irish Aviation Authority are required to report annually the doses received by their employees in the previous year. There has been a 75% increase in the number of aircrew receiving doses >1 mSv since 2002. In 2004 and 2005 the average individual doses received by Irish aircrew were 1.8 and 2.0, mSv, respectively. The corresponding per caput dose for the entire population is <3 muSv. While this is low compared with the per caput doses from other sources of cosmic radiation, aircrew exposure represents a higher collective dose than any other identified group of exposed workers in Ireland.

Assessing the safety of anthrax immunization in US Army aircrew members via physical examination.

Abstract: Objective: Anthrax in weaponized form is the bioterrorism agent of most concern. Questions raised about the safety of the anthrax vaccine can be addressed by comparing immunized and unimmunized people in population-based studies. Methods: A retrospective evaluation of data from periodic physical examinations collected on anthrax-immunized and -unimmunized US Army aircrew members between 1998 and 2005 was performed to evaluate the safety of anthrax immunization. Mean changes in variables found on physical examination and laboratory analysis were compared by use oft tests. Multiple linear regression predicted change in outcome from baseline characteristics. Results: We compared 6820 immunized subjects and 4145 unimmunized controls based on US Army aircrew physical examination and screening laboratory tests. No association between anthrax immunization and a clinically relevant change in a tested physiologic parameter was detected. Conclusions: No attributable risk of anthrax immunization was observed in this group of Army aircrew members.

Dimensions of psychological well-being and personality in military aircrew: A preliminary study

Abstract: Operations during war and peace time require aircrew to be proficient in a wide range of skills which call for high physical and psychological stamina. Mental fitness plays a crucial role in helping the crew adapt to the occupational demands. How well the fliers perceive themselves i.e. their health and well being determines success, the future well- being and readiness of the force. Psychological literature has demonstrated that perceptions of Psychological Well-Being (PWB) are directly linked to the intensity of coping efforts and performance. PWB is defined as a person's evaluative reaction to his or her life-either in terms of life satisfaction (cognitive evaluations) or affect (emotional reaction). Negative perceptions and expectations of PWB are associated with decreased positive affect and with less adaptive and coping efforts, and could erode feelings of mastery and hope in fliers. Thus the aim of this preliminary investigation was to identify the general level of PWB in fifty (50) military aircrew and to find the association between PWB and personality. The PWB was measured using three outcomes: The WHO (Five) Well-Being Index, the Satisfaction with Life Scale and Positive Affect and Negative Affect Scale. Personality was measured using the NEO-FFI. The results indicate that the aviators perceive themselves to have average quality of life and PWB. They manifested high levels of neuroticism and very high levels of extraversion. This study emphasizes that health care providers must have a clear understanding about the level of PWB and personality make-up of the aircrew. Also predictions of PWB and personality have important practical implications, in selection, training and later aircrew performance.

The application of an alertness model to ultra-long-range civil air operations

Abstract: Question of the Study The computer model SAFE (System for Aircrew Fatigue Evaluation) was used as part of a procedure for evaluating the crewing requirements for the new generation of ultra-long-range-aircraft. The specific requirement was to establish guidelines for the Singapore–Los Angeles–Singapore route before the aircraft came into service.

Aircraft crash rates and cumulative hours: USAF data for 25 airframes, 1950-2006.

Abstract: INTRODUCTION: Long-term trends in aircraft crash rates are of interest to researchers in aerospace medicine, the acquisition community, the aircraft industry, and the flying public. METHODS: Data were obtained from the USAF Safety Center database for all major accidents (Class A Mishaps) and for annual flight hours for fiscal years 1950 through 2006. Regression analysis was accomplished on the logarithmic transformation of the cumulative flight hours and cumulative crash rate for each aircraft. RESULTS: The relationship between crash rate, y, and flying hours, t, is approximately linear on logarithmic coordinates, so it can be expressed as a power relation, y = bt(m), where the exponent, m, reflects the slope. The model fit was significant for all 15 USAF fighter, attack, and training aircraft studied (r2 = 0.78-0.99) with all aircraft showing a negative exponent ranging from -0.25 to -0.75. This power function with a negative exponent model also fit four of five bomber aircraft and four of five transport aircraft studied. The Predator unmanned aircraft also fit this model with a slope of -0.37. DISCUSSION: This study exposes a strong inverse relationship between cumulative flight hours and crash rate for most USAF aircraft, indicating a high degree of organizational improvement. Learning was not confined only to aircrew, as evidenced by similar improvements in unmanned aircraft. The data do not support an increasing risk of crashes as aircraft age. Further research should be conducted on different flying organizations to further define the characteristics of organizational learning in aviation. Language: en

Summary of the Results of the Mediterranean Free Flight (MFF) Programme

Abstract: The following has been extracted from MFF “Newsletters,” which are available, along with all reports of the MFF international multi-disciplinary teams, at http://www.medff.it

Aircrew Screening Instruments Review

Abstract: : The purpose of this effort was to identify commercially available assessment instruments that may be useful in selecting USAF aircrew members Only instruments and batteries cited in the scientific literature after 1984 were reviewed Additionally, neuropsychological tests, instruments designed for clinical use, tests of strictly physiological functions (eg, EEG), and instruments designed for medical recertification of aircrew members were not reviewed Experimental instruments developed in universities or in government laboratories were not examined unless the associated literature indicated that they had been commercialized To identify potential instruments, searches of on-line databases were conducted and 15 major test publishers and vendors were contacted Each instrument was then evaluated on a variety of parameters relating to test administration and psychometric properties

Drugs in Aviation—A Review

Abstract: The Aviation Medicine Department of the South African Civil Aviation Authority (SACAA), Aviation Medical Examiners (AME), and Institute for Aviation Medicine (IAM) receive numerous inquiries regarding the use of medication in the aviation environment. Flying an aircraft or controlling aircraft on the ground are highly demanding cognitive and psychomotor tasks, performed in an often inhospitable environment, with exposure to various sources of stress. It is therefore important for aviation personnel (i.e. aviation medical examiners, pilots, cabin crew and air traffic services personnel) to consider the effects that medicine or drugs may have on performance. Studies confirm that some pilots, and other crew members while on duty, used prohibited medications or illegal substances or performed duties while suffering significant unreported medical conditions. When considering aircraft mishaps and their causes, we tend to focus on the pilot. After all, he's in the driver's seat, there to troubleshoot any problems that may arise, and he's expected to bring the “on-loan” aircraft back to base, in one piece, after a mission. If a mishap occurs, investigators look for causes related to pilot error along with evidence of mechanical failure, weather factors, and runway condition and air traffic control (ATC) issues. Reviews of data from general aviation, commercial and military aircraft mishaps show that the two most often cited causal issues are pilot error and mechanical/logistical factors. If pilot error was identified, the question now arises: Are some instances of incorrect controlling of an aircraft due to human factors, such as poor diet or insufficient rest (self-imposed), fatigue, poor concentration, shift-work problems, inadequate training or lack of motivation? More specifically, the following in terms of pilot error have been identified in the USA: • Flying under the influence of alcohol – 15% • Conducting unwarranted manoeuvers – 30% • Penetrating known adverse weather conditions beyond pilot and aircraft capabilities – 40% • Drug impairment of the pilot (includes prescribed medication) – 6% • Miscellaneous – 9% Although these statistics relate to the pilot, they can no doubt be extended to other aviation personnel e.g. ATC, cabin crew (CC) and aircraft maintenance officers (AMO). Of note is that up to 6% of aircrew are ‘under the influence of medication' while operating an aircraft. Aircrew, like all of us, are prone to illness, but those who take medicine on an inadequately informed basis or undertake self-medication, not only endanger their lives but also jeopardise the safety of passengers and costly aircraft. The Aviation Medicine Department of the South African Civil Aviation Authority, Aviation Medical Examiners, and the Institute for Aviation Medicine receive numerous inquiries regarding the use of medication in the aviation environment. In addition, reports have been received relating to aviation personnel using unapproved medication or illegal drugs. Furthermore, a physician may prescribe medication for a patient while being unaware that the patient is performing duties within the aviation environment. Or, a pilot self-medicates because consulting an AME may result in flying privileges being withdrawn. Flying an aircraft or controlling aircraft on the ground are highly demanding cognitive and psychomotor tasks, performed in an inhospitable environment, with exposure to various sources of stress. It is therefore important for aviation personnel (i.e. aviation medical examiners, pilots, cabin crew and air traffic controllers) and non-aviation medical examiners to consider the effect that medicine or drugs may have on aviation performance. A study performed in 1994 by the FAA revealed that an estimated 14 000 US pilots flew while using prohibited medications or illegal substances or flew with significant unreported medical conditions.1 Greater understanding of the effects of medication in humans, and advances in drug development have now made possible the use of various medications by aircrew. In this context assessment of side effects which a drug may have on performance, has become an important part of its clinical profile and provides increased and more informed availability of potential therapy for aircrew. The aim of this review is to make the non-aviation medical examiner aware of, and to provide an understanding of the issues involved rather than to provide recommendations for drug use in aviation and to outline the various approaches that can be adopted to assess whether a drug can be used safely. South African Family Practice Vol. 49 (9) 2007: pp. 44

Improvements in Virtual Reality Parachute Simulation Training for Ejection and Bailout

Abstract: Aircraft ejections and bailouts are dire military emergencies that can occur in any weather, over any terrain, and in combination with other factors that would limit even airborne paratroop training and missions. Aircrew do not receive any actual jump training for these mishaps, and the result is overwhelming new sensory overload at a time when it is least comprehendible. These circumstances combine to impair performance proficiency during an already perilous situation that requires well-executed skills and well-defined procedures. Escape by parachute may be the only likely successful route to survival, but aversion to perceived parachuting dangers can lead to delays in ejection and almost always to failures to bailout Parachute flight simulation training has been widely adopted as a solution that develops these skills in aircrew as well as paratroops. Simulation invokes and develops correct skills and avoids the development of incorrect habits that are then extremely difficult to overcome, particularly when swift, correct action is needed in a crisis. Interaction with the large and enthusiastic user community has motivated the development of a number of enhancements to the trainee visual experience and instructor training controls. These include software features, such as more detailed and accurate scene depiction, improved hypoxia simulation, a new night-vision goggles (NVG) emulation mode and additional training features, as well as hardware improvements in high resolution head mounted displays (HMD) and head orientation trackers, and the implementation of multiple simultaneous jumpers in a shared simulation through real-time networking. These and other improvements are described in this paper, together with improved simulator training techniques. BACKGROUND Whether in training or actual combat, military flying is inherently hazardous. Aircraft and crew are subject to high stress; mishaps occur; and aircraft are lost. In these cases, the best that can be hoped is that ejection or bailout will have put aircrew under parachutes. These events can happen in far worse circumstances than would be acceptable for airborne paratroops, and while actual jump training is not practical, this highly stressful situation still requires confidence for success, quick but orderly, virtually automatic decision making, and skilled physical reactions. In almost all of these emergency parachuting incidents, the aircrew are uninjured when the parachute has opened successfully; the problem is then in following procedures to achieve a safe landing. Figure 1. Aircrew Parachute Simulator Training When training relied only on classroom lectures and simple suspended harness procedures demonstrations, trainees were required to pretend that they were under a canopy and exhibit actions without seeing their impact in the form of timely, correct results. Using this methodology resulted in significant landing injuries on more than half of emergency incidents, usually due to incorrect emergency procedures. Proper procedures and actions were not sufficiently ingrained through these teaching methods, and as a result, aircrew either performed incorrect actions or failed to perform correct actions and procedures. For example, 4-line releases were seldom deployed, resulting in oscillating, almost-uncontrollable canopies that led to landing injuries. As with other physical skills-related (sportstype) activities, it is essential to avoid learning incorrect behaviors, as bad habits can be very difficult to unlearn and avoid, particularly in high stress circumstances. Actual real-life parachute training, however, is far too costly and dangerous to be required for aircrew personnel. The solution lies in a simulator-based training system originally developed for USDA Forest Service (FS) smokejumpers 1 (civilian fire fighters operating round parachutes) to establish smooth basic parachute flight (canopy control) skills in extremely difficult conditions. The smokejumpers were faced with a similar dilemma: reducing training jumps to reduce injuries leads to more onthe-job injuries and poorer performance. The simulator provided training that reduced injuries and improved skills. Similar results were obtained when simulator-based training was adopted by military operational units . Former Secretary of Defense Rumsfeld mandated 3 as a first priority the adoption of technologies and devices that will save lives by training personnel for very trying circumstances. Secretary Rumsfeld stated that these have “must fund” priority and are no longer to be considered as “nice-to-have.” Aircrew may be in far more trying situations than operational jumpers, since emergencies can occur without regard to daylight, weather, altitude, terrain, etc. restrictions. These factors are all available and controllable in the simulation environment. Moreover, aircrew emergency parachutes are much more likely to malfunction due to openings at severe speeds and adverse jumper body positions. A quick and accurate response is essential; there is no reserve parachute. These malfunctions can also be presented in the simulation, where aircrew can learn the correct procedures to follow for each type of malfunction under controlled classroom conditions, so that the skills will be well-practiced and automatically employed when they are most needed, in the critical situation of an actual parachute malfunction. Fig. 1 shows an aircrew deploying his parachute in a typical parachute simulator in use for bailout training. The installation places the trainee under a C-9 parachute draped over the suspension frame to reduce extraneous room lighting in the HMD (Head Mounted Display). LESSON PLAN TRAINING GOALS Widespread adoption of emergency parachute simulator training has led to the development of procedures manuals, instructor guides, and lesson plans. These plans vary depending on the particular emergency circumstances foreseen, but all share the goal of presenting as complete as possible a sequence of challenges employing as much equipment and encountering as many of the events as can be expected in a real emergency; that is, a goal of minimizing the part-task aspects of this training. These plans incorporate the extensive sequence of operations required for success in emergency parachuting.

Errors as factors of human failures in aviation activities

Abstract: Occurence of errors in aviation is closely related to accidents or incidents leading to them. It is about departure form standards resulting in a negative event either actual or potential. Errors are linked with human factors, quality of personal traits. Elimination of errors is possible through higher quality in aircrew training.

Vision Based Flight Procedure Stereo Display System

Abstract: A virtual reality flight procedure vision system is introduced in this paper. The digital flight map database is established based on the Geographic Information System (GIS) and high definitions satellite remote sensing photos. The flight approaching area database is established through computer 3D modeling system and GIS. The area texture is generated from the remote sensing photos and aerial photographs in various level of detail. According to the flight approaching procedure, the flight navigation information is linked to the database. The flight approaching area vision can be dynamic displayed according to the designed flight procedure. The flight approaching area images are rendered in 2 channels, one for left eye images and the others for right eye images. Through the polarized stereoscopic projection system, the pilots and aircrew can get the vivid 3D vision of the flight destination approaching area. Take the use of this system in pilots preflight preparation procedure, the aircrew can get more vivid information along the flight destination approaching area. This system can improve the aviator's self-confidence before he carries out the flight mission, accordingly, the flight safety is improved. This system is also useful in validate the visual flight procedure design, and it helps to the flight procedure design.

Semi-closed capsular ejection revisited: Is it too late to modify an old aircraft?

Abstract: In the 1AF, MiG 21T-77 is the only tighter aircraft that has a semi-closed ejection. The Original Equipment Manufacturer (OEM) laid down 94.0 cm as the maximum acceptable sitting height compatible with the aircraft, since the canopy slides over a metallic plate that may come in contact with the pilot's helmet when simulating the ejection sequence in encapsulation trials on ground and could be expected during actual ejection, as well. Therefore this study was carried out to re-define the sitting height limitations for aircrew to fly this aircraft. This was done specially in view of the new Light Weight Integrated Helmets (LWIH) currently in use by the fleet; and was thought to add more to the sitting height of the aircrew visa-vis the old ZSH-3 Helmet. Sitting height measurements of 11 subjects were taken with three different helmet types: LWIH of two different makes and ZSH-3. This was followed by cockpit and encapsulation trials, simulating the ejection sequence on ground. Trials were also conducted for an aircrew who had recently made a successful ejection from the aircraft. Encapsulation trials were repeated after removal of seat headrest cushion when it was noticed that this was contributing to worsening of posture and jeopardizing safe encapsulation for aircrew with borderline sitting heights. The results of this study are discussed in detail. It was concluded that minor variations in sitting height on account of different helmets do not appear to worsen safe encapsulation on ground. Replacing the existing thick seat headrest cushion with a thinner one appears to be a logical modification to improve aircrew-aircraft compatibility. Aircrew with borderline sitting heights should be made aware of dynamics of the ejection process that ensures safe encapsulation during actual ejection.

Long-term monitoring of aircrew exposure onboard of Czech Airlines aircraft

Abstract: This contribution presents new results related to the aircraft crew exposure onboard aircraft of Czech air companies. First, the results of long term monitoring onboard of an aircraft of Czech Airlines are presented. In the period May–December 2005, 494 individual flights have been followed using MDU-Liulin Si-diode based spectrometer, together with thermoluminescent and track detectors. The results of measurements are analyzed and compared with those of calculation performed with CARI6 and EPCARD3.2 codes. Monitoring period represented about 4.6 times more than usual annual engagement of an aircrew (600 hours). Total effective dose during these 2 755 hours was between 11 and 12 mSv, following the considered method of evaluation. Both the measuring and calculation methods correlate well. This fact leads to confirmation of the routine method evaluating the level of aircraft crew exposure using CARI6 code as correct for this purpose. Second, the results of individual monitoring of aircrew members obtained during few last years by this routine method are presented; general tendencies of aircraft crew onboard exposure of Czech air companies are outlined. The contribution of aircrew exposure to total occupational exposure in the Czech Republic represents about 20%.