Mental status and work capacity of crewmen at the Salute-6 space flight base

The psychic status and work capacity of prime crewmembers of missions 1 and 5 onboard Salyut-6 were investigated, using objective (scope, time and quality of the work performed) and subjective (fatigue, mood variation, complaints) parameters. Based on these parameters, it was possible to identify several stages in the dynamics of the psychic status and work capacity: stage of acute adaptation, stage of complete compensation (2-3 or 4 months), stage of incomplete compensation (3 or 4-5 months), and stage of final "breakaway" (last month). These stages reflect the process of psychic and professional adaptation to space flight. The process of adaptation is strongly affected by the rational work-rest cycle, in which the sleep period coincides with that associated with Moscow time, and events of psychological support. The results show that crewmembers may well adapt and work in space flight for a long time.     

Using flight simulators aboard ships: human side effects of an optimal scenario with smooth seas

INTRODUCTION: The U.S. Navy is considering placing flight simulators aboard ships. It is known that certain types of flight simulators can elicit motion adaptation syndrome (MAS), and also that certain types of ship motion can cause MAS. The goal of this study was to determine if using a flight simulator during ship motion would cause MAS, even when the simulator stimulus and the ship motion were both very mild. METHODS: All participants in this study completed three conditions. Condition 1 (Sim) entailed "flying" a personal computer-based flight simulator situated on land. Condition 2 (Ship) involved riding aboard a U.S. Navy Yard Patrol boat. Condition 3 (ShipSim) entailed "flying" a personal computer-based flight simulator while riding aboard a Yard Patrol boat. Before and after each condition, participants' balance and dynamic visual acuity were assessed. After each condition, participants filled out the Nausea Profile and the Simulator Sickness Questionnaire. RESULTS: Following exposure to a flight simulator aboard a ship, participants reported negligible symptoms of nausea and simulator sickness. However, participants exhibited a decrease in dynamic visual acuity after exposure to the flight simulator aboard ship (T[25] = 3.61, p < 0.05). Balance results were confounded by significant learning and, therefore, not interpretable. DISCUSSION: This study suggests that flight simulators can be used aboard ship. As a minimal safety precaution, these simulators should be used according to current safety practices for land-based simulators. Optimally, these simulators should be designed to minimize MAS, located near the ship's center of rotation and used when ship motion is not provocative.     

Flying and danger, joy and fear

U.S. Air Force fliers are all volunteers who undergo rigorous training for their profession. Their motivation may be deeprooted and emotional, or may arise from a conscious decision made in early adulthood. Some motivation is flawed and fails early. Other motivation may be eroded by a single dangerous event, by an accumulation of "close calls" (one's own or others'), or by a growing interest in nonaviation elements. Since Air Force fliers may "quit" only at some personal cost to pride or pocketbook, they may develop a fear of flying. This may be truly phobic, a situational reaction, or an awareness of personal vulnerability. Some displace anxiety about flying into somatic symptoms. The author discusses motivation to fly, its various modes of failure, and some clinical aspects of fear of flying.     

Risk factors in the development of neuroses and psychosomatic disorders in flight personnel

One hundred and twenty one patients underwent psychological examinations using personality-oriented tests (a standard method of personality examinations and a projective aviation test), 24 of whom displayed neurotic states and 97--psychosomatic diseases. Clinical and psychological examinations helped identify two basic patterns of psychic adaptation to stressful flying activities which manifested as asthenic trends and predisposition to nonconformist behaviour. In the control group, consisting of 165 graduates of a flying school, these patterns of psychic adaptation were rarely seen. The results were statistically significant. These patterns of mental adaptation of the personality can be viewed as risk factors for the development of psychogenic pathologies in the flying personnel.     

Various aspects of the social-psychological selection of flight school applicants

One hundred and fifty nine applicants who passed entrance examinations and were admitted to the flight school were kept under careful psychological observation and follow-up. It was found that those applicants who grew and developed in unfavorable conditions, i. e. under the influence of risk factors which include young age to start smoking, nervous shocks in childhood and adolescence, unstable family relations, alcoholic parents, etc., failed and were expelled from the school due to different reasons in a greater number of cases (p less than 0.01). Thus professional selection should include accentuated attention to risk factors that accompanied the years of personality formation which may help predict their inadequacies in psychic adaptation to the flying profession.     

Human cognitive activity during adaptation to short-term weightlessness]

The differences in subjective sensations during the first exposure to short-term weightlessness are analyzed on the basis of the pattern of cognitive activity of test subjects and the scope of information they have received previously. The subjects with objective and productive types of cognitive behavior showed the most adequate and rapid adaptation to weightlessness. The subjects with a subjective and unproductive type of cognitive tactics exhibited great problems in adapting themselves to weightlessness, showing unusual psychic states like the "world peril" syndrome and psychic estrangement. Anticipation of the weightless environment based on the objective information previously obtained facilitated orientation and self-control in weightlessness.     

Scientific-theoretical problems in the rationale for the system of sociopsychological selection of flight crews

A large number of flight accidents and catastrophes associated with the human factor, high nervous and psychic tension when being on duty, increasing trend towards a greater incidence of psychogenic diseases responsible for pilots to be grounded make it necessary to develop a system of primary psychoprophylaxis of the flying personnel and to help them with various social, psychohygienic and psychoprophylactic measures. This paper presents basic psychoprophylactic measures of medical expertise, professional training and psychological selection. Proper development of these measures will contribute to flight safety and pilot longevity.     

The adaptive pharmacological correction of functional disorders in young recruits with hypotrophy

Low level of physical development, physiologic reserves, signs of psychical disadaptation, frequent functional disorders in cardiovascular system and gastrointestinal tract are noted in recruits with hypotrophy. Using of rapidly acting adaptogenes during 1 month (phytopreparation elixir "Altai" and "Vitavis" in tablets) significantly improves body state: increase in the level of physiologic reserves, physical working capacity, IMT, body unspecific resistance; improvement in indices of hemodynamics, metabolism and immunity; decrease in asthenization and psychical disadaptation. The state of adaptation and increased resistance in this recruit group remains during the following months of service.     

Different flying histories in flying phobics: association with psychopathology and treatment outcome

INTRODUCTION: Passengers experiencing fear of flying can threaten the safety of a flight, its passengers, and crew. In the present study we investigated the effect of different flying histories on the nature and treatment of fear of flying and attempted to determine the following: 1) the prevalence of different flying histories in a sample of self-referred flying phobics; 2) the demographic and psychopathologic characteristics of flying phobics differing with respect to flying history; and 3) the predictive value of different flying histories for treatment outcome. METHODS: Of 2001 self-referred adults who applied for a flying treatment program, 85.6% reported that they had flown before and that their flights had been uneventful; 8.7% had no previous experience with flying; 5.7% had flown before and had experienced an eventful (5.4%) or even a traumatic flight (0.3%). RESULTS: Participants who had never flown before reported higher levels of fear of flying (FAS, FAM, VAFAS), agoraphobia (FSS-III), and general anxiety (SCL-90). Moreover, these subjects showed significantly more anxiety reduction following a 1- or 2-d group treatment than the other participants (statistically corrected for any pretreatment differences). CONCLUSIONS: For participants who had never flown before, anxiety probably primarily reflects more generalized avoidance tendencies and a proneness to over-predict the magnitude and intensity of their fear.     

Psychiatric considerations in military aerospace medicine

Military aerospace medicine requires a psychiatric selection and certification process that determines not only the absence of significant mental disorders, but also the presence of positive qualities in the realms of motivation, ability and stability: not all normal people are fit to fly. Other issues of aerospace psychiatry involve maintenance of mental resilience and hardiness during a flying career, aeromedical decisions about when to remove from flight duties and when to return, criteria for waivers for psychiatric conditions, use of medications for treatment of psychiatric symptoms, questions of substance abuse, and research in such areas as genetics. This report reviews the basis for military aerospace psychiatry, primarily as practiced in the United States Air Force (USAF), and presents some of its underlying principles as they apply to clinical situations.     

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.     

The role of aeronautical adaptability in the disqualification of a military flyer

INTRODUCTION: Possessing a stable personality plays a critical role in crew coordination, mission completion, and safety of flight in aviation. Presented is a naval flight officer whose personality traits were a threat to these key tenets and ultimately warranted removal from flight status. CASE REPORT: A naval flight officer was twice referred to Human Factors Boards (HFBs) after concerns were raised about her emotional stability in and out of the cockpit. Her history revealed multiple clinical presentations revealing personality characteristics that should have raised immediate concern about her aeronautical adaptability. Formal psychiatric evaluation after her second HFB confirmed the presence of personality traits incompatible with aviation duty, but not until she had served nearly 4 yrs. as an aviation officer. DISCUSSION: Aeronautical adaptability is a U.S. Naval term used to describe an individual's ability to work successfully in the aviation environment. Naval aviation personnel are considered not aeronautically adaptable/adapted if diagnosed with a "personality disorder or prominent personality traits that adversely affect flight safety, mission completion, or crew coordination". The Federal Aviation Administration, the U.S. Air Force, and the U.S. Army endorse similar concepts. Except for the U.S. Navy definition, aeronautical adaptability does not include formal DSM-IV-TR diagnoses, and, thus, flight surgeons and aviation medical examiners often make difficult aeromedical dispositions based on vague and subjective criteria. CONCLUSIONS: Determining aeronautical adaptability is not a simple, solitary process. It requires heightened suspicion, continual surveillance of suspect aviators, and collaboration from aviation medical professionals to ensure aviation safety.     

Effect of flying on the health status of pilots in the light of epidemiologic data

This paper gives an analytical review of epidemiological data about the morbidity and mortality rate of the flying personnel. It shows that the flying personnel differs from the general population in their better health condition which manifests as lower morbidity and mortality rates in every large group of disease. This better health status of the flying personnel may be a result of their adequate selection. The selection makes it difficult to identify relationships between disease and flight effects. Information about these relationships is contradictory and/or insufficient. Proper assessment of flight effects on the health condition of the flying personnel needs further controlled epidemiological investigations.     

Occupational medicine support for international air carriers

Although aviation medical support to flight deck crews and cabin staff has been the subject of numerous articles, information about occupational medical support to ground crews, maintenance personnel, and other behind-the-lines personnel who help to "keep them flying" has rarely been presented. This report discusses the occupational medical support provided by six major U.S. international air carriers. Each carrier arranges for medical support of employees through a variety of health care systems, ranging from an airline medical department to total use of contract medical services. Approximately 70% of the airline personnel are non-flying and consequently come under the provisions of classical occupational medical services. Further, many of the flying personnel who may have sustained injuries or illnesses as a result of their aviation occupation also are managed in classical occupational medicine terms. Several airline medical directors interviewed estimate that 65% or more of their professional time is concerned with classical occupational medicine activities rather than aviation medicine programs as usually defined. A major challenge to international air carriers is the numerous jurisdictional arenas concerned with workers' compensation regulations and law under which they operate.     

Concorde: ride quality and passenger reactions

On four Concorde flights, recordings of environmental characteristics during flight were made and questionnaires were distributed to passengers to assess their reactions during and 24 h after their flight. The Concorde users were mostly traveling for business reasons. Most respondents were flying the Concorde for the first time. Passengers were satisfied with the Concorde, found it comfortable, and were able to perform a variety of activities in flight. On the day after their flight, respondents felt good, rested, and active. They reported less jet lag as a result of their Concorde flight than they had previously experienced on other transatlantic flights. Most respondents are likely to use the Concorde again.     

Fear of flying treatment programs for passengers: an international review

BACKGROUND: There are facilities established around the world for treating passenger flight anxiety, often as a joint activity of airlines and private entrepreneurs or mental health professionals. In the scientific and professional literature, there is little information about how these facilities operate and what the components of their treatment programs are. This paper is the first review to date to provide this information. METHOD: There were 212 airlines and treatment facilities approached for information on treatment programs for flying phobia, 43 of which were active in this field. Extensive information could be obtained from 15, which were the best known and well-developed. Information was collected both with a questionnaire and by meeting representatives from 15 international fear of flying treatment facilities that participated in the First International Conference on Fear of Flying (Feb. 1996). RESULTS: Fear of flying among passengers is a phenomenon with epidemic proportions, effecting roughly 10-40% of the adult population. All treatment programs share two basic elements, an information component and a test flight. The programs vary considerably in terms of treatment components. However, there is little available information on efficacy. CONCLUSIONS: To date there is a wide variety between facilities for the treatment for fear of flying in terms of methods and protocols used. Experts agree on the clear-cut need for standardization of a "best" minimum protocol for fear of flying treatment programs for which the main components where identified.     

特发性一侧前庭功能异常与航空航天飞行

目的　探讨特发性一侧性前庭功能异常与航空航天飞行的关系。　方法　分析30例飞行人员特发性一侧前庭功能异常的病例。　结果　右前庭功能减弱者19例，左前庭功能减弱者9例，左前庭功能丧失者2例；11例飞行合格，19例永久停飞。　结论　一侧前庭功能异常可因飞行错觉和/或运动病反应而危及飞行安全；航空航天飞行也能诱发或加重前庭功能损害。     

飞行人员鼓膜破裂的特点及对航空航天飞行的影响

目的探讨飞行人员鼓膜破裂的特点及对航空航天飞行的影响。方法分析20例23耳飞行人员鼓膜破裂的病例。结果气压损伤所致4例5耳、外伤致鼓膜破裂各4例4耳,化脓性中耳炎致鼓膜破裂12例14耳;1例永久停飞,2例飞行暂不合格,17例飞行合格。结论鼓膜破裂可影响航空航天飞行,而航空航天飞行也可引起鼓膜破裂。     

Factors determining geocentric orientation of pilots

The use of a rational (geocentric) method of orientation in flight is determined by the specific content of the conceptual model that develops in the course of flying experience and by the display of the spatial position of perceptive signs of the geocentric system of coordinates. The importance of these factors is confirmed by erroneous decisions made by operators with no flying experience (40%) when they estimated the spatial position as well as by a shorter time and a lower number of errors made in assessing the spatial position when the display presented signs of the geocentric system of coordinates.     

飞行人员变应性鼻炎的特点及对飞行的影响

目的 探讨变应性鼻炎和航空航天飞行的关系。方法 总结分析飞行人员变应性鼻炎资料３２份。结果 ３２例中常年性鼻炎２０人,季节性变应性鼻炎１２人。２６例继续飞行,６例永久停飞。结论 变应性鼻炎可影响航空航天飞行;航空航天飞行也可诱发或加重变应性鼻炎。