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INTRODUCTION: US airline pilots are required to meet certain medical standards to maintain their flying status. Evolving data suggest that a portion of US airline pilots participate in healthcare avoidance behavior due to fear for loss of flying status, which has the potential to influence pilot health, the effectiveness of aeromedical screening and safety. The factors that influence US airline pilot mental healthcare seeking behavior and information disclosure remain unknown. METHODS: We conducted qualitative interviews with airline pilots using a semi-structured interview guide to collect firsthand accounts and perspectives of (1) factors that support mental healthcare seeking and health information disclosure, (2) factors that discourage those behaviors, and (3) potential solutions to address pilot healthcare avoidance. Interview transcriptions underwent thematic content analysis by two independent researchers, which involves deriving concepts from data and comparing them with other data to facilitate meaningful categorization. RESULTS: We conducted 36 interviews lasting an average of 30-35 minutes with US airline pilots. There were 268 pages of transcript and code saturation occurred after 25 interviews. The most reported discouraging factors for pilot healthcare disclosure and utilization were medical revocation (97%, n=35/36), policy misinformation and lack of education (44%, n=16/36), and stigma (39%, n=14/36). The most reported encouraging factors were peer support services (33%, n=12/36), company support (33%, n = 12/36), and union embedded medical resources (31%, n = 11/36). Proposed solutions included addressing culture surrounding mental health (72%, 26/36), education about medical certification policies (47%, 17/36), and medical certification processing times (25%, 9/36). DISCUSSION: The factors that influence mental healthcare seeking and health information disclosure in US airline pilots are highly heterogeneous. In our study, there were multiple modifiable factors identified by pilots that could support healthcare seeking and information disclosure. Further research should focus on conducting safety analyses of efforts aimed at addressing factors that negatively influence these behaviors. Learning Objectives 1. Describe two factors that support mental healthcare seeking and health information disclosure in US airline pilots. 2. Describe two factors that discourage mental healthcare seeking and health information disclosure in US airline pilots. [ABSTRACT FROM AUTHOR]

INTRODUCTION: This case describes the pathway of an active commercial airline pilot to get a special issuance, due to a progressive visual field deterioration in his left eye caused by a choroidal osteoma. BACKGROUND: Choroidal osteoma (CO) is a benign tumor of the choroid with calcifying characteristics, caused by thinning of the retinal pigment epithelium. It produces progressive deterioration in the visual acuity, leading to monocularity. Although monocularity could compromise the capacity of the pilot to maneuver an aircraft as stereopsis and a portion of the visual field are lost, there are monocular cues and other operational techniques that can be learned to enhance depthness perception and visual scanning to ensure safe operations. CASE PRESENTATION: This is a 48 years old pilot, with dyslipidemia treated with atorvastatin, bladder biopsy negative for malignancy and family history of acute myocardial infarction and dyslipidemia. He flies an Airbus A320 and has 25 years of experience. Since 2016, he has been facing gradual deterioration in his left eye visual field. CO was diagnosed via ocular ultrasound. Later, in 2018, choroidal neovascularization was detected with an optical coherence tomography, which has been treated with intravitreal anti-vascular agents (30 doses so far). He continued his duty as a pilot until 2022 when his medical certification was postponed to be evaluated by the Colombian Aviation Authority (CAA) due to low vision and central field alteration. DISCUSSION: CO causes progressive reduction in visual acuity and field, but a special issuance is possible with certain restrictions. The visual system gives up to 80% of the flight-related information. Stereopsis is the primary binocular cue, so monocular pilots need a minimum of 6 months of training to perform safe flight operations. Also, visual acuity and remaining visual field of the unaffected eye are important for aeromedical decision-making, which should be accompanied by performance evaluations such as a medical flight test. To our knowledge this is the first report of a commercial aviation pilot with CO receiving a special issuance. We provide a comprehensive performance- based approach informed by clinical assessment of a pilot with monocular low vision toward aeromedical certification. Learning Objectives 1. The audience will learn what the CAA considered regarding clinical conditions and operational experience in a case of a pilot with choroidal osteoma with gradual vision loss and his return to flight duties. 2. Provide a comprehensive performance-based approach informed by clinical assessment of a pilot with monocular low vision toward aeromedical certification. 3. The audience will learn how a medical flight test was carried out in a flight simulator in order to evaluate his visual capacities. [ABSTRACT FROM AUTHOR]

BACKGROUND: Pilot Peer Support Programs have emerged to play a pivotal role in the aviation industry to address pilot mental health and well-being concerns. Peer Support Programs have evolved over time to serve the mental health (MH) needs of pilots, while reducing the stigma to seek help through a trusted peer. Over time, there is a need to assess these programs and their effectiveness and uptake amongst the pilot community. In parallel to this, there is a growing realization that the same principles that underlie Pilot Peer Support Programs also apply to Peer Support Programs in other areas of aviation which come under ICAO, such as Flight Attendants, Air Traffic Controllers and licensed Engineers. Many of these programs are mature and have been running for many years, but to date there has been little cross-fertilisation of ideas. Maturation since the provenance of peer support programs has highlighted that in addition to the wellbeing benefits they provide, the potential influence upon threat and error reduction in preventing system failures should accelerate the integration of MH expertise into safety programs. OVERVIEW: This workshop panel will be in three parts: 1) Examining how accepted Pilot Peer Support Program principles need to be adapted to service the next generation of airline pilots. Younger pilots have a very different relationship with technology and a different approach to mental health issues, and existing PSPs must reflect these differing needs. 2) Discussing how the proven benefits of Peer Support can be spread across all safety-critical areas of aviation. Can key principles of Peer Support be identified and standardized? Can solutions to address cultural requirements be adapted in other areas of aviation? 3) Exploring the role of peer support programs in providing aviation MH subject matter expertise (SME) to integrate MH wellbeing programs into SMS objectives of safety performance improvements through proactive strategies of threat and error management. DISCUSSION: This international panel represents various aviation organization entities to explore on a micro level how best practices in a changing landscape assist all types of Peer Support Programs succeed in helping their clients through challenging times; and on a macro level how the various elements of Peer Support for safety-critical aviation personnel can be drawn together to enhance the Positive Safety Culture of an operator. Learning Objectives 1. As a result of this workshop, attendees will learn how the attitudes and approaches to mental health and wellbeing differ for the next generation of aviation professionals, and how current Peer Support Programs need to adapt in order to reflect these changing requirements. 2. As a result of this workshop, attendees will learn how Peer Support Programs in different ICAO areas can share ideas and learning in order to advance the field of Peer Support for all safety-critical roles in aviation. 3. As a result of this workshop, attendees will learn how the relationship between Peer Support Programs and an operator's SMS, and how this improves safety. [ABSTRACT FROM AUTHOR]

Purpose: The purpose of this study was to report the results of subacromial arthroscopic decompression (SAD) without removal of the calcific deposits in patients with calcifying tendinitis. Methods: All patients between 2016 and 2019 were included if they were aged between 18 and 60 years and had an isolated calcific deposit. The Constant–Murley score (CMS), Disabilities of the Arm, Shoulder and Hand (Quick DASH) score, the Shoulder Pain and Disability Index (SPADI), the simple shoulder test (SST), and the single assessment numeric evaluation (SANE) were used for assessment. Time to return to work was recorded. Results: 24 patients (13 pilots, 11 cabin crew) with a mean age of 47.1 ± 7.8 years were included. Quick Dash improved from 68.8 preoperative, to 8.4 at 3 months, and 0.1 at 24 months. CMS improved from 37.4 preoperative, to 83 at 3 months, and 94 at 24 months. SPADI improved from 73.8 preoperative, to 5.4 at 3 months, and 1 at 24 months. SST improved from 22.5 preoperative, to 94.2 at 3 months, and 100 at 24 months. SANE improved from 33.5 preoperative, to 78.7 at 3 months, and 95.6 at 24 months. MCID, SCB, and PASS reached values above 83% at 3 months and 100% at 6 months, with the exception of SANE which reached 29% at 3 months and plateaued to 96% at 6 months. The mean time to return to work was 7.1 ± 2.1 weeks. Pilots returned at a mean of 6.9 ± 1.8 weeks; cabin crew returned to work at a mean of 7.8 ± 2.5 weeks. Conclusions: The results of this study suggest excellent short- and mid-term clinical outcomes can be achieved in patients with calcific tendinitis undergoing arthroscopic debridement and subacromial decompression without removal of calcific deposits. In this patient population, early surgical intervention was a potentially viable alternative to nonoperative treatment, and allowed early return to work. [ABSTRACT FROM AUTHOR]

The current effort develops an initial integrated model of fatigue in the context of C-17 approach and landing operations. Specifically, we integrate a biomathematical fatigue model with a task network model to estimate pilot performance degradation. Fatigue risk management is a critical process in aviation and flight deck operations, given its dramatic impact on aviation safety and pilot health. Biomathematical fatigue models are useful tools in several aviation fatigue risk management programs that can be embedded in electronic device applications. However, these tools are limited in terms of identifying specific performance outcomes affected by fatigue, as well as individualizing fatigue estimates to individual pilots. Integrating computational cognitive models and biomathematical fatigue models can help address these issues. Forty-four aircrew members completed the study with 10 performing 33 landings with sets of corresponding actigraph data and C-17 performance metrics. We developed a task network model of C-17 approach and landing operations and integrated biomathematical fatigue model predictions based on actigraph data from the aircrew. We then compared predictions from this integrated model with C-17 performance metrics from the missions. We successfully predicted delays in setting flaps, landing gear, and engaging the speed brake. After further development and validation, this integrated model can be implemented within an application to provide real-time information on pilot fatigue and expected performance on specific aircraft operations. [ABSTRACT FROM AUTHOR]

Background and objectives: The use of remotely piloted aircraft systems (RPAS), or more commonly known as drones, has grown exponentially in the last years not only in military but also in civilian environments. No specific procedures to clearly delimitate assessment variables for these pilots have been described. Therefore, there is a general tendency in the assessment of RPAS pilots, to apply similar assessments to those carried out for piloted aircraft pilots. The main aim of this exploratory study was to analyze specific variables and aptitudes which affect RPAS pilots belonging to the Emergency Military Unit (UME). Material and method: Several personality and aptitude tests were administered to 19 UME pilots. Results: The most important finding of the present study was the dominance of three cognitive aptitudes (spatial aptitude, attention and mechanical aptitude) in expert pilots over the rest of the participants. Conclusions: This result contributes to the creation in the future of more specific procedures of assessment for RPAS pilots, if further research with bigger samples confirms the data found in the present study. [ABSTRACT FROM AUTHOR]

Because little is known about cataract in pilots, we estimated prevalence by anonymously ascertaining all commercial airline pilots diagnosed with cataract 2011–2016 using the electronic Medical Records System of the Australian Civil Aviation Safety Authority. Of 14,163 Australian male commercial pilots licensed in 2011, 1286 aged ≥60 had biennial eye examinations showing a cataract prevalence of 11.6%. Among 12,877 pilots aged <60, based on compulsory eye examinations only when first licensed, prevalence was 0.5%. There was no significant difference by ambient ultraviolet (UV) radiation levels in state of residence though lowest prevalence was seen in the low-UV state of Victoria. Most cataract in pilots ≥60 years was bilateral and of mild severity, while cataract in pilots <60 were more likely to be unilateral and of greater severity. [ABSTRACT FROM AUTHOR]

Background: Health is a state of complete physical, mental and social wellbeing. Disability is defined as the effect of a disorder on a person's physical, mental or social activities. Purpose: Determine the causes and diseases leading to early permanent medical disqualification of Iranian rotary and fixed-wing air medical transportation pilots from 1990 to 2020. Materials and methods: The study was designed as a descriptive, cross-sectional, retrospective investigation. Data were collected from the medical records and councils and sorted into pre-designed electronic sheets. Results: Out of 214 permanent disqualifications, 198 were medically disqualified, while the remainder were killed in air accidents. The main reasons for medical disqualification were neurosurgery, psychiatric and cardiovascular causes. Common diseases included discopathy, generalised anxiety disorder and myocardial infarction. The total lost service years were 2239 person-years. The average was 11.3 person-years per individual with a standard deviation of ± 6.04. Conclusion: The common causes of early permanent medical disqualification of pilots are neurosurgery, cardiovascular and psychiatric. The work environment of rotary-wing pilots is different from fixed-wing pilots. Air medical transportation pilots face higher levels of stress than other pilots due to the transport of patients. [ABSTRACT FROM AUTHOR]

This article examines the challenges and solutions associated with protecting railway workers from the negative effects of exposure to diesel emissions and dangerous dust emissions during tunnel maintenance works. A major difficulty in this matter is the increased risk of respiratory and cardiovascular diseases for railway workers due to exposure to diesel and gasoline-powered vehicles and dangerous dust emissions, which is further compounded in enclosed spaces such as tunnels. The article analyses the feasibility of renouncing the currently imposed use of ventilation systems during certain railway maintenance work in Germany while still ensuring occupational safety of the employees. The research methodology involves a comprehensive investigation of the applicable national legislation and limit values for dangerous carcinogenic chemicals. The hypothesis is then validated by interpreting the measured values for elementary carbon and for the gases CO, CO2, NO and NO2 during a pilot project conducted in 2022. The findings indicate that it is theoretically possible to forego the technical ventilation system in certain cases of railway maintenance, such as cleaning and flushing a railway drainage located in a tunnel, without jeopardising the occupational safety of employees if an alternative and less expensive fallback measure (face masks for employees) is implemented. The implications of these findings for railway workers and rail maintenance projects are discussed. In the conclusion of the article, recommendations for conducting additional research and improving the current understanding of the topic are provided. [ABSTRACT FROM AUTHOR]

Having error-free communication in air-to-ground communication is somewhat nonsensical in real-life conditions. Multiple factors, external or internal, inevitably cause miscommunication or misunderstanding. During unprecedented situations, the ability to adapt and language competency becomes a significant factor in ensuring that communication between pilots and air traffic controllers can succeed. Aviation English falls under English for Specific Purposes and acts as a lingua franca for aviation communication. Thus far, language training is still inadequate to prepare pilots and air traffic controllers during emergencies or non-routine situations. The open-ended survey was conducted before the first development phase of the aviation communication competence framework. The rationale of this survey is to understand the need and perception of aviation language among pilots and air traffic controllers. The findings suggest that although they feel confident using aviation English in radiotelephony, most agree that it is imperative to have language training to improve aviation communication safety and standardise aviation phraseology and language. The findings also suggest that fundamental English language proficiency and non-standard phraseology use reduce efficiency in aviation communication. Furthermore, cultural and linguistic diversity among pilots and air traffic controllers creates misunderstandings and non-understanding in interactions. These findings suggest that aviation language development and training can be improved by diligent monitoring and evaluating the current needs of pilots and air traffic controllers. [ABSTRACT FROM AUTHOR]

There are various problems experienced by cadets at the Indonesian Aviator Academy (API) Banyuwangi, one of which is the effect of engine vibrations on the pilot of the cessna 172s aircraft. Vibration is a physical factor in the workplace that comes from the work equipment used. The impact of vibration on humans mainly occurs in certain parts of organs such as: chest, head, jaw, nerves and other joints. In general, exposure to mechanical vibrations in the body can cause disturbances in comfort at work, accelerate the occurrence of work fatigue and the emergence of disturbances to occupational health. The discomfort that affects the cadets at the Indonesian Aviator Academy (API) Banyuwangi affects the causes of fatigue that can cause plane crashes. This study aims to determine the effect of engine vibration on the performance of the pilot of the cessna 172s aircraft. The results of this study were based on questionnaire data obtained from cadets, 50% of 25 respondents answered that they had felt numbness in the hands when holding the steering lever of the aircraft and felt anxious when there was excessive vibration. The condition experienced can be a safety risk for pilots and cadets if the existing problem is not quickly given a solution to the solution. [ABSTRACT FROM AUTHOR]

The cockpit of an airplane is the most important space for pilots to fly, interact and communicate with the necessary information. During flight, airplane pilots face various loads, one example is the comfortable working temperature in the cockpit. The health and performance of pilots is a crucial factor in maintaining aviation safety, considering that pilots are the most vital element in the safety aspect of the aviation industry. Currently, thermal comfort is still a topic that is not fully understood. One of the parameters related to thermal comfort in the cockpit is the room temperature in the cockpit to support the performance, comfort and health of the pilot during flight maneuvers. Based on the data that has been collected, the highest cockpit temperature is achieved at 50oC with an aircraft altitude of 1500 ft and the highest human body temperature is achieved at 37.25oC at a height of 1000 ft where based on this data according to SNI 03-6572-2001 thermal comfort is not achieved or even exceeds the threshold. borderline warm comfortable. Various things can affect thermal comfort, especially the effect of temperature on the cockpit, including cockpit design, air circulation, cockpit/aircraft materials, the effect of engine temperature and also several other factors that have a dominant role in influencing the temperature of the cockpit. [ABSTRACT FROM AUTHOR]

Background: Military pilots operate in stressful situations that require multitasking and high cognitive demand. Prolonged periods of intense and sustained activities cause cognitive fatigue that leads to impairments in cognitive and physical performance. Frequent action video gaming is associated with enhanced attention and accuracy and could attenuate cognitive fatigue in military pilots in training. Aim: This study investigated the effect of time load dual-back task (TloadDback), an effective method in inducing cognitive fatigue, on cognitive function in habitual video gamers and non-gamers among military pilots in training. Methods: Thirty male student pilots (25 ± 1 years) were divided into those who had habitually played action video gaming (n = 15, gamers) and those who had not (n = 15, non-gamers). All participants performed a psychomotor vigilance task (PVT) and 1-Back tasks before and immediately after cognitive fatigue induced by the TloadDback. Results and Conclusion: After the cognitive fatigue task, subjective fatigue ratings increased significantly in both groups. The reciprocal reaction time and middle cerebral artery blood velocity (MCBV) decreased in both groups. The non-gamers' reaction time during 1-Back significantly reduced (p < 0.05) but increased in gamers. The changes in MCBV were negatively associated with corresponding changes in hemoglobin index (r = -0.599, p = 0.001). In conclusion, cognitive fatigue result in reductions in attention, and cerebral blood velocity in military pilots in training. Habitual gamers demonstrated reduced tolerance to cognitive fatigue than non-gamers presumably through reduced cerebral oxygenation. [ABSTRACT FROM AUTHOR]

BACKGROUND: Unexpected events in flight might decrease the transparency of the flying process and weaken the pilot's perception of the current state, or even erode manipulating skills. however, during the flight test of a new or modified aircraft, to verify the boundaries of aircraft aerodynamic performance and handling stability, unexpected events may be encountered that need to be handled by the test pilot. therefore, studying the differences between test pilots and airline pilots could help improve flight safety. METHODS: two kinds of physiological parameters, eye blink rate and average fixation duration and task-related performance of test pilots and airline pilots, were analyzed in three abnormal scenarios. a total of 16 pilots participated. the study was carried out in an a320 flight simulator. RESULTS: the differences were significant for both test pilots and airline pilots in eye blink rate and average fixation duration. Furthermore, the reaction time of test pilots (Mean = 23.38 s) was significantly shorter than airline pilots (Mean = 42.63 s) in Unreliable airspeed condition, and the pitch angle deviations between them were significant in both Wind shear and Unreliable airspeed condition. DISCUSSION: the uncertainty of environmental change could create more severe pressure and mental workload influence than actual system failure. For airline pilots, compared with test pilots, the importance of practicing manual flight should still be emphasized. improving reactions to unexpected ambient conditions and unannounced fault status could also contribute to flight safety. [ABSTRACT FROM AUTHOR]

Background and Aim: Motion sickness is a natural and temporary response to unfamiliar motor stimuli which reduces performance in complex tasks that require constant attention. The aim of this research was to study the effect of a special exercise training period on motion sickness in the pilots and flight crews of the Army of the Islamic Republic of Iran. Methods: In this study, 20 pilot students of Shahid Sattari Army Air Force of the Islamic Republic of Iran with an average (age of 21.10 ± 1.31 years, weight of 70.27 ± 8.23 kg, height of 173.32 ± 5.77 cm) participated voluntarily. After completing the motion sickness questionnaire and based on the average age and scores of the rain seat test, they were divided into two equal training and control groups (n = 10). The training group performed exercise training for four weeks (four sessions per week). The post-test was done after 72 hours from the last training session. The data were analyzed using SPSS version 24 software in two descriptive and inferential sections at a significant level (P<0.05). Results: After four weeks of exercise intervention, the intragroup results showed a significant increase in the motion sickness tolerance variable only in the training group (P = 0.001). Also, the intergroup results showed a significant difference between both training and control groups in the post-test (P = 0.037). Conclusion: According to the results, the special exercise training can cause a significant increase in motion sickness tolerance in pilots; by stimulating the visual-vestibular and vestibular systems. Therefore, based on these findings, it is recommended that the pilots who experience symptoms of motion sickness while flying, help to improve the current conditions by performing the suggested exercise interventions. [ABSTRACT FROM AUTHOR]

Retrospective health analysis was performed having the data from 211 airline pilots and 168 flight mechanics with symptoms of chronic sensorineural hearing loss gathered in the period from 2015 to 2020. There were 2 control groups. One group consisted of bus drivers comparable to pilots in terms of acoustic environment and work intensity. The other group included power station operators working in standard acoustic environments and doing intensive work. The results of research revealed statistically significant differences between pilots and control group examinees in frequency of circulatory system diseases of pilots – 22.45 [– 7.08; 71.19], respiratory organs – 0.18 [0.07; 0.44], digestive organs – 17.13 [1.90; 154.21], musculoskeletal and connective tissue – 15.44 [0.93; 254.97], nervous, urogenital system – 11.49 [0.79; 167.61]. In comparison with the control groups, pilots were at a higher risk of cerebral atherosclerosis 13.79 [2.81; 67.58], essential hypertension 14.25 [1.01; 200.78], spinal osteochondrosis 3.00 [0.39; 22.95], prostate hyperplasia 2.29 [0.11; 48.82] and chronic prostatitis 3.43 [0.20 ; 57.65]. Also stated was a statistical difference in the medium of chronic diseases at the retirement age in pilots and flight mechanics in comparison with the control members: 6.0 (4.0–8.0) pilots, 6.0 (4.5–8.0) flight mechanics, 3.0 (1.0–5.0) drivers, 2.0 (1.0–3.0) operators; р < 0.05. [ABSTRACT FROM AUTHOR]

The clinical learning environment is essential for student registered nurse anesthetists (SRNAs) to develop intricate clinical knowledge and acquire proficiency in technical skills required for anesthetic care. The perioperative experience of an SRNA can differ greatly based on the program, preceptor, hospital rotation, or geographic location. This literature review synthesizes the historical and current state of certified registered nurse anesthetist (CRNA)/ SRNA preceptorship in the clinical setting. Themes analyzed include the current CRNA/ SRNA learning and teaching environment, student perceptions of effective CRNA preceptors, evaluation tools and feedback practices, and overall CRNA preceptor preparedness as well as the availability and effectiveness of preceptor training programs. We compare their findings to best practices seen in the United States Air Force (USAF) pilot training program because of its similar "high stakes" learning environment and utilization of a preceptor teaching model. Actionable recommendations, based on CRNA preceptorship data, preceptorship theory, and the USAF pilot training model are presented in the effort to improve preceptor transfer of knowledge and SRNA clinical competence. [ABSTRACT FROM AUTHOR]

Background: Young adults involved in the justice system have high rates of substance use disorders and low rates of treatment engagement. Most justice-involved young adults are supervised in the community—not incarcerated in jail or prison—where they have ongoing access to substances and experience significant barriers to care. When they do engage in treatment, they tend to have worse outcomes than justice-involved adolescents and older adults. Despite the need to develop targeted treatments, there are unique challenges in recruiting this population into clinical research. Digital health technology offers many novel avenues for recruiting justice-involved young adults into clinical research studies and disseminating substance use disorder treatments to justice-involved young adults. Because the vast majority of young adults regularly use one or more social media platforms, social media may offer a cost-effective and efficient way to achieve these goals. Objective: This study aimed to describe the process and feasibility of using social media platforms (Facebook and Reddit) to recruit justice-involved young adults into clinical research. Justice-involved young adults recruited from these platforms completed a survey assessing the acceptability of digital health interventions to address substance use in this population. Methods: Justice-involved young adults (aged 18-24 years) were recruited through paid advertisements placed on Facebook and Reddit. Participants responded to a web-based survey focused on their substance use, treatment use history, and acceptability of various digital health interventions focused on substance use. Results: A national sample of justice-involved young adults were successfully enrolled and completed the survey (N=131). Participants were racially diverse (8/131, 6.1% American Indian individuals; 27/131, 20.6% Asian individuals; 23/131, 17.6% Black individuals; 26/131, 19.8% Latinx individuals; 8/131, 6.1% Pacific Islander individuals; 49/131, 37.4% White individuals; and 2/131, 1.5% individuals who identified as “other” race and ethnicity). Advertisements were cost-effective (US $0.66 per click on Facebook and US $0.47 per click on Reddit). More than half (72/131, 54.9%) of the participants were on probation or parole in the past year and reported hazardous alcohol (54/131, 51.9%) or drug (66/131, 57.4%) use. Most of the participants (103/131, 78.6%) were not currently participating in substance use treatment. Nearly two-third (82/131, 62.6%) of the participants were willing to participate in one or more hypothetical digital health interventions. Conclusions: Social media is a feasible and cost-effective method for reaching justice-involved young adults to participate in substance use research trials. With limited budgets, researchers can reach a broad audience, many of whom could benefit from treatment but are not currently engaged in care. Proposed digital health interventions focusing on reducing substance use, such as private Facebook groups, SMS text message–based appointment reminders, and coaching, had high acceptability. Future work will build on these findings to develop substance use treatment interventions for this population. [ABSTRACT FROM AUTHOR]

Highlights: The complex relationship between the occupational stress and group anxiety symp-toms of Chinese civil aviation pilots Analyze the type A behavior pattern (TABP) as a mediator for occupational stress and group anxiety symptoms Overcommitment and TABP play moderating roles between occupational stress and anxiety. Pilots are highly susceptible to anxiety symptoms due to the uncertainty of the dangers of aviation operations and the potential terror and insecurity that pilots experience over time. This research aims to understand the complex relationship between the occupational stress and group anxiety symptoms of Chinese civil aviation pilots, and to analyze the type A behavior pattern (TABP) as a mediator for both issues. The occupational stress, anxiety symptoms and TABP of Chinese civil aviation pilots are investigated by using questionnaires based on the effort-reward-imbalance (ERI) scale, the Zung Self-Rating Anxiety Scale (SAS) and a TABP scale established based on Chinese people's inherent characteristics. The study revealed that higher occupational stress experienced by Chinese civil aviation pilots exacerbated their anxiety symptoms, and that overcommitment and TABP mediated the relationship between occupational stress and anxiety symptoms. [ABSTRACT FROM AUTHOR]

Engine damage as a consequence of foreign object debris (FOD) during flight is frequently caused by birds. One approach to minimising disruption caused by this damage is to provide flight crew with accurate information relating to the continuing operational status of the aircraft's engines. Before designing such avionic systems however, understanding of current procedures is needed. Hierarchical Task Analysis (HTA) and Systematic Human Error Reduction and Prediction Approach (SHERPA) were used to identify potential failures that flight crew may make when managing an engine bird strike. Workshops with commercial pilots generated insights into current practice and a commercial pilot SME reviewed outputs for accuracy. Over 200 potential failures were identified, most commonly related to communication. Remedial measures, considering future avionic systems, are proposed to mitigate identified failures. This analysis provides a starting point for future design concepts for assisting flight crew in dealing with engine malfunction due to FOD strikes. Practitioner summary: Hierarchical Task Analysis was conducted to show all tasks involved in dealing with an in-flight aircraft engine bird strike. Systematic Human Error Reduction and Prediction Approach analysis was performed and over 200 possible failures were identified when managing this event. Remedial measures are proposed to help mitigate possible failures. [ABSTRACT FROM AUTHOR]

Background: Airline pilots face significant ultraviolet radiation exposure resulting in an increased risk of sun damage and skin cancers. We aimed to evaluate sun‐protective practices and associated factors among airline pilots. Methods: We disseminated an online questionnaire evaluating the use of sunscreen, sunglasses, hats and protective clothing during daytime hours in the cockpit and during outdoor activities to 346 global commercial airline pilots, and we received 220 completed responses. The Pearson chi‐squared test or Fisher's exact test where necessary were used to determine possible factors associated with the use of sun‐protective practices. Potential confounders were adjusted for using multivariate analyses. Results: The most common sun protective behaviour was the wearing of sunglasses during daytime flights (89.5%), followed by the use of caps during outdoor activities (47.7%). More pilots applied sunscreen during daytime flights (14.1%) compared with walk‐arounds (8.2%). Males were less likely to use sunscreen during flights (adjusted odds ratio, aOR = 0.76), use sunscreen for walk‐arounds (aOR = 0.175) and wear long sleeves (aOR = 0.013). Pilots who flew less than 30 h a month in high latitude regions were less likely to use a cap or hat outdoors (aOR = 0.419) or use sunscreen during walk‐arounds (aOR = 0.241). Younger pilots were also less likely to use caps or hats outdoors (aOR = 0.446). Conclusion: Male pilots and those who spent less time in high latitudes were less likely to practice sun protection. Targeted educational efforts may be implemented to reduce occupational ultraviolet exposure. [ABSTRACT FROM AUTHOR]

Featured Application: Authors are encouraged to provide a concise description of the specific application or a potential application of the work. This section is not mandatory. The specific professions of aviation personnel include the professions of the pilot and air traffic controller. These occupations are specific in that while performing their work, they must be able to simultaneously operate the devices in the handling area and in the pedipulation area, supplemented by acoustic sensations in the form of correspondence between flying and ground stations. The performance requirements of pilots and air traffic controllers place high demands on their health, psychological condition, attention, and concentration, due to being in constant pursuit of minimization of erroneous decisions, otherwise defined as the human factor in aviation. This article is focused on the development and testing of a technical device for measuring the relative error rate of students in multitasking tasks in preparation for employment. The main result is a designed technical device with hardware (HW) and software (SW) parts. An experimental method was used to measure the qualitative and quantitative performance indicators of the test subjects. The results of the experiment were observed and evaluated based on the analytical-synthetic method based on critical thinking. By comparing and abstracting the measured data, the reference values of the performance indicators of the tested subjects were determined. The selection of the final sample of subjects consisted of two phases. In the first phase, questionnaires were evaluated, and in the second phase, reaction time measurements during multitasking tasks using technical equipment were evaluated. Based on the measurements, an error ratio was defined, which could be graphically represented. The testing proved the full functionality of the designed technical equipment for these purposes in aviation education. [ABSTRACT FROM AUTHOR]

To investigate how the COVID-19 pandemic has affected the military and airline pilots' Job Satisfaction (JS), and identify important contributory factors to support the development of future mitigating strategies. The aviation industry has undergone a series of devastating changes since the onset of the COVID-19 pandemic. Nonetheless, the implications of the pandemic on pilots' JS are unknown. Quantitative JS measurements were taken from 203 European and Middle Eastern pilots, during the pandemic (March, 2021), using the shortened Job Descriptive Index and Job In General validated scales. Follow-up semi-structured interviews (April 2021) were conducted with 16 participants to establish pre-pandemic JS levels and identify the degree of change due to COVID-19. Significant JS differences (p <.001) were observed between military and airline pilots; the former having higher levels. Qualitative findings revealed that airline pilots' levels decreased due to factors such as job security, pay cuts, opportunities for promotion and skill-fade concerns. Military pilots experienced an increased JS, as state-funded organizations were not substantially affected by COVID-19, which led to a feeling of appreciation and thankfulness. COVID-19 has caused a major disruption to JS of military and airline pilots. Suggested mitigation measures for the civil aviation sector comprised effective communication between pilots and managers to reduce the pandemic-induced job uncertainty. Solutions such as extra flight simulator sorties were recommended to tackle the skill-fade effect. [ABSTRACT FROM AUTHOR]

Since the 1980s, some commercial airline pilots and flight crews in the United States, United Kingdom and Australia began to report an illness they believed was caused by exposure to contaminated cabin air. Despite a body of scientific research and health activism calling for this condition, termed Aerotoxic Syndrome (AS), to be classified an occupational illness, it has not been accepted as a clinical entity because its causation remains contested. This article contends that debates over the recognition of AS have been shaped by the politics of science and what can be considered evidence of a causal link; the burden of proof lay with survivors and their allies rather than with airlines and manufacturers. The history of AS shows the challenges of reacting to health risks in a global industry that provides an important form of transportation, and enjoys considerable political and economic influence. It also reveals that at the heart of commercial jet air travel remains an unresolved public health issue, and those who claim to be suffering from AS expected prompt recognition, reform and assistance in light of scientific research and personal testimony, as well as a range of chemical, medical, legal and air safety reports. [ABSTRACT FROM AUTHOR]

EEG has been proved to be an effective tool for researchers' cognition and mental workload by detecting the changes of brain activity potential. The mental workload of pilots in aviation flight is closely related to the characteristics of flight tasks. The previous methods have problems such as lack of objectivity, low EEG analysis ability and lack of real-time analysis ability. In order to solve these problems, this paper proposes a multi-dimensional data fusion brain workload calculation method based on flight effect evaluation, which integrates vision, operational behavior and visual gaze, and classifies and analyzes them in combination with EEG data. This method evaluates the mental workload of pilots from three aspects: visual gaze behavior, control behavior and flight effect in the simulated flight experimental environment, and realizes a more objective mental workload analysis. Then, the synchronously collected EEG data are segmented and sampled to form a dataset, and an LSTM neural network model integrating attention mechanism is established, in which the attention mechanism is used to improve the feature processing ability of the network model for the classification of complex EEG data. After machine learning training, the final model can achieve 94% detection accuracy for 2-s EEG data, and has the ability of real-time analysis in the application environment. Compared with the previous similar LSTM model, the accuracy is improved by 6%, which also shows the effectiveness of the model. [ABSTRACT FROM AUTHOR]

Monitoring cognitive workload has the potential to improve both the performance and fidelity of human decision making. However, previous efforts towards discriminating further than binary levels (e.g., low/high or neutral/high) in cognitive workload classification have not been successful. This lack of sensitivity in cognitive workload measurements might be due to individual differences as well as inadequate methodology used to analyse the measured signal. In this paper, a method that combines the speech signal with cardiovascular measurements for screen and heartbeat classification is introduced. For validation, speech and cardiovascular signals from 97 university participants and 20 airline pilot participants were collected while cognitive stimuli of varying difficulty level were induced with the Stroop colour/word test. For the trinary classification scheme (low, medium, high cognitive workload) the prominent result using classifiers trained on each participant achieved 15.17 ± 0.79% and 17.38 ± 1.85% average misclassification rates indicating good discrimination at three levels of cognitive workload. Combining cardiovascular and speech measures synchronized to each heartbeat and consolidated with short-term dynamic measures might therefore provide enhanced sensitivity in cognitive workload monitoring. The results show that the influence of individual differences is a limiting factor for a generic classification and highlights the need for research to focus on methods that incorporate individual differences to achieve even better results. This method can potentially be used to measure and monitor workload in real time in operational environments. [ABSTRACT FROM AUTHOR]

This research analyses the structure of pilot remuneration and assesses the implications of structural change for pilots and airlines as they rebuild competitiveness in the wake of the COVID-19 pandemic. A review of the literature reveals a significant gap to be filled regarding the structure of airline pilot's pay and the way in which it has changed due to the pandemic. To explore this subject further in the context of the crisis, a conceptual framework is developed and an empirical study in the context of Australia is conducted. It is found that within Australia there has been a shift towards more productivity-based pilot remuneration strategies recently, with Virgin Australia opting for significant structural changes in how pilots are paid. A move to more productivity-based pay need not necessarily penalise pilots in the long-term but can provide significant savings in the short-term. For countries with highly unionised pilot workforces such as Australia, it is recommended that a pay structure to cater for a drop in demand is considered even during negotiations in good times. [ABSTRACT FROM AUTHOR]

The eye tracking technique is increasingly used in the context of examining the method of processing visual information from instruments and displays located in the cockpit of an airplane. An important aspect is monitoring the pilot's visual behavior in the most difficult phase of the flight, which is the landing of the plane. Six people participated in the research, divided into three groups according to their experience. The subjects performed three landing approaches in various weather conditions. During the study, the visual behavior of the participants was recorded using the Pupil Invisible eye tracker. Based on the analysis of heatmaps and areas of interest, differences in the distribution and number of fixations in the visual field between pilots with different aviation experience were shown. [ABSTRACT FROM AUTHOR]

Objective: We tested whether a procedure in a hexapod simulator can cause incorrect assumptions of the bank angle (i.e., the "leans") in airline pilots as well as incorrect interpretations of the attitude indicator (AI). Background: The effect of the leans on interpretation errors has previously been demonstrated in nonpilots. In-flight, incorrect assumptions can arise due to misleading roll cues (spatial disorientation). Method: Pilots (n = 18) performed 36 runs, in which they were asked to roll to wings level using only the AI. They received roll cues before the AI was shown, which matched with the AI bank angle direction in most runs, but which were toward the opposite direction in a leans-opposite condition (four runs). In a baseline condition (four runs), they received no roll cues. To test whether pilots responded to the AI, the AI sometimes showed wings level following roll cues in a leans-level condition (four runs). Results: Overall, pilots made significantly more errors in the leans-opposite (19.4%) compared to the baseline (6.9%) or leans-level condition (0.0%). There was a pronounced learning effect in the leans-opposite condition, as 38.9% of pilots made an error in the first exposure to this condition. Experience (i.e., flight hours) had no significant effects. Conclusion: The leans procedure was effective in inducing AI misinterpretations and control input errors in pilots. Application: The procedure can be used in spatial disorientation demonstrations. The results underline the importance of unambiguous displays that should be able to quickly correct incorrect assumptions due to spatial disorientation. [ABSTRACT FROM AUTHOR]

While Virtual Reality (VR) is usually associated with video games or the simulated scenarios used to train airplane pilots and soldiers, new advances have brought VR technology into a whole different realm—that of mental health. [ABSTRACT FROM AUTHOR]

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