Effect of Acceleration Frequency on Spatial Orientation Mechanisms

http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA529816&Location=U2&doc=GetTRDoc.pdf

Effect of Acceleration Frequency on Spatial Orientation Mechanisms
Patterson, Frederick R. ; Chandler, Joseph F.

Extreme motion environments can induce loss of visual acuity, motion sickness, and spatial disorientation. Understanding how human sensory integration of acceleration stimuli affects spatial awareness will improve models of spatial disorientation and mishap analysis. Vestibular gaze reflex data were successfully collected from 10 subjects, each of whom completed three separate trials at sequences of low, medium, and high off-vertical axis rotation (OVAR) spin rates. The results of these tests revealed no significant change in horizontal and torsional eye movements between the low OVAR spin frequency of 0.03 Hz and the predicted crossover point of 0.25 Hz; however, there did appear to be a trend toward reduction of horizontal eye movement when the high OVAR rate of 0.55 Hz was compared with the low (0.03 Hz) and medium (0.25 Hz) rates. Based upon the collected data, a revised crossover rate of 0.42 Hz was extrapolated as the most probable spin frequency for inducing gaze reflex changes with the potential for triggering motion sickness. The results of this study have identified a potential range of circular motion with potential implications for designing future flight simulators used for training or assessment of cockpit designs.

ACCELERATION, *PHYSIOLOGICAL DISORIENTATION, REFLEXES, MOTION SICKNESS, VISUAL ACUITY, ROTATION

Effect of Repeated Normobaric Hypoxia Exposures During Sleep on AcuteMountain Sickness, Exercise Performance, and Sleep During Exposure toTerrestrial

http://www.dtic.mil/dtic/tr/fulltext/u2/a545957.pdf


Effect of Repeated Normobaric Hypoxia Exposures During Sleep on Acute
Mountain Sickness, Exercise Performance, and Sleep During Exposure to
Terrestrial Altitude
C.S. Fulco, S.R. Muza, B.A. Beidleman, R. Demes, J.E. Staab, J.E. Jones, A.
Cymerman


There is an expectation that repeated daily exposures to normobaric hypoxia (NH) will induce ventilatory acclimatization (VEacc) and be effective for lessening acute mountain sickness (AMS) and the exercise performance decrement during subsequent hypobaric hypoxia (HH) exposure. However, this notion has not been tested objectively. Healthy, unacclimatized sea level (SL) residents slept for 7.5 hrs each night for 7 consecutive nights in hypoxia rooms under either NH (n=14, 24±5 yr; mean±SD) or “sham” (n=9, 25±6 yr) conditions. The ambient %O2 for the NH group was progressively reduced by 0.3%O2 (150 meters equivalent) each night
from 16.2%O2 (2200 m eq) on the 1st night to 14.4%O2 (3100 m eq) on the 7th night, while that for the ventilatory and exercise-matched sham group remained at 20.9%O2. Beginning 25 hrs post-sham or NH treatment all ascended and lived for 5 days at HH (4300 m). Partial pressure of end-tidal CO2 (PetCO2), oxygen saturation (SaO2), AMS, and heart rate (HR) were measured repeatedly during daytime rest, sleep or exercise (11.3 km treadmill time trial (TT)). From pre-to post-treatment at SL, resting PetCO2 decreased (p<0.01) for the NH group (39±3 to 35±3 mmHg) but not for the sham group (39±2 to 38±3 mmHg). Throughout HH, only sleep SaO2 was higher (80±1% vs 76±1%, P<0.05) and only AMS upon awakening was lower (0.34±0.12 vs 0.83±0.14,
Ventilatory acclimatization, AMS, physical performance, hypobaric hypoxia, arterial oxygen saturation, SaO2
Charles S. Fulco, Stephen R. Muza, Beth A. Beidleman, Robby Demes, Janet E. Staab, Juli E. Jones, and Allen Cymerman

Corrective Lens Use and Refractive Error Among United States Air Force Aircrew

http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA516040&Location=U2&doc=GetTRDoc.pdf

Corrective Lens Use and Refractive Error Among United States Air Force Aircrew

Wright, Steve T. ; Ivan, Douglas J. ; Clark, Patirck J. ; Gooch, John M. ; Thompson, William

Corrective lens use by military aviators is an important consideration in the design of head-mounted equipment. The United States Air Force (USAF) has periodically monitored lens use by aviators; however, it has been over a decade since the last study. We provide an update on the prevalence of corrective lenses and refractive error among-USAF aircrew based on eyeglass orders processed through the Spectacle-Request-Transmission-System (SRTS). Currently, 41% of active duty USAF pilots and 54% of other aircrew require corrective lenses to perform flight duties. Refractive errors are characterized by low to moderate levels of myopia with a mean spherical equivalent power of -1.01 diopters (D) for pilots and -1.68 D for others. Contact lenses, and more recently refractive surgery, reduce the number of aircrew that must rely on spectacles when flying; however, spectacle compatibility remains an important consideration in the cockpit.
From Military Medicine
EYEGLASSES, *FLIGHT CREWS, EYE DISEASES, AIR FORCE PERSONNEL

ADA516040

The Effects of Life-Stress on Pilot Performance

http://humansystems.arc.nasa.gov/flightcognition/Publications/Young_TM2008_215375_final.pdf


The Effects of Life-Stress on Pilot Performance

James A. Young

NASA/TM–2008-215375

The effects of acute stress, due to immediate threat, on skilled performance of pilots and other human operators are fairly well documented, but much less research has been conducted on the effects of stress from difficult life situations (life stress). Clinical research has focused more on the effects of life stressors on an individual's mood and coping than on skilled performance of demanding tasks such as military aviation. Pilots are reluctant to reveal information that
might cause them to be removed from flight status, which makes study of this issue difficult. This paper reviews existing research on the effects of life stress on pilots' performance. Although this research has substantial methodological limitations, it does suggest that life stress can impair performance, and probably does so more than pilots realize. Performance may be impaired through mechanisms such as disturbed sleep, altered mood, decreased motivation, and preemption of attention and working memory by worry. A wide range of questions that require further research, carefully designed, is discussed

Acute stress, Cognition, Skilled performance, Pilot performance, Life-stress, Attention, Working memory

Checklists and Monitoring in the Cockpit: Why Crucial Defenses Sometimes Fail

http://human-factors.arc.nasa.gov/publications/NASA-TM-2010-216396.pdf

NASA/TM—2010-216396

Checklists and Monitoring in the Cockpit: Why Crucial
Defenses Sometimes Fail


R. Key Dismukes
Ben Berman


Checklists and monitoring are two essential defenses against equipment failures and pilot errors. Problems with checklist use and pilots’ failures to monitor adequately have a long history in aviation accidents. This study was conducted to explore why checklists and monitoring sometimes fail to catch errors and equipment malfunctions as intended. Flight crew procedures were observed from the cockpit jumpseat during normal airline operations in order to: 1) collect data on monitoring and checklist use in cockpit operations in typical flight conditions; 2) provide a plausible cognitive account of why deviations from formal checklist and monitoring procedures sometimes occur; 3) lay a foundation for identifying ways to reduce vulnerability to inadvertent checklist and monitoring errors; 4) compare checklist and monitoring execution in normal flights with performance issues uncovered in accident investigations; and 5) suggest ways to improve the effectiveness of checklists and monitoring. Cognitive explanations for deviations from prescribed procedures are provided, along with suggestions for countermeasures for vulnerability to error.

The Effect of Spatial Disorientation on Working Memory and Mathematical Processing

http://www.usaarl.army.mil/TechReports/2011-08.pdf

The Effect of Spatial Disorientation on Working Memory and Mathematical Processing

Catherine M. Webb, Arthur Estrada, Amanda M. Kelley, John G. Ramiccio, Edna Rath, Efrem R. Reeves, Melinda E. Hill, Michael J. Crivello, Heber D. Jones

USAARL 2011-08
Previous research shows that participants exhibit impairments in spatial memory while experiencing various types of spatial disorientation (SD) in a laboratory environment. With regard to aviation-based SD, a pilot’s ability to think his/her way out of a dangerous situation may be impaired when disoriented. The present study assessed the effects of SD on cognitive functioning during simulated flight. Thirty-six UH-60 aviators participated in the study. Participants were asked to perform cognitive tests (presented aurally) as they performed oriented and disoriented flight conditions. Cognitive tests consisted of a digit span task as well as an addition task. Participants’ accuracy was significantly worse for the disoriented condition than the two oriented conditions for both cognitive tests. The current study provides support that SD can negatively impact cognitive performance. These results can be used to aid future cockpit display design and training techniques aimed at mitigating SD.


spatial disorientation, workload, cognition

A Comparison of the Efficacy of Modafinil and Dextroamphetamine as Alertness Promoting Agents in Aviators Performing Extended Operations

http://www.usaarl.army.mil/TechReports/2011-05.pdf
USAARL 2011-05


A Comparison of the Efficacy of Modafinil and Dextroamphetamine as Alertness Promoting Agents in Aviators Performing Extended Operations

Arthur Estrada, Amanda M. Kelley, Catherine M. Webb, Jeremy R. Athy, John S. Crowley, Lana S. Milam, Steven J. Gaydos, Heber D. Jones, Melody R. King, Bradley S. Erickson, Jim A. Chiaramonte, Stephanie M. Moon, Robert S. MacNeill, John G. Ramiccio, Patricia A. Leduc

Successful military operations depend on maintaining continuous day-night operations. Stimulants are easy to use and popular for sustaining performance because their utility is not dependent on environmental or scheduling modifications. Eighteen pilots each completed 15 helicopter flights and other evaluations during two 40 hr periods of sustained wakefulness during which they received 2 of 3 experimental conditions: 3 doses at 4 hr intervals of modafinil (100mg), dextroamphetamine (5mg), or placebo. Statistical results showed that the stimulants maintained alertness, feelings of well-being, cognitive function, judgment, risk perception, and situation awareness of sleep-deprived aviators consistently better than placebo and without side effects of aeromedical concern. Like previous research, this study strongly suggests that these drugs can maintain acceptable levels of mood and performance during sleep deprivation. The results also confirm that modafinil is well tolerated and appears to be a good alternative to dextroampheatmine for countering the debilitating mood and cognitive effects of sleep loss during sustained operations.

modafinil, dextroamphetamine, stimulants, extended wakefulness, sustained operations, fatigue

Fatigue Risk Management in Aviation Maintenance: Current Best Practices and Potential Future Countermeasures

http://www.faa.gov/library/reports/medical/oamtechreports/2010s/media/201110.pdf


DOT/FAA/AM-11/10


Fatigue Risk Management in Aviation Maintenance: Current Best
Practices and Potential Future Countermeasures

Hobbs A, Avers KB, Hiles JJ


The unregulated hours and frequent night work characteristic of maintenance can produce significant levels of employee fatigue, with a resultant risk of maintenance error. Fatigue Risk Management Systems (FRMS) are widely used to manage fatigue among flight crew and drivers of commercial vehicles, but comprehensive approaches to fatigue risk management are still uncommon within maintenance organizations. In the wider transport industry, the objective of most FRMS has been to reduce fatigue to an acceptable level. Two additional objectives can be identified for FRMS in the maintenance environment: reducing or capturing fatigue-related
errors, and minimizing the harm caused by fatigue-related errors. A range of countermeasures can help to achieve these three objectives in aviation maintenance. Some of these countermeasures are currently being applied within the industry, while others may become feasible in the future. The data available on best practices for fatigue risk management in aviation maintenance are continually evolving. This should be considered an interim report

Maintenance, Human Fatigue, Alertness, Fatigue Risk
Management, FRMS, Countermeasures, Hours-of-Service

Flying Blind: Aeromedical Certification and Undiagnosed Age-Related Macular Degeneration

http://www.faa.gov/library/reports/medical/oamtechreports/2010s/media/201114.pdf


Flying Blind: Aeromedical Certification and Undiagnosed Age-Related
Macular Degeneration

Nakagawara VB, Montgomery RW

DOT/FAA/AM-11/14


Background: The love of flying seldom diminishes throughout a pilot’s career. It is often the primary motivation for investing the time and expense necessary to attain and maintain a valid pilot license and medical certificate. However, a pilot’s ability to meet the physical requirements for aeromedical certification may become compromised by advancing age or impairments. Individuals with physical limitations or the elderly in a number of states must pass a vision test to renew their driver’s license. These individuals may resort to extraordinary measures to avoid losing the privilege of operating a motor vehicle and maintain a sense of independence. Similarly, pilots with physical limitations may attempt to circumvent the Federal Aviation Administration’s
aeromedical certification process in order to retain a valid medical certificate.
Case Report: In an investigation of a fatal accident the National Transportation Safety Board (NTSB) concluded that the aviation medical examiner who issued an airman medical certificate to a visually impaired pilot failed to perform the appropriate procedures to verify the validity of medical information provided by the pilot. The airman subsequently crashed his aircraft, resulting in his death and the deaths of five others onboard.
Conclusions: The NTSB report stated the pilot's “failure to maintain airplane control for an undetermined reason resulted in an inadvertent stall.” The report also stated that “either the pilot's macular degeneration or his unrecognized coronary artery disease could have contributed to his failure to maintain control of the airplane.” The potential debilitating effects associated with these and other serious health issues are discussed.


Aviation, Medical Certification, Vision, Aviation Accident,
Macular Degeneration, Coronary Artery Disease

Flight Attendant Fatigue: A Quantitative Review of Flight Attendant Comments

http://www.faa.gov/library/reports/medical/oamtechreports/2010s/media/201116.pdf


Flight Attendant Fatigue: A Quantitative Review of Flight
Attendant Comments

Avers KB, Nei D, King JS, Thomas S, Roberts C, Banks JO,
Nesthus TE

DOT/FAA/AM-11/16


Today’s aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members including extended duty periods, highly variable schedules, frequent time zone changes, and increased passenger loads. The present content analysis study was conducted to provide a quantitative review of flight attendant comments provided on the congressionally mandated survey of flight attendant field operations that was conducted in 2008. This report can be used as a supplement to interpret the published survey results (Avers et al., 2009b). Two hundred surveys were randomly selected for each type of operation and level of seniority. A
total of 1,800 surveys with comments were content analyzed (936 paper, 864 online). Eight broad comment categories were identified, including: scheduling, health, airline and airline policy, job performance and satisfaction, meals, survey, workload, and break facilities. Each category consisted of multiple positive and negative issues identified by flight attendants. This report outlines the most frequently reported categories and issues, summarizes the key issues by type of operation (low-cost, regional, network carrier) and seniority level (junior – bottom one-third, mid – middle one-third, senior – top one-third), and provides examples of actual respondent comments for the most commonly identified topics.

Fatigue, Flight Attendant, Survey, Duty Time, Workload,
Scheduling,

Development, Validation, and Deployment of an Occupational Test of Color Vision for Air Traffic Control Specialists

http://www.faa.gov/library/reports/medical/oamtechreports/2010s/media/201108.pdf

Development, Validation, and Deployment of an Occupational Test of Color Vision for Air Traffic Control Specialists


DOT/FAA/AM-11/8


Chidester T, Milburn N, Lomangino N, Baxter N, Hughes S,
Peterson L


Air Traffic Control Specialists (ATCSs) are responsible for the safe, efficient, and orderly flow of traffic in the U.S. National Airspace System. Color has become an integral element of the air traffic control environment. It is used to communicate information to ATCSs about various modes of air traffic functions including conflict alerts, aircraft control status, and weather. The Federal Air Surgeon (AAM-1) and Human Factors Research, Engineering, and Development office (AJP-61) tasked the Civil Aerospace Medical Institute (CAMI) to develop, validate, and implement an occupational test for ATCS job candidates who fail clinical instruments during the
pre-employment medical examination. The Aerospace Human Factors Research Division (AAM-500) of CAMI developed the Air Traffic Color Vision Test (ATCOV) to determine whether individuals with color vision disorders (CVDs) have adequate color vision to perform critical color-related tasks involved in air traffic control.The research team conducted two studies to validate ATCOV testing. The results of Study One provided evidence of the reliability of the subtests, established performance norms for subjects with normal color vision (NCV) on each subtest, determined cut scores to apply in occupational testing, and examined the impact of testing upon a sample of CVD subjects. The results of Study Two provided evidence of the reliability of second operational ATCOV subtests, established performance norms for NCV subjects on each subtest, determined cut scores to be applied in occupational testing, and examined the impact of testing upon a sample of CVD subjects. Color vision ability sufficient to perform duties safely remains critical to provision of air traffic services in the National Airspace System. ATCOV complies with Uniform Guidelines reporting requirements for both content and construct-oriented validity.
Evidence of content validity for ATCS duties is provided through direct sampling of form and content of critical display data. Evidence of construct validity is provided by correlation with Colour Assessment and Diagnosis Test and Cone Contrast Test threshold scores, which precisely measure color vision ability. This resulted in a job sample test closely tied to critical tasks communicated using color on air traffic displays. ATCOV makes use of display formats and color chromaticities deployed for critical information on critical displays as defined by
published analyses of ATCS tasks. Its items are isomorphic with datablocks and weather depictions deployed on ARTS, STARS, and DSR displays in terminal and en route facilities. Future challenges will surround the stability of color use on new systems and displays.

Air Traffic Control, Color Vision, Personnel Selection,

Laser Illumination of Flight Crew Personnel by Month, Day of Week, and Time of Day for a 5 year study period: 2004-2008

http://www.faa.gov/library/reports/medical/oamtechreports/2010s/media/201107.pdf

Laser Illumination of Flight Crew Personnel by Month, Day of Week, and
Time of Day for a 5-Year Study Period: 2004-2008

DOT/FAA/AM-11/7

Nakagawara VB, Montgomery RW, Wood KJ


Illumination of civilian and military aircraft by laser beams in the National Airspace System (NAS) has concerned the aviation community for nearly two decades. The principal concern is the affect laser exposure may have on flight crew personnel during landing and departure maneuvers when operational requirements are critical. This study examines the frequency of aviation-related laser event reports by month, day of the week, and time of day.
METHODS: Reports of aircraft illuminated by high-intensity light sources have been consolidated from multiple information sources into a database maintained by the Civil Aerospace Medical Institute’s Vision Research Team. Laser illumination event data involving civilian aircraft in the United States for a 5-year period (January 1, 2004 to December 31, 2008) were examined for this study.
RESULTS: There were a total of 2,492 laser events in the U.S. during the study period. In 1,676 (67.3%) of these, the cockpit environment was illuminated by a laser light. August through December were the most active months with 51% of all reports, while May through July were the least active with only 19% of all reported incidents. Sunday was the most likely day of the week for an aircraft to be illuminated by a laser (15.4%), with a relatively high number of aircraft illuminations occurring on Friday and Saturday. Weekdays exhibited the fewest laser illumination events. Time of day was provided in 2,429 (97.5%) aircraft laser illumination reports. Approximately 69.8% (1,696) of the aircraft illuminations occurred between 7 p.m.(1900 hours) and 11 p.m. (2300 hours) during the study period.
CONCLUSIONS: Laser illumination events are most likely to occur from late summer to early winter monthsand on weekends between 7:00 p.m. and 11:00 p.m. Both weather conditions and daylight savings time may play important roles in determining an opportune time frame for laser activity in a particular locale.Knowledge of these findings may assist the aviation community and law enforcement officials in allocating their limited resources to increase the likelihood of apprehending those responsible for these criminal acts.

Benzodiazepine Use in Pilots of Civil Aviation Accidents: 1990-2008 Toxicology and Autopsy Findings

http://www.faa.gov/library/reports/medical/oamtechreports/2010s/media/201102.pdf


Benzodiazepine Use in Pilots of Civil Aviation Accidents:
1990-2008 Toxicology and Autopsy Findings

DOT/FAA/AM-11/2

Botch S, Johnson R, Ricaurte E, Selensky M

Introduction: Benzodiazepine medications have a long history of abuse. They are categorized as central nervous system depressants, and there are currently 15 different benzodiazepines prescribed in the United States and an additional 20 in other countries. The side effects of these medications include drowsiness, dizziness, decreased alertness, and/or memory loss, which can lead to impairment and a decreased ability to properly control an aircraft. The presence of these medications in postmortem specimens of aviation accident victims can help determine the cause of the accident and, potentially, result in serious legal consequences. Our laboratory is in a unique position because a medical history is available to investigators for most certified pilots. With this in mind, we compared benzodiazepine compounds found following postmortem analysis with the available medical history for each victim. This evaluation was conducted to determine if these records supported the use of such medications or if the aviators were taking the compounds without the approval of their aviation medical examiners or possibly abusing the substances. In addition, a medical review of the autopsy records was also conducted. Method: Toxicological information from analyses was retrieved from the Civil Aerospace Medical Institute’s (CAMI’s) Forensic Toxicology Research Laboratory database. Case histories and accident information were obtained from the National Transportation Safety Board. Medical histories were obtained from the FAA’s medical certification database and CAMI’s autopsy team database. Results and Discussion: Over the examined time period (1990-2008), there were 6,062 fatal aviation accident cases received at CAMI, and 96 (~1.6%) pilots were found positive for a benzodiazepine. In ~74% of pilots found positive for benzodiazepine(s), it was determined that another compound was detected and more than one additional compound was often present. Fatal aviation accidents involving pilots who had taken a benzodiazepine compound prior to the flight are an infrequent event; however, concomitant use of more than one compound with benzodiazepines is common. This study highlights the use of benzodiazepine over the examined time period in the pilot community and presents a variety of demographic information about the pilots involved in such accidents.

The Scope of Back Pain in Navy Helicopter Pilots

http://www.dtic.mil/dtic/tr/fulltext/u2/a543155.pdf



The Scope of Back Pain in Navy Helicopter Pilots

Andrea S. Phillips
March 2011
Thesis

This thesis investigates issues such as long hours in the cockpit, ineffective seat padding, Night Vision Goggle (NVG) use, and the constant vibrations involved in flying rotary wing aircraft. Pain is subjective and severity is difficult to compare between individuals. Does back pain affect safety of flight? In the military helicopter aviator community, 60-80% of helicopter pilots are estimated to be suffering from back pain (Sargent & Bachmann, 2010). The Sargent and Bachmann article, written by flight surgeons, suggests that back pain is an issue in the helicopter community. This article also suggests that back pain may be affecting safety of flight but did not have data to support that claim. This thesis provides an analysis of the scope, incidence and severity of back pain in the Naval Aviation helicopter pilot community. Of the helicopter pilots who responded to the survey, 88.1% are experiencing back pain during at least 50% of
their flights and 34.4% admit this pain is affecting their situational awareness. This thesis gives the Navy information to decide whether to invest R&D funds in anti-vibration seat technology and whether flight safety is affected.

Leading a Culture of Fitness

http://www.dtic.mil/dtic/tr/fulltext/u2/a542909.pdf


Leading a Culture of Fitness

Lieutenant Colonel J.D. McCune


Airplanes require proper fuel and maintenance—so do Airmen. Lack of physical fitness in the military has profound strategic implications for a nation at war. Poor fitness carries with it significant repercussions while even moderate fitness yields considerable benefits. The United States Air Force (USAF) is improving after decades of disturbing trajectories, but a force wide fitness ethos remains unrealized. Organizational culture and inertia remain the crux of the issue. USAF priorities must reflect the importance of fitness in order to finally achieve a culture of fitness. Leadership provides the example, communicates the message, supplies the incentive, and motivates the behavior that will ultimately succeed.

This SRP is submitted in partial fulfillment of the requirements of the Master of Strategic Studies Degree. The views expressed in this student academic research paper are those of the author and do not reflect the official policy or position of the Department of the Army, Department of Defense, or the U.S. Government

Subject: Military Uniforms: Issues Related to the Supply of Flame Resistant Fibers

http://www.dtic.mil/dtic/tr/fulltext/u2/a545056.pdf

Subject: Military Uniforms: Issues Related to the Supply of Flame Resistant Fibers
for the Production of Military Uniforms


Prior to Operation Enduring Freedom and Operation Iraqi Freedom, Department of Defense (DOD) personnel with flame resistant (FR) uniforms were mainly aviators, fuel handlers, and tank crews. With the growing prevalence of the improvised explosive device (IED) threat, all ground forces serving in Iraq and Afghanistan have been exposed to the possibility of fire-related injuries. The Ike Skelton National Defense Authorization Act for Fiscal Year 2011 extended to 2015 the authority to procure fire resistant1 rayon fiber for the production of uniforms from certain foreign countries, provided by section 829 of the National Defense Authorization Act for Fiscal Year 2008 and originally set to expire in 2013.2 This letter formally transmits the enclosed briefing developed in response to the requirement in the Ike Skelton National Defense Authorization Act for Fiscal Year 2011 to report on the supply chain for FR fiber for the production of military uniforms

Case Report: Arterial Gas Embolism Induced Ageusia

http://www.dtic.mil/dtic/tr/fulltext/u2/a550194.pdf


Case Report: Arterial Gas Embolism Induced Ageusia

Blake D. Lollis, Robert Johnson, Harlan M. Walker

This article details a previously unreported arterial gas embolism (AGE) clinical presentation. A military aircrew candidate water survival course trainee lost his sense of taste (“ageusia”) after only a few compressed air breaths and ascending from the shallow depth of 4 ft. Ageusia was his only AGE sign or symptom. Rapidly diagnosing and treating AGE and other decompression illnesses is essential for positive patient outcomes and requires understanding the anatomic and physiologic effects of atmospheric pressure changes.

Published in the Journal of the Society of United States Naval Flight Surgeons, Contact, Vol. 33, No. 2, July 2011

NEO PI-R Normative Personality Data that Distinguish U.S. Air Force MQ-1 Predator

http://www.dtic.mil/dtic/tr/fulltext/u2/a548330.pdf

AFRL-SA-WP-TR-2011-0004

NEO PI-R NORMATIVE PERSONALITY DATA THAT DISTINGUISH U.S. AIR FORCE
MQ-1 PREDATOR AND MQ-9 REAPER SENSOR OPERATORS FROM AC-130 GUNSHIP SENSOR OPERATORS AND PEERS IN THE GENERAL POPULATION


Robert Craig-Gray, Wayne L. Chappelle, John Heaton, Amber Salinas

June 2011
final report


The U.S. Air Force remotely piloted aircraft MQ-1 Predator and MQ-9 Reaper sensor operators (SOs) represent a group of enlisted airmen in a high-demand, high-precision, aviation-related position where they have a pivotal role in precision-strike aerial operations. This study evaluated psychological baseline test scores from the NEO Personality Inventory-Revised (NEO PI-R) on enlisted airmen who became operational Predator/Reaper SOs in an effort to assess how key personality traits (e.g., neuroticism, extraversion, openness, agreeableness, conscientiousness) distinguished them from peers in the civilian, general population as well as AC-130 gunship SOs. This study also developed occupationally specific normative data and distribution of personality scores for use in aeromedical evaluations of Predator/Reaper SO training applicants and incumbents. The results of the study shed light on objective personality traits and differences and assist military psychologists and flight surgeons with the interpretation of NEO PI-R test scores when evaluating the suitability and fitness for duty of training applicants and incumbents for such a unique and demanding career field. A case study and clinical vignette are provided to illustrate the practical application of study findings.

Noise Attenuation Performance of the Joint Service Aircrew Mask

http://www.dtic.mil/dtic/tr/fulltext/u2/a550649.pdf


AFRL-RH-WP-TP-2011-0028

Noise Attenuation Performance of the Joint
Service Aircrew Mask (JSAM) Type I (MPU-5) Rotor Wing (RW) with Flight
Helmets
Hilary L. Gallagher
Richard L. McKinley
Warfighter Interface Division
JANUARY 2011



Noise attenuation performance tests were performed on the Joint Service Aircrew Mask (JSAM) Type I (MPU-5) Rotor Wing (RW) with the HGU-56/P and HGU-84/P helmets at the Air Force Research Laboratory’s (AFRL) Acoustics facilities at Wright-Patterson Air Force Base September 2009. The MPU-5 was tested and compared to legacy masks (M-45, AERP, and AR-5). An American National Standards Institute (ANSI) method ANSI S- 12.42-1995(R2004) was used to measure the passive attenuation. Passive insertion loss was comparable for all
systems in combination with HGU-56/P. The AR-5 did outperform the MPU-5 across all frequencies when tested in combination with HGU-84/P. In addition, the MPU-5 causes significant degradation of the helmet attenuation when comparing the helmet with and without the MPU-5.

Neck Torque Study Induced by Head-Borne Visual Augmentation Systems (VAS) in Ground-Based Applications

http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA519127&Location=U2&doc=GetTRDoc.pdf


The Johns Hopkins University
Applied Physics Laboratory

NSTD-09-1057
Final Report
Contributors:
Emily Ward
Quang Luong

Neck Torque Study Induced by Head-Borne Visual Augmentation Systems (VAS)
in Ground-Based Applications

While providing a critical capability to conduct missions under the cover of darkness, Night
Vision Goggles (NVG) are a recognized source of acute and chronic neck injuries. US Army
Night Vision & Electronic Sensors Directorate and the Naval Surface Warfare Center needed to
characterize the mass, Center of Gravity (CG) and neck torque generated by existing NVG and
Visual Augmentation Systems (VAS) in order to understand the potential for neck pain and
injury created by existing systems, and provide insight on the mass and CG properties needed for future systems. NVG use light intensifier tubes to amplify existing light while VAS incorporate both light intensifiers and infra-red thermal imagers. (For the purposes of this report, NVG systems are a sub-set of VAS.) This project had three tasks:
1. Develop a method to measure the mass and CG of VAS.
2. Measure the mass and CG of seven (7) VAS and their associated mounts: AN/PVS-7D,
AN/PVS-14, AN/PVS-15A, AN/PVS-23, Fusion Goggles, AN/PEQ-20, Advanced
Digital Multispectral (ADM)-NVG. Calculate the neck torque generated by these
systems.
3. Develop computational models of the VAS, mounts and helmets with appropriate mass
properties to allow virtual measurement of mass, CG and neck torque. Additionally, a
virtual model was built of the FGS-PI system.
Each VAS and mount was tested on three (3) sizes of Advanced Combat Helmets (ACHs):
Medium, Large and Extra-Large. Additionally, the AMD-NVG was tested on the SOCOM
Lightweight Helmet. Each helmet system combination was tested in 4 positions:
 Lowered – Maximum distance
 Lowered – Minimum distance
 Stowed – Maximum distance
 Stowed – Minimum distance
Using the mass and CG measurements collected for the VAS, the neck torques about the atlantooccipital joint of the neck were calculated. The atlanto-occipital joint is located at the top of the neck where the skull rests. The neck torques for the different systems and configurations ranged from 0.44 N-m to 1.51 N-m (which excluded the effects of the helmet). The helmet imposes a negative torque on the neck ranging from -0.43 N-m (medium ACH) to -0.52 N-m (extra-large ACH). This negative torque of the helmet reduces the neck torque effects of the VAS and mount.
When the US Army Aeromedical Research Laboratory’s (USAARL’s) neck torque criteria for
rotary-wing aviators is applied to the data collected, there were only 3 test conditions which
exceeded their criteria1F1F1F
2. These were with the AN/PVS-15 and Wilcox mounts in the stowed
position on the large and extra-large ACHs

An Assessment of the Relationship Between Safety Climate and Mishap Risk in U.S. Naval Aviation

http://www.dtic.mil/dtic/tr/fulltext/u2/a550201.pdf


NPS-OR-11-004

An Assessment of the Relationship Between Safety Climate and
Mishap Risk in U.S. Naval Aviation



Paul O’Connor, Samuel E. Buttrey, Angela O’Dea, and
Quinn Kennedy
October 2011

This study used a prospective design to assess whether 12 items from the Command Safety Assessment Survey (CSAS) can be used to differentiate between U.S. Naval aviation squadrons who have had a mishap within a recent period of time, and those that have not. Logistic regression modeling was carried out using the survey responses of U.S. Naval aircrew (n = 23,442) and mishap data. The models that were used to attempt to predict severe and moderately severe mishaps together, performed better than the models that used subsets of the mishaps data. It was found that three of the CSAS items had some limited value in predicting mishap risk. Personnel in squadrons with a low probability of mishap more strongly agree with the need to monitor personnel and integrate safety and operations, than aircrew in squadrons with a higher probability of mishap. However, the aircrew in squadrons with a higher probability
of mishap also more strongly agrees that persistent rule violators will jeopardize their career, compared to personnel in squadrons with a low probability of mishaps. This finding suggests that blame and punishment are not constructive in efforts to promote safety at work. This study would seem to support the premise that safety climate and safety performance are weakly related. It is recommended that researchers would be better advised to attempt to establish the discriminate validity of their questionnaire through self-reported safety attitudes and behaviors, rather than mishap data.

Establishment of Maximum Voluntary Compressive Neck Tolerance Levels

http://www.dtic.mil/dtic/tr/fulltext/u2/a548465.pdf

AFRL-RH-WP-TR-2011-0090

Establishment of Maximum Voluntary Compressive Neck Tolerance Levels

Michael Cote, John Buhrman, Nathaniel Bridges, Casey Pirnstill, Chris Burneka, John Plaga, Grant Roush


July 2011
Interim Report

The primary objective of this study was to establish maximum human voluntary static tolerance levels of neck compressive loading to ensure the safe operation of a proposed Joint Strike Fighter (JSF) Head/Neck Restraint System (HNRS). A laboratory helmet-load apparatus was designed and used to safely apply compressive forces to the head/neck of 46 subjects’ (26 female; 20 male). Nearly all subjects were able to sustain maximum forces of at least 120 lbs for 5 seconds, with several subjects tolerating maximum sustained forces of over 200 lbs. Neck circumference was the most significant variable across gender with larger neck circumferences correlating to higher sustained forces. Regression models, however, demonstrated low R2 values due to high maximum voluntary load variability among subjects of similar weights. Such findings suggest that while compressive neck forces of 100 lbs could be safely tolerated by potential users of the HNRS, no single force setting will likely be ideal for all users.

The Role of Sleep in the Military: Implications for Training and Operational Effectiveness

http://www.dtic.mil/dtic/tr/fulltext/u2/a550390.pdf


The Role of Sleep in the Military:
Implications for Training and Operational Effectiveness

Book Chapter in The Oxford Handbook of Military Psychology. New York: Oxford University Press

Nita Lewis Miller, Panagiotis Matsangas and Aileen Kenney

This chapter addresses the role of sleep in a variety of military settings, ranging from military education and training regimes and extending to military missions and combat operations. It first overviews the scientific literature related to sleep and performance. It then describes a 10-year series of studies conducted at the Naval Postgraduate School that addresses fatigue and sleep restriction in military settings. These studies examine sleep patterns of Sailors aboard warships and submarines; shift the timing of sleep during training in Navy Recruits and Army Basic Combat Trainees; follow Cadets at the United States Military Academy at West Point in a 4-year longitudinal study; and assess sleep in operational environments including surveys of warfighters while deployed and recently returned from combat in Southwest Asia.
Results of many of these studies are reviewed concluding with recommendations advocating the inclusion of sleep as a factor when calculating military effectiveness.

Important and Critical Psychological Attributes of USAF MQ-1 Predator and MQ-9 Reaper Pilots According to Subject Matter Experts

http://www.dtic.mil/dtic/tr/fulltext/u2/a545552.pdf

AFRL-SA-WP-TR-2011-0002

Important and Critical Psychological Attributes of USAF MQ-1 Predator and
MQ-9 Reaper Pilots According to Subject Matter Experts


Wayne Chappelle, Psy.D.
Kent McDonald, Lt Col, USAF
Katharine McMillan, Ph.D.
May 2011
Final Report

Among U.S. Air Force remotely piloted aircraft, the MQ-1 Predator and MQ-9 Reaper have emerged as critical assets to intelligence, surveillance, reconnaissance, and close air support operations. The effective selection of Predator/Reaper pilot training candidates for such aircraft is essential to successful training and operational performance. However, a profile of "the right stuff" (i.e., cognitive aptitudes, personality traits, and motivation) guiding aeromedical flight screening and selection processes for such pilots does not exist. This study addresses the gap in the literature by formulating such a profile based upon the input of line commanders and subject matter experts (SMEs). A total of 82 SMEs provided input on the psychological attributes perceived as critical to acquisition of Predator/Reaper pilot skills, as well as adaptation to the operational environment. The researchers analyzed, organized, and integrated the results of SME interviews in to a theoretical, multidimensional profile, which serves as a communication tool between aeromedical leadership and line commanders regarding psychological attributes that should be considered prior to a Predator/Reaper pilot training applicant entering the career field. The profile may also guide aeromedical and personnel assessment and selection procedures, as well as waiver evaluations to reduce attrition, and improve retention in such a high-demand, high-operational aviation career field.

Collaborative Biomechanics Data Network (CBDN): Promoting Human Protection and Performance in Hazardous Environments Through Modeling and Data Mining

http://www.dtic.mil/dtic/tr/fulltext/u2/a549620.pdf


AFRL-RH-WP-TR-2011-0097

Collaborative Biomechanics Data Network (CBDN): Promoting Human Protection and Performance in Hazardous Environments Through Modeling and Data Mining of Human Centric Data Bases


John R. Buhrman
Huaining Cheng
Scott R. Chaiken

SEPT 2011
Final Report


This report is a comprehensive but synoptic overview of the 711 HPW/RHPA Collaborative Biomechanics Data Network (CBDN). The CBDN is a working (i.e. operational) concept for how the collective wisdom of years of systematic DoD research into human response and tolerance should be archived and made accessible for future investigations and for principled operational safety policy. The intent of this report is to give a guided-tour of the CBDN contents, along with its data archiving methods and philosophy. This is done mainly through extended quotes from important source materials from the major contributors to the CBDN

Facets of Occupational Burnout among U.S. Air Force Active Duty and National Guard/Reserve MQ-1 Predator and MQ-9 Reaper Operators

http://www.dtic.mil/dtic/tr/fulltext/u2/a548103.pdf


AFRL-SA-WP-TR-2011-0003

FACETS OF OCCUPATIONAL BURNOUT AMONG U.S. AIR FORCE ACTIVE DUTY AND
NATIONAL GUARD/RESERVE MQ-1 PREDATOR AND MQ-9 REAPER OPERATORS


Joseph A. Ouma, Lt Col, USAF, MC, FS
Wayne L. Chappelle, Psy.D., ABPP
Amber Salinas, M.A.
June 2011
Final Report


The increasing operational demand for MQ-1 Predator and MQ-9 Reaper remotely piloted aircraft (RPA) in support of intelligence, surveillance, and reconnaissance missions as well as precision-strike operations in theaters of conflict has led to a substantial rise in operational hours, shift work, and exposure to combat-related events (e.g., destruction of enemy assets and combatants) for operators. As a result of the continual need to sustain a high operational tempo, there are concerns among line commanders and aeromedical leadership regarding the prevalence of occupational burnout. There is also concern that there are differences across units for risk of occupational burnout and that active duty crew members are at higher risk when compared with National Guard/Reserve operators.
This study surveyed 426 officer and enlisted operators (pilots and sensor operators). Although a wide range of stressors may contribute to elevated levels of burnout, the majority of occupational stress was reported to stem from operational stress and not exposure to combat (e.g., live video feed regarding the destruction or death of enemy combatants and ground forces). In general, the
results revealed that active duty operators are more than twice as likely to suffer from the facets of occupational burnout involving emotional exhaustion and cynicism. Active duty as well as National Guard/Reserve operators attributed shift work, shift changes, hours worked, and simultaneously serving as a warfighter in theater while returning home and managing domestic roles and responsibilities at home to their burnout levels. Aeromedical recommendations include reducing operational hours, reducing frequency of shift changes, reducing the length of assignments, providing clear guidance and opportunities for competitive careerprogression,
improving human-machine interfacing within the ground control station, marital and family enrichment opportunities, as well as periodic psychological health assessments to mitigate the risk of burnout among RPA operators.

HANDBOOK OF AEROSPACE AND OPERATIONAL PHYSIOLOGY

http://www.dtic.mil/dtic/tr/fulltext/u2/a548404.pdf

HANDBOOK OF AEROSPACE AND OPERATIONAL PHYSIOLOGY

AFRL-SA-WP-SR-2011-0003

Andrew D. Woodrow
James T. Webb
July 2011
Final Report


This handbook is designed to be a reference for aerospace physiologists and technicians in the U.S. Air Force. It contains information about physiologic principles and application of those principles to Air Force flight operations. While it is not designed to be a clinical resource, references to clinical materials are provided to allow further study. The first two sections contain information on basic human physiology and Earth’s atmosphere pertinent to the field of aerospace physiology. Section 3 reviews the environmental effects of the atmosphere, and Section 4 addresses human performance. Sections 5-7 address aircraft systems, crewmembers’ personal equipment, and the mission-imposed effects on performance and survivability. Section 8 reviews training, activities, and resources needed for aerospace physiologists to accomplish their duties. The appendices provide reference tables and procedures related to the career field and short biographies of the contributing authors/subject matter experts.