Average Flight Duration Research Articles

Validating Flow-Based Arrival Management for En Route Airspace: Human-In-The-Loop Simulation Experiment with ESCAPE Light Simulator

The advancement of Arrival MANager (AMAN) is crucial for addressing the increasing complexity and demand of modern airspace. This study evaluates the operational feasibility and effectiveness of an innovative AMAN designed for en route airspace, the so-called En Route AMAN. The En Route AMAN functions as a controller support system, facilitating the sharing of information between en route air traffic controllers (ATCos), approach controllers (current AMAN), and airport controllers (Departure Managers) in airports with multiple runways. The En Route AMAN aims to support upstream ATCos by sequencing and spacing of incoming streams via speed control and runway assignment, thereby enhancing overall air traffic efficiency. Human-In-The-Loop simulations involving rated ATCos are performed under scenarios that replicate real-world traffic and weather conditions. These simulations focus on upstream airspace to assess the impact of En Route AMAN on delay mitigation and ATCos’ performance. Unlike previous studies that solely relied on theoretical models and fast-time simulation for operational feasibility evaluation, this approach incorporates ATCos’ real-time decision-making, situational awareness, and task management, addressing critical operationalization challenges. The results demonstrated that the En Route AMAN could reduce the average flight duration by up to 25.6 s and decrease the total number of ATCo instructions by up to 20% during peak traffic volume. These findings support that the En Route AMAN is both operationally viable and effective in mitigating arrival delays, highlighting the importance of Human-In-The-Loop for practical validation.

Insect flight metabolic rate revealed by bolus injection of the stable isotope 13C.

Measuring metabolic rate (MR) poses a formidable challenge in free-flying insects who cannot breathe into masks or be trained to fly in controlled settings. Consequently, flight MR has been predominantly measured on hovering or tethered insects flying in closed systems. Stable isotopes such as labelled water allow measurement of MR in free-flying animals but integrates the measurement over long periods exceeding the average flight duration of insects. Here, we applied the ‘bolus injection of isotopic 13C Na-bicarbonate’ method to insects to measure their flight MR and report a 90% accuracy compared to respirometry. We applied the method on two beetle species, measuring MR during free flight and tethered flight in a wind tunnel. We also demonstrate the ability to repeatedly use the technique on the same individual. Therefore, the method provides a simple, reliable and accurate tool that solves a long-lasting limitation on insect flight research by enabling the measurement of MR during free flight.

0210 Evaluating the Sensitivity of Sleep Measures for Monitoring Pilot Fatigue in Operational Settings

Abstract Introduction Previously, combined data analyses of four pilot fatigue monitoring studies including 237 pilots flying long-haul and ultra-long range (ULR) flights found no association between pilots’ actigraphic sleep in flight and psychomotor vigilance task (PVT) performance at top-of-descent (TOD; beginning of the landing phase of flight). The present study aimed to determine whether measures of in-flight sleep recorded with polysomnography (PSG) are more sensitive predictors of pilots’ PVT performance near TOD than actigraphic measures. Methods Data were re-analysed from 41 Singapore Airlines A340-500 pilots (median age 47, range 29–58 years) monitored on a ULR trip between Singapore and Los Angeles (average flight duration outbound = 15.6 hrs; inbound = 17.2 hrs). In-flight sleep was recorded simultaneously with PSG (scored in 30-second epochs) and actigraphy (recorded in 30-second epochs and scored in conjunction with sleep diary information). PSG- and actigraphy-determined time awake were calculated as the duration between the end of the last epoch scored as sleep (PSG) or software-scored sleep interval (actigraphy) and the start time of the 10-minute PVT completed near TOD. Results Linear mixed modelling indicated that after controlling for flight sector and intra- and inter-individual variability, neither PSG-derived total in-flight sleep (F (1, 44.4) = 0.006, p= 0.941) and time awake (F (1, 34.3) = 0.431, p= 0.516), nor actigraphic total in-flight sleep (F (1, 51.1) = 0.161, p= 0.69) and time awake (F (1, 34.9) = 0.23, p= 0.634) were associated with PVT response speed at TOD. Conclusion In this context, actigraphy produced identical findings to polysomnography and remains a valid alternative for monitoring in-flight sleep of groups of pilots during ULR flights. Further research is needed to determine whether PVT performance is a discriminatory measure of fatigue-related impairment in pilots. Support This analysis was supported by the Massey University College of Health Research Fund. The Singapore Airlines study was funded by the Singapore Civil Aviation Authority. We thank Dr Jarnail Singh for permission to use these data.

Restless Legs Syndrome in Aircrew.

INTRODUCTION: Restless legs syndrome (RLS) is characterized by an uncomfortable sensation on the legs, which causes the urge to move the legs. The main cause is unknown but there are many risk factors, including geographical properties and high altitude. Our objective was to explore the frequency of RLS in aircrew.METHODS: There were 301 Turkish aircrew who were admitted to Istanbul Medipol University Hospital Neurology Department for periodic examinations and 272 healthy (non-aircrew) subjects included in the study. The International RLS Study Group's Questionnaire and the International RLS Study Group Rating Scale (IRLSSGRS) were used to evaluate RLS. The participants filled the RLS questionnaire and then both groups were divided into two subgroups as having RLS or not. The subjects years in the profession, average flight duration in a month, daily sleep duration, smoking, and coffee consumption were recorded. None of the subjects had previously been diagnosed with RLS.RESULTS: The frequency of RLS was 6.7% in the aircrew group and 7.9% in the control group, and there was no significant difference between the two groups. Age, gender, daily duration of sleep, smoking, coffee consumption, family history of RLS, being a pilot or a flight attendant, years in profession, and monthly flight hours were similar in aircrew with and without RLS.DISCUSSION: The RLS frequency in aircrew was similar to that of the control group. We can conclude flying at high altitude wasnt a risk factor for RLS.Düz OA, Yilmaz NH, Olmuscelik O. Restless legs syndrome in aircrew. Aerosp Med Hum Perform. 2019; 90(11):934937.

The Role of Medical Air Rescue Services in Medical Transport of Organ Recipients in Poland: Organizational Solutions Supporting Transplantation Medicine.

The aim of this study was to analyze the use of fixed-wing air ambulance (FWAA) services in Poland during the period 2012-2013, with particular emphasis on air transport of organ recipients to transplantation centers. This was a retrospective, cross-sectional analysis of data derived from standard FWAA medical documentation. In the years 2012-2013 there were 500 emergency (52.7%) and 447 elective (47.3%) missions. Children who were 1-10 years old comprised the single largest group in both emergency (EM) and elective (EL) missions, accounting for 17% of all flights. EM transports carried mainly patients aged 49-59 (18.5%), and 35.1% of all EM transports concerned patients with end-stage renal disease qualified as organ recipients who were transported to transplantation centers. With a total of 2278 kidney transplantations performed in Poland within the period analyzed, up to 7.8% recipients were transported by air medical services. For EL flights, the most numerous group were patients aged 1-10 (25.4%) and this group comprised mainly patients with congenital disorders (17.9%) and cardiovascular diseases (15.8%). The average flight duration was similar for both EM and EL groups (41.7±10.5 min vs. 40.4±8.7 min, respectively) (p=NS), as was the average distance covered (321.8±99.4 km vs. 310.5±87.4 km, respectively) (p=NS). In the case of patients with end-stage renal disease, the average distance and flight time were significantly longer than those for all other groups in total: 382.5±96.4 km vs. 302.6±87.3 km (p<0.001) and 74.9±10.2 min vs. 39.7±8.8 min (p<0.001), respectively. The most frequent clinical indication for FWAA transport was end-stage renal disease and most of those flights were carried out as EM. The FWAA service plays a vital role in the organization of pre-transplantation transport to referral centers in Poland. This analysis supports the data for evaluation and potential changes in the Polish distribution and allocation rules for kidney transplantation.

Air Transport of Patients with Pneumothorax: Is Tube Thoracostomy Required Before Flight?

ObjectiveIt is conventionally thought that patients with pneumothorax (PTX) require tube thoracostomy (TT) before air medical transport (AMT), especially in unpressurized rotor-wing (RW) aircraft, to prevent deterioration from expansion of the PTX or development of tension PTX. We hypothesize that patients with PTX transported without TT tolerate RW AMT without serious deterioration, as defined by hypotension, hypoxemia, respiratory distress, intubation, bag valve mask ventilation, needle thoracostomy (NT), or cardiac arrest during transport. MethodsWe conducted a retrospective review of a case-series of trauma patients transported to a single Level 1 trauma center via RW with confirmed PTX and no TT. Using standardized abstraction forms, we reviewed charts for signs of deterioration. Those patients identified as having clinical deterioration were independently reviewed for the likelihood that the clinical deterioration was a direct consequence of PTX. ResultsDuring the study period, 66 patients with confirmed PTX underwent RW AMT with an average altitude gain of 1890 feet, an average barometric pressure 586–600 mmHg, and average flight duration of 28 minutes. All patients received oxygen therapy; 14/66 patients (21%) were supported with positive pressure ventilation. Eleven of 66 patients (17%) had NT placed before flight and 4/66 (6%) had NT placed during flight. Four of 66 patients (6% CI0.3–11.7) may have deteriorated during AMT as a result of PTX; all were successfully managed with NT. ConclusionsIn this series, 6% of patients with PTX deteriorated as result of AMT without TT, yet all patients were managed successfully with NT. Routine placement of TT in patients with PTX before RW AMT may not be necessary. Further prospective evaluation is warranted.

1448 Experience of Hamad Medical Corporation (HMC) Doha Qatar. In the Overseas Transfer of Sick Children Using Commercial, Non-Medically Dictated Fixed-Wing Aircrafts

The air transportation of sick patients can be carried via helicopters or fixed winged aircrafts. However, the latter has the advantage of transferring very sick patients over longer distances. Also it is quitter, faster, and more spacious. The objective of this research is to study the experience and the outcome of Hamad Medical Corporation (HMC) Doha Qatar.in the overseas transfer of sick children using commercial, nonmedically dictated fixed-wing aircrafts. Methods: All patients data collected from the overseas medical office at National Health Authority, Qatar. The study was approved by the ethical committee of HMC research center. During the period Jan 1999 and March 2008 among all patients who transported by the above mentioned mean 459 were of pediatric age group (below 14 years of age according to our definition). We reviewed 247 air trips. Demographic data, indications of transportation, logistic support, equipments, team composition, and adverse events occurred during transportation were evaluated. Results: Average duration of transportation per trip was12 hours, and the average flight duration was 8 hours. 21 children were critically ill (define as those who were on mechanical ventilation or intravenous inotropic support during transportation). All patients arrived to the overseas distention without adverse event, only one child developed bradycardia resuscitated on arrival to distenation and expiered after one hour. Conclusion: The experience of Hamad Medical Corporation (HMC) Qatar showed overseas transfer of sick children using commercial, non-medically dictated fixed-wing aircrafts, to be safe if under taken with full preparation, good communication, and logistic support.

Contact time in random walk and random waypoint: Dichotomy in tail distribution

Contact time (or link duration) is a fundamental factor that affects performance in Mobile Ad Hoc Networks. Previous research on theoretical analysis of contact time distribution for random walk models (RW) assume that the contact events can be modeled as either consecutive random walks or direct traversals, which are two extreme cases of random walk, thus with two different conclusions. In this paper we conduct a comprehensive research on this topic in the hope of bridging the gap between the two extremes. The conclusions from the two extreme cases will result in a power-law or exponential tail in the contact time distribution, respectively. However, we show that the actual distribution will vary between the two extremes: a power-law-sub-exponential dichotomy, whose transition point depends on the average flight duration. Through simulation results we show that such conclusion also applies to random waypoint.

Locomotor function after long-duration space flight: effects and motor learning during recovery

Astronauts returning from space flight and performing Earth-bound activities must rapidly transition from the microgravity-adapted sensorimotor state to that of Earth's gravity. The goal of the current study was to assess locomotor dysfunction and recovery of function after long-duration space flight using a test of functional mobility. Eighteen International Space Station crewmembers experiencing an average flight duration of 185 days performed the functional mobility test (FMT) pre-flight and post-flight. To perform the FMT, subjects walked at a self selected pace through an obstacle course consisting of several pylons and obstacles set up on a base of 10-cm-thick, medium-density foam for a total of six trials per test session. The primary outcome measure was the time to complete the course (TCC, in seconds). To assess the long-term recovery trend of locomotor function after return from space flight, a multilevel exponential recovery model was fitted to the log-transformed TCC data. All crewmembers exhibited altered locomotor function after space flight, with a median 48% increase in the TCC. From the fitted model we calculated that a typical subject would recover to 95% of his/her pre-flight level at approximately 15 days post-flight. In addition, to assess the early motor learning responses after returning from space flight, we modeled performance over the six trials during the first post-flight session by a similar multilevel exponential relation. We found a significant positive correlation between measures of long-term recovery and early motor learning (P < 0.001) obtained from the respective models. We concluded that two types of recovery processes influence an astronaut's ability to re-adapt to Earth's gravity environment. Early motor learning helps astronauts make rapid modifications in their motor control strategies during the first hours after landing. Further, this early motor learning appears to reinforce the adaptive realignment, facilitating re-adaptation to Earth's 1-g environment on return from space flight.

USV test flight by stratospheric balloon: Preliminary mission analysis

The Unmanned Space Vehicle test flights will use a 7 m 1300 kg aircraft. The first three launches will take place at the Italian Space Agency ASI base in Trapani–Milo, Sicily, through a stratospheric balloon that will drop the aircraft at a predefined height. After free fall acceleration to transonic velocities, the parachute deployment will allow a safe splash down in the central Mediterranean Sea. The goal of this article is to show the preliminary analysis results for the first USV flight. We carried out a statistical study for the year 2000–2003, evaluating the typical summer and winter launch windows of the Trapani–Milo base. First, in the center Mediterranean, we define safe recovery areas. They cannot be reached during the balloon ascending phase so, after a sufficiently long floating part able to catch the open sea, the balloon will go down to the release height (24 km). The simulation foresees a 400,000 m 3 balloon and 3 valves for the altitude transfer. A safe splash down must occur far enough from the nearest coast: the minimum distance is considered around 25 km. The vehicle should be released at a distance, from the nearest coast, greater than this minimum amount plus the USV model maximum horizontal translation, during its own trajectory from balloon separation to splash down. In this way we define safe release areas for some possible translations. Winter stratospheric winds are less stable. The winter average flight duration is 7 h and it is probably too long for the diurnal recovery requirement and its scheduled procedures. Comparing past stratospheric balloons flights and trajectories computed using measured meteorological data (analysis), with their predictions made using forecast models and soundings, we obtain the standard deviation of the trajectory forecast uncertainty at the balloon–aircraft separation. Two cases are taken into account: predictions made 24 and 6 h before the launch. Assuming a Gaussian latitudinal uncertainty distribution for the prediction 6 h before the launch, we are able to identify the forecast trajectories that have a probability greater than 97% to reach the safe release areas. Simulating the summer windows trajectories for the years from 2000 to 2003 and for the favorable ground wind days, we obtain the number of trajectories with the desired forecast probabilities.

Genetic and phenotypic variation for flight ability in the cactophilic Drosophila species, D. aldrichi and D. buzzatii

AbstractThe flight ability of Drosophila aldrichi (Patterson &amp; Crow) and D. buzzatii (Patterson &amp; Wheeler) using tethered flights, was measured with respect to age‐related changes, genetic variation and adult body size variation induced by rearing at different larval densities. Drosophila buzzatii flew for much longer than D. aldrichi, especially females, but age‐related changes in flight duration were significant only for D. aldrichi. Effects of body size on flight ability were significant in D. buzzatii, but not in D. aldrichi. In D. buzzatii, there was a significant genotype‐environment interaction (larval density × line) for flight duration, with short and average flight duration isofemale lines showing longer flights, but a long flight duration line shorter flights as body size decreased (i.e., as larval density increased). Heritability estimates for flight duration were similar in the two species, but flight duration showed no significant genetic correlations with developmental time, body size or wing dimensions (except for one wing dimension in D. buzzatii). Although not significantly different between the species, heritabilities for life‐history traits (adult size and developmental time) showed contrasting patterns ‐ with higher heritability for body size (body weight and thorax length) in D. buzzatii, and higher for developmental time in D. aldrichi. In agreement with limited previous field evidence, D. buzzatii is better adapted for colonization than is D. aldrichi.

Preflight Medical Screenings of Patients: Analysis of Health and Flight Characteristics

We evaluated the demographic, medical, and flight characteristics of 1,115 passengers who were routinely referred for preflight medical screening by a major domestic air carrier. The largest category consisted of 892 patients who requested in-flight oxygen therapy for cardiopulmonary conditions, of which COPD and cardiac disorders were the most frequent indications; 561 of these patients were 60 years or older. Overall, 386 passengers were recently hospitalized, 911 were using medications, 657 were receiving oxygen therapy, and 761 had flown previously. In the group using in-flight oxygen therapy, the average flight duration was 236 min and layover time, 87 min. These findings indicate that large numbers of patients undergoing preflight screening are receiving medication and have a wide range of medical diagnoses and variable health status. We conclude that preflight medical screening and counselling can be important and helpful in assuring safe and comfortable air travel in this patient population.

Some physiological studies in relation to age in the blowfly, Calliphora erythrocephala Meig

Experiments were carried out on male Calliphora erythrocephala under three different experimental conditions, (1) at rest, (2) ‘free moving’, and (3) in flight, to determine the effect of age on the physiological performance of this insect. Mean oxygen consumption for young flies at rest was about 1·6 μl O 2/mg wet wt. per hr. This value rose significantly in old flies to be about 2·0 μl O 2. In ‘free-moving’ flies the oxygen consumption ranged between 2·4 μl O 2 on the day of eclosion to 8·9 μl O 2 maximum at 7 days of age, and then fell progressively with age to 3·9 μl O 2 at 80 days. Changes in oxygen consumption of ‘free-moving’ flies were correlated closely with their activity. Flies on the day of emergence flew for short periods only, and had low wing-beat frequencies (100 c/s). There was a progressive rise with increasing age in both wing-beat frequency and oxygen consumption in flight, until at 50 days they were 184 c/s and 60 μl O 2/mg wet wt. per hr respectively. After 4 days of age the average flight duration was 6 to 7 min, which after about 60 days had fallen to 2 to 3 min. As flies aged it also became progressively more difficult to elicit the ‘flight reflex’. In all experiments there was a decline in efficiency and physiological performance as a function of age, but the physiology of very young flies was considerably affected by developmental rather than age-related changes. The increase in oxygen consumption in very old flies at rest suggests a loss of efficiency, and this point is discussed in relation to recent work reported on changes in the rate of protein synthesis in old Drosophila.