Transport Pilot Research Articles

How Does Digital Economy Influence Green Mobility for Sustainable Development? Moderating Effect of Policy Instruments

The role of green mobility as a low-carbon lifestyle in carbon reduction and sustainable development cannot be ignored. The digital economy effectively promotes green mobility for sustainable energy use in the broader setting of the significant data era and sustainable development. This study utilizes the panel data of 264 cities in China from 2011 to 2021 to construct a two-way fixed-effects regression model to analyze the impact of the digital economy on residents’ green mobility and the indirect impact mechanism of the two policy tools, a low-carbon transportation pilot and carbon emissions trading, from theoretical and empirical aspects. The results show that digital economic development helps promote residents’ green mobility. In addition, the implementation of low-carbon transportation pilots and carbon trading policies has strengthened the role of the digital economy in promoting green mobility. The findings remain after introducing robustness tests such as “smart city” pilots as exogenous shock policies. A heterogeneity study suggests that the effect of the digital economy on green mobility for residents is more significant in economically developed and human capital-rich areas. This study contributes to the literature by providing empirical evidence on the role of the digital economy in promoting sustainable urban transportation and by demonstrating the moderating effects of policy instruments, thereby offering practical insights for policymakers aiming to reduce urban pollution and enhance sustainable development.

Ecological and Cost Advantage from the Implementation of Flight Simulation Training Devices for Pilot Training

The paper discusses a case study of obtaining an airline pilot license in integrated training—the so-called “from zero to Airline Transport Pilot License”. The environmental implications of simulator-based training were examined across multiple dimensions. Key areas of research include the reduction of harmful exhaust gases pollution associated with traditional flight training activities. Based on our analysis, it can be stated that increasing the use of Flight Simulation Training Devices in pilot training should be significant consideration. This approach brings many benefits, especially ecological ones. Changing the training program and increasing the use of flight simulators can result in a reduction of CO2 emissions by up to 70%. Based on country specific electricity factors, CO2 emissions during flight training in each EU country were calculated. Using Levelized Cost of Electricity average value to calculate training costs in EU countries depends on the mix of energy sources (wind, photovoltaics, carbon and gas). The findings highlight the significant ecological advantages of simulator-based training methods in mitigating the environmental footprint of aviation operations. By seeking to minimize environmental disruption and increase training efficiency, the adoption of simulators is a sustainable approach to pilot training that is consistent with global efforts to mitigate climate change and protect natural ecosystems.

Is Declined Cognitive Function Predictive for Fatal Accidents Involving Aging Pilots?

Background. Civil aviation comprises airlines/charters and general aviation (GA). Currently, airlines are experiencing a pilot shortage, partly reflecting scheduled retirements mandatory for airline (but not GA) pilots aged 65 years, fueling a debate as to whether the retirement age should be increased. Herein, using 16–40 years-of-age aviators as a reference, we determined whether GA pilots aged 60+ years (i) incurred an elevated accident rate, employing, for the first time, age-tiered flight time as a measure of risk exposure and (ii) carried an excess risk for cognitive deficiency-related fatal accidents. Methods. Airplane accidents (2002–2016) involving Class 3 medical certificated pilots were per the National Transportation Safety Board (NTSB) databases. Age-tiered pilot risk exposure represented a summation of flight hours per Class 3 medical applications. Cognitive decline measures were per NTSB field codes. Statistical analyses employed Chi-Square, Mann–Whitney, logistic regression, and binomial tests. Results. Using flight hours as the denominator, the fatal accident rate for older pilots (41–80 years) was unchanged compared with aviators aged 16–40 years. In the logistic regression, no cognitive deficiency measure was predictive (p = 0.11, p = 0.15) for pilots aged 61+ years who were involved in fatal accidents. Conclusion. These findings question the necessity of an automatic disqualification of air transport pilots at 65 years of age.

Prevalence of barodontalgia in military pilots of the Brazilian Air Force

Introduction: Barodontalgia refers to the painful condition affecting previously asymptomatic teeth and periodontal tissues, caused by changes in atmospheric pressure during flight. This study aimed to evaluate the prevalence of barodontalgia in Brazilian Air Force (FAB) pilots. Materials and Methods: An exploratory study was carried out, with a convenience sample, made up of military pilots, regardless of age group and type of aircraft, using a structured questionnaire and descriptive analysis of the data. Results: 141 pilots participated; men; 37.3 ± 3.6 years; 40.6% were transport pilots, 14.1% fighter, 9.4% rotary wing, and 35.8% Instruction/Demonstration. The prevalence of barodontalgia was 12.8% (18 occurrences). Three missions were interrupted. Regarding knowledge of barodontalgia, 56 (39.7%) reported regular knowledge and 21 (15%) declared they had no knowledge on the subject. Conclusions: It is concluded that the prevalence of barodontalgia in Brazilian military pilots is higher than the values reported by some air forces of developed countries, already indicating the need for a more in-depth look at the oral health of FAB military personnel.

Personality traits changes in the training process of Chinese airline transport pilots

OBJECTIVE: To study the personality changes of Chinese airline transport pilots in the training process from cadets to captains. METHODS: In This paper, we used the Cattell 16 Personality Factor Questionnaire (16PF) to track and record the personality traits of 200 students majoring in flight technology and 200 “college graduates to pilot” in five different periods from the beginning of aviation theory training to becoming captains. RESULTS: Before the aviation theory training, for the 16 factors of 16PF, there was a significant difference in 11 factors (including Warmth (A), Reasoning (B), etc.) between the students majoring in flight technology and “college graduates to pilot” (p< 0.05). After the completion of theory training, there were only four factors (Sensitivity (I), Openness to Change (Q1), Self Reliance (Q2) and Perfectionism (Q3) (p< 0.05) between the students majoring in flight technology and “college graduates to pilot”, then after the flight training, there is no significant difference between them. When they became captains, compared with when they were flying cadets, 13 factors of students majoring in flight technology and 7 factors of “college graduates to pilot” had changed significantly. From the perspective of the growth of flying cadets, in the process of becoming a captain, there are three stages that have a great influence on the personality of the participants. The first stage is the university study. The second stage is the flight training, and the third stage is the copilot growing into a captain. CONCLUSION: During the process of a pilot growing from a cadet to a captain, his or her personality is constantly developing and changing, and on the whole, develops towards a personality direction conducive to flight safety. In particular, when a copilot grows into a captain, the personality traits of a qualified airline pilot, including Emotional Stablity (C), Rule-Consciousness (G), Social Boldness (H), Privateness (N), Self-Reliance (Q2), etc., have been greatly strengthened at this stage.

Hospitals, Aviation and Business

No abstract available. Article truncated after 150 words. Boeing’s recent troubles remind us that in many ways, healthcare is like aviation: 1. They are both highly technical endeavors, guided by highly educated and trained personnel such as physicians and pilots. 2. Even small mistakes can be devastating. 3. Operating margins (operating income/revenue) are very low. 4. Both are led by businessmen not trained in the industry. 5. Some have put profit ahead of safety. The cockpit of the typical airliner or the multitude of instruments in the typical intensive care unit demonstrates that aviation and medicine are both highly technical. Airline pilots have a minimum of 1,500 hours of flight time. This includes time spent obtaining a private pilot’s license, commercial license, instrument rating, multiengine rating, and airline transport pilot (ATP) certificate. Pilots often have additional in type ratings for turboprop or jet engines. Many have spent time as flight instructors and normally have at least 5 years …

Neuro-Cardiovascular Responses to Sympathetic Stimulation in Fighter Pilots.

INTRODUCTION: The chronic effects of regular exposure to high acceleration levels (G-force) on the neuro-cardiovascular system are unclear. We compared the mean arterial pressure (MAP) and cardiac autonomic modulation between nonpilots (NP) vs. military fighter (FP) and transport (TP) pilots. Additionally, we correlated the cardiac autonomic indices with the cardiorespiratory fitness and flight experience of FP.METHODS: A total of 21 FP, 8 TP, and 20 NP performed a tilt test (TT), during which beat-to-beat blood pressure and heart rate were recorded.RESULTS: No difference was detected between groups for changes in MAP and heart rate variability indices during the TT. However, the analysis of areas under the curves showed a greater increase in MAP in FP vs. TP and NP. Conversely, there was a greater decrease in indices reflecting vagal modulation in TP vs. FP and NP (rMSSD, pNN50, and SDNN), and a greater increase in heart rate and sympathovagal balance in TP vs. other groups (LF/HF). The maximal oxygen uptake was strongly correlated with the vagal reserve in FP (r = -0.74). Moreover, the total flying hours of FP were positively correlated with resting HFnu (r = 0.47) and inversely correlated with resting LFnu (r = -0.55) and LF/HF (r = -0.46).CONCLUSION: FP had a higher pressor response to TT than TP and NP. Vagal withdrawal and sympathovagal increase induced by TT in FP were similar vs. NP and attenuated vs. TP. Greater cardiorespiratory fitness and accumulated flying hours in FP seemed to favor lower sympathetic and greater vagal modulation at rest.dos Santos Rangel MV, de Sá GB, Farinatti P, Borges JP. Neuro-cardiovascular responses to sympathetic stimulation in fighter pilots. Aerosp Med Hum Perform. 2023; 94(10):761-769.

Operational aeromedical training during COVID-19 pandemic

The Institute of Aerospace Medicine Indian Air Force regularly conducts Operational Training in Aerospace Medicine (OPTRAM) courses for the fighter, transport, and helicopter pilots, and navigators. The OPTRAM is directly linked with the pilots flying training and operational readiness as well. The COVID-19 pandemic halted training activities globally. Online training was not an option as it is a simulator-based training module. There was an urgent need to continue the course without compromising the safety of our pilots. A standard operating procedure (SOP) was prepared to conduct the course in a safe and timely manner within the available resources of the Institute. This paper intends to bring out the various rationale and considerations that go into formulating an SOP like this which has a huge implication on the operational preparedness of the organization and the operational readiness of our pilots.

The development of the helicopter non-technical skills (HeliNOTS) behavioural marker systems

Behavioural marker systems (observational frameworks geared towards the assessment of non-technical skills by way of behavioural markers) exist across a variety of high-risk occupations, however, no identifiable system currently exists developed from rotary operative data. In this study, discussion groups (n = 9) were undertaken with subject matter experts (n = 20)—including pilots and technical crew operating across search and rescue and offshore transport environments—with the objective of identifying role-specific behavioural markers. Systems were reviewed on an iterative basis by the academic team and received final reviews by additional subject matter experts (n = 6). Two behavioural marker systems were constructed: HeliNOTS (O) for offshore transport pilots and HeliNOTS (SAR) for search and rescue crews; each with domain-specific behavioural markers. Both represent a significant step towards a nuanced approach to training and assessment of helicopter flight crews’ non-technical skills and are the first publicly available systems tailored to these distinct mission types. Practitioner summary: There is no publicly available behavioural marker system based on data from rotary operatives. Across this study, two prototype systems were developed: HeliNOTS (SAR) for helicopter search and rescue, and HeliNOTS (O) for helicopter offshore transport. Both HeliNOTS systems represent a nuanced approach towards rotary CRM training and assessment.

The effect of low-carbon transportation pilot policy on carbon performance: evidence from China

In 2011, aiming to achieve sustainable development in the transportation sector, the Chinese government started a pilot policy of low-carbon transportation system (LCTS). Based on the panel data for 280 prefecture-level cities in China from 2006 to 2017, we first measure carbon efficiency by using the SBM-DEA model, and identify the direct and spatial spillover effects of LCTS on carbon efficiency and carbon intensity by adopting a spatial difference-in-differences approach (SDID). The results indicate that LCTS construction not only enhances local carbon performance but also has a significant spatial spillover effect in neighboring cities. The results are still valid after a series of robustness tests. The mechanism analysis reveals that LCTS can elevate carbon performance by improving energy efficiency, green innovation, and developing public transit. The direct and indirect effects of LCTS on carbon performance show more pronounced effects in megalopolis and eastern region. This paper provides reliable empirical evidence for the effect of LCTS on carbon performance, which is conducive to deepening the understanding of carbon emissions and has a high reference value for the rational formulation of carbon reduction policies.

Crucial Abilities of Pilots and Weapon Systems Officers

Abstract: The first objective of our study was to identify the common and specific crucial abilities for fighter pilots, transport pilots, fighter weapon systems officers (WSOs), and transport WSOs. The second aim was to prioritize clusters of abilities. We used an online questionnaire to survey 479 expert pilots and WSOs in order to assess the level of requirement of 33 cognitive, psychomotor, and perceptual abilities on a Likert-type scale. Two groups of abilities were identified: a common group and a specific one composed of abilities that are crucial for specific jobs. The prioritization of clustered abilities indicated differences in the level of requirement within the so-called crucial abilities. This study led to the identification of four specific profiles of ordered abilities.

Pain in the Cervical and Lumbar Spine as a Result of High G-Force Values in Military Pilots-A Systematic Review and Meta-Analysis.

Neck pain and lower back pain are commonly reported by military pilots. That is why the answers to the following questions are important: (1) which part of the back (neck or lumbar spine) is more likely to be painful in military pilots as a result of high G-force, and (2) what intervention methods do pilots use as countermeasures for back pain resulting from high G-force? To answer these questions, the literature was searched in the following online databases: MEDLINE, PubMed, and Embase. A meta-analysis of eleven studies on pain in the neck–spine in fighter pilots vs. transport pilots showed pooled pulled OR = 1.69 (95% CI 1.25 to 2.29, I2 = 32%, p-value = 0.21); this outcome is consistent with most of the published results. A meta-analysis of five studies on pain in the lumbar spine (lower back) did not show a difference between fighter pilots vs. transport pilots with OR = 1 (95% CI 0.83 to 1.19, I2 = 0%, p-value = 0.96). The meta-analysis showed that of the two spinal segments evaluated, it was the cervical spine that showed more soreness in tactical fighter pilots. Prevention of lumbar and neck injuries should be combined with individual lumbar and neck support, as well as increasing back muscle strength through training.

The Vasily Ilyich Kopanev contribution in the fundamental and practical training of aviation doctors (95th anniversary)

The milestones of the life and creative path of one of the scientific school of aviation and space medicines heads are presented here, Vasily Ilyich Kopanevdoctor of medical sciences, professor, Honored Scientist of The Russian Soviet Federative Socialist Republic, Major-General of Medical Service. Professor V.I. Kopanevs scientific and pedagogical activity is widely known for his studies of the psychophysiological features of flight specialists work and the search for ways to correct the functional state of the body. Vasily Ilyich studied the dynamics of the vestibular analyzer indicators under the Karyolis acceleration action. Priority developments of vestibular stability issues, and hidden forms of pilots and cosmonauts motion sickness are attributed to V.I. Kopanev. He made a significant contribution to the study of the psychophysiological features of long-range, military transport pilots work, as well as marine and helicopter aviation. The merit of V.I. Kopanev and his students work and study on the physiological mechanisms of adaptation to the conditions of weightlessness of cosmonauts is undeniable. Vasily Ilyich was a highly qualified pedagogue and organisator. He has an important role in the development of the structure-logical teaching scheme the academys aviation doctors and preparation of the list of practical skills and abilities that are subject to be worked off in teaching lessons. Under his leadership, the department of aviation and cosmic medicine shaped the air forces faculty of training doctors. In education, he was paid considerable attention to the practical application of teaching and to the improvement of the department laboratory base in accordance with the requirements of everyday professional activities of aviation doctors. Under his leadership, the training base was reconstructed with the creation of thematic classrooms. With his fruitful research and pedagogical work, V.I. Kopanev made a significant contribution to the development of domestic aviation and space medicine, particularly in the formation of the Russian system of medical support for space flights.

COVID-19 Pandemic Effects on the Well-Being of Professional Pilots.

OBJECTIVE: The aim was to evaluate the well-being of professional pilots using a survey that included the World Health Organization (WHO)-5 Well-Being Index.METHODS: An electronic survey was sent to pilots between June 17-August 2, 2021. Pilots self-categorized as: airline transport pilot (ATP), commercial pilot, or both. Chi-squared and Fisher's exact tests were used to evaluate differences between variables. Logistic regression was used to estimate the odds of impaired well-being.RESULTS: A total of 639 individuals returned the survey. The majority of respondents were ATPs and a majority identified as male. The average well-being score was 68.0 out of 100 possible, with 22% of respondents meeting the threshold definition of impaired well-being. The odds of having impaired well-being were not dependent on gender. In unadjusted analysis, the odds of impaired well-being were higher for those flying as commercial pilots as compared to airline transport pilots/both. Age was also strongly associated with impaired well-being, with younger pilots having greater odds of impaired well-being as compared to older pilots. Only a little over half of the surveyed pilots agreed or strongly agreed that pilot risk of occupational exposure to COVID-19 was appropriately controlled.CONCLUSION: This survey suggests an important connection between pilot age and impaired well-being scores during the COVID-19 pandemic. Future studies targeting the well-being of younger pilots will be of interest. Additionally, measures to reduce occupational risk of COVID-19 exposure may be helpful in view of the substantial fraction of pilots expressing concern regarding that risk.Stratton E, Haddon R, Murad MH, Petterson T, Nelson M, Cowl CT. COVID-19 pandemic effects on the well-being of professional pilots. Aerosp Med Hum Perform. 2022; 93(10):734-738.

Active transportation pilot program evaluation: A longitudinal assessment of bicycle facility density changes on use in Minneapolis

Cities around the world are adding bicycle facilities to enhance physically active travel to improve sustainable transport and public health outcomes. One of the most promising policy interventions is the use of targeted pilot programs that aim to build connected networks of bicycle facilities to increase bicycle use. In the United States, the federal Nonmotorized Transportation Pilot Program (NTPP) provided approximately $25 million to four communities (Columbia, MO, Marin County, CA, Minneapolis, MN, and Sheboygan County, WI) to test the impact of building a full network of bicycle facilities. This study examines the impact of the NTPP in Minneapolis to determine whether the addition of bicycle facilities and increased density of bicycle facilities are related to increased bicycle ridership over time. Secondarily, the study examines the impact of differing facility types (protected facilities like trails vs. non-protected facilities like on-street bike lanes) on bicycle use. The study finds that both the presence of and density of bicycle facilities emerged as significant independent predictors of bicycle counts and growth in counts over time. Compared to locations with no facility, sites with protected facilities had 113 more cyclists during the evening peak 2-hour count period (95% CI 16.19, 209.99; p = 0.02) and a greater rate of increase in cyclist counts over time. Over the study period, counts increased by 69% at locations with protected bikeways, by 26% at locations with on-street bike lanes, and by 10% at locations with no on-site facility.

Prevalence and Potential Risk Factors for Occupational Low Back Pain Among Male Military Pilots: A Study Based on Questionnaire and Physical Function Assessment.

Objectives: Low back pain (LBP) has negative implications for the military's combat effectiveness. This study was conducted to determine the prevalence and risk factors of LBP among pilots through a questionnaire and physical function assessments.Methods: Data on the demographic and occupational characteristics, health habits, physical activity, and musculoskeletal injuries of 217 male pilots (114 fighter, 48 helicopter, and 55 transport pilots) were collected using a self-reported questionnaire and physical function assessments.Results: LBP prevalence was 37.8% in the total cohort and 36.0, 45.8, and 34.5% among fighter, helicopter, and transport pilots, respectively. Multivariate regression analysis revealed that the risk factors significantly associated with LBP were neck pain [odds ratio (OR): 3.559, 95% confidence interval (CI): 1.827–6.934], transversus abdominis activation (OR: 0.346, 95% CI: 0.172–0.698), and hip external rotator strength (OR: 0.001, 95% CI: 0.000–0.563) in the total cohort; neck pain (OR: 3.586, 95% CI: 1.365–9.418), transversus abdominis activation (OR: 0.268, 95% CI: 0.094–0.765), hip external rotator strength (OR: 0.000, 95% CI: 0.000–0.949), and weekly flying hours (OR: 3.889, 95% CI: 1.490–10.149) in fighter pilots; irregular strength training (OR: 0.036, 95% CI: 0.003–0.507) and hip external rotator strength (OR: 0.000, 95% CI: 0.000–0.042) in helicopter pilots; and neck pain (OR: 6.417, 95% CI: 1.424–28.909) in transport pilots.Conclusions: High volume flight schedules and weak core muscle functions have significant negative effects on pilots' back health. LBP is commonly associated with high weekly flying hours, worsening neck pain, transversus abdominis insufficient activation, and reduced hip extensor/rotator strength. Risk factors vary among pilots of different aircraft. Thus, specific core muscle training would be especially important for military pilots.

Cardiac Autonomic Modulation in Fighter and Transport Pilots of the Brazilian Air Force: A Case-Control Study

Cardiac Autonomic Modulation in Fighter and Transport Pilots of the Brazilian Air Force: A Case-Control Study

The Effect of Low-Carbon Transportation Pilot Policy on Carbon Performance: Evidence from China

The Effect of Low-Carbon Transportation Pilot Policy on Carbon Performance: Evidence from China

Interaction of Aeronautical Decision-Making and Organizational Safety-II in the Context of Airline Transport Pilot Training

This paper discusses safety issues related to the accident involving a Colgan Air, Inc., Bombardier DHC-8-400, N200WQ, operating as Continental Connection flight 3407 with focus on strategies to prevent flight crew monitoring failures. The issue is to foster the proper training of pilots for better decision making aligned with the organization’s safety philosophy as safety capacity. The primary objective of this research is to understand further the synergetic interaction between Aeronautical Decision-Making skills and organizational Safety-II. Although retributive justice has long been accepted in the aviation industry, its effectiveness is refutable. Procedures are static tools incapable of sustaining Safety. Mere improvement in compliance creates a bureaucratic work environment permissible to hold workers against regulations. Applied New Safety concepts and restorative justice are discussed. Whilst safety capacity is detached from work as imagined, the active interaction between people and the rules is at focus. The Colgan Air flight 3407 is analyzed concerning flight crew training. Recommendations derived from the investigator are scrutinized in cross-reference with the Civil Aviation Regulator's outputs in Europe and the United States. A systemic deficiency in civilian pilot training is exposed. The research method is bibliographic and qualitative. As a result, the imminent need to subside cadets with a formal learning structure to enhance their capacity to analyze, create and evaluate outside forecasted protocols in complex, high-risk environments are discussed. Finally, these dynamics are revised at their inter-reliability as safety capacity.

General Aviation Pilots’ Capability to Interpret Aviation Weather Displays

Current literature indicates that a lack of weather knowledge and poor product interpretability may be contributing to the high probability of fatalities in general aviation weather-related accidents. Eight hundred and thirty-seven general aviation pilots completed an online aviation weather product interpretation test that asked pilots to apply information gleaned from weather hazard products for fight planning. Participants were divided into five categories of certificate/ratings. A total of 118 questions were divided into five separate tests and randomly distributed to the participants. A series of analyses were conducted to assess the impact of weather product and pilot certification on interpretation scores. Overall, certified private pilots scored significantly lower than certificated commercial pilots, flight instructors, and airline transport pilots. Private with instrument rating pilots scored significantly lower than certificated flight instructors and air transport pilots. Further analysis revealed that pilots scored lowest on ceiling visibility analysis, satellite, station plots, and surface prognostic products. Highest scores were associated with winds aloft, graphical turbulence, and pilot reports. The results have implications for both weather display design and pilot training.