Showing papers on "Aircrew published in 2020"
TL;DR: Night and instrument helicopter flights produced a different psychophysiological response of aircrew, which could help to design specific training for aircrew that usually face instrument and night manoeuvres.
Abstract: Instrument and night flights are sources of mishaps: they produce stressful contexts to aircrews in which operability can be affected. This study aimed to analyse the effect of night and instrument flights in cortical arousal, autonomic modulation, muscle strength, and stress perception. 23 people were analysed (8 helicopter pilots, 4 helicopter mechanics - Spanish Air Forces - and 11 controls) before and after instrument and night flight exposition. Lactate and perceived exertion rose after flights. Anxiety was higher in instrument than in night flights. Pilots had a higher sense of anxiety before a flight compared to mechanics, although mechanics experienced a higher raise of heart rate during flight, with lower heart rate variability. Breath capacity was affected in pilots. Cortical arousal was more affected in unexperienced than in experienced aircrew during flights. These data suggest differences in their previous training. Practitioner summary: Night and instrument helicopter flights produced a different psychophysiological response of aircrew. These results could help to design specific training for aircrew that usually face instrument and night manoeuvres. Specific training based on high-intensity interval training integrated with reverse periodisation could improve their preparation. Abbreviations: BMI: body mass index; BOS: blood oxygen saturation; BT: body temperature; CA: cognitive anxiety; CFFT: critical flicker fusion threshold; ES: effect size; FEV1: forced expiratory volume in 1 second; FVC: forced vital capacity; HF: high frequency; HR: heart rate; HRV: heart rate variability; HIS: isometric handgrip strength; LF: low frequency; NVG: night vision googles; PEF: peak expiratory flow; pNN50: proportion of differences between R-R intervals higher than 50 ms; RMSSD: square root of the mean of the sum of the squared differences between adjacent normal R-R intervals; RPE: rated of perceived exertion; SA: somatic anxiety; SC: self confidence; STAI: state trait anxiety inventory.
13 citations
TL;DR: There was no evidence for significant dose-response patterns for the considered cancer types in the German aircrew cohort and future work should focus on investigating radiation jointly with other risk factors that may contribute to risks for specific cancers among aircrew.
Abstract: Objectives To determine cancer mortality compared with the general population and to examine dose-response relationships between cumulative occupational radiation dose and specific cancer outcomes in the German aircrew cohort. Methods For a cohort of 26 846 aircrew personnel, standardised mortality ratios (SMR) were calculated. Dose-response analyses were carried out using Poisson regression to assess dose-related cancer risks for the period 1960–2014. Exposure assessment comprises recently available dose register data for all cohort members and newly estimated retrospective cabin crew doses for 1960–2003. Results SMR for all-cause, specific cancer groups and most individual cancers were reduced in all aircrew groups. The only increases were seen for brain cancer in pilots (n=23, SMR 2.01, 95% CI 1.15 to 3.28) and for malignant melanoma (n=10, SMR 1.88, 95% CI 0.78 to 3.85). Breast cancer mortality among female cabin crew was similar to the general population (n=71, SMR 1.06, 95% CI 0.77 to 1.44). Overall median cumulative effective dose was 34.2 mSv (max: 116 mSv) for 1960–2014. No dose-response associations were seen in any of the models. For brain cancer, relative risks were elevated across dose categories. An indicative negative trend with increasing dose category was seen for large intestine cancer in female cabin crew (n=23). Conclusions There was no evidence for significant dose-response patterns for the considered cancer types. Interpretation of results remains difficult as cumulative dose is closely related to age. Future work should focus on investigating radiation jointly with other risk factors that may contribute to risks for specific cancers among aircrew.
12 citations
TL;DR: Although ejection is lifesaving, it is associated with unique injury patterns that should be addressed during clinical evaluation, and injury patterns will continue to evolve in parallel with improving ejection seat systems.
Abstract: Introduction All modern military jet aircraft are equipped with rocket-assisted ejection systems. Jet aircraft operate in the majority of the conflict regions throughout the world, and in nearly all modern countries during peacetime. Civilian and military emergency services may be called upon to treat aircrews that have ejected and should be familiar with the common injury patterns associated with aircraft ejection. Methods A systematic review and meta-analysis of the literature were undertaken using the preferred reporting for systematic reviews and meta-analyses (PRISMA) methodology. Peer-reviewed journal and conference papers published between 1 January 1971 and 15 June 2019 were included. Our primary outcomes of interest were mortality and major injury rates. The I2 test was used to assess heterogeneity among the included studies, and data were pooled under random effects models. In addition, all ejection cases in the Israeli Air Force (IAF) between 1990 and 2019 were studied. The data were manually extracted from the accident records and the electronic medical records system. Results We identified 14 studies that included 1710 aircrew ejections. Heterogeneity was high (I2>75%). Pooled mean mortality and major injury rates were 10.5% (95% CI 6.8-14.8%) and 29.8% (95% CI 20.1-40.6%), respectively. The major injuries included spinal fractures (61.6%), extremity trauma (27.3%), and head trauma (8.9%). During the IAF study period, a total of 37 aircrew ejected from 26 IAF aircraft. The fatality rate was 5.4% and 18.9% suffered major injuries. Conclusions Although ejection is lifesaving, it is associated with unique injury patterns that should be addressed during clinical evaluation. Because of their high prevalence, spinal precautions are paramount until spinal injury can be ruled out, generally by advanced imaging. Looking forward, injury patterns will continue to evolve in parallel with improving ejection seat systems.
8 citations
TL;DR: In this paper, an approach using GA with a special encoding strategy and modified genetic operations tailored to the problem is proposed to assign aircrew to various AWACS tasks such as flights, simulator sessions, ground training classes and other squadron duties while aiming to maximize combat readiness and minimize operational costs.
Abstract: Equipped with an advanced radar and other electronic systems mounted on its body, Airborne Early Warning and Control System (AWACS) enables the airspace to be monitored from medium to long distances and facilitates effective control of friendly aircraft. To operate the complex equipment and fulfill its critical functions, AWACS has a specialised flight and mission crew, all of whom are extensively trained in their respective roles. For mission accomplishment and effective use of resources, tasks should be scheduled, and individuals should be assigned to missions appropriately. In this paper, we implemented evolutionary algorithms for scheduling aircrew on AWACS and propose a novel approach using Genetic Algorithms (GA) with a special encoding strategy and modified genetic operations tailored to the problem. The objective is to assign aircrew to various AWACS tasks such as flights, simulator sessions, ground training classes and other squadron duties while aiming to maximise combat readiness and minimise operational costs. The presented approach is applied to several test instances consisting notional weekly schedules of Turkish Boeing 737 AEW&C Peace Eagle AWACS Base, generated similar to real-world examples. To test the algorithm and evaluate solution performance, experiments have been conducted on a novel scheduling software called AWACS Crew Scheduling (ACS), developed as a test bed. Computational results reveal that presented GA approach proves to be quite successful in solving the AWACS Crew Scheduling Problem and exhibits superior performance when compared to manual methods.
4 citations
23 Mar 2020
TL;DR: Disorientation exposure produces an increase in cortical arousal and decrease in the parasympathetic nervous system either in pilots and medical aircrew personnel, thus complementary physical training should be mandatory.
Abstract: Introduction Exposure to enviromental flight conditions may impair performance and physical integrity, thus training in simulated environments it is a key factor. This research aimed to study the psychophysiological response, cortical arousal and autonomic modulation of pilots and medical aircrew personnel during disorientation exposure, considering gender, experience, flying hours and body mass index (BMI) as influencial variables. Methods A total of 47 soldiers (37 men and 10 women, 22 medical aircrew personnel and 25 fighter pilots) of Spanish Air Forces faced 25 min of vestibular, proprioceptive and visual disorientation. Results Disorientation exposure elicited an increased psychophysiological response, significant increases in isometric hand strength, cortical arousal, autonomic modulation, perceived stress and effort in both groups while a significant decrease in respiratory muscle capacity and blood oxygen saturation in the medical aircrew group were found. Cross-sectional analysis showed gender differences, males presented greater parasympathetic activity and strength. Larger BMI was associated with greater levels and perception of stress as well as lower cardiovascular performance and sympathetic modulation. Furthermore, experience, previous training and larger flying hours correlated with greater parasympathetic modulation. Conclusion Disorientation exposure produces an increase in cortical arousal and decrease in the parasympathetic nervous system either in pilots and medical aircrew personnel. In addition, medical aircrew personnel are less adapted to disorientation stimulus presenting significantly higher psychophysiological stress response, thus complementary physical training should be mandatory.
4 citations
TL;DR: The results of this study provide ample objective support to the controlled use of modafinil in the operational environment and support subjective benefits of vigilance aid use by aircrew.
Abstract: BACKGROUND: Fatigue is a well-known hazard in aviation. In military fighter communities, policies have evolved to allow for in-flight use of pharmacological vigilance aids to counteract the negative effects of fatigue. With limited objective evidence supporting the role of these medications in continuous flight operations, the present study seeks to evaluate whether use of modafinil is associated with pilot aircraft carrier landing performance.METHODS: A retrospective, observational study was completed following carrier-based flight operations in support of Operation Inherent Resolve. All graded landing passes were included in the analysis. Mixed-effect multivariate linear regression analysis was utilized for the primary outcome of landing signal officer grade of landing performance following combat sorties for events with reported in-flight use of modafinil.RESULTS: A total of 1122 sorties were flown by 79 different pilots with an average landing pass grade of 3.86. The primary outcome of modafinil use in-flight was not generally associated with landing performance. In a subset analysis of more senior ranked aviators, modafinil use appeared to offer a relative performance improvement back to baseline (+0.19). Secondary outcome analysis revealed landing performance was associated with advanced landing technologies (+0.25), sorties later in deployment (+0.05 per 30 d), total career carrier landings (+0.03 per 100 traps), and longer mission duration (-0.04 per hour).DISCUSSION: In the context of evidence supporting subjective benefits of vigilance aid use by aircrew, the results of this study provide ample objective support to the controlled use of modafinil in the operational environment.Schallhorn CS. Vigilance aid use and aircraft carrier landing performance in pilots of tactical aircraft. Aerosp Med Hum Perform. 2020; 91(6):518-524.
4 citations
03 Oct 2020
TL;DR: The incidence of G-LOC in the institute has reduced significantly over the past two decades, perhaps due to change in the HPHC used for training of aircrew.
Abstract: Introduction: Institute of Aerospace Medicine (IAM) Indian Air Force (IAF) conducts operational training in Aerospace Medicine for IAF fighter aircrew since 2009. This includes high-G training with qualifying criteria of demonstrating ability of the aircrew to sustain 9G for 5 s in closed-loop run (pilot-in-control) wearing anti-G suit while performing anti-G straining maneuver (AGSM). Incidences of inadvertent almost loss of consciousness (A-LOC)/G-induced loss of consciousness (G-LOC) are an unavoidable unintended consequence of such training. The aim of the paper is to study the incidence of G-LOC and A-LOC and its nature in the high-performance human centrifuge (HPHC) and compare it with our previous experiences. Material and Methods: A G-LOC/A-LOC proforma was designed at the Department of Acceleration Physiology and Spatial Orientation at IAM IAF to understand the nature and cause of the G-LOC/A-LOC. This was to be filled up by the aircrew on a voluntary basis. The data were analyzed using Microsoft Excel with a significance level set at 95% confidence interval and alpha ≤0.05. Results: Fifty-two aircrew (19.92%) experienced inadvertent G-LOC/A-LOC in 83 such episodes (54 G-LOC and 29 A-LOC) during the period January 2018–December 2018. Forty-seven aircrew experiencing G-LOC/ALOC agreed to be part of the study and filled up the proforma after the episodes. The incidence of G-LOC in the institute has reduced significantly over the past two decades, perhaps due to change in the HPHC used for training of aircrew. The incidence of G-LOC found in this study is comparable to the global incidence. Rise in heart rate was higher during A-LOC than G-LOC and was found to be statistically significant (t statistic = 2.33; P = 0.01). Relative incapacitation period was lesser than absolute incapacitation period during G-LOC and was found to be statistically significant (t statistic = 3.29, P = 0.001). G-level at which Type II G-LOC occurred was significantly higher than the Type I G-LOC. Conclusion: The incidence of A-LOC/G-LOC has reduced over the past two decades of high G training in IAF and is comparable to global incidence.
3 citations
TL;DR: This study estimated cosmic radiation doses through linkage to a national dose registry and by conducting the more challenging retrospective assessment required to estimate doses for cabin crew before 2003 by Dreger and colleagues and conducted dose-response assessment within the cohort for certain cancers.
Abstract: Aircrew studies have the potential to inform on cancer risks from several occupational exposures: cosmic radiation, electromagnetic frequency radiation (in studies of cockpit crew), and circadian disruption due to night work and rapid transmeridian travel. Six years ago, a commentary1 in this journal queried whether there is more yet to learn about cancer from studies of aircrew cohorts and outlined some possible avenues for research, including the assembly of large cohorts from individual employers, evaluation of cancer types that are not strongly related to reproductive and other behaviours, and measurement of circadian disruption exposure in addition to cosmic radiation. The publication by Dreger and colleagues2 in this issue offers an opportunity to assess progress in understanding cancer risk among aircrew. Dreger and colleagues2 report on cancer mortality in a nearly 27 000-person cohort of cockpit and cabin crew from a large German airline, extending follow-up by 10 years. In this study, they estimated cosmic radiation doses through linkage to a national dose registry (since 2003) and by conducting the more challenging retrospective assessment required to estimate doses for cabin crew before 2003. They compared mortality to the general population of Germany and conducted dose-response assessment within the cohort for certain cancers. As noted for previous follow-up of the same cohort,1 3 4 large deficits in mortality for most …
3 citations
21 Feb 2020
TL;DR: The article discusses the issues of adjustment of the methodology for evaluating the equivalent level of cabin noise of civil aviation aircraft in Russia, developed in 2007 and supplemented in 2009, and contains full-fledged data on noise levels in modern domestic and foreign airliners.
Abstract: The article discusses the issues of adjustment, developed in 2007 and supplemented in 2009, of the methodology for evaluating the equivalent level of cabin noise of civil aviation aircraft in Russia. The relevance of the problem is due to high levels of professional hearing loss among the aircrew members of the air force, which is directly related to the lack of unified and competent approaches to assessing the acoustic load on the hearing organ of the aircrew members. The updated methodology contains full-fledged data on noise levels in modern domestic and foreign airliners, data on certification of acoustic efficiency of aircraft accessories, a direct algorithm and formulas for calculating the noise load for the selected periods of flight operation.
3 citations
31 Oct 2020
TL;DR: Scientally designed “shift work” may be an effective strategy to mitigate effects of fatigue during sustained operations, hence, needs to be practiced as a routine by combat Air Force units.
Abstract: Introduction: Sustained operations are the future of any advanced Air Force, which involve round the clock flying operations over a prolonged period. Such operations have the potential of disrupting normal sleep cycle and may cause fatigue among aircrew and ground duty personnel. It is well known that fatigue among crew member is a significant risk to aerospace safety. The present study was hence undertaken to quantify the subjective fatigue and its effects, among the personnel involved in a simulated exercise using Sustained Operations Assessment Profile (SOAP). Material and Methods: SOAP questionnaire, a validated tool, was used for data collection. In the first phase, 1521 personnel involved in the exercise, including aircrew as well as ground duty tradesmen completed the SOAP questionnaires twice during the simulated sustained military operation. The subjective ratings were statistically analyzed using the Wilcoxon matched paired test. The two levels of repeated measures being mean SOAP scores on day 2 and that on day 5. In the second phase, to ascertain differences in the subjective ratings of SOAP among different streams of pilots, data were recorded during another simulated sustained operation after 6 months. A total of 140 aircrew responded to the SOAP questionnaire during 6 days of sustained operations. SOAP score was acquired on day 1 and day 6 of the operations in the second phase. Results: A total of 3042 completed SOAP responses were analyzed. There was a significant increase in ratings of the three cardinal dimensions of SOAP among all personnel. The aircrew rated the subjective effects higher than maintenance or administrative support group. Among the aircrew, the fighter pilots rated significantly higher as compared to transport or helicopter aircrew. Conclusion: The study revealed significant changes in the cardinal dimensions of SOAP among the aircrew who were routinely not involved in shift work (especially fighter pilots). Scientifically designed “shift work” may be an effective strategy to mitigate effects of fatigue during sustained operations, hence, needs to be practiced as a routine by combat Air Force units.
01 Jan 2020
TL;DR: The three aircraft incidents described highlight the potential safety risk of air quality alterations and sharing of experiences on similar events may lead to increased understanding of these complex events and ensure that aircrafts are a safe environment in which to travel and work.
Abstract: Air travel is a safe, common mode of transport for both work and leisure activities. It can be associated with health risks, with exposure to toxic compounds or fumes in the aircraft cabin resulting in a variety of clinical symptoms. We report on three aircraft incidents which resulted in passenger and crew illness and necessitated emergency landings at Dublin International Airport. We obtained details on the three incidents from the National Ambulance Service Operations Centre dispatch system and staff, regional public health specialists and the National Air Accident Investigation Unit (AAIU). We conducted a chart review of all passengers and crew who attended the hospital Emergency Department (ED) and consulted with the attending ED physician. Twenty-three crew and passengers reported feeling unwell on the three flights over a six week summer period. Symptoms included dizziness, headache, and throat and eye irritation. On one flight there was a severe odour. Fifteen crew and passengers from the first two incidents were treated at a hospital ED. One case had a low oxygen saturation, and another required oral steroids and nebulised bronchodilator. The AAIU did not find a cause for illness on assessment of all three aircraft. The three aircraft incidents described highlight the potential safety risk of air quality alterations. While there is no evidence that serious health events occurred in these events, sharing of experiences on similar events may lead to increased understanding of these complex events and ensure that aircrafts are a safe environment in which to travel and work.
30 Jun 2020
14 Dec 2020
TL;DR: The aeromedical implications of in situ grommet, assessment of its flying fitness, and the factors which may be considered for possible reflighting of such cases are discussed.
Abstract: Introduction: Current policies followed in the country do not permit aircrew to fly with in situ grommet. This paper discusses the aeromedical implications of in situ grommet, assessment of its flying fitness, and the factors which may be considered for possible reflighting of such cases. Case Details: A 19 year old civil pilot developed otitic barotrauma middle ear (right) which was managed with the placement of grommet in the tympanic membrane (TM). He was awarded fitness to fly on removal of grommet and after complete closure of the residual TM perforation. Another case, a 50 year old military pilot, a case of chronic suppurative otitis media (inactive) left ear, after uneventful recovery, was awarded flying medical category initially for in situ grommet and subsequently for single dry perforation TM in the left ear with an waiver from the competent medical authority. Discussion: Insertion of grommet, in cases with middle ear effusion and/or infection following Eustachian tube dysfunction, is a common practice to promote early recovery. However, as per the current policies in India, such aircrew are considered unfit for flying duty. Policies in other countries, military and civil, are mostly silent. This paper recommends the award of flying fitness for aircrew with in situ grommet provided that the clinical condition is stable, there are no complications and hearing is normal. This paper also discusses the award of flying fitness for aircrew with single and uncomplicated TM perforation with normal hearing for a specific type of aircraft.
TL;DR: Although pilots and aircrew are occupationally exposed to ionizing radiation, they do not receive enough radiation to be included in the company radiation dosimetry program, and should be monitored (using a computer simulation code) to be in line with international practices.
Abstract: A 1 y study to monitor exposure to cosmic radiation of pilots and aircrew in Saudi Aramco flights has been conducted. In many countries, flight attendants, pilots, and other aircrew are considered to be radiation workers. Five pilots participated in the study, and two methods were used for measuring or estimating the radiation doses received by pilots or aircrew during air flights: the computer program CARI-7 and thermoluminescent dosimeters. It has been concluded that although pilots and aircrew are occupationally exposed to ionizing radiation, they do not receive enough radiation to be included in the company radiation dosimetry program. Although it is not possible, in general, for pilots and aircrew to reach the occupational dose limit, they nonetheless should be monitored (using a computer simulation code) to be in line with international practices. In the case of pregnant aircrew, it is particularly important to monitor their radiation doses, because it is possible for them to reach their radiation dose limits.
TL;DR: The oral and maxillofacial health effects associated with this sophisticated mission and the aviation dentistry has rarely or briefly been discussed in dental textbooks is analyzed.
Abstract: Since the beginning of the era of space travel, there have been mentions of related health effects. Various studies have described the effect of space travel and microgravity on health. Some of these studies involved short and extended follow-ups of the effect of microgravity on the head and neck of astronauts. Therefore, we aimed to analyse the oral and maxillofacial health effects associated with this sophisticated mission. It is essential to identify relevant problems and address microgravity complications. Humans have long dreamed of flying and in recent years, the dream has evolved to exploring space and creating new habitats on other planets such as Mars. This led to an increase in the need for dental treatment of the flight crew members, which led to the creation of aviation dentistry for the screening and treatment of the oral cavity of the flight crew. We are moving towards a more conservative approach than before, such as removing pulpless teeth in aircrew patients or extracting roots that had a fracture or incomplete extraction. With all the advancements in aerospace knowledge, the aviation dentistry has rarely or briefly been discussed in dental textbooks. Dentists must screen each flight crew member thoroughly and impose flight restrictions and ground them if necessary; the reasons will be discussed later within this paper. It is the duty of dentists and surgeons to notify their patients (aircrew members) about the postoperative flight consequences and restrictions.
14 Dec 2020
TL;DR: The present study had revealed that the proportion of ground crew suffering from chronic fatigue was more than the aircrew, and among the ground crew, a large percentage of ATC crew had this form of fatigue.
Abstract: Introduction: Fatigue has been recognized as a major safety hazard in modern aviation. There are numerous studies which have addressed various aspects such as the subjective symptoms, objective measures to diagnose fatigue, and its link with operator’s performance. This study was a novice attempt to assess the chronic fatigue among the aviation personnel employing “Multidimensional Fatigue Symptom Inventory – Short Form (MFSI-SF),” which is a well validated fatigue questionnaire. Material and Methods: A total of 93 aircrew and 30 ground crew of either sex from three military air bases were randomly selected for this cross-sectional observational study. The selected participants were requested to respond to 30 items listed in the survey form based on various types of symptoms along with severity that they experienced in the preceding 1 week. Results: The total fatigue score in case of the studied ground crew was higher than the studied aircrew group and this was statistically significant (P = 0.00001). The fighter, transport, and helicopter groups were not different from each other as far as their total fatigue score is concerned. However, ground crew group had significantly higher score in comparison to the score of the fighter, transport, and helicopter groups. In this study, 43.33% of ground crew participants and 11.82% of aircrew participants were observed to have fatigue. On stream-wise analysis, 2.94% of transport aircrew, 14.28% of fighter aircrew, 20.83% of helicopter aircrew, 52.17% Air Traffic Control (ATC) ground crew, and 14.28% of other ground crew who had participated in this study were fatigued. Conclusion: Fatigue in either form, i.e., acute or chronic, could affect both aircrew and ground crew. The present study had revealed that the proportion of ground crew suffering from chronic fatigue was more than the aircrew. The aircrew who were found to have such type of fatigue were younger in age and experience in comparison to their counterpart ground crew. Among the ground crew, a large percentage of ATC crew had this form of fatigue.
11 Aug 2020
TL;DR: In this article, the authors analyzed the willingness of aircraft crew; leadership support policy, simulator tool condition, and qualification of instructors to prevent and minimize unexpected accidents in the Indonesian Air Force.
Abstract: The magnitude of aircraft accidents due to the spatial disorientation (SD) experienced by the aircrew has encouraged efforts to provide optimum training to prevent and minimize those unexpected accidents. In their publication, USAF has stated that SD had caused 15-69% of their aircraft fatal accidents. This study aims to determine the extent of which the SD training program in Aerophysiological Indoctrination and exercise (ILA) of the Indonesian Air Force has been carried out effectively, making it useful for the crew to prevent accidents. The main focus of the study is to analyze the willingness of aircraft crew; leadership support policy, simulator tool condition, and qualification of instructors. This research designed to use a qualitative descriptive approach. Data collections obtained through depth interviews involving Indonesian Air Force aircrews, aviation health experts, instructors officer of Health Service of Indonesian Air Force, and also through the search of publication and related documents. The results show that there are still many aspects required more attention from the Indonesian Air Force authorities; insufficient simulator facilities that are too old and out of Job, inadequate software as the basis of the implementation of the training program, the limited .qualifications of training instructors, and lack of support from higher commands.
31 Oct 2020
TL;DR: This case study discusses the approach to aeromedical evaluation and disposition of a helicopter pilot with CSFP, which is unique, yet rarely encountered disability among aircrew.
Abstract: Introduction: Coronary slow-flow phenomenon (CSFP) is a frequent angiographic finding with obscure pathophysiology. Although recognized for decades, the incidence of such a clinical entity is rare in aviation environment and poses unique aeromedical challenges in disposition of the aircrew. Case Details: A 53-year-old asymptomatic pilot from a helicopter stream was detected to have ECG abnormality during a routine medical examination. His treadmill test was borderline positive for inducible myocardial ischemia, whereas angiography revealed proximal ectasia with a slow flow. He was diagnosed as a case of “Coronary Slow-Flow Phenomenon,” started on antiplatelets and was observed on ground for 36 weeks. A comprehensive cardiological evaluation following that revealed an asymptomatic status, controlled modifiable risk factors and no progression of ECG changes. Echocardiography, 24 h Holter, and stress MPI were essentially normal. Based on an evidence-based approach, the aircrew were reflighted back to flying in a multicrew aircraft. Discussion: This case study discusses our approach to aeromedical evaluation and disposition of a helicopter pilot with CSFP, which is unique, yet rarely encountered disability among aircrew.
Patent•
21 May 2020
TL;DR: In this paper, a method for engaging a vertical navigational descent (VNAV/DES) mode of a flight management system (FMS) for an aircraft is described.
Abstract: Methods and systems are provided for engaging a vertical navigational descent (VNAV/DES) mode of a flight management system (FMS) for an aircraft The method comprises retrieving a preset vertical navigation (VNAV) profile for a descent path of the aircraft that is stored in the FMS The current flight path angle (FPA) and vertical speed (VS) of the aircraft is determined and intercept parameters are calculated to intercept the preset VNAV profile with the VNAV/DES mode of the FMS The intercept parameters are calculated based on the current FPA and VS and displayed to an aircrew member of the aircraft on a visual display device The aircrew member is allowed to accept the intercept parameters with the VNAV/DES mode of the FMS
03 Oct 2020
TL;DR: The critical analysis of neck loads vis-a-vis the neck injury criteria is discussed to understand the neck loads generated during windblast conditions and its implication on aircrew safety.
Abstract: Introduction: Modern generation fighter aircraft has expanded the escape envelope for a fighter aircrew. With the ejection occurring at very high airspeeds, windblast is a cause of major injuries and fatalities. Flying helmet, before its induction into operational usage, must be tested in simulated windblast conditions to ensure that they provide adequate safety. Material and Methods: Windblast tests were conducted on a newly designed/procured helmet in a standard windblast test facility as per Mil Std MIL-V-29591/1. A large instrumented Hybrid III male dummy was used for the tests. The test conditions were: Wind speed 600 ± 60 KEAS, rise time of 125 ± 20 ms, time at peak wind velocity of 300 ± 50 ms, and total exposure time of ≥3 s. Structural integrity, retention with the headform, and recorded neck loads were assessed for interpretation of test results. Results: Helmets could withstand the windblast conditions without any significant structural failures and were retained with the headform during the entire duration of test conditions. However, analysis of the neck loads resulted in a significant dilemma in aeromedical decision-making, there being no laid down criteria in the Mil Specification. The neck tension forces were more than the acceptable limits and found to have the potential for significant neck injuries as per the Injury Assessment Reference Values specified in AGARD-AR-330 specifically in the tests where blast was head on and outer visor in up configuration; however, these values were within the acceptable limits as per the other proposed criteria. Similarly, analysis of the neck tension extension combined effects revealed conflicting outcomes for Nij performance limits specified in various standards. This paper discusses the critical analysis of neck loads vis-a-vis the neck injury criteria to understand the neck loads generated during windblast conditions and its implication on aircrew safety. Conclusion: Neck loads assessment is critical in predicting aircrew safety during windblast testing. In the absence of a clearly defined criteria in the Mil Specification, critical ananlysis of neck loads vis-a-vis recommended standards in scientific literature be done to make meaningful conclusion.
31 Oct 2020
TL;DR: In this paper, the authors conducted a survey to assess the level of happiness among civil aircrew and found that most of them perceived their lives and work to be meaningful, which led to high motivation and increased performance.
Abstract: Introduction: Commercial aviation is a unique occupation, where the professional responsibility to ensure the safety of the aircraft and its occupants lies with the pilot, making civil aviation a stressful and demanding job. Psychological fitness plays a crucial role in helping aircrew adapt to and deal with these occupational demands. In the past few years, the awareness and interest in mental health among civil aviators and the aviation industry have been on the rise. Happiness is characterized as a lasting state with positive emotions and life satisfaction. It is known to improve performance and reduce stress. Based on this, the main objective of this study was to conduct a survey to appreciate the level of happiness among civil aircrew. Material and Methods: A widely used scale for assessment of happiness called Oxford Happiness Questionnaire (OHQ) was administered to both male and female civil aircrew (n = 100). OHQ is a 29-item self-reporting questionnaire. Internal consistency was calculated using Cronbach’s alpha which was found to be 0.97 on the current sample. Data collected were also studied to find a correlation between demographic variables and happiness index. Results: A mean score of 4.87 was obtained in the OHQ which indicated that the civil aircrew perceived themselves to be quite happy. No significant relationship was found between age, experience, marital status, and happiness scores. Conclusion: This was a unique survey in which civil pilots flying both domestic and international flights from India were assessed in terms of their happiness level as a measure of psychological well-being. The participants consisted of a total of 100 aircrew, consisting of 87 males and 13 females. The happiness index in this sample was found to be moderate to high. Most of them perceived their lives and work to be meaningful, which led to high motivation and increased performance. The results also revealed that flying hours of civil aircrew had no significant relationship to happiness level, further indicating that age and experience of the pilots did not predict their happiness, which was akin to a number of researches conducted on the general population. Although the aircrew were found to be moderately happy, the happiness level could still be increased. Small and modest actions by both the aircrew and the airline industry may make a big difference to the happiness state of aircrew.
TL;DR: At simulated altitudes of 5 ft (1.5 m) or less, binocular vision provides a significant advantage for estimation of the depth separation between the landing skid and the ground, regardless of relevant operational experience.
Abstract: ObjectiveWe examined the contribution of binocular vision and experience to performance on a simulated helicopter flight task.BackgroundAlthough there is a long history of research on the role of b...
02 May 2020