Military Flying Research Articles

A case of incidentally detected spina bifida at DV1 level in a fighter pilot: Aeromedical deliberations

A failure of closure neural tube normally results in spina bifida. The lesions may occur anywhere along the spine but are more common in the lumbosacral region (90%) in comparison to the thoracic (6%) or cervical (3%) spines. According to policy guidelines, all cases of spina bifida are unfit for all branches and trades in military flying, except for spina bifida in the sacrum and 5th lumbar vertebra, if completely sacralized. When various congenital defects are considered, spina bifida at the SV1 level is relatively innocuous. However, an anomaly in the upper spinal regions is associated with the narrowing of the spinal canal, which may be accompanied by herniation of meninges. This could be exacerbated and lead to abrupt incapacitation during flight when a spine like this is subjected to high +Gz accelerations or ejection forces. This paper highlights a case of a fighter aircrew who was incidentally detected to have spina bifida at 1st dorsal vertebra level during evaluation for cervical prolapsed intervertebral disc and the aeromedical deliberations for its disposal.

The Risk of Orthorexia and the Prevalence of Emotional Eating Behaviours among Polish Military Flying Personnel in Relation to Body Mass Index (BMI) and Sociodemographic Factors.

Proper nutrition has a positive impact on health. Paradoxically, excessive preoccupation with healthy eating may lead to the emergence of abnormal eating behaviours and increase the risk of developing disorders. The aim of this study was to assess the risk of orthorexia (ON) and the prevalence of emotional eating (EE) in military flying personnel of the Polish Air Force in relation to BMI and sociodemographic factors. This study included 760 soldiers (including 60 females) taking part in the National Health Programme 2021-2025. The ORTO-15 questionnaire and EEQ were used to assess the risk of ON and EE. The risk of ON occurred in 28.9% of military flying personnel and was significantly more frequent in soldiers with a normal weight (46.4%), under 40 years of age (42.7%), and with higher education (42.7%). The prevalence of EE was found in approximately 12.3% of the respondents and was significantly more common in soldiers with diagnosed obesity (17.5%), women (21.7%), and soldiers with higher education (13.6). Other sociodemographic variables did not differentiate the results of the ORTO-15 questionnaire and EEQ. The obtained results indicate that the problem of eating disorders also occurs in military populations. The necessity of continuing research in this area is discussed.

ALPHA THALASSEMIA IN A PILOT FLYING HELICOPTERS: FITNESS TO FLY A CONSIDERED DECISION: A CASE REPORT

Introduction: The disease/disability Alpha-Thalassemia is a rare genetic disorder wherein there is reduced production of haemoglobin. An individual suffering from this may sugffer from easy fatiguability, fluctuating anemias, leg ulcers, all depending upon the severity of the condition. It is an aerospace safety concern in case an aircrew member is diagnosed with Alpha Thalassemia. The pilot being discussed in this case study presented with complaints of easy fatigability and anemia. The paper discusses the aeromedical disposal dilemma in the first and only case of Alpha Thalassemia documented in military aviation across the globe. Case report: This is a case of an Indian Air Force pilot who has been flying helicopters in the forces and was diagnosed as a case of alpha-thalassemia. The pilot was extensively evaluated, including aeromedical stresses, and was declared fit for flying under waiver after due consideration. Discussion: A literature review of a case report on disposal of cases of alpha-thalassemia in military flying did not reveal any results. However, based on the observation on the ground, simulated aviation stressors, haemoglobin and haematocrit values and international best practices, the pilot was awarded a flying category under waiver. The pilot has been asymptomatic and is currently flying without compromising aerospace safety.

Adie’s tonic pupil: Significance in aviators and aeromedical disposal

Adie’s tonic pupil is a benign, usually unilateral, pupillary syndrome, in which a larger than normal pupil responds minimally, if at all, to light, but constricts slowly and tonically to a near stimulus (light-near dissociation) and has cholinergic super-sensitivity. It induces impaired near vision, glare, photophobia, and difficulty with dark adaptation, which may not be conducive in a flying environment. A Weapon System Operator of a fighter aircraft with an isolated dilated pupil was assessed over approximately 3 years – right from the beginning until his condition became stable. His condition was not considered an absolutely disabling condition for aviation and he was finally retained in flying in the restricted medical category. The important aspects considered in the aeromedical assessment were – neurological assessment; ophthalmic issues such as tolerance to glare and visual acuity; anisocoria and the executive report on flying concerning visual response to bright sunlight, ability to read maps and MFDs, and ability to identify ground features and spot another ac in bright light conditions. The aviator did not have any neurological, traumatic, or systemic condition/Adie’s syndrome. The tonic pupil stabilized at 4 mm and there was an anisocoria of 2 mm. Light-near dissociation persisted. His executive report was uncomplimentary concerning spotting another aircraft in bright sunlight in the air-superiority fighter (which flies at a max speed of 2120 kmph) as his eyes were getting shut by the glare. However, he could read MFDs, maps, and pick up ground features comfortably and satisfactorily. Hence, considering that Navigation in a transport ac was his parent branch (max speed 452 kmph), he was advised a trial on that ac to assess his capabilities in performing Flt Nav duties. If successful, the organization could revert him back to his parent branch and original ac, thereby avoiding attrition of a valuable human resource. This case demonstrates that Adie’s tonic pupil is not always a disabling condition for military flying. Nevertheless, it has to be analyzed on a case to case basis. Aeromedical disposal of a potentially disqualifying case, having no reference in the available aeromedical guidelines.

Body Composition and Cardiovascular Risk: A Study of Polish Military Flying Personnel.

(1) Background: Military personnel worldwide exhibit high rates of obesity. Obesity, and especially visceral obesity, contribute to various health issues, including type 2 diabetes and cardiovascular diseases (CVD). While BMI is commonly used to diagnose obesity, it has limitations and does not consider factors like fat distribution or muscle mass. This study aims to assess the relationship between BMI, percent body fat, waist circumference (WC), waist-to-height ratio (WHtR), and cardiovascular risk factors in Polish military flying personnel. Methods: This study involved 200 men from the Polish Air Force aged 38.8 ± 8.5 years. Anthropometric tests, body composition tests, and tests of biochemical markers of CVD were conducted. (2) Results: The prevalence of overweight and obesity varied based on the evaluation criterion; they were present in 63.5% of soldiers by BMI and in 52.5% by percent body fat; abdominal obesity was present in almost half (47%) of the surveyed soldiers according to WC and in 62.5% according to WHtR. All markers of obesity correlated positively with various biochemical markers of CVD, and 8.5% of subjects met the criteria for metabolic syndrome. (3) Conclusions: The prevalence of obesity in Polish military flying personnel, regardless of the evaluation criterion, is associated with significant metabolic complications in the form of lipid disorders and insulin resistance.

Return to flying duties of German military pilots after recovery from COVID-19

BackgroundPilots are working in a unique and exacting environment with hypobaric hypoxia and acceleration forces. In military flying, missions are often challenging with possible combat scenarios and in remote areas...

Barodontalgia among Aircrew of Bangladesh Air Force

subjected to atmospheric pressure changes and have an influence on flights. Barodontalgia is caused whenever the pulp is exposed to differential pressure gradient.
 Objective: To see the barodontalgia among aircrew of Bangladesh Air Force.
 Methodology: A cross-sectional study was carried out in Dental wing medical squadron BAF base Basher Dhaka. The study participants were recruited during one year among all the pilots and crewmembers attending departments specializing in medical follow-up at the study period from the Bangladesh Air Force.
 Results: Among the 50 barodontalgia group, most 39(78%) of the respondents were found technical and military flying whereas 50 without barodontalgia group 38(76%) specifically in military flying. In barodontalgia, 62% respondents were found in moderate pain (4-6), 26% in mild pain (1-3) and 32% in severe pain (7-10). In barodontalgia, 50% respondents were descent of barodontalgia, 52% were altitude where barodontalgia was reported to appear during the flight was <4000 meters and 70% were flight speed was 500-1000 km/h. Most of the respondents were found specifically in commercial flights in patients with barodontalgia. Majority pain intensity was found moderately in barodontalgia
 JAFMC Bangladesh. Vol 15, No 2 (December) 2019: 186-188

Assessment of fatigue among aviation personnel involved in military flying in India employing Multidimensional Fatigue Symptom Inventory – Short Form (MFSI-SF)

Introduction: Fatigue has been recognized as a major safety hazard in modern aviation. There are numerous studies which have addressed various aspects such as the subjective symptoms, objective measures to diagnose fatigue, and its link with operator’s performance. This study was a novice attempt to assess the chronic fatigue among the aviation personnel employing “Multidimensional Fatigue Symptom Inventory – Short Form (MFSI-SF),” which is a well validated fatigue questionnaire. Material and Methods: A total of 93 aircrew and 30 ground crew of either sex from three military air bases were randomly selected for this cross-sectional observational study. The selected participants were requested to respond to 30 items listed in the survey form based on various types of symptoms along with severity that they experienced in the preceding 1 week. Results: The total fatigue score in case of the studied ground crew was higher than the studied aircrew group and this was statistically significant (P = 0.00001). The fighter, transport, and helicopter groups were not different from each other as far as their total fatigue score is concerned. However, ground crew group had significantly higher score in comparison to the score of the fighter, transport, and helicopter groups. In this study, 43.33% of ground crew participants and 11.82% of aircrew participants were observed to have fatigue. On stream-wise analysis, 2.94% of transport aircrew, 14.28% of fighter aircrew, 20.83% of helicopter aircrew, 52.17% Air Traffic Control (ATC) ground crew, and 14.28% of other ground crew who had participated in this study were fatigued. Conclusion: Fatigue in either form, i.e., acute or chronic, could affect both aircrew and ground crew. The present study had revealed that the proportion of ground crew suffering from chronic fatigue was more than the aircrew. The aircrew who were found to have such type of fatigue were younger in age and experience in comparison to their counterpart ground crew. Among the ground crew, a large percentage of ATC crew had this form of fatigue.

Performance Gains from Speech-enhanced Simulation in Military Flying Training

Flight simulation is a proven technique for training technical and procedural skills, but team skills present needs that remain unmet by simulator technology. Communication and coordination, two skills representative of this gap, are typically incorporated into simulation via human role players, a practice that entails cost, introduces variation, and can compromise availability of training. In this article we explore the use of speech-interactive synthetic teammates to bring team skills into simulation-based training. We report on a US Air Force study that led to the development of a desktop air traffic pattern simulation for practicing radio communications, and present findings from a study conducted with US Air Force student pilots who employed this system during part of their pilot training. The work reported here addresses two questions. First, can contemporary desktop simulation augmented with intelligent agents and voice recognition provide training gains in communications performance among student pilots? Second, will users accept this approach?

Increased frequency of chromosome translocations in airline pilots with long-term flying experience

Background: Chromosome translocations are an established biomarker of cumulative exposure to external ionising radiation. Airline pilots are exposed to cosmic ionising radiation, but few flight crew studies have examined translocations...

The Timing of Waterfowl Arrival and Dispersion During Spring Migration in Labrador

Weekly aerial surveys were conducted in central Labrador during the spring staging period (27 April to 29 May, 2000), and the relative abundance of waterfowl was documented. Anas rupribes (American Black Duck) and Bucephala clangula (Common Goldeneye) were among the first species to arrive, while peak waterfowl diversity occurred on the latest survey date. Overall, Branta canadensis (Canada Geese) were the most abundant species, followed by American Black Duck and Anas crecca (Green-winged Teal). As expected, the relative abundance of these species varied by date and region. By the time of the last survey on 29 May, average flock size had decreased for most species, most likely corresponding with the start of breeding and nest initiation. Our findings could be useful as baseline information for future studies of climate change, may have implications for the management of the aboriginal spring hunt, and also might be used to mitigate the effects of military flying activity.

Dreams of flight: general aviation in the United States

General aviation encompasses all the ways aircraft are used beyond commercial and military flying: private flights, barnstormers, cropdusters and more. Discussing the 100-year history of this diverse field, this volume focuses on the most important figures and organizations in general aviation and the major producers of general aviation aircraft and engines. The book examines the many aeroplanes used in general aviation, from early Wright and Curtiss aircraft to the Piper Cub and the Lear Jet. The authors trace the careers of birdmen, birdwomen, barnstormers and others who shaped the field - from Clyde Cessna and the Stinson family of San Antonio to Olive Ann Beech and Paul Poberezny of Milwaukee. They explain how the development of engines influenced the development of aircraft, from the E-107 that powered the 1929 Aeronca C-2, the first affordable personal aircraft, to the continental A-40 that powered the Piper Cub and the Pratt and Whitney PT-6 turboprop used on many aircraft after World War II.

Temporary threshold shift in military pilots measured using conventional and extended high-frequency audiometry after one flight: Medición de cambio temporal de umbral en pilotos militares después de un vuelo, por medio de la audiometría ampliada de altas frecuencias

Noise of such a high level that it can result in hearing deterioration is an inherent characteristic of military flying. Susceptibility to hearing impairment was studied using 51 Finnish Air Force military personnel as subjects. The test persons flew missions on a British Aerospace Hawk 51 advanced jet trainer, Boeing F-18 Hornet, Mikoyan & Gurevich MiG-21bis and Saab 35 Draken interceptors, and a Valmet Redigo turboprop liaison aircraft. The duration of noise exposure was one flight mission, which varied from 30 to 60 min. Noise doses and levels were measured using a miniature microphone at the inlet of the ear canal, while a second microphone was located at the level of the subject's shoulder. Hearing thresholds were measured before each flight using conventional (0.125–8 kHz) and extended high-frequency (EHF) (8–20 kHz) audiometry. The measurements were repeated as soon as possible after the flight. The study showed that the pre-flight threshold levels of the subjects were good. Both conventional and EHF audiometry revealed statistically significant temporary threshold shifts (TTS) at several frequencies and with all aircraft types involved. The changes were, however, minor. The risk of noise-induced hearing impairment at the studied exposure levels is, in all probability, rather small. The role of extended high-frequency audiometry would be in research, and it might be performed for flying personnel upon entering service and every fifth year thereafter.Sumario: El ruido de altos niveles del que puede resultar un deterioro de la audición es una caracteristica inherente a los vuelos militares. La susceptibilidad para el impedimento auditivo fue estudiada en 51 militares de la Fuerza Aérea Finlandesa.Estos sujetos realizaron misiones en jets de entrenamiento avanzado Hawk 51 de British Aerospace, Boeing F-18 Hornet, Mikoyan & Gurevich MiG-21 bis y en interceptores Saab 35 Draken, además de un avión de enlace turbopropulsado Valmet Redigo. La duración de la exposición al ruido fue la de una misión de vuelo que varió de 30 a 60 minutos. Las dosis de ruido y sus niveles se midieron por medio de un micrófono en miniatura en el interior del conducto auditivo y un segundo micrófono que se colocó a nivel del hombro del sujeto. Los umbrales auditivos fueron medidos antes de cada vuelo por medio de una audiometria convencional (0.125–8 kHz) y de una audiometria ampliada de altas frecuencias (8–20 kHz). Las mediciones se repitieron tan pronto como fue posible después del vuelo. El estudio muestra que los umbrales antes del vuelo eran buenos. Tanto la audiometria convencional como la de altas frecuencias reveló cambios temporales de umbrales (TTS) estadisticamente significativos en varias frecuencias y con cualquiera de las aeronaves involucradas. Los cambios fueron, no obstante, menores. El riesgo de problemas auditivos inducidos por ruido en los niveles de exposición estudiados es con toda probabilidad muy pequeño. El papel de la audiometria ampliada de altas frecuencias puede ser considerado para investigación pero también para usarse con el personal de vuelo que se inicia en el servicio y después, cada cinco años.

Noise from low‐altitude military flying

Military air tactics rely on increasing use of high‐speed low‐altitude penetration techniques. Training for this type of operation can take place in specially designated low‐altitude military operation areas (MOAs) or along military training routes (MTRs). Environmental assessment of noise from these operations has become an important factor in the design of these special use airspaces. The noise environment is different from commonly studied situations such as airport or highway noise in urban/suburban areas, and it is not obvious that the usual Ldn analysis is appropriate. Individual events are loud (maximum levels in the 100–115 dBA range) and short (10 dB down durations of a few seconds). Noise events are infrequent (typically less than 3 or 4 per day on busy routes) and occur at random times. These operations also take place in quiet rural areas. A discussion is presented of the nature of these operations and the resultant noise environment. This noise is contrasted with well‐understood noise environments. An interim noise metric, Ldnmr (monthly average, onset rate corrected Ldn), developed for the U. S. Air Force is presented. A comprehensive research plan to test Ldnmr, or replace it with a more appropriate metric, is discussed.

Safety Topics

ONLY a generation ago, military pilots started training knowing that they had chosen a dangerous career. This was because military flying which supplied airlines with most of their trained pilots in those days, killed in accidents between 20 and 25% of pilots. Even in wartime, about a third of the losses were for reasons other than enemy action. In one typical Navy class of 20 pilots, 5 were dead within five years of starting flying. These fatalities occurred in typical accidents such as spinning, hitting high ground in bad weather, arrester hook failure, in‐flight explosion or night catapult launch. Against this background, survival soon became an important theme for the young trainee. He thought and talked a lot about emergencies and learned to approach every flight and every aircraft, as well as everybody and everything connected with them as a potential cause of his sudden demise. A robust and healthy suspicion was the order of the day, reinforced by a good sprinkling of hairy experiences.

Air Traffic Management

At a recent Convention held at the Royal Aeronautical Society, the topics of Current Problems and Future Concepts relating to Air Traffic Management were given extensive treatment by speakers from a variety of backgrounds. In his paper on ‘NATS — Taking Stock’, Air Commodore Huxley described the historical basis of the National Air Traffic Services and mentioned its formation some 20 years ago. At that time, the prospect was for a much more complicated mixture of civil and military aviation and an integrated solution had to be found. The three arbitrary areas of military, commercial and recreational flying each have to maintain their major fields of common interest and at the same time, avoid possible mutual conflicts. Thus, for example, reliable public transport aircraft require a close working relationship between the operator and the ATC system, whereas in military flying, the emphasis is on self‐reliance. Over the 20 years referred to, there has been a three‐fold increase in the volume of en‐route traffic and the altitude has been doubled at which most of it wishes to fly. In the future, the prospect of reducing separation is not considered very probable and among other possibilities, tighter control of low‐level flying is considered probable.

Air Traffic Control and Military Operations

The basic objective of air traffic control in military flying is, of course, the same as in any other flying; to enable all aircraft to fly safely throughout each flight with the maximum freedom to attain their purpose efficiently. In practice, this necessarily involves the imposition of conditions and restrictions, and it is one of the main aims in the development of air traffic services to increase both the safety and flexibility of aircraft operation with the minimum restrictions. In progressing this we fully recognise the needs of civil aviation and, contrary to some public misconceptions of civil/military conflict in air traffic control, a joint approach is made at all levels to resolve A.T.C. requirements.

Physique and success in military flying.

American Journal of Physical AnthropologyVolume 13, Issue 2 p. 217-252 Article Physique and success in military flying†‡ Albert Damon, Albert Damon College of Physicians and Surgeons, Columbia University, New York City Special Research Fellow of the National Institutes of Health, U. S. Public Health Service. Present address: Constitution Laboratory, Department of Medicine, College of Physicians and Surgeons, Columbia University, and the Presbyterian Hospital, New York.Search for more papers by this author Albert Damon, Albert Damon College of Physicians and Surgeons, Columbia University, New York City Special Research Fellow of the National Institutes of Health, U. S. Public Health Service. Present address: Constitution Laboratory, Department of Medicine, College of Physicians and Surgeons, Columbia University, and the Presbyterian Hospital, New York.Search for more papers by this author First published: June 1955 https://doi.org/10.1002/ajpa.1330130205Citations: 3 † This paper is based in part on a Ph.D. Thesis of the same title, Committee on Human Development, University of Chicago, 1946, available on interlibrary loan or on microfilm from the University of Chicago Library. ‡ The study was in part supported by a Demobilization Award of the Social Science Research Council. I am greatly indebted for aid and counsel to E. A. Hooton, C. C. Seltzer, W. M. Krogman, and R. J. Havighurst; and to my Air Force superiors, O. O. Benson, A. P. Gagge, W. R. Lovelace, II, L. W. Griffis and the late F. E. Randall. Dr. Seltzer has kindly allowed access to unpublished data. AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Citing Literature Volume13, Issue2June 1955Pages 217-252 RelatedInformation

PSYCHONEUROSES INCIDENTAL TO PRE-FLIGHT AND PRIMARY FLIGHT PILOT TRAINING

An attempt has been made to describe the major psychological reactions observed in aviation cadets in the pre-flight and primary flying phases of pilot training. The successful completion of the pre-flight phase carries with it the necessary adaptability for strictly disciplined group living plus the successful repression and suppression of the fears incidental to the approaching military flying. The successful completion of the primary flying phase calls for more specific ability to suppress not only the fears of military flying but also the somatic accompaniments of flying.

OTOLARYNGOLOGIC PROBLEMS OCCURRING IN FLIERS

In this paper I cannot hope to present more than an outline of the application of this most important handmaiden of medical science to the physiologic problems imposed on the economy by the stresses and rapid changes of environment encountered in flying. This is particularly true in military flying, in which the accomplishment of the task is considered of first importance and the stresses imposed on the pilot as of secondary significance. In airline or civilian flying every effort is made to avoid unusual stresses to passengers and to planes. In military flying, aircraft are designed to withstand the unusual physical stresses imposed by the necessity to outperform an enemy pilot who has a similarly designed plane and similar motives. The flight surgeon's task, therefore, is first to select as pilots men capable of withstanding punishing physical and mental strains and, second, to maintain the physical fitness of this group