Civilian Pilots Research Articles

Безплазовий метод конструкторської підготовки виробництва літаків авіації загального призначення

The article’s subject is the design preparation for producing light general aviation aircraft. This article aims to develop design solutions for a light cheap aircraft with low flight and ground costs, to substantiate the possibility and necessity of using modern CAD systems and new plazless methods to ensure the interchangeability of light aircraft components to reduce design and production costs. Objective: to analyze the global demand for light aircraft, to substantiate the possibility and feasibility of introducing independent (plazless) methods for linking technological equipment and aircraft design components, to develop a list of design work and expected results, to develop digital models (electronic drawings) of the aircraft as a whole and its components, to prove the effectiveness of such approaches. The research methods used are the analysis of scientific and technical documentation, numerical modeling of the aerodynamic flow around the aircraft, the stress-strain state of the units, and the design of the aircraft and its components considering the results of numerical modeling. The following results were obtained: a set of digital models (electronic drawings) of the whole aircraft, a fuselage, a wing, a horizontal and vertical tail, a chassis, digital models (electronic drawings) of the aircraft parts. The scientific and practical novelty of the obtained results is as follows: a set of aircraft design engineering documents developed based on statistical data analysis and numerical modeling will allow manufacturing, testing the aircraft, and obtaining a certificate of airworthiness, which, in turn, will make it possible to subsequently begin serial production of the aircraft and create full-fledged primary flight training classes designed to improve flight training activities for cadets of higher military educational institutions and create opportunities for training civilian pilots.

Predicting the incidence of recurrent positive exercise stress tests among civilian pilots: a retrospective cohort study

Abstract* Background A positive exercise stress test (EST) is common among pilots, and it may indicate a greater risk of coronary artery disease (CAD). This study aimed to determine the incidence of recurrently positive EST and their predictors among civilian pilots in Indonesia. Methods This was a retrospective cohort study among civilian pilots who had the first positive EST test between January 2019 and June 2020 at the Aviation Medical Center, Jakarta. The data were retrieved from medical records. Subjects were included if there were data on subsequent ESTs at 6 and 12 months. Risk factors included total flight hours (TFH) in the last 6 months, license type, aircraft cabin pressurization system, flying limitation such as multicrew, cardiac intervention, age, smoking habit, family history of coronary artery disease, body mass index, blood pressure levels, lipid profile, and fasting blood glucose. Results Eighty-seven pilots were included; 54 of them (62.1%) had recurrent positive ESTs. All subjects were men, and the median age was 51 (range 40-64) years. Independent predictors of recurrent positive ESTs were age 60-65 years (adjusted odds ratio [ORadj]: 5.1, 95% CI: 1.12–23.16, p= 0.035), a TFH of > 275 hours (ORadj 5.1, 95% CI: 1.28–20.65, p= 0.021), and dyslipidemia (ORadj: 4.2 95% CI: 1.468–12.275, p=0.015). Having these three risk factors increased the probability of a recurrent positive EST up to 100%. Conclusion The incidence of recurrently positive ESTs among civilian pilots in Indonesia was high. Airlines may want to implement a more aggressive health policy for the prevention of cardiovascular diseases among their pilots.

Малая авиация в Российской Федерации: текущее состояние, проблемы и пути их решения

Today, it is general aviation that influences the development of the regions of the Russian Federation, taking into account its territorial characteristics. General aviation can be used for the development of many fields of activity, such as: training military and civilian pilots, fire monitoring, emergency medical care, environmental monitoring; obtaining weather forecasts; combating poachers, use for the construction of unmanned aircraft and solving many other tasks. Moreover, unlike commercial aviation, general avitation increases transport mobility and increases the attractiveness of regions for investors and entrepreneurs. This article discusses the main problems and methods of their solution for the development of the civil aviation transport system.

Relationships among barodontalgia prevalence, altitude, stress, dental care frequency, and barodontalgia awareness: a survey of Turkish pilots

Background Gas expansion in body cavities due to pressure changes at high altitudes can cause barodontalgia. This condition may compromise flight safety. Aim To investigate relationships among barodontalgia awareness, dental visit frequency, and barodontalgia prevalence in civilian and military pilots operating at high altitudes. Materials and Methods Civilian pilots from Turkish Airlines and military pilots from the Turkish Air Force, flying between November 2022 and January 2023, participated in this study. A 20-question survey was administered to 750 pilots, covering topics such as barodontalgia awareness, dental visit frequency, breaks after dental treatments, in-flight pain, and pain type and severity. The voluntary surveys were distributed by email. Results Of the 750 pilots, 526 completed the survey; 61% were aware of barodontalgia, and 81% of pilots who had experienced it reported pain at altitudes <2000 feet. The study revealed higher barodontalgia awareness among pilots who had experienced it, with the highest prevalence among jet pilots. Pilots with barodontalgia also showed a higher frequency of dental visits (p < 0.001). Additionally, this group reported more frequent interruption of flight due to dental treatment (IFDT), more problems experienced in flights after treatment (PFAT), and higher instances of bruxism or teeth clenching during flight, suggesting stress and anxiety (p < 0.05). Conclusions Barodontalgia, a type of pain linked to stress, significantly impacts pilot performance, and can threaten flight safety, even at lower altitudes. Thus, there is a need to educate pilots about stress management, barodontalgia awareness, and the importance of regular dental check-ups.

Factors affecting long-term myopic regression after corneal refractive surgery for civilian pilots in southwest China

BackgroundThe purpose of this study was to analyze myopic regression after corneal refractive surgery (CRS) in civilian pilots and to explore the factors that may cause long-term myopic regression.MethodsWe included civilian pilots who had undergone CRS to correct their myopia and who had at least 5 years of follow-up. We collected retrospective data and completed eye examinations and a questionnaire to assess their eye habits.ResultsA total of 236 eyes were evaluated in this study. 211 eyes had Intrastromal ablations (167 eyes had laser in situ keratomileusis, LASIK, 44 eyes had small incision lenticule extraction, SMILE) and 25 eyes had subepithelial ablations (15 eyes had laser epithelial keratomileusis, LASEK and 10 eyes had photorefractive keratectomy, PRK). The mean preoperative spherical equivalent (SE) was − 2.92 ± 1.11 D (range from − 1.00 to -5.00 D). A total of 56 eyes (23.6%) suffered from myopic regression after CRS. Comparisons of individual and eye characteristics between the regression and non-regression groups revealed statistically significant differences in age, cumulative flight time, postoperative SE (at 6 months and current), uncorrected visual acuity (UCVA), accommodative amplitude (AA), positive relative accommodation (PRA), postoperative period, types of CRS and eye habits. Generalized propensity score weighting (GPSW) was used to balance the distribution of covariates among different age levels, types of CRS, cumulative flying time, postoperative period and continuous near-work time. The results of GPS weighted logistic regression demonstrated that the associations between age and myopic regression, types of CRS and myopic regression, continuous near-work time and myopic regression were significant. Cumulative flying time and myopic regression, postoperative period and myopic regression were no significant. Specifically, the odds ratio (OR) for age was 1.151 (P = 0.022), and the OR for type of CRS was 2.769 (P < 0.001). The OR for continuous near-work time was 0.635 with a P value of 0.038.ConclusionsThis is the first report to analyze myopic regression after CRS in civilian pilots. Our study found that for each year increase in age, the risk of civilian pilots experiencing myopic regression was increased. Intrastromal ablations had a lower risk of long-term myopia regression than subepithelial ablations. There is a higher risk of myopic progression with continuous near-work time > 45 min and poor accommodative function may be related factors in this specific population.

WHICH IS THE MOST RELIABLE MARKER TO ASSESS THE EFFECTS OF COSMIC RADIATION EXPOSURE IN POLISH MILITARY PILOTS: A MINI REVIEW OF LITERATURE

Abstract: Military pilots, similar to civilian pilots and crew members, receive larger doses of ionizing radiation than the general population. Exposition to small doses of ionizing radiation at prolonged durations has been related to slightly higher incidence of certain cancers. However, fighter jet pilots from time to time flight their airplanes at even higher altitudes, thus exposing themselves to higher doses of more energetic radiation than their civilian counterparts. In this mini review we discuss the procedures involved in controlling the radiation exposure to military and civilian pilots, as well as air crews. Markers of radiation exposure are discussed. Based on available literature, it appears that the biological markers of radiation, i.e., markers related to the actual changes in tissues, account also for individual differences in anatomy and physiology, as well as individual differences in sensitivity and lifestyle, as jet engine emissions, electromagnetic fields from cockpit instruments, ultraviolet radiation, carcadian rhythm disruption, etc. This mini review concludes that biological dosimetry methods, i.e., counting frequencies of chromosomal aberrations, appears to be most suitable to evaluate exposure to ionizing radiation in military pilots.

Obesity and Its Relation to Excessive Daytime Sleepiness in Civilian Pilots.

INTRODUCTION: Excessive daytime sleepiness (EDS) is often associated with decreased work performance and fatigue in civil pilots. However, aeromedical recommendations for the evaluation of EDS are associated with suspicion of obstructive sleep apnea (OSA). Currently, many studies have found an association between obesity and EDS, regardless of OSA. This study aims to determine whether there is a relationship between obesity and EDS in Indonesian civilian pilots, as well as its risks for developing OSA.METHODS: This study used a cross-sectional design and was carried out at the Directorate General Civil Aviation Medical. Subjects were asked to fill out questionnaires, including the Epworth Sleepiness Scale to measure EDS and STOP-Bang to assess OSA risk, followed by anthropometric measurements for body mass index (BMI) and waist circumference as obesity indicators.RESULTS: A total of 156 subjects were obtained, with an EDS prevalence of 16.7%. There was no significant relationship between obesity and EDS, but the prevalence of EDS was higher in obese subjects based on waist circumference than based on BMI (17.8% vs. 15.6%). Most obese pilots with EDS had a low risk of OSA (83.3% and 80%).CONCLUSION: The prevalence of EDS was found to be higher in pilots with central obesity compared to BMI-categorized obesity. The incidence of EDS was not correlated with the risk of OSA.Brahmanti RS, Sampurna B, Ibrahim N, Adi NP, Siagian M, Werdhani RA. Obesity and its relation to excessive daytime sleepiness in civilian pilots. Aerosp Med Hum Perform. 2023; 94(11):815-820.

Management of atrial fibrillation in German military aircrew

IntroductionArrhythmias are one of the most common causes of loss of flying privileges for both military and civilian pilots in the Western World, and atrial fibrillation (AF) is one of the most common arrhythmias worldwide. Aircrew, and particularly pilots, are subject to a unique and exacting working environment, especially in high-performance military aircraft. This manuscript analyzes AF cases in German military aircrew from both a clinical and occupational perspective to point out specific characteristics in this comparatively young, highly selected, and closely monitored group, and to discuss AF management with the aim of a return to flying duties.MethodsThe digital information systems of the German Air Force Centre of Aerospace Medicine (GAFCAM) were searched for aircrew (pilot and non-pilot aircrew from German Air Force, Army, and Navy) with the diagnosis of AF. Evaluation results for underlying disease, AF characteristics, important clinical findings, and occupational decisions were analyzed in the light of current clinical guidelines and aeromedical regulations.ResultsIn a 34-year period, between March 1989 and January 2023, 42 aircrew with at least one episode of AF were registered, all of them were male. The median age at initial diagnosis was 47 years (min 22 years, max 62 years). The median follow-up period was 5.35 years. 19 of them (45%) were pilots. The breakdown of events and occurrence was found to be: single (23), paroxysmal (16), persistent (2), permanent (1). In 27 aircrew (64%) AF terminated spontaneously. Long-term recurrence prevention was variable with catheter ablations in 8 cases. 36/42 aircrew were returned to flight status with restrictions, while 6/42 were permanently disqualified from flying.ConclusionManagement of AF in military aircrew requires a comprehensive approach regarding the flight environment as well as clinical guidance. Aeromedical disposition should be case-by-case based on aeromedical regulations, individual clinical findings, and specific occupational requirements in this challenging field of work.

‘Annoyed Every Inch of Their Passage’: Admiral Lord Keith’s counter-invasion campaign, May 1803–August 1805

Defence against invasion is a prime Royal Navy task, but arguably the campaign of 1803 to 1805 has been overshadowed to the point of neglect. Here, Admiral Keith directed a detailed plan of defence which stretched from the harbour of Boulogne to the Thames estuary and encompassed craft from 74-gun ships of the line to oared boats owned and manned by civilian volunteers. This was supported by a network of communications that would give the government and army the earliest possible notice of impending attack and also facilitate an active naval defence that had been developed with advice from civilian pilots to allow craft defending effectively inshore to operate to best advantage. In essence Keith built a defence force from Havre to Texel that, although not called upon, provided an effective counter while supporting the battle squadrons blockading the main French fleets.

Investigation of Organizational Power Distance Levels of Pilots Working on Airlines in Turkey: Flight Safety and Professional Courtesy Dilemma

This study aims to obtain new data that will mediate the development of safety culture by investigating the power distance, which is one of the cultural dimensions of communication, and causes accidents in aviation, through the assertiveness levels of the pilots and their social approval needs. The method of this research is quantitative, data were collected through online questionnaires. The population and the sample of the research are consisted of the civilian pilots in Turkey. The questionnaires were applied to 75 pilots. In male pilots participating in the study; The levels of "Instrumental Use of Power" and "Legitimation of Power", which are sub-dimensions of organizational power distance, are significantly higher than female pilots. In addition, it has been revealed that female pilots pay less attention to the judgments of others than male pilots. These results suggest that male pilots need more organizational power than female pilots. One of the results of the research is the strong positive relationship between the assertiveness level of the participants and "Consent to Power", which is one of the sub-dimensions of power distance; it is thought that this relationship stems from the social adaptation capacity of assertive individuals. The study also showed that the main factor determining the behavior of the employees is the organizational culture. Within this scope, sharing the accident reports of Turkish registered aircraft prepared by Transport Safety Investigation Center with researchers and institutions will contribute significantly to the need for resources.

Total Flight Hours and Other Factors Associated with Hyperuricemia in Civilian Pilots.

BACKGROUND: In the aviation world, hyperuricemia can endanger flight safety through the risk of incapacitation, either associated with gout disease or associated with an increased risk of cardiovascular disease. This study aims to determine the prevalence of hyperuricemia in civil pilots in Indonesia and the identification of risk factors for hyperuricemia in civil pilots in Indonesia.METHODS: The study used a cross-sectional method from the medical records of civil pilots at the Aviation Medical Center, Jakarta, who were examined on 1 November 2019 through 30 April 2020. Data collected from medical records included: laboratory data of uric acid, age, total flight hours, Body Mass Index (BMI), and alcohol consumption. Hyperuricemia is a plasma urate concentration > 420 µmol · L-1(7 mg · dl-1).RESULTS: The research sample amounted to 5202 pilots; 18.4% had hyperuricemia. Pilots who have total flight hours ≥5000 have a reduced risk of hyperuricemia by 24% compared to pilots with total flight hours <5000. Obese and overweight pilots had a 2.98 times and 1.36 times, respectively, greater risk of hyperuricemia than pilots who had a normal BMI. Based on BMI criteria classification of WHO Asia Pacific, obese is ≥25 and overweight is 23-24.9. Furthermore, compared to pilots who did not consume alcohol, pilots who consumed alcohol had a 14.68 times greater risk of developing hyperuricemia.CONCLUSION: The prevalence of hyperuricemia in civil pilots in Indonesia is 18.4%. Obesity, overweight, and alcohol consumption increase the risk of hyperuricemia in civil pilots in Indonesia.Tisera SC, Agustina A, Soemarko DS. Total flight hours and other factors associated with hyperuricemia in civilian pilots. Aerosp Med Hum Perform. 2022; 93(1):22-25.

Common practices of psychological selection of aviation personnel in Europe

Introduction. The EAAP Working Group on Psychological Selection has issued a report on best practices in the selection of aviation personnel in 2022. All EAAP members and partners who are currently involved in selection work were invited to give their inputs via an online survey distributed in 2020. Research question. The purpose of this survey was to investigate the current practices in selection of aviation personnel primarily in Europe. Method. A total of N=83 participants responded to this survey, which equals a response rate of 16 to 20%. Results. The results will be presented in two ways: Firstly, it will be shown how selection procedures are organized in general with commonly used selection methods and immersive technologies also presented. Secondly, comparative frequency charts of different selection criteria will be shown for civilian pilots, military pilots, ATCOs and cabin crews. Discussion. The findings are discussed with reference to previous industry surveys to infer the current state of scientific rigour in aviation selection. Conclusion. Opportunities for growth and potential shortcomings will be discussed.

Taking Off: Airborne with Mary Wilkins Ellis by Emily Arnold McCully

Reviewed by: Taking Off: Airborne with Mary Wilkins Ellis by Emily Arnold McCully Elizabeth Bush McCully, Emily Arnold Taking Off: Airborne with Mary Wilkins Ellis; written and illus. by Emily Arnold McCully. Ferguson/Holiday House, 2022 [40p] illus. with photographs Trade ed. ISBN 9780823449668 $18.99 E-book ed. ISBN 9780823452781 $11.99 Reviewed from digital galleys R 5-8 yrs Mary Wilkins caught the flying bug at age eight, when she witnessed the aerial stunts of Cobham's Flying Circus near her hometown in England. Fortunate that her parents supported her dreams of becoming a pilot, Mary eventually earned her license and flew for the pure pleasure of it. At twenty-four years old, Mary was able to put her skills to new use, applying in 1941 to the Air Transport Auxiliary (ATA), an organization of civilian pilots who delivered new war planes from factory to airfield in support of the Royal Air Force during World War II. Women pilots, of course, faced common dangers associated with flying untested machines of every given make with no model-specific training, while also navigating skepticism and outright derision due to gender. At one point Mary lands a massive Wellington bomber only to be greeted by a suspicious ground crew: "'I'm the pilot!,' she said. They didn't believe her and searched the plane." Mary's story has broad appeal for readers who enjoy a targeted shot at the patriarchy, as well as kids drawn to the thrill of war stories. McCully's ink line and watercolor artwork sports an airy translucence that invites viewers to project themselves into the skies, and end notes, with a photograph of Wilkins, continue her bio with post-war activities. Source notes and additional resources are also included. Copyright © 2021 The Board of Trustees of the University of Illinois

The impact of fleet-level and organization-level safety climates on safety behavior among Thai civilian pilots: The role of safety motivation

Past research suggests that safety climate plays an important role in influencing safety-related behaviors; however, little research has considered whether, how and why different levels of safety climates may interact to influence individuals’ safety behaviors. Based on a unique sample of 610 civilian pilots in Thailand, this research aims to examine whether pilots’ perceptions of ‘group’ safety climate (herein called ‘fleet’ safety climate) and organizational safety climate can lead to more safety behaviors. This study also examines the mediating role of safety motivation. Based on the latent moderated mediation structural equation modeling (SEM) analysis, the result confirmed that both fleet safety climate and organization safety climate had independent positive effects on pilots’ safety behaviors (i.e., safety compliance and safety courtesy) via an increase in their safety motivation. Furthermore, fleet safety climate was found to interact with organizational safety climate such that its influence became stronger when organizational safety climate was low. These findings suggest that, while both fleet and organizational safety climates can play a crucial role in directly influencing pilots’ safety motivation and safety behaviors, fleet safety climate can emerge as a substitute when there is a lack of emphasis on safety at the organizational level. The knowledge from this research can be used to formulate safety policies at different organizational levels to mitigate aviation risks.

Characteristics of the psychoemotional status of different categories of flight persons

Annotation. An important component of psychophysiological support of professional activity of flight crew is the diagnosis of their psychoemotional status. That is why the aim of the work was to identify the features of the psycho-emotional state of military and civilian pilots by comparative analysis of the results of assessing their personal qualities. For this purpose, psychological methods of research of semantic basic attitudes, responsibility and honesty are used. The survey covered 200 civilian and 100 military pilots. Statistical analysis of the results was performed using methods of descriptive statistics, implemented using the statistical package MS Exel. It is established that in terms of verbal and emotional dependence, dependence on achievements, demanding and responsible for themselves, all pilots have an adequate level of development. However, in terms of demanding others, only military pilots have adequate personality development. According to the characteristics of responsibility, its level is expressed inherent in civilian pilots, while the military have a situational manifestation. Assessing the processes of planning, organizing and performing professional duties (integrity) revealed that military pilots have a low self-esteem of their abilities, they are quite lazy, insecure. They are driven by spontaneity in making important decisions. Civilian pilots have a much higher level of self-esteem, confidence, concentration and ability to solve life’s problems. They are more careful and prudent when making responsible decisions. They clearly show a sense of moral and professional duty. Thus, it can be concluded that the identified features of the distribution of military and civilian pilots according to the level of development of personal qualities are primarily related to certain features of the nature of work and due to the peculiarities of military service. This situation requires the introduction of psychological methods for assessing the psycho-emotional state of flight crew during the implementation of psychophysiological support.

PREVIOUS MILITARY PILOTS AND THEIR LATER FATAL CIVIL AVIATION ACCIDENTS

Military pilots undergo rigorous selection compared with civilian professional pilots because of different operational requirements. There are no studies of military pilots’ subsequent civil aviation careers and fatal pilot aviation accidents. This study focuses on Vietnam War (VW) pilots and subsequent fatal aviation accidents in the U.S from 1965 to 2018. In total nine aviation accidents met the inclusion criteria and are described in detail, including the pilots’ previous civil aviation incidents. The VW pilots were healthy, had valid Medicals and continued to fly in demanding pilot positions after their military careers. Although the data are limited, this study suggests that previous military pilots may differ slightly from other pilots in their subsequent civil aviation careers.

Порівняльна характеристика психофізіологічних функцій військових та цивільних льотчиків

The aim of the study was to determine the characteristics of the psychophysiological functions of 363 military and 110 civilian pilots by comparative analysis of the results of evaluating their values and the structure of correlation relationships. The analysis of the obtained data was carried out using the well-known methods of variation statistics and correlation analysis. It was shown that among military pilots the best were indicators of neurodynamic functions, attention and reliability of task performance, and among civilians – orientation in space and short-term memory. In the group of military pilots, psychophysiological functions are fairly well correlated with each other and are closely related to most of the personified characteristics, forming 45,5 ± 6,1% of relationships of the maximum number. Among civilian pilots, there are fewer such relationships 24,2 ± 5,3%; there is no correlation between psychophysiological functions and personified characteristics. The regulation of possible negative shifts in psychophysiological functions and the reliability of mission performance in military pilots is carried out primarily as a result of the stabilizing effect of the balance of nervous processes and, to a lesser extent, the strength of nervous processes and orientation in space. Among civilian pilots, such regulation is fairly evenly distributed between the balance of nervous processes, attention, orientation in space, and short-term memory.

Effect of corneal refractive surgery on accommodative and binocular dysfunctions among civilian pilots in Southwest China

BackgroundTo analyze whether corneal refractive surgery (CRS) is associated with the distribution of different accommodative dysfunctions (ADs) and binocular dysfunctions (BDs) in civilian pilots. A further aim was to analyze the percentages and visual symptoms associated with ADs and/or BDs in this population.MethodsOne hundred and eight civilian pilots who underwent CRS from January 2001 to July 2012 (age: 30.33 ± 4.60 years) were enrolled, the mean preoperative SE was − 1.51 ± 1.15 D (range: − 1.00- − 5.00 D). Ninety-nine emmetropic civilian pilots (age: 29.64 ± 3.77 years) who were age- and sex-matched to the CRS group were also enrolled. Refractive status, accommodative and binocular tests of each subject were performed. Visually related symptoms were quantified using the 19-item College of Optometrists in Vision Development Quality of Life (COVD-QOL) questionnaire. The 19 items were summed to obtain visual symptom scores that might indicate visual dysfunctions. The chi-square test was used to analyze differences in percentages of ADs and/or BDs between the CRS and emmetropic groups. The Mann-Whitney U test was used to compare visual symptom scores between pilots with ADs and/or BDs and pilots with normal binocular vision.ResultsNo significant difference was observed between the CRS and emmetropic groups in the overall prevalence of ADs and BDs (15.7% and 15.2% in the CRS and emmetropic groups, respectively; P = 0.185). ADs were present in 4.63% and 3.03% of the CRS and emmetropic group, respectively. BDs were observed in 11.1% and 12.1% of the CRS and emmetropic group, respectively, yielding no significant differences between the groups in the prevalence of ADs or BDs (AD: P = 0.094; BD: P = 0.105). Pilots with ADs and/or BDs had significantly more visual symptoms than pilots with normal binocular vision (p < 0.001).ConclusionsCRS for civilian pilots with low-moderate myopia might not impact binocular functions. ADs and/or BDs commonly occur in both emmetropia pilots and pilots who undergo CRS, and pilots with ADs and/or BDs are associated with increased symptoms. This study confirms the importance of a full assessment of binocular visual functions in detecting and remedying these dysfunctions in this specific population.

Visual Status among Nepalese Civilian Pilots

Introduction: Vision assessment is a part of medical examination for pilots. Visual acuity and refraction are performed routinely but binocular vision assessment is rarely performed. The aim of this study was to evaluate the visual status of Nepalese civilian pilots, including binocular vision assessment. Methods: It was a descriptive, cross sectional study conducted among Nepalese pilots. Thirty pilots operating domestic flights and twenty operating international flights, from 7 different airline companies participated in this study. A detailed ophthalmic examination of the pilots was performed by an investigator under the guidance of an Optometrist from January to August 2006. Examinations were conducted at Nepal Airlines Corporation, head office and domestic terminal at Tribhuwan international airport (TIA). The data collected were analyzed to determine presenting visual acuity, refractive error and binocular vision of pilots. Results: Among 50 pilots, 88% of pilots had presenting visual acuity within normal limits (6/6 binocularly) as normal requirement set by Civil Aviation Authority of Nepal (CAAN). Pilots having significant refractive errors were 32%. Other visual symptoms related were present in 16% of pilots. Only one case had intermittent exotropia (IXT) and exophoria was present in 15 (30%) pilots among which 3 (6%) had deviation between 4-8 prism diopters. Conclusion: About 90% of Nepalese civilian pilots had normal visual acuity as defined by civil aviation authority of Nepal (CAAN). However, few pilots had some form of binocular vision disorders which could easily be im3proved by vision therapy.

Cognitive Functions in Combat Posttraumatic Stress Disorder

Posttraumatic stress disorder (PTSD) is associated with changes in cognitive functions. The aim of the study was to investigate differences in cognitive abilities between PTSD patients and healthy controls. As PTSD is often accompanied by comorbidity, the PTSD patients with comorbid diagnoses were also included in our study. The study participants included 254 Croatian combat veterans (60 PTSD and 194 PTSD plus comorbidity) and control group of 125 healthy Croatian military and civilian pilots. The diagnosis of PTSD was made by clinical scale for PTSD assessment (CAPS), while cognitive abilities were measured by Wechsler intelligence scale (WAIS-III-R) and Rey test (ROCFT). The study results have confirmed that there is a significant difference in cognitive functions between the PTSD patients and healthy controls regarding age and education. The PTSD patients (PTSD only and PTSD with comorbidity) have shown lower general intellectual abilities, reduced capacity of working, numerical and visual memory, and decreased executive functions when compared to healthy controls. These results are an additional contribution to a better understanding and determination of changes in cognitive functions that occur in combat PTSD as a result of traumatic stress.