飞行人员耳气压伤的诊治和医学鉴定

目的 通过对40年间住我院飞行人员耳气压伤资料分析,了解耳气压伤的发病情况,并进一步探讨其临床诊治和医学鉴定. 方法 对1967年8月-2007年7月住我院的235例(375耳)耳气压伤飞行人员的资料进行分析:①统计患病年龄、住院年代、飞行机种、飞行职务和飞行时间等与飞行结论 的关系;②按原发性耳气压伤(由咽鼓管周围鼻咽科疾病所致)和继发性耳气压伤(由咽鼓管本身疾病所致)进行分类,并统计其疗效和飞行结论 的关系. 结果 ①耳气压伤在35岁以下占77.0%;在1997年8月-2007年7月仅占14.0%;歼击机飞行员占43.0%,飞行员占70.6%;飞行时间少于1000 h的占51.3%.②继发性耳气压伤治愈率68.9%(164耳/238耳)、停飞率11.2%(18例/160例),原发性耳气压伤治愈率29.2%(40耳/137耳)、停飞率57.3%(43例/75例),差异均有统计学意义(x2=53.8、73.5,P＜0.01). 结论 飞行人员耳气压伤常见,近10年耳气压伤的发生率呈下降趋势,多发生于年轻的歼击机飞行员,且继发性耳气压伤治愈率高于原发性,停飞率低于原发性耳气压伤. Abstract： Objective To summarize the clinical diagnosis, treatment and medical evaluation of barotraumas of ear (BE) by analyzing the inpatients' medical data in past 40 years. Methods The BE cases of 375 ears from 235 aircrews who were hospitalized from August of 1967 to July of 2007,hospitalization, duty, as well as the served aircraft type and flying hours, was respectively analyzed.(induced by the diseases of Eustachian tube itself) were classified and their curative effects were also was younger than 35 yrs. Only 14.0% BE occurred during the period from August of 1997 to July of 2007. In all BE cases, pilots took 70. 6% and the pilots with the flying hours less than 1000 h accounted for 51.3%. 43.0% (101 out of 235) fighter pilots appeared BE and 32.7% of them were permanently grounded, and this percentage was significantly higher than that on other types of aircraft caused 11.2% grounding rate (18 cases out of 160). The primary BE caused 57.3% pilots grounded while its healing rate was 29.2%. The differences were significantly (P＜0. 01). Conclusions BE is common in aircrew, especially in young fighter pilots. It shows a decreased trend in recent 10 year.Secondary BE has higher healing rate than primary BE's and causes lower grounding rate.     

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.     

飞行员血液同型半胱氨酸与心血管疾病的相关性研究

目的 研究飞行员血液同型半胱氨酸(homocysteine,Hcy)水平变化,预测飞行员心血管事件的发生. 方法 将163例飞行员和60例男性健康地面工作人员(对照组)按年龄分别设21～30岁、31～40岁和41～50岁组;同时按飞行时间将飞行员分别设≤1000 h、1001～2000 h、2001～3000 h和3001～4000 h组;采用全自动生化分析仪测定Hcy浓度. 结果 飞行员组血液Hcy浓度为(9.86±4.45)μmol/L,对照组为(7.10±1.77)μmol/L.两组比较显示飞行员组血液Hcy明显高于对照组(t=4.67,P＜0.01);在不同年龄组血液Hcy测定中,对照组21～30岁组与41～50岁组差异显著(P＜0.05),飞行员不同年龄组之间差异均显著(P＜0.05或P＜0.01);在不同飞行时间血液Hcy测定中,1001～2000 h组、2001～3000 h组均与≤1000 h组差异显著(P＜0.01).同一年龄组中,飞行员血液Hcy浓度均高于对照组(t=3.893、6.221、3.193,P＜0.01). 结论 测定血液Hcy可预测飞行员心血管事件发生的危险性,应针对飞行员血液Hcy升高采取强有力的干预措施,从而有效预防飞行员冠心病的发生. Abstract： Objective To study the change of homocysteine (Hcy) concerntration in pilot's blood and to predict the occurrence of cardiovascular events of pilots. Methods One hundred and sixty-three pilots and 60 male health ground service personnel were selected as pilot and control groups and respectively divided by age as 21-30, 31-40 and 41-50 yrs sub-groups. Pilots were also grouped into ≤ 1000 h, 1001-2000 h, 2001-3000 h and 3001-4000 h sub-groups by flying hours. The concentration of Hcy were detected by using automatic biochemical analyzer. Results The Hcy concentration in pilot group was (9.86±4.45) μmol/L comparing to (7.10±1.77) μmol/L in control group and the difference between groups was significant (t=4.67, P＜0.01). For the Hcy change by age, significant differences were between sub-group 21-30 yrs and 41-50 yrs in control group (P＜0.05), and between each two sub-groups in pilot group (P＜0. 05 or P＜0. 01). For the Hcy detection by flying hours, sub-group 1001-2000 h and 2001-3000 h respectively showed significant difference to ≤ 1000 h sub-group (P ＜ 0.01). Between the same age sub-groups, the Hcy concentration in pilots is higher than that in control groups (t=3. 893, 6. 221, 3. 193, P＜0.01).Conclusions Detecting the Hcy concentration in blood can be used to predict the risk of cardiovascular events of pilot. Taking powerful intervention measure to restrict the elevation of Hcy level can effectively prevent coronary heart disease of pilot.     

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.     

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

目的 探讨训练和提高飞行员仪表视觉空间定向能力的方法,并观察训练效果. 方法 对某部11名高性能战斗机飞行员分别进行仪表复杂状态的判断和操纵、平视仪复杂动作的判断和操纵、坚信仪表及坚信平视仪4个项目各5次的训练,在训练前后分别记录其判断反应时、操作正确率、飞机姿态偏差角和附加任务正确率等参数并进行比较. 结果 训练前后,仪表复杂状态判断的操纵判断反应时和操纵正确率分别为(1.42±0.24)s和(0.99±0.13)s、(53.91±9.12)%和(90.00±5.88)%;平视仪复杂状态判断的操纵判断反应时和操纵正确率分别为(1.54±0.29)s、(1.05±0.12)s、(73.09±12.02)%和(89.18±6.10)%;坚信仪表飞行姿态坡度偏差和俯仰角偏差分别为3.25°±0.60°和2.07°±0.25°、2.41°±0.63°和1.87°±0.30°;坚信平视仪飞行姿态坡度偏差和俯仰角偏差分别为3.08°±1.03°和2.06°±0.35°、2.84°±0.67°和1.99°±0.20°;坚信仪表和坚信平视仪飞行附加任务正确率分别为(63.90±11.15)%和(88.27±10.23)%、(59.73±12.81)%和(82.09±9.62)%.训练前后各参数比较差异均有统计学意义(t=2.47～11.03,P<0.01或P<0.05). 结论 通过飞行员仪表视觉空间定向能力训练可明显提高飞行员的仪表视觉空间定向能力水平. Abstract： 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.     

"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.     

颅脑损伤后癫痫发作的航空医学鉴定——附病例报告二例

目的 通过回顾性分析民航飞行员颅脑损伤病例及社区病例相关文献,探讨不同程度的颅脑损伤后不同时间段癫痫的发病率和颅脑损伤后癫痫发作的高危因素,以期指导民用航空人员颅脑损伤的医学鉴定.方法 获取并回顾相关颅脑损伤后癫痫发作的流行病学研究,获得社区颅脑损伤病例共9475例,其中重度605例,中度1955例,轻度6915例;民航飞行员重度颅脑损伤申请特许鉴定病例2例.分析并探讨颅脑损伤后癫痫发作的航空医学鉴定.结果 ①重度颅脑损伤后癫痫发病率高于中度,中度高于轻度.②颅脑损伤后随时间推移癫痫发作可能性逐步降低;轻度颅脑损伤1年后癫痫年发病率小于1%,中度颅脑损伤3年后癫痫年发病率小于1%,重度颅脑损伤8年后癫痫年发病率小于1%.③颅脑损伤后癫痫发作高危因素有:脑挫伤、硬膜下血肿、凹陷性骨折及意识丧失或损伤后遗忘大于24 h.④两名颅脑损伤飞行员经及时有效治疗后恢复良好,各项检查未见异常,密切随访期间未见癫痫发作.其中1名飞行员于伤后第4年特许合格,安全飞行2年(1800 h),未见癫痫发作;另1名于伤后第9年特许合格,安全飞行4年(1600 h),未见癫痫发作.结论 根据1%法则,颅脑损伤治愈后,若各项检查未见异常,轻度颅脑损伤1年后可评定为合格,中度3年后可评定为合格,重度8年后可考虑有或无限制的合格鉴定. Abstract： Objective To investigate the incidence of various grade of posttraumatic epilepsy in different time and risk factors by analyzing cerebral trauma cases of civil pilots and correlative literatures.The conclusion is expected to contribute to the aviation medical assessment for the civil pilot with posttraumatic epilepsy. Methods For analyzing epidemiology studies of posttraumatic epilepsy 9475 cases of civilians' posttraumatic epilepsy (include 605 severe, 1955 moderate and 6915 mild traumatic brain injury cases) were reviewed. Besides, 2 epilepsy cases of civil pilots with severe traumatic brain injury, who were specially applied for assessment, were also analyzed to investigate the application in aeromedical assessment. Results ①The severer traumatic brain injury the higher incidence of posttraumatic epilepsy. ②The possibility of posttraumatic epilepsy seizure was gradully diminished with time. The incidence of posttraumatic epilepsy could reduce to lower than 1% after 1, 3 or 8 years corresponding to the mild,moderate and severe traumatic brain injury. ③ The high risk factors of posttraumatic epilepsy included brain contusion, subdural hematoma, depressed fracture, loss of consciousness or post traumatic amnesia more than 24 h and early seizure. The close follow-up showed that 2 pilots well recovered by timely treatment and no more abnormities and seizure happened. One pilot was permitted for co-piloting at the 4th year of injury and had no epilepsy seizure in his safe flying for 2 years (1800 h). Another pilot returned to his qualified flight at the 9th year and had safely flied as pilot instructor for 4 years ( 1600 h) without seizure.Conclusions By applying 1% rule in aeromedical assessment, the mild traumatic brain injured pilot would be suggested to fit for flying by 1-year recovery and 3-year recovery for the moderate if no more abnormities were diagnosed. For the severe injured pilot, the flying qualification could be considered with or without limitation by 8-year recovery.     

仪表飞行条件下飞行错觉与仪表注视的相关分析

目的 分析仪表飞行条件下飞行错觉发生情况与仪表注视的相互关系。方法 对45名飞行员进行仪表飞行试验,记录其飞行错觉情况、仪表扫视情况及眼动情况,并对以上指标进行偏相关分析。结果 飞行员仪表飞行错觉水平与飞行错觉后反应（r=0.620,P=0.000）、升降速表注视时间（r=0.372,P=0.014）呈显著正相关;与高度表反应正确率（r=-0.304,P=0.047）、地平仪反应正确率（r=-0.311,P=0.042）呈现显著负相关。结论 飞行员仪表飞行错觉的发生与高度表、地平仪及升降速表的正确判读具有一定关联,视觉搜索效率较低可能是飞行错觉发生的重要原因或重要中介因素。     

高性能战斗机飞行员血清铁浓度和红细胞指标变化分析

目的 探讨高性能战斗机飞行员血清铁浓度和红细胞指标变化的机制. 方法 将来我院疗养的39名高性能战斗机飞行员作为观察组,72名歼-7、歼-8和强-5飞行员作为对照组,并比较两组飞行员血清铁浓度、红细胞指标的变化. 结果 高性能战斗机飞行员较对照组飞行员血清铁浓度、血红蛋白量、红细胞平均血红蛋白含量、平均红细胞血红蛋白浓度均降低,且有统计学意义(t=3.50～7.95,P<0.01);而红细胞计数升高,且有统计学意义(t=3.01,P<0.01). 结论 高性能战斗机飞行员因承受较大的加速度、缺氧、热负荷及应激,可能会引起血清铁浓度降低,红细胞计数代偿性升高,从而导致血红蛋白、红细胞平均血红蛋白含量、平均红细胞血红蛋白浓度下降,缺氧耐受力降低.因此.及早采取干预措施,及时减轻飞行疲劳和提高飞行耐力,对于保障飞行安全有重要意义. Abstract： Objective To explore the mechanism of serum iron and red blood cell changes in high performance fighter pilots. Methods Thirty-nine high performance fighter aircraft pilots were selected as test group while other 72 fighter and attacker pilots were in control group.The serum iron and red blood cell index were compared between groups. Results Pilots in test group showed significantly lower serum iron,hemoglobin,mean corpuscular hemoglobin and mean corpuscular hemoglobin concentration than those of other pilots' in control group (t=3.50-7.95,P<0.01) but red blood cell was counted significantly higher (t=3.0 1,P<0.01). Conclusions Changes happened on high performance fighter aircraft pilots indicate that they are undertaking higher working loads such as acceleration,hypoxia.heat and stress.And these would be the reasons of resulting in lower serum iron,higher compensatory red blood cell indices,and lower hemoglobin,mean corpuscular hemoglobin and mean corpuscular hemoglobin concentration,subsequently the poor hypoxia tolerance.Therefore,intervention measures are suggested with timely erythrocyte indices monitoring in order to release fatigue and ensure safety.     

健康飞行员与高血压飞行员血浆内皮素和降钙素基因相关肽含量的比较

目的 比较民航健康飞行员与高血压飞行员血浆内皮素和降钙索基因相关肽含量的差异. 方法 采用放射免疫分析法测定87例民航健康飞行员及92例民航高血压飞行员的血浆内皮素和降钙素基因相关肽浓度. 结果 健康飞行员组血浆内皮素浓度为(49.3±8.64)pg/ml,降钙素基因相关肽浓度为(51.2±19.23)pg/ml;高血压飞行员组血浆内皮素浓度为(65.8±9.32)pg/ml,降钙素基因相关肽浓度为(31.6±15.46)pg/ml.高血压飞行员与健康飞行员相比,血浆内皮素浓度明显升高(t=12.26,P<0.01),而血浆降钙素基因相关肽浓度明显下降(t=7.54,P<0.01),两者差异均具有统计学意义. 结论 民航飞行员血浆内皮素和降钙素基因相关肽的分泌失调可能是其高血压发生的重要原因之一,应加强对民航飞行员血浆内皮素和降钙素基因相关肽的监测. Abstract： Objective To compare the difference of plasma endothelin (ET) and calcitonin generelated peptide (CGRP) concentration between healthy and hypertensive civil pilots. Methods Plasma ET and CGRP concentration were measured by radioimmunoassay in 87 healthy (as control group) and 92 hypertensive civil pilots. Results The plasma concentration of ET and CGRP was respectively (49.3±8.64) pg/ml,(51.2±19.23) pg/ml in healthy pilots,and (65.8±9.32) pg/ml,(31.6±15.46) pg/ml in hypertensive pilots.Comparing to the healthy the hypertensive pilots showed significantly higher plasma ET (t=12.26,P<0.01)) but lower CGRP concentrations (t=7.54,P<0.01). Conclusions The secretion maladjustment of plasma ET and CGRP would be the important reasons for inducing civil pilot's hypertension and the attentive monitoring is suggested.     

飞行员地面错觉模拟及其反应参考值

目的 验证地面错觉训练方案在我军飞行员航空医学训练中应用的可行性,为评价地面错觉模拟训练效果提供参考值.方法 在我军现有错觉模拟训练方案基础上,参照北大西洋公约组织推荐的地面错觉模拟训练方案,依据现有的设备,对80名健康飞行员进行地面错觉模拟训练.在VTS-0型电动转椅上进行躯体旋动错觉、科里奥利错觉模拟,在VTS-Ⅲ型前庭功能检查系统上进行相对运动性错觉、自动性错觉模拟,观察错觉的诱发情况,并进行相应错觉反应参数（错觉持续时间、潜伏期）的记录.结果 躯体旋动错觉、科里奥利错觉、相对运动性错觉和自动性错觉的诱发率分别为100.0%、90.7%、72.5%和49.2%.前庭性错觉的诱发率要大于视性错觉（χ2=5.01,P〈0.05）.飞行员躯体旋动错觉、科里奥利翻转错觉、科里奥利滚转错觉的持续时间分别为（8.4±4.5）s、（4.9±2.3） s、（5.4±3.0） s;相对运动性错觉、自动性错觉的潜伏期分别为（34.8±19.0） s、（42.8±15.2） s.5种错觉反应数据的参考值分别为：躯体旋动错觉持续时间≤17.4 s,科里奥利滚转错觉持续时间≤11.4 s,科里奥利翻转错觉持续时间为0.3～9.5 s,相对运动性错觉潜伏期≤72.8 s,自动性错觉潜伏期为12.4～73.2 s.结论 立足现有训练装备,我军飞行员躯体旋动错觉、科里奥利错觉、相对运动性错觉及自动性错觉的地面模拟训练方案是有效的、可行的.5种错觉反应数据的参考值可望为飞行员地面错觉模拟效果评价提供依据.     

The occurrence of the vection illusion among helicopter pilots while flying over water

U.S. Coast Guard helicopter pilots were questioned on the occurrence of the vection illusion while flying over water under different light and sea conditions. A total of 267 (79.9%) pilots completed the study questionnaire. The illusion of vection was experienced by 248 (92.5%) of these pilots. The majority of the pilots, 209 (84.6%), reported that dark rather than light visual conditions increased the likelihood of experiencing vection. Vection was considered likely to occur over rough seas by more pilots [114 (46.2%)] then over smooth seas [81 (37.8%)]. Several pilots commented that they had responded to the illusion with aircraft movement. The vection illusion is a common experience among helicopter pilots while flying over open water. Low light conditions and rough sea states are conducive to experiencing the vection illusion. Pilots may respond to the illusion with aircraft control movements, which raises flight safety concerns.     

短臂离心机不同转速暴露时躯体重力错觉及前庭自主神经反应对比

目的观察短臂离心机不同转速暴露时躯体重力错觉诱发效果及前庭自主神经反应情况,寻求短臂离心机用于地面模拟训练的适合转速。方法在SAC-Ⅲ型短臂离心机不同转速下,对105名健康歼击机飞行员进行躯体重力错觉模拟,对比错觉诱发情况及前庭自主神经反应情况。结果短臂离心机启动加速、匀速运行及制动减速阶段可分别诱发出前倾扭转错觉、前倾错觉及后倾错觉等躯体重力错觉,3种转速下各躯体重力错觉形态表现相同,但错觉强度随离心机转速加快而增强。37 r/min暴露时,各错觉诱发率均大于30 r/min和21 r/min暴露时的诱发率(P0.01);30 r/min和21 r/min暴露时,各错觉诱发率差异均无统计学意义P0.05)。3种转速下前庭自主神经反应评分分值随转速增加有增高趋势,但差异无统计学意义(P0.05)。结论 37 r/min短臂离心机暴露时躯体重力错觉的诱发率高,且前庭自主神经反应较轻,此转速用于飞行人员躯体重力错觉的地面模拟训练较为适合。     

短臂离心机不同转速暴露时飞行员前庭性错觉及前庭自主神经反应对比

目的 观察飞行员短臂离心机不同转速暴露时前庭性错觉诱发效果及前庭自主神经反应情况,寻求利用短臂离心机进行前庭性错觉地面模拟训练时的合适转速. 方法 90名健康歼击机飞行员根据不同离心机转速（21、30、37 r/min）分为3组,每组30人.参考电动转椅的前庭性错觉模拟训练方案,采用适合短臂离心机运行特点的前庭性错觉诱发方法,在SAC-Ⅲ型短臂离心机上进行反旋转错觉及科里奥利错觉模拟.每组仅进行1个转速下的错觉模拟.对比不同转速下飞行员错觉诱发情况及前庭自主神经反应情况. 结果 ①离心机不同转速时飞行员反旋转错觉、科里奥利翻转错觉（包括头右旋及左旋时）及科里奥利旋转错觉（包括头前倾和回靠时）的诱发率差异均有统计学意义（X2 ＝6.477～20.000,P＜0.01或P＜0.05）.21 r/min暴露时的诱发率低于30 r/min和37 r/min暴露时（x2＝0.073～0.351,P＞0.05）.②3种转速下,离心机反旋转错觉形态表现相同,但错觉强度随离心机转速加快而增强.科里奥利翻转错觉形态表现稳定,3种转速下其表现分布差异无统计学意义（（x2＝0.090、0.056,P＞0.05）.科里奥利旋转错觉形态表现较为多样,3种转速下头前倾时错觉形态表现分布差异无统计学意义（X2＝1.810,P＞0.05）;头回靠时错觉发生例数较少,未行统计学处理.③3种转速下前庭自主神经反应评分分值随转速增加而增高,且差异有统计学意义（F＝ 15.058,P＜0.01）;37 r/min暴露时的分值明显高于21 r/min和30 r/min暴露时（P＜0.01或P＜0.05）;30 r/min与21 r/min暴露时的分值差异无统计学意义（P＞0.05）. 结论 臂长2 m的短臂离心机上以30 r/min暴露时,飞行员前庭性错觉的诱发率较高,且前庭自主神经反应较轻,此转速用于飞行人员前庭性错觉的地面模拟训练较为合适.     

Simulator-induced spatial disorientation: effects of age, sleep deprivation, and type of conflict

INTRODUCTION: Spatial disorientation mishaps are greater at night and with greater time on task, and sleep deprivation is known to decrease cognitive and overall flight performance. However, the ability to perceive and to be influenced by physiologically appropriate simulated SD conflicts has not previously been studied in an automated simulator flight profile. METHODS: A set of 10 flight profiles were flown by 10 U.S. Air Force (USAF) pilots over a period of 28 h in a specially designed flight simulator for spatial disorientation research and training. Of the 10 flights, 4 had a total of 7 spatial disorientation (SD) conflicts inserted into each of them, 5 simulating motion illusions and 2 involving visual illusions. The percentage of conflict reports was measured along with the effects of four conflicts on flight performance. RESULTS: The results showed that, with one exception, all motion conflicts were reported over 60% of the time, whereas the two visual illusions were reported on average only 25% of the time, although they both significantly affected flight performance. Pilots older than 35 yr of age were more likely to report conflicts than were those under 30 yr of age (63% vs. 38%), whereas fatigue had little effect overall on either recognized or unrecognized SD. DISCUSSION: The overall effects of these conflicts on perception and performance were generally not altered by sleep deprivation, despite clear indications of fatigue in our pilots.     

Rotation rate and duration effects on the somatogyral illusion

INTRODUCTION: Aviation spatial disorientation mishaps remain a concern, especially due to their fatality rate. Some of the most insidious disorientations are due to vestibular stimuli in the absence of visual cues. A category of such disorientations are known as somatogyral illusions. METHODS: To determine the effects of spin rate and duration on the perception of the somatogyral illusion, we examined the subjective response of pilots and non-pilots to rotation around the yaw axis in a flight simulator in a manner that would mimic two vestibular illusions found in flight: the washout of the semi-circular canals following sustained turns, and the illusory counter-rotation following return to straight and level flight. There were 29 subjects (14 pilots) who were seated blindfolded in a flight simulator which accelerated to constant plateau rotation rates of 20, 70, and 120 degrees x s(-1) and then decelerated to stationary; plateaus were 10, 20, or 40 s. Subjects reported 1) the time when the perception of rotation ceased (i.e., the subjective time until washout was reached); 2) the relative magnitude of the counter-rotation experienced; and 3) the time until the perception of counter-rotation ceased. Subjects also manipulated a slider to provide a continuous subjective measure of their experience of rotation. RESULTS: The two time measures increased with increases in both the duration and magnitude of the spin. The increase in perceived washout time with spin rate was non-linear (geometric). There was an interaction between spin duration and spin rate on the experience of illusory counter-rotation magnitude such that at low rates, spin duration had no effect, but its effect increased at faster rates. The time constant of adaptation of the semicircular canals was estimated to be 8.3 s. DISCUSSION: The effects were validated against a model of semicircular canal and cupola adaptation, which predicted the data with high accuracy. Pilots and non-pilots did not differ in their illusory experience.     

Illusions of one's position in space of vestibular origin in atmospheric flight

Vestibular illusions (incidence, pattern, manifestation, negative effect on pilot's activity) that occur in the atmospheric flight were studied. A special questionnaire was used to interview anonymously 484 flying crewmembers. Spatial illusions were detected in 71.1% of the crewmembers; they developed in 50.6% when turns were performed and they were perceived in 76.2% as a false bank. Over 50% (54.3%) of the crewmembers interviewed reported that spatial illusions adversely affected pilot's performance and 3.6% of them indicated that they adversely influenced the flight program as a whole. Spatial illusions can be generated by various factors which should be taken into account in order to improve countermeasures against spatial illusions in the flying personnel.     

认知特征与飞行错觉水平关系的初步研究

以现代认知心理学的理论、方法和大脑半球认知功能分化理论为基础，从空间认知角度探讨飞行员认知功能特点同飞行错觉水平（或飞行空间定向能力）之间的关系。研究结果表明：轻度错觉组飞行员的规空间认知分数明显优于重度错觉组的飞行员（F=5．502，P<0．05）；尽管轻、重错觉组的飞行员在认知侧化商数上并无显著性差异（F=0．735，P>0.05），但前者的认知特点更倾向于以空间认知为主；两组飞行员在认知功能的总体水平上构成显著性差异（F=5．825，P<0．05），但构成这种显著性差异的主要原因是空间认知水平上的差异。因此，空间认知能力对于飞行员形成良好的飞行空间定向能力具有重要的意义。     

Changes in apparent body orientation and sensory localization induced by vibration of postural muscles: vibratory myesthetic illusions.

Illusions of continuous body tilt and rotation can be elicited by vibrating postural muscles of subjects standing in the dark. During such illusory motion, the apparent pivot point of the body can be influenced systematically by touch and pressure cues. Strong apparent movement is sometimes accompained by nystagmus of compensatory sign. If a small target light is visible during vibration, visual motion of like direction and velocity will accompany the illusory body motion. We have designated this pattern of apparent body and visual motion the "propriogyral illusion". Full room illumination abolishes both components of the propiogyral illusion. When the propriogyral illusion is being experienced, there is a dissociation between apparent displacement and apparent velocity; the extent of displacement is always less than would be expected on the basis of apparent velocity. The illusions of continuous body motion and the propriogyral illusion represent elements of a general set of vibratory myesthetic illusions that influence apparent posture, sensory, localization, and position sense of the body. These illusions demonstrate an important contribution of muscle afferent and touch-pressure information to the central mechanisms that determine apparent spatial orientation and visual localization. They also provide evidence that somatosensory information about orientation can influence oculomotor control.