Helicopter Pilots Research Articles

Is It All about the Mission? Comparing Non-technical Skills across Offshore Transport and Search and Rescue Helicopter Pilots

ABSTRACT Objective The research objective of the current study was to examine and compare the non-technical skills utilized by search and rescue and offshore transport helicopter pilots. Background Non-technical skills encompass the interpersonal and cognitive skills necessary for safe and efficient team performance in high-risk environments. There is a lack of research investigating non-technical skill use during helicopter flight or assessing differences in skills according to mission parameters. Method The current study comprised 28 semi-structured qualitative interviews based upon the critical incident technique (16 offshore transport pilots, 12 search and rescue pilots). Interviews were thematically coded to identify, and compare, non-technical skills. Results All key non-technical skills were reported across both pilot groups. Differences were identified at the element level of skills across the groups (e.g., while both groups reported utilizing situational awareness, elemental sub-components were based upon different attentional factors). A category for cognitive readiness was identified specific to search and rescue—this category encapsulated the elements necessary for a swift, effective response to emergencies. Conclusion The results indicate helicopter pilots’ non-technical skills vary according to mission parameters, suggesting specific flight goals require different nuances of non-technical skills for mission achievement. We suggest that non-technical skills training should be tailored to the mission focus of helicopter pilots in order to further error mitigation strategies, enrich training relevance, and enhance effectiveness.

헬리콥터 조종사의 적성검사에 관한 연구

Securing excellent pilots is not only directly linked to the military's improved combat capabilities, but also a way to minimize human and property losses from aircraft accidents. Therefore, a scientific method is needed to diagnose pilot aptitude from the pilot selection process and select those with high accident potential, those who are dropped out of the flight training process, and those who are not suitable for pilot life in advance. Developed countries have implemented pilot aptitude tests to solve these problems early on, but so far, the Korean Army has not introduced a pilot aptitude test system that uses diagnostic tools in the helicopter pilot selection process. Therefore, in this study, scientific diagnostic tools are developed for selecting helicopter pilots, and through this, it is predicted that the number of people who are likely to be dropped out of the training course and who have the potential for accidents will be selected in advance and eliminated in the selection process. In this context, prior research examined the key factors involved in the pilot aptitude test. Through this, the aptitude test items were developed and aptitude tests were conducted on student pilots currently in flight training, and the results of flight training were analyzed.

IN MEMORIAM: MATTHEW S. BRENNESHOLTZ

Top: Brennesholtz was a familiar face at Display Week. MATTHEW S. BRENNESHOLTZ, A LONGTIME SID member who had been active in the Mid-Atlantic Chapter and twice served as its chair, passed away on August 2, 2020, at his home in Pleasantville, New York. He was 73 years old. Brennesholtz was born in Orange, New Jersey, and briefly spent time as a Navy helicopter pilot. After receiving his bachelor's degree and a master's degree in engineering from Cornell University, he turned his professional focus to the display industry, where he would spend the next four decades. He worked on a range of display technologies, starting with the design and manufacturing of cathode-ray tubes (CRTs) at GTE/Sylvania and Philips. He was also involved in the design and testing of optical components for television and projection display systems. He held some 23 patents. Brennesholtz was named a Senior Member of SID in 2005; the designation is used to recognize individuals who've made significant technical contributions to the advancement of displays and actively participated in the display community and SID. In the latter half of his career, he became known for his thoroughly-researched writings about displays. Brennesholtz was the co-author of Projection Displays, an exhaustive textbook on optical and mechanical systems in electronic projection displays, and the author or co-author of 16 technical papers for various publications. He frequently wrote for Information Display, was a regular contributor for DisplayDaily.com, and served as an analyst for Insight Media, contributing to the company's newsletters and reports, among other things. “His keen intellect, probing questions, passion for technology and folksy writing style made his contributions a must-read,” says Chris Chinnock, Insight Media's owner, who first met Brennesholtz more than 15 years ago. “Nothing fazed Matt, and he was also easy to be around. I am so saddened by his passing as he was a friend who will be greatly missed.” That sentiment is shared, not only by Brennesholtz's colleagues and readers but also by the companies he covered. “Matt was well trusted and well connected in the industry, and this made him a very effective journalist,” says John Kymissis, SID treasurer and a former Mid-Atlantic Chapter director. “At SID, SMPTE meetings, and other events, he was usually there with a camera and questions. Exhibitors loved to speak with him knowing their technology would appear that week in any of several venues with a thorough and accurate review.” Kymissis, who teaches courses on solid-state devices and display technology at Columbia University, recalls, too, how generous Brennesholtz was with his time, coming to campus once a year to speak to Kymissis's classes about projectors and optics. “One of the things that always amused the students was his critique of the relatively terrible projectors we have on campus. He was able to use the imperfections of our various projectors to explain how [the technology] worked.” A devoted husband and father, Brennesholtz's pastimes included writing fiction, bike riding, drawing, and photography. Indeed, according to his family, he spent most Sundays on his bike, photographing the outside of New York City subway stations and the defunct New York, Westchester, and Boston Railway. At the time of his passing, he was getting ready for his weekly bike ride through New York City. He is survived by his wife Libby, his three daughters Rachel, Eleanor, and Margaret, and his grandson Paul. The family says a memorial service will be held sometime in 2021 when restrictions on travel and public gatherings have eased. Instead of flowers, they ask that friends and colleagues simply continue Brennesholtz's spirit of kindness. Go to InformationDisplay.org to read these and other ID articles by Matthew S. Brennesholtz: A Friend and Colleague Bottom: Bike riding was one of his many passions.

ОПТИМІЗАЦІЯ СТРУКТУРИ БАГАТОКАНАЛЬНОГО БОРТОВОГО РАДАРУ З СИНТЕЗУВАННЯМ АПЕРТУРИ АНТЕНИ ТА АЛГОРИТМОМ СЕЛЕКЦІЇ ЛІНІЙ ЕЛЕКТРОПЕРЕДАЧ НА ТЛІ ЗЕМНОЇ ПОВЕРХНІ

The task of synthesizing optimal signal processing in synthetic aperture radars equipped with a selection mode of power lines was solved by the maximum likelihood method. The distinguishing features of power lines from the earth's surface selected polarization and Doppler differences. The useful signal at the output of the coherent receiver specified in an analytical form with a complex envelope and high-frequency harmonic oscillations. The background radiation of the underlying surface is presented in a stochastic form and is completely determined by the matrix of correlation functions. The internal noise of a multichannel receiver is described by a delta-correlated random Gaussian process with the same power spectral density in different observation channels. Since the background radiation of the earth's surface is correlated in time and at different polarizations functional likelihood recorded with the inverse matrix inverse correlation functions. The obtained optimal algorithm consists of suppression of passive interference in decor-leveling filters, optimal coherent accumulation of trajectory signals for synthesizing the on-board antenna aperture, and their optimal filtering in filters matched with the reference signal. Simultaneous use of Doppler and polarization differences between wanted signals and passive interference allows you to effectively allocate power lines against the background of reflections from the ground in multichannel synthetic aperture radars. The proposed sequence of operations on the received oscillations can be a functional addition to the operating modes of aerospace-based cognitive radars, adapting by the covariance scattering matrix of the underlying surface known in advance or measured during remote sensing. The block diagram of a multichannel onboard polarization radar with a synthesized antenna aperture is synthesized based on the obtained results. The development of such a radar is relevant for a collision warning system for helicopter pilots, especially in bad weather conditions at any time of the year, day and night.

Helicopter Pilots’ Tasks, Subjective Workload, and the Role of External Visual Cues During Shipboard Landing

Helicopter shipboard landing is a cognitively complex task that is challenging both for pilots and their crew. Effective communication, accurate reading of the flight instruments, as well as monitoring of the external environment are crucial for a successful landing. In particular, the final phases of landing are critical as they imply high workload situations in an unstable environment with restricted space. In the present qualitative study, we interviewed ten helicopter pilots from the Italian Navy using an applied cognitive task analysis approach. We aimed to obtain a detailed description of the landing procedure, and to identify relevant factors that affect pilots’ workload, performance, and safety. Based on the content analysis of the interviews, we have identified six distinct phases of approaching and landing on a ship deck and four categories of factors that may significantly affect pilots’ performance and safety of the landing procedure. Consistent with previous studies, our findings suggest that external visual cueing is vital for a successful landing, in particular during the last phases of landing. Therefore, based on the pilots’ statements, we provide suggestions for possible improvements of external visual cues that have the potential to reduce pilots’ workload and improve the overall safety of landing operations.

Body Composition Differences in Military Pilots and Aircrew.

BACKGROUND: This research aimed to analyze the body composition (BC) of different military units in the Spanish Armed Forces.METHODS: We studied 179 male aircrew members (86 airplane pilots, 15 helicopter pilots and 78 transport aircrew) using bioimpedance.RESULTS: Airplane pilots (AP) had higher means than transport aircrew (TA) in height (179.56 cm vs. 173.90 cm), total body water (46.72 L vs. 42.96 L), intracellular body water (29.45 L vs. 26.89 L), extracellular body water (17.27 L vs. 16.07 L), proteins (12.72 kg vs.11.63 kg), minerals (4.50 kg vs. 4.15 kg), soft lean mass (60.21 kg vs. 55.29 kg), fat free mass (63.95 kg vs. 58.74 kg), skeletal muscle mass (36.41 kg vs. 33.07 kg), and lower means in body mass index (24.01 kg vs. 25.49 kg), body fat mass (BFM) (13.53 kg vs. 18.81 kg) and percentage of body fat (PBF) (16.83 kg vs. 23.79 kg). Helicopter pilots also had significantly lower means in BFM (13.21 kg vs. 18.81 kg) and PBF (17.11 kg vs. 18.81 kg) than TA.DISCUSSION: The different types of activity between AP (active coping with G forces) and TA (inactive) during operational flights negatively affects the body composition of TA. These results suggest differences in aircrews training and job tasks. Specific training is needed for each unit: it should be individualized, prevent injuries, and be directed by qualified personnel.Bustamante-Sánchez Á, Clemente-Suárez VJ. Body composition differences in military pilots and aircrew. Aerosp Med Hum Perform. 2020; 91(7):565-570.

Carpal Tunnel Syndrome in Military Aviators.

The incidence of carpal tunnel syndrome (CTS) is increased in occupations exposed to repetitive motion, poor wrist posture, and vibration exposure. While all pilots are exposed to these factors, helicopter pilots are especially exposed to vibration. The study is to identify the incidence and risk factors for CTS in military aviators. Clearance was obtained from Tripler Army Medical Center IRB. The Defense Medical Epidemiological Database was queried for all new cases of CTS from 2006 to 2015. Incidence rates (IRs) were determined for helicopter pilots, fixed-wing pilots, and nonpilot officers. Poisson regression analysis was used to calculate adjusted IR in order to control for demographic factors. Race was also taken into account, where pilots would classify themselves into a white or non-white race, defined by each individual. Race was assessed in the study to see if there were any differences in IR of CTS between white and non-white pilots. We identified 7,398 new cases of CTS among 2,319,352 person-years within the study period. Increasing age, female gender, and non-white race were significantly correlated with higher IR. Fixed-wing pilots demonstrated significantly lower adjusted IR than nonpilot officers in each age group. Helicopter pilots demonstrated higher IR than fixed-wing pilots in each age group. Helicopter pilots had lower incidence of CTS early in their career compared to nonpilot officers, but by age 40+, their IR ratio was significantly higher (1.21). Analysis of the database indicates that fixed-wing pilot status is a protective factor against development of CTS among U.S. military officers. In contrast, helicopter pilots were found to be at an increased rate of CTS than their fixed-wing counterparts. Their incidence is comparable to their nonpilot officer peers early in their career, but is significantly increased at the senior level. Increasing age and female gender are risk factors in the military officer population as expected. Non-white race was found to increase risk in the military population, in contrast to reports of the civilian population.

Psychophysiological Response to Disorientation Training in Different Aircraft Pilots.

Disorientation is one of the most important hazards in flights, but there is a need for a deeper analysis of its effect on the psychophysiological response of pilots. This study aimed to analyse the effect of disorientation training in cortical arousal, autonomic modulation, muscle strength, and perception. We analysed 39 male pilots of the Spanish Army and Air Force (27 Helicopter Pilots, 7 Transport Pilots and 5 F-18 Fighter Pilots) before and after disorientation training. Disorientation training produced an increase in perceived stress and effort in Helicopter Pilots (HP) and Transport Pilots (TP), and lower Heart Rate Variability (RMSSD) in all pilots. Rating of Perceived Exertion (RPE) and Handgrip Strength were more negatively affected among HP than in TP. RPE was more negatively affected in HP than among Fighter Pilots (FP). Forced Vital Capacity (FVC) and Forced Expiratory Volume in 1s (FEV1) were significantly higher in FP (FVC 5.44 ± .407l, FEV1 4.57 ± .407l) than in HP (FVC 4.73 ± .547l, FEV1 3.79 ± .712l). Disorientation training affects the psychophysiological response of pilots, and different responses are depending on each job profile. These results could help to improve specific training for better preparation of pilots that face disorientation threats.

Analysis of in-flight spatial disorientation among military pilots in Taiwan

Background: In-flight spatial disorientation (SD) is a predominant threat to flight safety in aviation. This study was conducted to understand the prevalence, severity, and frequency of in-flight SD among military pilots in Taiwan. Methods: A survey was conducted to collect tri-service pilots' experiences of SD during flight. Participants completed anonymous SD questionnaires during refresher physiology training. There were 486 questionnaires delivered to trainees and the completion rate was 97.1% (n = 472). All data were processed using SPSS version 24 software (IBM, Armonk, NY, USA). Results: Of the 472 participants, the average age of the pilots was 36.7 so 7.3 years and 97.7% were male. About 80% of participants experienced in-flight SD events. There was a significant difference between prevalence of SD in fighter (87.0%), trainer (89.8%), transporter (70.6%), and helicopter (66.7%) pilots (P < 0.001). Less than 10% of the events were severe, and there was no obvious variation between aircraft types (P = 0.126). Pilots were sensitive to SD in clouds and under low visibility. Over 70% of pilots experienced visual illusions, especially loss of horizon during bad weather (45.1%), followed by leans (44.5%), false horizon (44.1%), false sense in clouds (39.6%), Coriolis illusion (25.0%), and confusion on entry to instrument meteorological conditions (25.0%). Conclusions: Our survey showed that SD is a common physiological problem among military pilots, who were easily disoriented by in-flight SD without visual cues. Visual illusion was relatively more frequent, especially for trainer and fighter pilots.

Does Emotion Regulation Predict Gains in Exercise-Induced Fitness? A Prospective Mixed-Effects Study with Elite Helicopter Pilots.

Emotion regulation (ER) is a strong predictor of different aspects of mental health and wellbeing. However, only recently has ER been examined in relation to physical activity and its effects on fitness. In the present study, 26 elite helicopter pilots, serving in the Spanish Air Force, were physically trained for 6 months, and their level of fitness (maximum oxygen consumption and time to exhaustion in a treadmill-running test) was assessed before and after that period. Additionally, two indices of emotion regulation (general adaptiveness of ER strategies, as measured by the Emotion Regulation Questionnaire (ERQ), and negative urgency, as measured by the UPPS-P questionnaire) measured at baseline were used as prospective predictors of fitness improvement. After controlling for individual features, baseline fitness, and type of training, better emotion regulation strategies (more cognitive reappraisal plus less expressive suppression) predicted larger fitness gains (p = 0.028). Incidental emotion regulation, as measured by the negative urgency index, failed to predict pre–post-fitness changes (p = 0.734). These results suggest that fostering emotion regulation skills may improve the effectiveness of fitness training programs.

Helicopter Hoist Performance in Novice and Experienced Hoist Operators.

BACKGROUND: Helicopter hoist operators are highly skilled and critical crewmembers in search and rescue. However, hoist operator training programs are relatively underdeveloped in comparison to helicopter pilot training. It is critical that this simulator teaches the necessary skills for high-level performance given the dangers associated with helicopter hoist operation. As a result, we sought to validate and identify critical aspects of skilled hoisting.METHODS: Through expert consultation, we identified several measures of hoist operation, such as mission time, cable plumb, cable tension, cable hand position, and cable displacement. We compared hoist performance between experienced and novice hoist operators in a simulated hoisting mission with two levels of difficulty (with and without wind). The experienced group (eight men/one woman) was composed of nine active or former military hoist operators who were working in commercial search and rescue. The novice group was composed of seven subjects (two men/five women) from the general population and had no previous experience with hoisting operations or the simulator.RESULTS: We found that experienced hoist operators had faster mission time, similar cable plumb, lower tension, and less variable hand position. Further, experienced hoist operators pulled the cable inward in the wind while novice hoist operators pushed the cable away.DISCUSSION: These findings suggests that this simulator captures performance differences between skill levels and, as a result, is a first step supporting the use of this simulator for hoist operator training.King MT, Lenser S, Rogers D, Carnahan H. Helicopter hoist performance in novice and experienced hoist operators. Aerosp Med Hum Perform. 2020; 91(6):496-500.

Construction of the Operating Limits Diagram for a Ship-Based Helicopter Using the Design of Experiments with Computational Intelligence Techniques

Compared with land-based helicopters, ship-based helicopters are required to land in a more challenging working environment as the airwakes generated by the wind field flowing through the superstructure of the ship changes the wind field structure. This complicates the wind field structure and affects the safety of flight control. The flight safety of the helicopter pilot can be significantly improved with prior understanding of the relevant information in the ship-based helicopter operating limits (SHOL) diagram. In previous studies, the SHOL diagram of ship-based helicopters has been obtained using numerical simulations in conjunction with a flight simulator. However, the flight simulator equipment is expensive and difficult to maintain. This study references the aforementioned studies by initially employing a numerical simulation method to obtain the flow field information of the interaction between the airwakes of the ship’s superstructure and the downwash flow of the helicopter. Then, the flight simulator is replaced by computational intelligence methods involving artificial intelligence. This significantly reduces the research cost for envelope construction. This study integrates design of experiments (DOE) and computational intelligence techniques (soft computing) to establish a recommended range for the SHOL diagram of ship-based helicopters. This study utilizes the DOE and computational intelligence techniques to construct the SHOL diagram of ship-based helicopters, provide suggestions, and serve as a reference for helicopter pilots and engineering designers to improve the safety during flight.

Musculoskeletal disorders and their associations with health- and work-related factors: a cross-sectional comparison between Swedish air force personnel and army soldiers

BackgroundThe high numbers of musculoskeletal disorders (MSD) among soldiers in the Swedish Armed Forces has led to the implementation of an effective prevention program, the musculoskeletal screening protocol (MSP), including questionnaires, physical tests and individual intervention of their MSD. A corresponding MSP for the Swedish Air Force is also needed due to earlier reported high prevalence of MSD. We therefore investigated the prevalence of MSD in Swedish Air Force personnel (AF) and compared this to Swedish Army deployed soldiers (DS). Individual, health- and work-related factors associated with MSD were also investigated.MethodsCross-sectional questionnaire-based study on 166 male AF and 185 DS. AF consisted of fighter pilots, helicopter pilots and rear crew from one Swedish air base.ResultsThe one-year and point prevalence, respectively, of MSD were significantly higher for AF compared to DS with regard to both the upper quarter of the body (i.e. neck, shoulder and thoracic regions) (AF = 54.8 and 31.3%, DS = 26.1 and 13.6%, p = 0.01) and the lumbar region (AF = 38.0 and 18.7%, DS = 22.2 and 7.1%, p = 0.00). No significant differences were present between fighter pilots, helicopter pilots and rear crew regarding MSD prevalence.Factors significantly associated with having both upper quarter and lumbar regions MSD were group (i.e. greater odds for AF than DS) and self-reported physical health as less than excellent. Additionally, being older and taller were also factors associated with lumbar region MSD.DiscussionDespite a generally healthy lifestyle, MSD were commonly reported by AF and DS, with generally higher prevalence in AF who mainly reported MSD in the upper quarter of the body. The results from this study indicate that the MSP can be a meaningful tool to prevent MSD in air force personnel and that questions regarding general health and MSD in specific body regions should be included in screening protocols. The development of the preventive program MSP is therefore recommended for the Swedish Air Force.

An investigation of ship airwake over the frigate afterbody

When air passes through the hangar of a frigate, the unstable airwake appears in the rear of the hangar, which may significantly increase the workload of the ship-borne helicopter pilot. Therefore, there must be a profound understanding of the characteristics of the airwake. In this paper, the airwake was numerically studied by using the Improved Delayed Detached-Eddy Simulation (IDDES) turbulence model on structured grids. The flow fields of the different simplified frigate afterbody models, consisting of hangar and flight deck, were compared regarding the size of the recirculation zone. A parametric study was conducted by varying the hangar length to find the optimal afterbody model with minimal recirculation zone behind the hangar. The results show that the size as well as the location of the recirculation zone are significantly affected by the hangar length, and the optimal afterbody model has been obtained.

헬리콥터 비행 시뮬레이터와 실 비행훈련과의 효과 분석: 계기비행 훈련을 중심으로

To compare and analyze the differences between flight simulation and actual flight among 130 army helicopter pilot training subjects, the correlation analysis was performed first through t-testing and multiple regression analysis of individual characteristics and flight simulation and actual instrument flight training, which were analyzed significantly in the age (a3) and service classification (a5) of the six verification factors. This has been shown to be significant, with no difference between the flight simulator and the actual flight. Second, in order to study the correlation between aircraft types, the flight evaluation (v1) was analyzed as a dependent variable for the performance of the flight simulator (KUH: s2, UH60: s3, AH-1S: s5, UH-1H: s6), and the results of the multiple regression analysis of the flight simulator evaluation (s1) were analyzed, in contrast, as a dependent variable, and in conclusion, the training of the flight simulator provided statistical data on the possibility of replacing the actual flight training, which is thought to contribute to the orientation, budget reduction and aviation safety of the pilot training.

저고도 운용 항공기를 위한 기상정보의 필요성에 관한 연구

According to the Ministry of Land, Infrastructure and Transport press release ('18.12.21.) The amendment of the Aviation Business Act will reduce the capital requirements for aviation leisure operators and make it easier to enter aviation leisure businesses by improving regulations on small air transportation business. In addition, as the scale of the UAV(Unmanned Aerial Vehicle) sector is expected to increase globally, the dramatic increase in low altitude operating aircraft, including this, must be taken into account. The low altitude aircraft category is divided into small airplanes, helicopters, light aircrafts and ultra-light aircrafts, and instructors include school instructor pilots and student pilots, military and national helicopter pilots, and aviation leisure operators. In case of low altitude aircraft, there are cases of canceling operations due to low visibility and low clouds, and aircraft accidents due to excessive operation and sudden weather phenomenon. Therefore, in order to prevent low-altitude aircraft accidents, a safe flight plan based on weather conditions and weather forecasts and more accurate and local weather forecasts and weather forecast data are needed to prepare for the rapidly changing weather conditions.

Influencing Factors of Hearing Disorder in Helicopter and Casa Pilots

Noise-Induced Hearing Loss (NIHL) is a hearing disorder caused by noise. Noise with the intensity of 85 decibels (dB)or higher may damage the corti hearing receptor. Pilot is one of the riskiest occupations due to frequent noise exposure from aircraft machine. This research aimed to identify the influence of aircraft noise levels on hearing disorder of both helicopter and casa pilots. This is observational analytical research with cross-sectional design, involving 30 helicopter pilots and 30 casa pilots. The diagnosis of hearing disorder was done using secondary data from medical records. The aircraft noise was measured by sound level meter, the other risk factors were observed with questionnaire. Data were analyzed by chi-square with ?=0,05. The results showed that aircraft noise (p=0,009; OR=4,929), duration of working period (p=0,026; OR=8,308), and flight hours (p=0,006; OR=3,222) were related with hearing disorder, but not age (p=0,093; OR=3,222). We concluded aircraft noise, duration of the working period, and flight hours are related to hearing disorder of the pilots.&#x0D; &#x0D; Keywords: hearing disorder; pilot; noise; noise-induced hearing loss

Psychophysiological response in night and instrument helicopter flights

Instrument and night flights are sources of mishaps: they produce stressful contexts to aircrews in which operability can be affected. This study aimed to analyse the effect of night and instrument flights in cortical arousal, autonomic modulation, muscle strength, and stress perception. 23 people were analysed (8 helicopter pilots, 4 helicopter mechanics – Spanish Air Forces – and 11 controls) before and after instrument and night flight exposition. Lactate and perceived exertion rose after flights. Anxiety was higher in instrument than in night flights. Pilots had a higher sense of anxiety before a flight compared to mechanics, although mechanics experienced a higher raise of heart rate during flight, with lower heart rate variability. Breath capacity was affected in pilots. Cortical arousal was more affected in unexperienced than in experienced aircrew during flights. These data suggest differences in their previous training. Practitioner summary: Night and instrument helicopter flights produced a different psychophysiological response of aircrew. These results could help to design specific training for aircrew that usually face instrument and night manoeuvres. Specific training based on high-intensity interval training integrated with reverse periodisation could improve their preparation. Abbreviations: BMI: body mass index; BOS: blood oxygen saturation; BT: body temperature; CA: cognitive anxiety; CFFT: critical flicker fusion threshold; ES: effect size; FEV1: forced expiratory volume in 1 second; FVC: forced vital capacity; HF: high frequency; HR: heart rate; HRV: heart rate variability; HIS: isometric handgrip strength; LF: low frequency; NVG: night vision googles; PEF: peak expiratory flow; pNN50: proportion of differences between R-R intervals higher than 50 ms; RMSSD: square root of the mean of the sum of the squared differences between adjacent normal R-R intervals; RPE: rated of perceived exertion; SA: somatic anxiety; SC: self confidence; STAI: state trait anxiety inventory

Better brain connectivity is associated with higher total fat mass and lower visceral adipose tissue in military pilots

A lack of exercise leads to being overweight or obese affecting regional brain structure and functional connectivity associated with impaired cognitive function and dementia. In recent decades, several studies of healthy individuals suggest that adiposity may also produce negative independent effects on the brain. We aimed to investigate the relationship between body composition – total fat mass (TFM) and visceral adipose tissue (VAT) – with white matter (WM) integrity using a whole-brain approach in military pilots. Twenty-three military helicopter pilots (Mage = 36.79; SD = 8.00; MBMI = 25.48; SD = 2.49) took part in the study. Brain volumes were studied using diffusion tensor imaging technique by means of a 3T Magnetom Tim Trio. Measurements of body mass index (BMI), TFM and VAT were obtained using Dual-energy X-ray Absorptiometry (DXA). The results showed that, on one hand, higher TFM was associated with higher white matter fractional anisotropy (FA) and, on the other hand, higher VAT was associated with lower FA. Data showed that TFM and VAT are the critical factors underlying WM integrity in combat helicopter pilots. The authors suggest that fat presence enhance brain connectivity while there is no excess, specifically in VAT.

Haptic Assistance for Helicopter Control Based on Pilot Intent Estimation

Haptic support systems have been widely used for supporting human operators when performing a manual control task. These systems are commonly designed to track known target trajectories. However, the trajectory to track is not known in many realistic cases. For instance, the pilot-intended trajectory is not known beforehand when considering a helicopter pilot flying in free-flight. This paper proposes a possible approach to design a haptic shared control system when the target trajectory is not known a priori. Especially, the aim of the proposed design is to help minimally trained pilots during a 2-degree-of-freedom lateral/longitudinal helicopter free-flight task. To accomplish this goal, first, a Pilot Intent Estimator (PIE) is developed to infer pilot intent. Then, the corresponding intended trajectory is generated. Finally, a haptic feedback is designed to track the estimated intended trajectory. The designed PIE was evaluated in a preliminary test with an experienced helicopter pilot. Then, a human-in-the-loop experiment with minimally trained participants was conducted to assess the proposed shared control system. Results showed the effectiveness of the PIE to estimate the correct direction of motion chosen by the pilot. Furthermore, the haptic feedback helped participants to accomplish the control task with better task performance (i.e., lower tracking errors and lower amount of control activity) compared with manual control.