高性能战斗机飞行员仪表视觉空间定向能力训练效果观察

Objective To explore effectiveness of improving the abilities of instrument visual spatial orientation (IVSO) training for high performance fighter pilots. Methods An IVSO training device was developed.Based on the principles of computer graphics and characteristics of cognition,4 kinds of instrument flight condition patterns were adopted as training profiles.Eleven pilots were trained along these four training profiles for five times,include recognizing and flying by instrument and head-up display respectively in complicated flight sortie or with interference.The reaction time,rate of correct operation,deviation angle of attitude and the adjunctive task completion rate were recorded and compared. Results In pre-and post-IVSO training,the reaction times got with instrument and head-up display in complicated flight sortie were (1.42±0.24)s vs.(0.99±0.13)s and(1.54±0.29)s vs.(1.05±0.12)s respectively while the rates of correct operations were 53.91%±9.12%vs.90.00%±5.88%and 73.09%±12.02%vs.89.18%±6.10% respectively.Deviation angles of roll and pitch in maintaining flight attitude by instrument training were 3.25°±0.60°vs.2.07°±0.25°and 2.41°±0.63°vs.1.87°±0.30°respectively,comparing to 3.08°±1.03°vs.2.06°±0.35°and 2.84°±0.67°vs.1.99°±0.20°in attitude maintenance by head-up display.Adjunctive task correct rates with believing instrument and head-up display were 63.90%±11.15%vs.88.27%±10.23%and 59.73%±12.81%vs.82.09%±9.62% respectively.All differences between pre-and post-IVSO trainings are statistically significant (t=2.47 to 11.03,P<0.01 or P<0.05). Conclusions The adopted instrument flight training can remarkably improve pilot's IVSO abilities.     

新型载人离心机在军事航空医学中的应用

目的 探讨在新型载人离心机上进行飞行员抗荷耐力选拔与训练、-Gx体验、动态飞行模拟(dynamic flight simulation,DFS)训练以及抗荷装备生理鉴定实验的方法,探索新型载人离心机的应用方法. 方法 ①24名飞行员在六三型载人离心机上进行基础+Gz耐力检查,然后按同样方法,在新型载人离心机上进行了对照检查.②100名飞行员进行了离心机训练,其中的42名飞行员为被动控制训练,58名飞行员为闭环控制训练.③8名飞行员体验-1.5 Gx及-2.0 Gx载荷.④18名飞行员进行DFS飞行体验,特技飞行动作包括左盘旋、右盘旋、半滚倒转、斤斗、半斤斗翻转和桶滚.⑤6名志愿者和9名飞行员在新型载人离心机上,分别进行服装、PBG、服装结合PBG、服装结合PBG及抗荷收紧动作(anti-G straining manoeuvre,AGSM)的抗荷效果试验. 结果 ①在新、老离心机上检查出的+Gz耐力结果平均值分别为(4.25±0.34)G及(4.41±0.14)G(t=3.03,P<0.01),其差异与连续检查所致的疲劳及飞行员对重复检查的主观重视程度有关,排除二者影响,在新离心机上可采用现有抗荷耐力选拔方法.②在进行被动控制训练的飞行员中,25人完成7 G持续10 s,9人完成8 G持续10 s,仅有2人完成9 G持续10 s.在进行闭环控制训练的58名飞行员中,48人完成7 G持续10 s,19人完成8 G持续10 s,23人完成9 G持续10 s.③飞行员在进行-Gx载荷体验时,反映在座舱俯仰、滚转过程中头晕、恶心的感觉比较明显.④飞行员认为DFS体验与实际飞行接近,对提高机动空战能力具有实用价值.⑤抗荷装备的抗荷性能达到了飞机性能的要求.结论 新型载人离心机在高性能战斗机飞行员抗荷耐力选拔训练、-Gx体验、DFS体验及抗荷装备生理鉴定试验等工作中获得广泛应用,形成了相关应用方法,取得了较好的效果,为进一步开展相关工作奠定了基础. Abstract： Objective To investigate the approaches and the application effects of acceleration tolerance screening and training for fighter pilots,-Gx experience,dynamic flight simulation (DFS) experience and physiological evaluation of anti-G equipment on new human centrifuge. Methods ①Twenty-four pilots underwent the relaxed+Gz tolerance examination on a single degree of freedom centrifuge (Model 63) and on new human centrifuge for comparison.②One hundred high performance fighter pilots carried out centrifuge training.Among them,42 pilots were in passive control mode while the other 58 pilots were trained by close-loop mode.③Eight pilots experienced -1.5 Gx and-2.0 Gx on the new centrifuge.④Eighteen pilots performed aerobatic maneuvers,such as left spiral,right spiraI,split S loop,immelmann,and barrel roll in DFS awareness.⑤Six volunteers and 9 pilots served as subjects.The tests of anti-G capability evaluation for suits,suits combined with pressure breathing for G (PBG),and suits combined with PBG and anti-G strainingmaneuver (AGSM) were conducted respectively. Results ①The mean relaxed+Gz tolerance of pilots obtained on the new and old centrifuge was (4.25±0.34) G and (4.41±0.14) G respectively (t=3.03,P<0.01).The difference would be relative to fatigue that caused by continuous running and pilots' endurance to the reduplicate riding.So the current+Gz tolerance screening method was applicable on the new centrifuge regardless of the influence of the above mentioned factors.②In the training under passive control mode,25 of 42 pilots completed the training of 7 G for 10 s,9 pilots for 8 G for 10 s and 2 for 9 G for 10 s.In the close-loop control training,48 pilots passed training of 7 G for 10 s,19 pilots for 8 G for 10 s,and 23 for 9 G for 10 s.③During-Gx experience,the feelings of dizzy and disgust were evident during the roll and pitch movements.④Pilots reported that DFS training was similar to actual flight and possessed great practical value in improving aerial combat ability.⑤The performance of anti-G equipments reached the functional requirement. Conclusions New human centrifuge can be applied in acceleration tolerance screening and training for high performance fighter aircraft pilots,-Gx experience,DFS training,and physiological evaluation for anti-G equipments.Relevant approaches have been established,and the application of new human centrifuge has acquired a satisfactory result.which lays the foundation for further work.     

空军飞行员飞行错觉后反应分析

目的 掌握现阶段空军飞行员发生飞行错觉后反应状况,以期制定相应对策. 方法 运用"飞行错觉水平量表"对来院疗养的1275名空军飞行员进行飞行错觉问卷调查. 结果 有效量表1221份,飞行错觉总发生率为91.5%,发生错觉后看仪表不能克服的占8.1%,发生错觉后影响操纵的占32.7%,发生了错觉不知道的占6.9%,发生错觉后不能识别周围环境的占1.4%,出现不适症状的占56.6%.歼击机、强击机飞行员飞行错觉后的反应水平明显高于其他机种(P＜0.05).结论 空军飞行员飞行错觉后反应影响飞行安全,急待建立飞行错觉系统训练体系,减少飞行错觉后反应发生,降低飞行错觉反应水平. Abstract： Objective To investigate the Air Force pilots' response to the flight illusion for finding countermeasures. Methods A questionnaire entitled" the level scale of flight illusion" was inquired from 1275 pilots. Results The incidence of flight illusion was 91. 5% by analyzing 1221applicable replies. Among which even 8. 1% pilots could not overcome the illusions by observing instruments. 32.7% pilots reported illusion caused difficulties on aircraft control while 6.9% and 1.4% pilots respectively showed unawareness of illusion and lost the awareness of environment when illusion happened. 56. 6% pilots appeared discomfort. Fighter and attacker pilots showed stronger response than the other type of aircrafts' (P＜0.05). Conclusions Pilot's negative responses to flight illusions have effectively influenced flight safety. It is suggested to build up corresponding training system to control the pilot's negative response to flight illusions.     

新型载人离心机在军事航空医学中的应用

Objective To investigate the approaches and the application effects of acceleration tolerance screening and training for fighter pilots,-Gx experience,dynamic flight simulation (DFS) experience and physiological evaluation of anti-G equipment on new human centrifuge. Methods ①Twenty-four pilots underwent the relaxed+Gz tolerance examination on a single degree of freedom centrifuge (Model 63) and on new human centrifuge for comparison.②One hundred high performance fighter pilots carried out centrifuge training.Among them,42 pilots were in passive control mode while the other 58 pilots were trained by close-loop mode.③Eight pilots experienced -1.5 Gx and-2.0 Gx on the new centrifuge.④Eighteen pilots performed aerobatic maneuvers,such as left spiral,right spiraI,split S loop,immelmann,and barrel roll in DFS awareness.⑤Six volunteers and 9 pilots served as subjects.The tests of anti-G capability evaluation for suits,suits combined with pressure breathing for G (PBG),and suits combined with PBG and anti-G strainingmaneuver (AGSM) were conducted respectively. Results ①The mean relaxed+Gz tolerance of pilots obtained on the new and old centrifuge was (4.25±0.34) G and (4.41±0.14) G respectively (t=3.03,P<0.01).The difference would be relative to fatigue that caused by continuous running and pilots' endurance to the reduplicate riding.So the current+Gz tolerance screening method was applicable on the new centrifuge regardless of the influence of the above mentioned factors.②In the training under passive control mode,25 of 42 pilots completed the training of 7 G for 10 s,9 pilots for 8 G for 10 s and 2 for 9 G for 10 s.In the close-loop control training,48 pilots passed training of 7 G for 10 s,19 pilots for 8 G for 10 s,and 23 for 9 G for 10 s.③During-Gx experience,the feelings of dizzy and disgust were evident during the roll and pitch movements.④Pilots reported that DFS training was similar to actual flight and possessed great practical value in improving aerial combat ability.⑤The performance of anti-G equipments reached the functional requirement. Conclusions New human centrifuge can be applied in acceleration tolerance screening and training for high performance fighter aircraft pilots,-Gx experience,DFS training,and physiological evaluation for anti-G equipments.Relevant approaches have been established,and the application of new human centrifuge has acquired a satisfactory result.which lays the foundation for further work.     

飞行员低高度迅速减压训练方法的效果和安全性研究

目的 研究低高度迅速减压训练方法 的训练效果和安全性. 方法 以187名男性高性能战斗机飞行员为对象,采用序贯试验设计,随机分为减压供氧组(A组,93人)和减压不供氧组(B组,94人).每批次试验A组和B组各1人参加,首先低压舱以30～40 m/s速度上升至起爆高度2500 m,并停留1～3 min,待心率稳定后,进行减压准备.各项准备就绪后,开始减压,低压舱在0.48 s内迅速减压至5500 m高度.在此高度停留1～2 min后,低压舱以10～20 m/s速度下降至地面.下降过程中高度低于4000 m后停止供氧.试验过程中记录飞行员不同时期的血氧饱和度、ECG(标准肢体Ⅱ导联)和减压瞬间的肺内减压峰值.低压舱试验完成后进行胸部X线透视检查并填写调查问卷,问卷内容包括试验过程中的主观体验和对迅速减压训练效果的评价. 结果 A组血氧饱和度在供氧期间始终维持在99%左右,停止供氧后出现明显下降,然后,随着高度降低逐渐回升;B组血氧饱和度则与高度呈现明显负相关的变化.ECG分析显示:两组飞行员心率在减压前均持续上升,在减压即刻达到最大值,A组(87.87士15.97)次/min,B组(91.29±2.78)次/min,减压后则明显降低;肢体Ⅱ导联T波振幅在减压即刻,即心率最大时显著降低,A组(0.19±0.11)mV,B组(0.20士0.12)mV.肺内减压峰值为(139士11)mm H2O(1 mm H2O=9.8 Pa).全部飞行员减压试验后胸部X线透视检查未见异常.调查问卷结果 显示100%被调查人员认为该方法 能较真实模拟飞机增压座舱发生迅速减压的情景,并有效提高飞行员迅速判断是否发生迅速减压的能力. 结论 飞行员低高度迅速减压训练方法 具有明确的训练效果和肯定的安全性. Abstract： Objective To study the effectiveness and safety of pilot's rapid decompression (RD)training at low altitude. Methods According to sequential design methods, 187 male high performance fighter pilots were selected for RD and divided as Group A (93 pilots) and B (94 pilots),that with and without oxygen supply respectively. Each traning was for 2 pilots who were respectively from Group A and B. Training started from the climb to 2500 m with the rate of 30-40 m/s and stayed there 1-3 minutes for stabilizing heart rate (HR). RD was executed to 5500 m within 0. 48 s and returned to ground level by the rate of 10-20 m/s after plateau maintained for 1-2 min. Oxygen had no longer supplied while the altitude was lower than 4000 m in descend. The saturation of blood oxygen (SaO2), electrocardiogram (ECG) and peak value of pressure in lung were recorded during training.Pilots were examined by thoracic roentgenoscopy when training finished and completed a questionnaire that concerned about subjective experience and the evaluation of the effect of rapid decompression training. Results Observed SaO2 in Group A was about 99% when oxygen applied but significantly dropped as the supply stopped and finally gradually recovered. In Group B, SaO2 was decreased with the altitude. ECG analysis showed that pilots in both groups appeared growing HR before RD applied and respectively reached peak value at RD started (87. 87 ±15. 97) beats/min in Group A and (91. 29±2.78) beats/min in Group B. Then HR was significantly dropped in descend. The amplitude of lead Ⅱ T wave was significantly reduced as maximum HR appeared (0.19±0.11) mV in Group A and (0. 20±0.12) mV in Group B. During decompression the peak value of the pressure in lung was (139±11) mm H2O (1 mm H2O=9.8 Pa). No abnormity was observed by thoracic roentgenoscopy for both groups. Questionnaire analysis showed that all pilots admitted the reality of simulated RD and the effectiveness of judging the happening of RD in time. Conclusions The RD training program for pilots at low altitude is categorically safe and effective.     

高性能战斗机飞行员前庭习服训练效果观察

目的 通过前庭习服训练,提高高性能战斗机飞行员前庭稳定性,以降低空晕病的发生.方法 应用VTS-0型电动转椅对45例前庭稳定性评定等级为D、E级的高性能战斗机飞行员进行每天1次,持续2周的前庭习服训练,记录训练前后前庭稳定性评定中的Coriolis加速度耐受值及训练耐受时间.结果 训练后,45例高性能战斗机飞行员的前庭稳定性较训练前有不同程度提高,均达到C级以上,Coriolis加速度耐受值和训练耐受时间明显提高,且有统计学意义(t=14.55、12.66,P＜0.01).结论 前庭习服训练对提高高性能战斗机飞行员的前庭稳定性效果明显. Abstract： Objective To explore the effects of vestibular accliratization training of highperformance fighter pilots for improving their vestibular stability and reducing airsickness. Methods Forty-five high-performance fighter pilots, who were graded as D and E in vestibular stability evaluation, performed vestibular acclimatization training by VTS-0 rotational chair once a day for 2weeks. In vestibular stability evaluation, tolerated Coriolis acceleration value and endurable duration of rotation were compared between the states before and after training.Results All 45 pilots'vestibular stability was variously improved and reached or exceeded grade C by training. Tolerated Coriolis acceleration value and endurable duration were significantly increased (t=14.55, 12.66, P＜0.01).Conclusions Vestibular acclimatization training shows significant effects on improving the vestibular stability of high-performance fighter pilots.     

间歇性低氧训练对高性能战斗机飞行员脑电复杂度及血氧饱和度的影响

目的 通过动态观察间歇性低氧训练前后高性能战斗机飞行员EEG复杂度和血氧饱和度(arterial oxygen saturation,Sa()2)的变化特征,为低氧适应性训练效果评价提供量化指标.方法 对32名高性能战斗机飞行员进行15 d的间歇性低氧训练(模拟高度3500 m),1次/d,每次25 min.于训练前后,分别检测受试者在模拟7500 m高空环境下的EEG、SaO2、红细胞数及血红蛋白含量,并对受试者低氧训练前后的检测数据进行t检验.结果 间歇性低氧训练后,受试者在模拟7500 m高空环境下的EEG复杂度较训练前显著降低,差异有统计学意义(P＜0.01),Sa()2升高,差异有统计学意义(P＜0.01),红细胞和血红蛋白含量则无明显变化(P＞0.05).结论 模拟3500 m间歇性低氧训练可提高机体高空缺氧耐力水平,EEG复杂度和SaO2可作为评价高性能战斗机飞行员间歇性低氧训练的定量生理指标. Abstract： Objective To explore the quantitative index for evaluating the intermittent hypoxia training effects by analyzing the characteristic changes of electroencephalogram (EEG) complexity and saturation of blood oxygen (SaO2) of high performance fighter pilots. Methods Thirty-two pilots were selected as subjects and undertook a 25 min-training (simulated hypoxia at 3500 m-oxygen concentration 13.1%) with Type DY-84 hypoxia training device once a day for 15 d. Before and after training the subjects were put in simulated 7500 m hypoxia condition (oxygen concentration 7.1%,ventilation volume 15L/min) and their EEG, SaO2, number of red blood cell and hemoglobin level were recorded and analyzed by t-test. Results Training effects showed that the subjects' 7500m EE(G complexity was significantly decreased (P＜0.01), but SaO2 was significantly increased (P＜0.01).Number of red blood cell and hemoglobin level had no obvious change (P＞0.05).Conclusions The simulated 3500 m intermittent hypoxia training could improve pilot's hypoxia tolerance. EEG complexity and SaO2, which are measured under simulated 7500 m hypoxia condition,would be the quantitative indices for evaluating the effects of intermittent hypoxia training for pilot.The results application would be hopefully expanded to the population who work at high altitude or in anoxic environment.     

"北京-纽约"极地航线空勤人员所受光子、中子有效辐射剂量测量分析

目的 研究极地航线空勤人员(包括飞行员和空乘人员)所受宇宙辐射剂量,以评价其是否超过国家标准,确保空勤人员健康,保障飞行安全. 方法 采用外照射全身个人剂量监测胸章剂量计,对典型极地航线(北京-纽约)空勤人员(飞行员6名、空乘人员12名)的个人辐射剂量进行测定,以地面工作场所10个监测点所测得的辐射剂量作为对照组. 结果 极地航线飞行员组的年有效剂量为5.34 mSv/a,千小时有效剂量为(3.43±0.08)mSv/1000 h,极地航线空乘人员组的年有效剂量为6.06 mSv/a,千小时有效剂量为(2.94±0.14)mSv/1000 h,地面对照组分别为0.63 mSv/a及(0.07±0.02)mSv/1000 h,3组间差异均有统计学意义. 结论 极地航线飞行空勤人员的年有效剂量均未超过国家标准规定限值(20 mSv/a),极地飞行中宇宙射线辐射不会对空勤人员身体构成额外过量剂量,基本属正常航线飞行,不必产生心理恐慌. Abstract： Objective To measure the cumulative cosmic radiation dose of aircrew in polar flight and to assess whether the dose exceeds the national standard in order to ensure flight safety and their health. Methods Photoluminescence (OSL) dosimeter and CR-39 solid track detector were used to measure the cosmic radiation dose contributed by photon and neutron. The individual effective dose of pilots (6 persons) and stewards (12 persons), who were in the typical polar flight route (Beijing-New York), were measured and compared with the control group whose values were gathered from 10 monitors on ground site. Results The 1000 h effective dose from the groups of pilot and stewards was (3.43±0.08) mSv/1000 h and (2.94±0. 14) mSv/1000 h respectively comparing to (0.07±0. 02) mSv/1000 h gathered from ground sites. The statistic showed significant differences among these 3 groups. The annual effective does was then respectively summarized as 5. 34, 6.06 and 0.63 mSv/a corresponding to above groups. Conclusions The annual effective dose of aircrew's in polar flight does not exceed the limit of national standard (20 mSv/a). Such polar flight will not cause aircrew suffered from excessive cosmic radiation and it's not necessary to carry extra mental load.     

ARFI elastography for the evaluation of diffuse thyroid gland pathology: Preliminary results

AIM:To assess whether acoustic radiation force impulse(ARFI)elastography can differentiate normal from pathological thyroid parenchyma.METHODS:We evaluated 136 subjects(mean age 45.8±15.6 years,106 women and 30 men):44(32.3%) without thyroid pathology,48(35.3%)with BasedowGraves’disease(GD),37(27.2%)with chronic autoimmune thyroiditis(CAT;diagnosed by specific tests),4(2.9%)with diffuse thyroid goiter and 3(2.2%)cases with thyroid pathology induced by amiodarone.In all patients,10 elastographic measurements were made in the right thyroid lobe and 10 in the left thyroid lobe,using a 1-4.5 MHZ convex probe and a 4-9 MHz linear probe,respectively.Median values were calculated for thyroid stiffness and expressed in meters/second(m/s).RESULTS:Thyroid stiffness(TS)assessed by means of ARFI in healthy subjects(2±0.40 m/s)was significantly lower than in GD(2.67±0.53 m/s)(P<0.0001) and CAT patients(2.43±0.58 m/s)(P=0.0002),but the differences were not significant between GDvs CAT patients(P=0.053).The optimal cut-off value for the prediction of diffuse thyroid pathology was 2.36 m/s.For this cut-off value,TS had 62.5%sensitivity,79.5% specificity,87.6%predictive positive value,55.5% negative predictive value and 72.7%accuracy for the presence of diffuse thyroid gland pathology(AUROC=0.804).There were no significant differences between the TS values obtained with linear vs convex probes and when 5 vs 10 measurements were taken in each lobe(median values).CONCLUSION:ARFI seems to be a useful method for the assessment of diffuse thyroid gland pathology.     

高性能战斗机飞行员腰椎间盘突出症患者SF-36量表评价的可靠性研究

目的 研究健康调查简表(short-form 36 health survey scale,SF-36)用于高性能战斗机飞行员腰椎间盘突出症患者生命质量评价的可靠性.方法 43名高性能战斗机飞行员腰椎间盘突出症患者保守治疗前后进行SF-36量表躯体健康评分(physical component summary,PCS)和心理健康评分(mental component summary,MCS)、拉塞格试验角度(angle of Laseque,AL)测量、日本骨科学会腰椎手术疗效评分(Japanese Orthopaedic Association scores for assessment of lumbar myelopathy,JOA),并对结果进行分析.结果 信度指标评价中克朗巴赫系数α均大于0.78,分半信度均大于0.85,组内相关系数(intra-class correlation,ICC)均大于0.68.效度指标除总体健康(general health,GH)外,其他维度中各条目成维成功率均在100%.治疗前患者SF-36量表PCS评分、MCS评分、AL和JOA评分分别为35.25±7.04、42.39±11.35、56.30°±12.67°和25.70±3.40,治疗后患者各项数据分别为50.57±8.63、49.49±7.90、81.60°±20.48°和31.20±3.89.治疗前后各项数据比较,差异有统计学意义(t=2.364～20.633,P＜0.05).PCS差值与AL、JOA差值的相关系数分别为0.587、0.586;MCS差值与AL差值、JOA差值相关系数分别为0.741、0.691.结论 SF-36应用于高性能战斗机飞行员腰椎间盘突出症患者评价时,信度和效度较高;PCS差值、MCS差值与AL差值、JOA评分差值之间相关性强.SF-36用于评价高性能战斗机飞行员腰椎间盘突出症的疗效时结果可靠,可用于治疗结果评价参考. Abstract： Objective To evaluate the validity of applying short-form 36 health survey scale (SF-36) on assessing high-performance fighter pilots with lumbar disc protrusion. Methods Before and after expectant treatment 43 high-performance fighter pilots, who were with lumbar disc protrusion, were evaluated by SF-36 in form of physical component summary (PCS) and mental component summary (MCS). Other assessments, such as angle of Lasque (AL) and Japanese Orthopaedics Association scores for assessment of lumbar myelopathy (JOA) were also conducted for comparison. The changes of PCS, MCS, AL and JOA that were made by treatment, as well as the correlation of the varieties between SF-36 and other assessments were statistically analyzed by SPSS 11.0. Results In reliability assessments, the Cronbach's α coefficient, test-retest correlation coefficient and intra-class correlation (ICC) was respectively in range of 0. 78 to 0. 86, 0. 85 to 0.98 and 0.68 to 0.88. The rates of succeeded entries all reached 100% except on general health (GH)dimensionality. Before expectant treatment PCS, MCS, AL and JOA was 35.25 ± 7.04, 42. 39 ±11.35, 56.3°+12. 67° and 25. 70±3.40 respectively comparing to 50. 57±8. 63, 49. 49±7. 90,81.60°± 20. 48° and 31. 20±3. 89 after expectant treatment. All assessments showed significant differences when comparing the effects of expectant treatment (t = 2. 364-20.633, P＜0.05). The difference correlation coefficient of PCS to AL and JOA was 0. 587 and 0. 586 respectively, while the MCS's to AL and JOA was 0. 741 and 0. 691. Conclusions The reliability and validity of applying SF-36 on assessing the quality of life for the high performance fighter pilots with lumbar disc protrusion are comparatively high. PCS and MCS assessments could reflect the variation of AL and JOA since the high correlation. SF-36 could be reliably used for assessing curative effect for the pilot with lumbar disc protrusion.     

初教机飞行学员仪表视觉空间定向训练效果

目的探索提高飞行员仪表视觉空间定向能力的有效途径。方法采用计算机图形学原理和认知特征，在自行研制的仪表视觉空间定向仪上设计了7类仪表飞行状态模式。以此训练了20名飞行时间为23h的初教机飞行学员，另外20名飞行学员作为对照组。经地面和空中飞行检验其训练效果。结果训练组飞行学员的仪表飞行状态正确识别反应时明显缩短、正确识别率明显提高，与对照组的差异达到显著性水平。训练组飞行学员实际仪表飞行成绩明显高于对照组。结论采用的仪表视觉空间定向训练模式可提高初教机飞行学员仪表视觉空间定向水平和实际仪表飞行能力。     

The performance of the standard rate turn (SRT) by student naval helicopter pilots

BACKGROUND: During flight training, student naval helicopter pilots learn the use of flight instruments through a prescribed series of simulator training events. The training simulator is a 6-degrees-of-freedom, motion-based, high-fidelity instrument trainer. From the final basic instrument simulator flights of student pilots, we selected for evaluation and analysis their performance of the Standard Rate Turn (SRT), a routine flight maneuver. METHODS: The performance of the SRT was scored with air speed, altitude and heading average error from target values and standard deviations. These average errors and standard deviations were used in a Multiple Analysis of Variance (MANOVA) to evaluate the effects of three independent variables: 1) direction of turn (left vs. right), 2) degree of turn (180 vs. 360 degrees); and 3) segment of turn (roll-in, first 30 s, last 30 s, and roll-out of turn). RESULTS: Only the main effects of the three independent variables were significant; there were no significant interactions. This result greatly reduces the number of different conditions that should be scored separately for the evaluation of SRT performance. The results also showed that the magnitude of the heading and altitude errors at the beginning of the SRT correlated with the magnitude of the heading and altitude errors throughout the turn. This result suggests that for the turn to be well executed, it is important for it to begin with little error in these two response parameters. CONCLUSIONS: The observations reported here should be considered when establishing SRT performance norms and comparing student scores. Furthermore, it seems easier for pilots to maintain good performance than to correct poor performance.     

Effects of three helmet-mounted display symbologies on unusual attitude recognition and recovery

BACKGROUND: Helmet-mounted displays (HMDs) allow pilots to view aircraft instrument information while looking to the side, away from the aircraft centerline axis. In that situation, pilots may lose attitude awareness and thus develop spatial disorientation. A secondary concern is the possible effects of visual conflict between the apparent motion of traditional, nose-referenced flight symbology and the off-axis view of the outside world. HYPOTHESIS: Alternative symbologies will provide improved attitude awareness for HMDs when compared with the conventional inside-out symbology now used with head-up displays (HUDs), if the HUD symbology is used on a HMD. METHODS: The 9 pilots were presented 48 randomly arranged unusual attitude conditions on a HMD. The three symbologies included: 1) the inside-out representation now used with fixed HUDs, which features a moving horizon and pitch ladder; 2) an outside-in display that depicts a moving aircraft relative to a fixed horizon; and 3) an inside-out novel symbology termed the grapefruit' display (GD). The background scene contained a mix of either a front view orientation or a side view one. Conditions were randomized within and across subjects. Subjective preferences were collected after the completion of all tasks. RESULTS: Analysis of variance repeated measures design revealed that stick input for the GD was significantly faster with fewer roll reversal errors than either of the other two. The time to recover to straight and level was significantly shorter for the front view orientation than the side view. Of the nine pilots, eight preferred the GD symbology as a method of presenting attitude information on the HMD. CONCLUSION: Results suggest the current HUD symbology is not the best way of displaying attitude information on the HMD. Given the conditions of this study, the best way of presenting the pilot with attitude information on the HMD is with the GD symbology.     

Configural features of helmet-mounted displays to enhance pilot situation awareness

BACKGROUND: In the current research, we used configural displays to investigate what design features contribute to the formation of operator situation awareness (SA). Configural displays have been shown to provide better performance for integration tasks, yet the design aspects of these displays which affect the formation of operator SA have not been determined. OBJECTIVE: We compared the design features of three configural attitude head-up displays (HUD) [joint strike fighter (JSF), dual articulated (DA), and arc segment attitude reference (ASAR)] presented on a helmet mounted display (HMD) across four experiments to quantify what aspects of configural displays would affect pilot SA. METHODS: In Experiment 1, nine expert pilots completed recall tasks for briefly-presented aircraft attitude displays to measure Level 1 SA performance. In Experiments 2-4, 10 highly trained pilots (expert group) and 10 flight test engineers (novice group) served as subjects to investigate higher level SA performance in an unusual attitude recovery (UAR) task. Experiments 3 and 4 included off-axis attitude symbology UARs. RESULTS: Experiment 1 results indicated a higher percentage of correct responses for recognition of climb and dive states with the ASAR configural display. Results from Experiments 2-4 indicated no differences in performance. Results also showed that transitioning between dissimilar configural displays conveying attitude does not affect pilot SA. CONCLUSIONS: This research discusses the specific properties of aviation configural displays. The results suggest that using these displays with the full range of aircraft states is sufficient for SA to be established when rapidly transitioning between dissimilar configural displays. Results indicate that differences in performance are diminished when using experts and significant training may overcome differences that exist among the configural displays.     

Recovery from unusual attitudes: HUD vs. back-up display in a static F/A-18 simulator

OBJECTIVE: Spatial disorientation (SD) remains one of the most important causes of fatal fighter aircraft accidents. The aim of this study was to give a recommendation for the use of the head-up display (HUD) or back-up attitude directional indicator (ADI) in a state of spatial disorientation based on the respective performance in an unusual attitude recovery task. METHODS: Seven fighter pilots joining a conversion course to the F/A-18 participated in this study. Flight time will be presented as range (and mean in parentheses). Total military flight experience of the subjects was 835-1759 h (1412 h). Flight time on the F/A-18 was 41-123 h (70 h). The study was performed in a fixed base F/A-18D Weapons Tactics Trainer. We tested the recovery from 11 unusual attitudes and analyzed decision time (DT), total recovery time (TRT), and error rates for the HUD or the back-up ADI. RESULTS: We found no differences regarding either reaction times or error rates. For the HUD we found a DT (mean +/- SD) of 1.3 +/- 0.4 s, a TRT of 9.1 +/- 4.1 s, and an error rate of 29%. For the ADI the respective values were a DT of 1.4 +/- 0.4 s, a TRT of 8.3 +/- 3.8 s, and an error rate of 27%. CONCLUSION: Unusual attitude recoveries are performed equally well using the HUD or the back-up ADI. Switching from one instrument to the other during recovery should be avoided since it would probably result in a loss of time without benefit.     

飞行职业对飞行人员脑动脉弹性指标的影响分析

目的探讨飞行职业对飞行员的脑动脉弹性指标及血流动力学的影响。方法现役飞行员125名,平均年龄为（32．26±4．47）岁,对照组为89名健康志愿者,平均年龄为（29．80±7．58）岁。采用经颅多普勒超声技术分别观察受试者大脑前、中、后动脉、椎动脉及基底动脉的收缩期峰值流速（systolic velocity,Vs）,舒张期流速（diastolic velocity,Vd）,平均血流速度（mean velocity,Vm）及搏动指数（pulsitility index,PI）和血管阻力指数（resistance index,RI）。以年龄为协变量,对数据进行协方差分析。结果飞行员组的大脑前、中、后动脉、椎动脉及基底动脉的Vs、Vd、Vm及PI与对照组同侧相比,均无差异（P〉0．05）;但飞行员组的左侧大脑前动脉的RI值低于对照组人群[P=0．0464,（0．527±0．005）vs（0．542±0．006）]。结论飞行职业对飞行员的脑血流参数无明显影响,但飞行职业能提高飞行员脑血管调节能力,提高血管顺应性。     

The performance of standard vertical S-1 flight maneuvers by student U.S. Naval helicopter pilots

BACKGROUND: During flight training, student U.S. Naval helicopter pilots learn the use of flight instruments through a prescribed series of simulator training events. We recorded the training flights of 76 student U.S. Naval helicopter pilots undergoing the simulator phase of basic flight instrument training. From the final basic instrument simulator flight, the Vertical S-I (VS) flight maneuver, a standard flight maneuver required of the students, was selected for analysis. This maneuver was chosen because the ideal performance was well described. METHODS: The training simulator is the 2B42 training device, a 6 degrees of freedom, motion-based, high-fidelity instrument trainer. The quality of the flight performance of the cohort of student aviators executing the VS was described using objective measures of deviation from the ideal flight path. The measures included air speed, altitude, and heading average error from target values and standard deviations. RESULTS: The distributions of these scores for the 76 student pilots were described and used to calculate a composite score that summarized a student's overall performance of the maneuver. The worst four, the best four, and a group of four average pilots were identified from their composite scores and their relative performance was compared. CONCLUSIONS: A graphical summary of each pilot's flight performance was developed, and from this performance summary a pattern became evident that suggested that differences in performance levels were related to the use of flight instruments.     

全髋关节置换术与内固定术治疗糖尿病股骨颈骨折患者的疗效对比分析

目的分析全髋关节置换术与内固定术治疗糖尿病股骨颈骨折患者的疗效。方法回顾性分析2013年1月—2015年12月在复旦大学附属华东医院骨科治疗的60例二型糖尿病股骨颈骨折患者,其中男性30例,女性30例;年龄43~62岁,平均51.1岁;致伤原因均为高处坠落伤。根据手术方案不同分为研究组(n=30)和对照组(n=30)。研究组患者采用全髋关节置换术进行治疗,对照组患者采用空心钉内固定治疗。观察并记录两组患者的手术时间、出血量、输血量、住院时间、髋关节功能有效率、术后并发症发生率及X线片诊断结果,并对结果进行分析比较。结果术后随访时间1年。研究组患者的手术时间、出血量、输血量、住院时间分别为(99.3±17.9)min、(334.6±24.8)mL、(298.4±30.4)mL、(12.2±3.8)d,明显高于对照组[(86.3±17.8)min、(197.2±23.5)mL、(194.5±31.0)mL、(9.9±2.2)d],差异有统计学意义(P0.05);研究组患者的术后活动时间[(5.3±2.3)d]明显短于对照组[(9.7±5.2)d],差异有统计学意义(P0.05);治疗后,研究组患者的髋关节功能有效率(93.4%)明显高于对照组(73.3%),差异有统计学意义(χ~2=4.3200,P0.04);研究组患者出现异位骨化病2例,假体远端骨折3例;对照组出现股骨头塌陷1例,股骨不愈合3例,股骨头坏死2例,异位骨化病1例;研究组患者术后并发症包括深静脉血栓1例,尿路感染1例,对照组包括深静脉血栓2例,尿路感染1例,肺炎1例,两组比较差异无统计学意义(P0.05);研究组患者中死亡2例,病死率为6.6%,对照组患者中死亡1例,病死率为3.3%,两组比较差异无统计学意义(P0.05)。结论内固定法治疗操作简单,出血少,住院时间短;全髋关节置换治疗术后活动时间较早,治疗优良率高,临床应根据患者的具体情况选择合适的手术方式。     

基于心脏磁共振组织追踪初步探究左心房功能预测缺血性心脏病患者预后的价值

目的:初步探究左心房功能预测缺血性心脏病患者出现主要不良心血管事件(MACEs)的价值。方法:回顾性搜集2018年10月-2020年7月共30名确诊缺血性心脏病患者,在二腔心、四腔心层面分别勾画左心房储存期、导管期以及泵血期的心内膜、心外膜轮廓,得到各期左心房容积,采用心脏磁共振组织追踪技术自动生成左心房应变-时间曲线以及应变率-时间曲线并得到左心房三期射血分数、应变以及应变率。采用受试者操作特征(ROC)曲线计算左心房功能参数对于缺血性心脏病患者出现MACEs的预测价值。采用Bland-Altman图评价两位有心脏磁共振诊断经验的医生测量左心房功能参数的一致性。结果:MACEs组左心房储存期射血分数[(37.85±13.86)%vs.(48.40±10.95)%,P=0.028]、应变[13.40(7.25,15.80)%vs. 19.20(13.38,24.68)%,P=0.011],导管期应变[4.6(2.65,7.38)%vs. 9.2(6.5,11.20)%,P=0.003]以及泵血期应变率[-0.65(-1.3,-0.5)/s vs.-1.55(-1.83,-1.00)/s...