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PubMed2000

Object identification as a function of discriminability and learning presentations: the effect of stimulus similarity and canonical frame alignment on aircraft identification.

Aircraft that were relatively similar (homogeneous) and relatively dissimilar (heterogeneous) in appearance were studied at orientations either consistent (canonical) or inconsistent (noncanonical) with the environmental frame of reference. At test, participants' identification performance was measured with stimuli rotated to novel orientations within the picture plane. During learning and testing, identification of heterogeneous aircraft was better than that of homogeneous aircraft. At test, only identification of homogeneous aircraft revealed a strong linear degradation of performance as angular disparity between the novel test orientations and the original learning orientations increased. During learning and testing, identification was better for aircraft studied at canonical orientations than for those studied at noncanonical orientations. The results are discussed in terms of object identification, aircraft recognition training, categorization, mental representations, and visual mental rotation.

Adolescent↗
PubMed2001

A follow-up study of effects of chronic aircraft noise exposure on child stress responses and cognition.

BACKGROUND: Children are a high-risk group vulnerable to the effects of chronic aircraft noise exposure. This study examines the effects of aircraft noise exposure on children's health and cognition around London Heathrow airport and tests sustained attention as an underlying mechanism of effects of noise on reading and examines the way children adapt to continued exposure to aircraft noise. METHODS: In this repeated measures epidemiological field study, the cognitive performance and health of 275 children aged 8-11 years attending four schools in high aircraft noise areas (16-h outdoor Leq > 66 dBA) was compared with children attending four matched control schools exposed to lower levels of aircraft noise (16-h outdoor Leq < 57 dBA). The children first examined at baseline were examined again after a period of one year at follow-up. Health questionnaires and cognitive tests were group administered to the children in the schools. RESULTS AND CONCLUSIONS: At follow-up chronic aircraft noise exposure was associated with higher levels of annoyance and perceived stress, poorer reading comprehension and sustained attention, measured by standardized scales after adjustment for age, social deprivation and main language spoken. These results do not support the sustained attention hypothesis previously used to account for the effects of noise on cognition in children. The reading and annoyance effects do not habituate over a one-year period and do not provide strong evidence of adaptation.

Adaptation, Psychological↗
PubMed2001

Ecological risk assessment framework for low-altitude aircraft overflights: I. Planning the analysis and estimating exposure.

An ecological risk assessment framework for low-altitude aircraft overflights was developed, with special emphasis on military applications. The problem formulation and exposure analysis phases are presented in this article; an analysis of effects and risk characterization is presented in a companion article. The intent of this article is threefold: (1) to illustrate the development of a generic framework for the ecological risk assessment of an activity, (2) to show how the U.S. Environmental Protection Agency's ecological risk assessment paradigm can be applied to an activity other than the release of a chemical, and (3) to provide guidance for the assessment of ecological risks from low-altitude aircraft overflights. The key stressor for low-altitude aircraft overflights is usually sound, although visual and physical (collision) stressors may also be significant. Susceptible and regulated wildlife populations are the major assessment endpoint entities, although plant communities may be impacted by takeoffs and landings. The exposure analysis utilizes measurements of wildlife locations, measurements of sound levels at the wildlife locations, measurements of slant distances from aircraft to wildlife, models that extrapolate sound from the source aircraft to the ground, and bird-strike probability models. Some of the challenges to conducting a risk assessment for aircraft overflights include prioritizing potential stressors and endpoints, choosing exposure metrics that relate to wildlife responses, obtaining good estimates of sound or distance, and estimating wildlife locations.

Aircraft↗
PubMed2005

Development of a new photocatalytic oxidation air filter for aircraft cabin.

UNLABELLED: A new photocatalytic oxidation air filter (PCO unit) has been designed for aircraft cabin applications. The PCO unit is designed as a regenerable VOC removal system in order to improve the quality of the recirculated air entering the aircraft cabin. The PCO was designed to be a modular unit, with four UV lamps sandwiched between two interchangeable titanium dioxide coated panels. Performances of the PCO unit has been measured in a single pass mode test rig in order to show the ability of the unit to decrease the amount of VOCs (toluene, ethanol, and acetone) entering it (VOCs are fed separately), and in a multipass mode test rig in order to measure the ability of the unit to clean the air of an experimental room polluted with the same VOCs (fed separately). Triangular cell panels have been chosen instead of the wire mesh panels because they have higher efficiency. The efficiency of the PCO unit depends on the type of VOCs that challenges it, toluene being the most difficult one to oxidise. The efficiency of the PCO unit decreases when the air flow rate increases. The multipass mode test results show that the VOCs are oxidized but additional testing time would be necessary in order to show if they can be fully oxidized. The intermediate reaction products are mainly acetaldehyde and formaldehyde whose amount depends on the challenge VOC. The intermediate reaction products are also oxidized and additional testing time would be necessary in order to show if they can be fully oxidized. The development of this new photocatalytic air filter is still going on. PRACTICAL IMPLICATIONS: The VOC/odor removing adsorbers are available for only a small proportion of aircraft currently in service. The photocatalytic oxidation (PCO) technique has appeared to be a promising solution to odors problems met in aircraft. This article reports the test results of a new photocatalytic oxidation air filter (PCO unit) designed for aircraft cabin applications. The overall efficiency of the PCO unit is function of the compound (toluene, ethanol, and acetone) that challenges the unit and toluene appears to be the most difficult compound to oxidize. Test results have shown the influence of the design of the PCO unit, the air flow rate and the type of UV on the efficiency of the PCO unit. The results obtained in this study represent a first attempt on the way to design a filter for VOC removal in cabin aircraft applications. The PCO technique used by the tested prototype unit is able to partially oxidized the challenge VOCs but one has to be aware that some harmful intermediate reaction products (mainly formaldehyde and acetaldehyde) are produced during the oxidation process before being partially oxidized too.

Air Pollution, Indoor↗
PubMed2002

Multilevel modelling of aircraft noise on performance tests in schools around Heathrow Airport London.

STUDY OBJECTIVE: To examine the effects of chronic exposure to aircraft noise on children's school performance taking into account social class and school characteristics. DESIGN: This is a cross sectional study using the National Standardised Scores (SATs) in mathematics, science, and English (11 000 scores from children aged 11 years). The analyses used multilevel modelling to determine the effects of chronic aircraft noise exposure on childrens' school performance adjusting for demographic, socioeconomic and school factors in 123 primary schools around Heathrow Airport. Schools were assigned aircraft noise exposure level from the 1994 Civil Aviation Authority aircraft noise contour maps. SETTING: Primary schools. PARTICIPANTS: The sample were approximately 11 000 children in year 6 (approximately 11 years old) from 123 schools in the three boroughs surrounding Heathrow Airport. MAIN RESULTS: Chronic exposure to aircraft noise was significantly related to poorer reading and mathematics performance. After adjustment for the average socioeconomic status of the school intake (measured by percentage of pupils eligible for free school meals) these associations were no longer statistically significant. CONCLUSIONS: Chronic exposure to aircraft noise is associated with school performance in reading and mathematics in a dose-response function but this association is confounded by socioeconomic factors.

Aircraft↗
PubMed2001

Increased prevalence of hypertension in a population exposed to aircraft noise.

OBJECTIVES: To investigate whether there is a relation between residential exposure to aircraft noise and hypertension. METHODS: The study population comprised two random samples of subjects aged 19-80 years, one including 266 residents in the vicinity of Stockholm Arlanda airport, and another comprising 2693 inhabitants in other parts of Stockholm county. The subjects were classified according to the time weighted equal energy and maximum aircraft noise levels at their residence. A questionnaire provided information on individual characteristics including history of hypertension. RESULTS: The prevalence odds ratio for hypertension adjusted for age, sex, smoking, and education was 1.6 (95% confidence interval (95% CI) 1.0 to 2.5) among those with energy averaged aircraft noise levels exceeding 55 dBA, and 1.8 (95% CI 1.1 to 2.8) among those with maximum aircraft noise levels exceeding 72 dBA. An exposure-response relation was suggested for both exposure measures. The exposure to aircraft noise seemed particularly important for older subjects and for those not reporting impaired hearing ability. CONCLUSIONS: Community exposure to aircraft noise may be associated with hypertension.

Adult↗
PubMed1988

Altitude exposures during aircraft flight. Flying higher.

Commercial aircraft flight represents a highly variable altitude exposure that may result in significant hypoxemia for patients with cardiac or pulmonary disease. To develop better guidelines for travel by patients with cardiopulmonary disease, we measured inflight cabin altitude on 204 regularly scheduled commercial aircraft flights. Measurements were carried out on 16 different types of aircraft, operated by 28 airlines. The median altitude exposure for all flights was 6,214 feet (1894 m). Cabin altitudes ranged from sea level to 8,915 feet (2717 m). Inspired partial pressure of oxygen falls from 159 mm Hg at sea level to 127 mm Hg at 6,200 feet and further declines to 113 mm Hg at 9,000 ft. There was no significant difference between domestic and international flights. New generation aircraft fly at higher altitudes than older aircraft and are associated with greater altitude exposures to passengers (p = 0.002). The risk of hypoxemia may increase as newer model aircraft replace older ones.

Air Pressure↗
PubMed2001

American Academy of Pediatrics. Restraint use on aircraft. Committee on Injury and Poison Prevention.

Occupant protection policies for children younger than 2 years on aircraft are inconsistent with all other national policies on safe transportation. Children younger than 2 years are not required to be restrained or secured on aircraft during takeoff, landing, and conditions of turbulence. They are permitted to be held on the lap of an adult. Preventable injuries and deaths have occurred in children younger than 2 years who were unrestrained in aircraft during survivable crashes and conditions of turbulence. The American Academy of Pediatrics recommends a mandatory federal requirement for restraint use for children on aircraft. The Academy further recommends that parents ensure that a seat is available for all children during aircraft transport and follow current recommendations for restraint use for all children. Physicians play a significant role in counseling families, advocating for public policy mandates, and encouraging technologic research that will improve protection of children in aircraft.

Accidents, Aviation↗
PubMed2000

Human and behavioral factors contributing to spine-based neurological cockpit injuries in pilots of high-performance aircraft: recommendations for management and prevention.

In high-performance aircraft, the need for total environmental awareness coupled with high-g loading (often with abrupt onset) creates a predilection for cervical spine injury while the pilot is performing routine movements within the cockpit. In this study, the prevalence and severity of cervical spine injury are assessed via a modified cross-sectional survey of pilots of multiple aircraft types (T-38 and F-14, F-16, and F/A-18 fighters). Ninety-five surveys were administered, with 58 full responses. Fifty percent of all pilots reported in-flight or immediate post-flight spine-based pain, and 90% of fighter pilots reported at least one event, most commonly (> 90%) occurring during high-g (> 5 g) turns of the aircraft with the head deviated from the anatomical neutral position. Pre-flight stretching was not associated with a statistically significant reduction in neck pain episodes in this evaluation, whereas a regular weight training program in the F/A-18 group approached a significant reduction (mean = 2.492; p < 0.064). Different cockpit ergonomics may vary the predisposition to cervical injury from airframe to airframe. Several strategies for prevention are possible from both an aircraft design and a preventive medicine standpoint. Countermeasure strategies against spine injury in pilots of high-performance aircraft require additional research, so that future aircraft will not be limited by the human in control.

Adult↗
PubMed2002

Wheel-well and cargo compartment temperatures of large aircraft in flight: implications for stowaways.

BACKGROUND: Desperate people sometimes risk journeys as stowaways in aircraft wheel-wells. Some of them survive, despite the risks of being crushed by retracting landing gear, falling when the gear deploys for landing, or experiencing severe hypoxia and hypobaria in-flight. This study evaluates the level of hypothermia to which stowaways in aircraft may be exposed. METHODS: Miniature dataloggers were used to record in-flight temperatures in aircraft wheel-wells and cargo compartments. Temperatures were measured for front and side wheel-wells (FW and SW, respectively) on 36 flights by C-130 aircraft (mean duration 3.3 h, mean cruise altitude 5588 m (18,333 ft)) and 11 flights by C-141 aircraft (6.7 h and 10,744 m (35,250 ft)). RESULTS: Mean minimum temperatures for the C-130 remained above freezing and averaged 5.1 degrees C for FW and 11.9 degrees C for SW. The higher, longer C-141 flights produced temperatures below freezing with mean minimum temperatures of -18.0 degrees C for FW and -12.4 degrees C for SW. In general, temperatures in wheel-wells remained about 20 degrees C above outside air temperature (OAT) at all altitudes. This increase reflects the fact that wheel-wells are closed spaces within the aircraft body, in addition to which they contain sources of heat such as hydraulic lines and electrical equipment. Cargo compartment minimum temperature was relatively high (mean = 18.6 degrees C for commercial airline). A search of the medical literature and lay press produced information on 46 incidents of people found in wheel-wells after landing where there was no evidence of trauma. The 15 survivors had stowed away on relatively short flights (mean = 4.8 h, maximum = 10 h) compared with fatalities (mean = 7.5 h, range = 3-12 h). CONCLUSIONS: Temperatures in wheel-wells during short flights may sustain life. Long flights add severe hypothermia to acute hypoxia and hypobaria as potentially fatal environmental factors faced by wheel-well stowaways.

Acute Disease↗
PubMed2004

Cockpit seat and pilot helmet vibration during flight operations on aircraft carriers.

INTRODUCTION: Human vibration exposure data relative to military tactical and strategic aircraft operations are required for assessing the potential health risks and performance consequences when using helmet-mounted equipment. The objective of this study was to characterize cockpit seat and pilot helmet vibration in a jet aircraft during aircraft carrier flight operations. METHODS: The Remote Vibration Environment Recorder (REVER) was used to measure triaxial accelerations at the seat base, seat pan, seat back, and helmet in the F/A-18C (Hornet) jet aircraft. Data were collected during flight operations on 2 aircraft carriers for a total of 11 catapult launches (CATs), 9 touch-and-goes (TGs), and 4 arrested landings (TRAPs). Helmet pitch acceleration and displacement were estimated from the helmet translational acceleration data. RESULTS: Of particular interest was the substantial low frequency seat and helmet vibration observed during the catapult launch. During the stroke period, seat and helmet vertical (Z) accelerations reached 6 and 8 g peak-to-peak, respectively, and occurred in the frequency range of 3-3.5 Hz. The associated helmet pitch reached peak-to-peak displacements ranging between 90 and 18 degrees. DISCUSSION: The large helmet rotations may be associated with helmet slippage that can cause partial or complete loss of the projected image on a helmet-mounted display (HMD) (vignetting). This is highly undesirable when using the HMD as the primary flight reference. The aircraft operational vibration can be regenerated in the laboratory for investigating this specific concern. The goal is to develop helmet-mounted equipment design guidelines that consider hostile vibratory environments.

Aerospace Medicine↗
PubMed1970

Evaluation of ultra-low-volume insecticide dispensing systems for use in single-engined aircraft and their effectiveness against Aedes aegypti populations in South-East Asia.

An evaluation study of ultra-low-volume (ULV) spraying of insecticide from aircraft was carried out in Thailand, to determine if this technique could be used for the emergency control of Aedes aegypti, the major vector of haemorrhagic fever. A small, single-engined aircraft, a Cessna-180, was used in the trials and 2 types of spraying equipment were tested; both were found to be equally effective. The aircraft was fitted with 6 spraying nozzles and flew at an altitude of 150 feet (46 m) at a speed of 100 miles/h (161 km/h). The insecticide used was 95% technical grade malathion and swaths 75 feet wide (22.8 m) were laid down; the rate of application was 3 US fl oz/acre (219 ml/ha).Trials were made in 3 villages near Bangkok and it became apparent that a small aircraft could not produce the required even distribution of insecticide; the rate of application was therefore increased to 6 US fl oz/acre (438 ml/ha). This increased rate appeared to compensate for the narrow width of the swath and produced very satisfactory mortalities in caged mosquitos as well as in natural populations.The size and distribution of droplets was monitored by the use of oil-sensitive red dye cards which showed that there was a good penetration of insecticide into dwellings, etc. Trial results were evaluated by biting counts, bioassays of Aedes and Culex adults and larvae, Culex dips and ovitraps. Biossays indicated that the 6 US fl oz/acre rate of application was almost 100% effective in the open and produced satisfactory mortalities inside markets and dwellings.It was concluded that larger aircraft would be required to treat areas of more than 1000 acres (405 ha) and congested city areas but that the rate of application of insecticide could be considerably lower. Nevertheless, small aircraft can be useful in smaller and less congested areas.

Aedes↗
PubMed1994

Suicide by use of aircraft in the United States, 1979-1989.

Intentional aircraft crashes are a dramatic cause of death. The entire set of fatalities due to this cause of death in the United States has not been described. Mortality data from aircraft crashes determined as being due to suicide were obtained from National Center for Health Statistics (NCHS) and National Transportation Safety Board (NTSB) data sources. The NCHS reported that, between 1979 and 1989, ten persons committed suicide by aircraft crashes. Twenty aircraft crash fatalities were also reported during the period in which the intent of death could not be determined as either suicide, homicide, or accidental. White middle-aged males accounted for the majority of deaths. The NTSB reported, for the years 1979-89, that nine fatal aircraft accidents were suicide. All fatalities were male pilots operating small fixed wing aircraft. NTSB investigations identified evidence for important adverse psychologic factors in most pilots.

Accidents, Aviation↗
PubMed1994

A new source for vestibular illusions in high agility aircraft.

The enhanced maneuverability aircraft of the future will expose pilots to combinations of conventional translational accelerations as well as extraordinary angular accelerations. This flight regime, combined with the intense concentration required for combat maneuvering, will make motion-induced illusions more perilous than in existing aircraft. Although there are many causes for disorientation, theoretical analysis indicates two in particular, the "G-excess" and "cross-coupling" illusions, may be invoked by a new and distinctly different stimulus. These two illusions, which are both typically induced by motion of the pilot's head, may in addition be created by rotation of the aircraft with respect to its flight path. After comparing typical pilot head movements to projected decoupled angular motion capabilities of supermaneuverable aircraft, we conclude that the potential exists for G-excess or cross-coupling illusions in a high agility aircraft independent of pilot head motion with respect to the aircraft.

Acceleration↗
PubMed1993

Safety concerns as a factor in pilot desire to change aircraft.

An anonymous and voluntary questionnaire was completed by 461 (73.4%) Coast Guard aviators at 26 participating Air Stations. Most (92%) pilots felt that helicopters had more dangerous missions and were less safe than fixed wing aircraft (FXAC). Two thirds (204) of helicopter and 19.3% (29) of FXAC pilots stated a desire to change to a different aircraft category. Only 1 (3.6%) of the FXAC pilots but 81 (39.8%) of the helicopter pilots stated their wish for aircraft change was influenced by a desire to operate aircraft they perceived as safer. Pilots who desired change in aircraft category were more senior, more experienced, and felt they were currently engaging in dangerous flight operations. In conclusion this study found that: 1) Coast Guard pilots consider helicopters less safe than FXAC; 2) a substantial proportion of helicopter pilots would like to change to FXAC; 3) safety concerns can be a common factor in pilots' desires to change aircraft.

Adult↗
PubMed1997

The optokinetic cervical reflex in pilots of high-performance aircraft.

BACKGROUND: For over 60 yr, researchers and engineers have based investigations and the design of cockpit displays and structures upon the presupposition that during flight the pilot maintains a head alignment coincident with the aircraft's vertical axis (z-axis). Recent simulator studies have verified the existence of a pilot neck reflex which refutes this long-standing assumption. This reflex, named the opto-kinetic cervical reflex (OKCR), occurs during visual flight and is theorized to be an attempt by the pilot to stabilize a retinal image of the horizon to maintain spatial orientation. As a result, during initial banking maneuvers, pilots view a fixed-horizon image and not a moving-horizon. The research objectives were to determine if the OKCR occurs during actual flight of high performance jet aircraft and to model the response. HYPOTHESIS: Pilots of high performance aircraft will exhibit the OKCR. Additionally, the OKCR is dependent on the phase of banking (entering into or exiting from a banked position). METHODS: This was an observational study in which the head positions of nine pilots were recorded during actual F-15 aircraft flight and subsequently analyzed. RESULTS: Objective data indicate the OKCR caused pilots to tilt their heads during aircraft bank (p < 0.0001). Also, the reflex was found to be independent of the bank phase. CONCLUSION: The OKCR was shown to be a strong, natural response and the flight results correlated closely with simulator results. The effect of these results on pilot training, spatial disorientation, physiological injury and safety, and the redesign of displays for aircraft attitude and virtual reality are discussed.

Aerospace Medicine↗
PubMed2001

The West London Schools Study: the effects of chronic aircraft noise exposure on child health.

BACKGROUND: Previous field studies have indicated that children's cognitive performance is impaired by chronic aircraft noise exposure. However, these studies have not been of sufficient size to account adequately for the role of confounding factors. The objective of this study was to test whether cognitive impairments and stress responses (catecholamines, cortisol and perceived stress) are attributable to aircraft noise exposure after adjustment for school and individual level confounding factors and to examine whether children exposed to high levels of social disadvantage are at greater risk of noise effects. METHODS: The cognitive performance and health of 451 children aged 8-11 years, attending 10 schools in high aircraft noise areas (16 h outdoor Leq > 63 dBA) was compared with children attending 10 matched control schools exposed to lower levels of aircraft noise (16 h outdoor Leq < 57 dBA). RESULTS: Noise exposure was associated with impaired reading on difficult items and raised annoyance, after adjustment for age, main language spoken and household deprivation. There was no variation in the size of the noise effects in vulnerable subgroups of children. High levels of noise exposure were not associated with impairments in mean reading score, memory and attention or stress responses. Aircraft noise was weakly associated with hyperactivity and psychological morbidity. CONCLUSIONS: Chronic noise exposure is associated with raised noise annoyance in children. The cognitive results indicate that chronic aircraft noise exposure does not always lead to generalized cognitive effects but, rather, more selective cognitive impairments on difficult cognitive tests in children.

Aviation↗
PubMed2004

Fractal aircraft trajectories and nonclassical turbulent exponents.

The dimension (D) of aircraft trajectories is fundamental in interpreting airborne data. To estimate D, we studied data from 18 trajectories of stratospheric aircraft flights 1600 km long taken during a "Mach cruise" (near constant Mach number) autopilot flight mode of the ER-2 research aircraft. Mach cruise implies correlated temperature and wind fluctuations so that DeltaZ approximately Deltax (H(z) ) where Z is the (fluctuating) vertical and x the horizontal coordinate of the aircraft. Over the range approximately 3-300 km , we found H(z) approximately 0.58+/-0.02 close to the theoretical 5/9=0.56 and implying D=1+ H(z) =14/9 , i.e., the trajectories are fractal. For distances <3 km aircraft inertia smooths the trajectories, for distances >300 km , D=1 again because of a rise of 1 m/km due to fuel consumption. In the fractal regime, the horizontal velocity and temperature exponents are close to the nonclassical value 1/2 (rather than 1/3 ). We discuss implications for aircraft measurements as well as for the structure of the atmosphere.

Journal Article↗