战斗机飞行员专项体能训练与健康鉴定

目的总结战斗机飞行员的专项体能训练,探讨其在健康鉴定的作用。方法按《中国人民解放军空军军事训练与考核大纲》的要求,对健康疗养的战斗机飞行员进行专项体能训练和考核。包括:肌力协调抗荷训练、抗荷正压呼吸训练、呼吸肌训练及前庭功能训练。结果肌力协调抗荷训练和抗荷正压呼吸训练,训练前后相比 G 耐力分别提高了3.00±0.94 G、2.80±0.60G,达标率为95.40%,呼气肌力达标率43.8%,前庭功能训练后原不合格的人中27.27%达标。结论①专项体能训练可提高抗荷能力和空间定向能力;②应将专项体能训练列为高性能战斗机飞行员的考核项目,作为年度健康鉴定的依据。     

高性能战斗机飞行员抗荷情况调查

目的　调查飞行员对高性能战斗机加速度特点的掌握程度、专项体能训练情况 ,以及我军高性能战斗机飞行员因推拉效应致灰视、黑视和意识丧失的发生率。　方法　制作问卷 ,对健康疗养的 4 8名高性能战斗机飞行员进行调查。内容包括 :高性能战斗机的加速度作用特点、提高抗荷耐力的运动方式、掌握抗荷动作的程度、是否发生过G LOC、对专项体能训练及其复训的看法等。结果　完全答对仅 18人 (37 5 % )。对无氧运动能提高抗荷耐力、克服推拉效应的有效方法等知晓率较低。因推拉效应而发生G LOC者有 2人。经过训练仍有 14 6 %的人没有熟练掌握抗荷动作要领。　结论　飞行员对高性能战斗机加速度作用特点及相关航空医学理论掌握不够全面深刻 ,对专项训练的重要性认识不足。建议进一步加强高性能战斗机飞行员的航空医学教育 ,重视专项体能训练的考核及复训工作。     

飞行员抗荷动作地面训练效果观察

目的对飞行员进行抗荷动作训练,观察 HP、PHP 动作训练效果。方法 17名健康鉴定为飞行合格的高性能战斗机飞行员采用肌力协调抗荷训练器及地面加压供氧仪进行 HP、PHP 抗荷动作训练,观察训练前后主要肌群(大、小腿及腹部肌肉)静力变化,分析由心率、血压测算的对抗 G 值。结果所有参训飞行员均完成了 HP、PHP 抗荷动作训练。HP 动作训练后大、小腿肌静力显著提高(P<0.01);PHP 动作训练中在面罩压为30、50 mm Hg 时心水平动脉压显著升高,测算得对抗 G 值提高1.82G。结论对高性能战斗机飞行员进行地面 HP、PHP 抗荷动作训练效果可靠,方法简单实用,易于掌握。抗荷动作与正压呼吸状态结合良好。     

歼击机飞行员抗荷正压呼吸复训效果

目的了解歼击机飞行员抗荷正压呼吸复训时心率的变化,评价其复训效果。方法按照飞行员专项训练大纲的方法,对51名初训和30名复训飞行员进行训练,记录并比较两组的心率、肱动脉收缩压以及用血压值推算出的抗荷耐力。结果①随加压值增大,飞行员心率、收缩压及抗荷耐力均呈递增变化,与基础值相比,其差异性均有显著意义(P<0.01);②按大纲规定的标准,两组飞行员均可达标。两组间收缩压的净增值差异无显著性意义(P>0.05),但复训组心率较初训组心率明显减少(P<0.01)。结论①抗荷正压呼吸训练时,心率与加压值和动脉收缩压密切相关。心率能反映飞行员对抗动作的体能消耗。心率是评价抗荷正压呼吸训练效果的简易指标。②复训飞行员能以较小的心负荷和更多的心贮备对抗相等的加压值,表明抗荷正压呼吸复训效果良好。     

高性能战斗机飞行员专项体能训练效果观察

目的 了解专项体能训练提高高性能战斗机飞行员体能水平的状况。方法 对新改装高性能战斗机的飞行员进行30d专项体能的强化训练,训练前后进行肌力协调抗荷能力、加压呼吸抗荷能力、Coriolis加速度耐力和有氧代谢能力4个项目的考核,对比其成绩,并在半年内对专项体能的消退情况进行观察。结果 经强化训练,飞行员除有氧代谢能力外,其他3项与训练前比较,合格率、体能水平都有显著提高(P<0.01)。半年以后专项体能合格率没有明显下降,但肌力协调和Coriolis加速度耐力水平有所下降(P<0.01)。结论 在飞行员改装高性能战斗机的进行专项体能强化训练是必要和有效的。在专顶体能训练时要加强指导和监督,特别要加强提高抗荷耐力和空间定向能力的训练。     

抗荷正压呼吸训练效果的评价

为有效地提高飞行员抗荷能力 ,笔者以抗荷正压呼吸训练方法为依据 ,对高性能战斗机飞行员进行训练前后的 G值比较 ,旨在为航卫保障提供客观依据。一、对象和方法1.对象 :来院疗养的高性能战斗机飞行员 4 0名 ,男性 ,2 5～ 34岁 ,飞行时间 110 0～ 2 30 0 h,平均飞行时间 132 0h。体检合格 ,平日坚持体育训练 ,能正确掌握抗荷正压呼吸训练动作要领。训练前受训者身体状况良好。2 .训练设备与抗荷装备 :采用地面加压供氧锻炼器、加压供氧面罩、代偿背心、飞行头盔和抗荷服 ,按医用氧标准用99.5 %的医用纯氧 ,氧气压力不低于2 .2× 10 4 mm Hg…     

专项抗荷体能训练对HP动作抗荷效果的影响

目的为我军高性能战斗机飞行员提出一套针对新的HP抗荷动作特点的专项抗荷体能训练方法。方法7名受试者，在60d内隔日分别进行针对HP动作特点的心肺功能和力量训练。心肺功能训练使用心率控制法控制训练强度；力量训练使用最大重复量的方法控制训练强度；配合训练前准备活动和训练后放松活动进行全身肌肉的协调性训练。测定、比较训练前后自身 Gz耐力、心率、呼吸功能等相关生理参数的变化。结果训练后受试者的基础G耐力、HP动作的G耐力和HP动作的抗荷效果显著提高。在有载荷情况下的心率降低，肺活量显著增大，最大呼气压力变化不大。结论新的专项抗荷体能训练方法可以显著提高HP动作的抗荷效果、HP动作的抗荷耐力和基础耐力。     

抗荷训练器的训练效果观察

新一代战斗机装备部队对飞行员的身体素质提出了更高的要求,特别是要求飞行员要有更强的抗荷能力。如在做大速度半滚倒转改出时,加速度可达7.5 G,持续时间约20 s,G值增长率在3 G/s以上。在这种情况下,必须对改装新式战斗机的飞行员进行抗荷训练。 1 对象与方法 1.1 对象 20名受试者为我院疗养的歼击机飞行员,年龄30±3岁,身高171±11cm,体重69.6±10.1 kg,心眼距     

飞行员的抗荷生理训练

为了防止G引起的空中晕厥，更好地发挥现代歼击机的战术技术性能，除了采取一些必要的抗荷装备以外，飞行员还必须进行抗荷生理训练。通过训练使飞行员正确掌握对抗动作，增强骨骼肌的收缩力量，加强机体的代偿适应能力，提高对加速度的耐力。抗荷生理训练包括：对抗动作训练，体育训练，离心机训练、及加速度生理和抗荷机理的卫生教育。     

高性能战斗机飞行员选拔体检结果分析

目的 了解当前歼击机飞行员身体状况，进一步搞好高性能战斗机飞行员航空卫生保障工作。方法 对多个部队共计246名歼击机飞行员进行全面的临床体检和离心机 Gz耐力检查，确定飞行结论，并对结果进行统计分析比较。结果 评定飞行合格233人，占总人数的94．7％；飞行暂不合格13人，其中内科7人，外科2人，眼科3人，耳鼻喉科1人。少数飞行员患有活动性疾病仍在队飞行。心血管、消化系统疾病及脊柱疾患的检出率较高。有十分之一飞行员加速度耐力低下。结论 为适应高性能战斗机飞行员航空卫生保障工作的要求，要进一步加强飞行员各级体检工作，杜绝患有活动性疾病飞行员在队飞行，重点防治心血管、消化系统疾病。在招飞体检中，加强脊柱疾患的检查。迫切需要制定高G抗荷训练方案，以提高歼击机飞行员 Gz耐力。     

Accident rates for novice glider pilots vs. pilots with experience

INTRODUCTION: It is a popular notion in gliding that newly soloed pilots have a low accident rate. The intention of this study was to review the support for such a hypothesis from literature and to explore it using UK accident totals and measures of flying exposure. METHOD: Log sheets from UK gliding clubs were used to estimate flying exposure for inexperienced glider pilots. This was used along with accident data and annual flight statistics for the period 2004-2006 in order to estimate accident rates that could be compared between the pilot groups. RESULTS: The UK accident rate for glider pilots from 2004-2006 was 1 accident in every 3534 launches and 1590 flying hours. The lowest estimated rate for pilots with up to 1 h of experience was 1 accident every 976 launches and 149 h flown. For pilots with up to 10 h of experience the figures were 1 accident in 1274 launches and 503 h. DISCUSSION: From 2004-2006 UK glider pilots with 10 h or less experience in command had twice the number of accidents per launch and three times as many accidents per hour flown than average for UK glider pilots. Pilots with only 1 h of experience or less were involved in at least 10 times the number of accidents per hour flown than the UK average and had more than 3.5 times the number of accidents per launch.     

Medical certification of pilots

This paper reviews some of the problems encountered in administering satisfactory medical requirements for professional pilots. The role of these requirements in the context of flight safety is discussed. The control of risk by the imposition of strict requirements is contrasted with that achieved by training designed to contain the risk introduced by incapacitation. The fact that aviation safety is based on acceptable risk levels is pointed out and the role of physician in this regard is discussed. The need for a widely accepted minimum level of fitness required for aviation duties is brought out. Certain operational aspects are touched upon. Medical requirements based on the desire to avoid on-duty incapacitation are contrasted with those designed to ensure adequate performance. The present ICAO cardiovascular requirement is discussed with particular reference to permanent grounding following myocardial infarction. The significance of inflight crew incapacitation training is pointed out and a plea for close cooperation between licensing authorities, airline operators, and pilots is made.     

飞行人员多导睡眠图初步分析

目的评价飞行人员正常睡眠结构和确定睡眠呼吸暂停综合征的诊断。方法应用多导睡眠图对20例飞行人员进行多导睡眠监测,分析多项睡眠参数。结果飞行人员正常睡眠分期分别是NREM睡眠占总睡眠时间的95%,其中Ⅰ相占26%、Ⅱ相占44%、Ⅲ＋Ⅳ相占25%;REM睡眠占总睡眠时间的5%。Ⅰ和Ⅱ相睡眠时间延长,REM睡眠时间缩短。检出5例患睡眠呼吸暂停综合征的飞行人员,其中阻塞型3例,中枢型2例。结论多导睡眠图可以确定飞行人员正常睡眠结构,能够正确诊断睡眠呼吸暂停综合征。     

Personality profiles of pilots

Samples of Air Force fighter pilots, trainee commercial pilots, and males drawn from the general community completed the Edwards Personality Preference Schedule (EPPS). Four significant effects were found for individual sub-scales; three (Achievement, Affiliation, and Nurturance) identifying air force fighter pilots. Commercial pilot trainees scored significantly less than the community sample on Succorance and Nurturance. The data suggest that the EPPS consists of several related personality dimensions. One of these, "sociability," discriminated fighter pilots from the general community.     

Asymptomatic microscopic hematuria in pilots

Pilots were examined in order to determine whether the cumulative incidence or point prevalence of asymptomatic microscopic hematuria is associated with air duty. The cumulative incidence of recurrent microscopic hematuria over a 12-15-year period was 11.3%(17/151) in fighter pilots, 10.0%(8/80) in helicopter pilots, and 13.8% (11/80) in transport pilots. Similarly, the point prevalence of microscopic hematuria in those who had flown the day prior to the urinalysis was no higher than found in the control group. We conclude that air duty does not cause microscopic hematuria either chronically or during the day after the stress of air flight.     

Stress and workload in pilots

Several studies have highlighted the increase in physiological activity which occurs in pilots during flight and especially during takeoffs and landings. For example, it has been clearly demonstrated that pilots' heart rates increase during the landing approach to reach a peak at or just before touchdown. These changes have been attributed to workload and to psychological or emotional stress. This paper examines a number of test pilots' heart rate responses recorded during various flight trials involving different types of aircraft. Examples include ramp takeoffs in a VTOL fighter, automatic landings in fog, supersonic flight through monsoon rain, and a sortie in which the pilot developed acute appendicitis. It is concluded that heart rate responses in experienced pilots are influenced almost entirely by workload-related factors and not by emotional stressors, such as risk and anxiety. Because of the emotional overtones of the word "stress," it is suggested that the term workload should be used when referring to the reason for increased cardiovascular activity of pilots.     

Health among commercial airline pilots

BACKGROUND: The airline pilot works within a complex exposure environment that may present physiological challenges to long-term health. METHODS: This study investigated self-reported disease outcomes among a large group of active and retired commercial airline pilots in the United States and Canada. A survey methodology was used, including the collection of historical information. RESULTS: Of 10,678 surveys mailed, 6609 were returned (6533 men, 63 women). Given the limitations of survey methodology, increased disease rates among pilots were suggested for melanoma, motor neuron disease, and cataracts. However, rates for other diseases were in general lower than those for the U.S. population. CONCLUSIONS: Further study has been initiated to verify and follow reported cases, to expand the study to a larger group, and to collect more in-depth information on flight histories, occupational exposures, and lifestyle factors.     

Mortality among British Columbia pilots

We studied the mortality experience of all pilots who died in the province of British Columbia between 1950 and 1984, using proportional mortality ratios (PMR) and proportional cancer mortality ratios (PCMR). There were 341 deaths during that time in males whose usual occupation was listed as pilot. The PMR for aircraft accidents was significantly elevated (PMR = 3196, 95% C.I. 2810, 3634), and the PMR for atherosclerotic heart disease was significantly depressed (PMR = 47, 95% C.I. 30, 70). Although based on small numbers of deaths, and not statistically significant, elevated PCMRs were seen for cancers of the colon, brain, and nervous system, as well as for Hodgkin's disease. These findings suggest the need for further epidemiologic studies of commercial airline pilots.