著者

溝端 裕亮 藤田 真敬 大類 伸浩 菊川 あずさ 小林 朝夫 高田 邦夫 立花 正一 岩本 鉄也 山口 大介 木村 幹彦 別宮 愼也

出版者

航空医学実験隊

雑誌

航空医学実験隊報告 (ISSN:00232858)

巻号頁・発行日

vol.56, no.4, pp.79-93, 2016 (Released:2020-04-11)

参考文献数

54

被引用文献数

1

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Spatial disorientation (SD) is a false perception of position, motion or attitude by the pilots, and the largest risk factor for fatal accidents. Prevention of SD is difficult. Early realization and withdrawal from SD using instrument flight is the best way to prevent accidents. To prevent accidents due to SD, aircraft’s systems have been developed, and SD training have been conducted. Terrain Awareness and Warning System (TAWS) provides pilots with visual and auditory warning. Automated Ground Collision Avoidance System (Auto GCAS) recovers flight attitude automatically when aircraft goes near into the ground. Spatial Orientation Retention Device (SORD) is multi-sensory warning system. Tactile Situation Awareness System (TSAS) gives vibration to the pilots to indicate pilot’s posture. Three Dimensional Landing Zone (3D-LZ) System projects view of landing zone to the cockpit even in bad weather. In this study, we collected information related to SD training among 21 military forces belong 17 countries. SD training usually includes lecture and experience learning. Pilots receive initial training and periodic training in 17/21 forces. Average frequency was 4 years (range: 6 months to 6 years). Japan Air Self-Defense Force has not conducted periodic SD training. The way of experience with SD is use of simulator similarly JASDF or in-flight demonstration. The simulator training is lower cost and safer than the in-flight training. To maintain and develop aircraft’s systems and SD training is continuously necessary.

著者

大類 伸浩 藤田 真敬 菊川 あずさ 蔵本 浩一郎 小林 朝夫 溝端 裕亮 立花 正一 高田 邦夫 山田 憲彦 別宮 愼也

出版者

航空医学実験隊

雑誌

航空医学実験隊報告 (ISSN:00232858)

巻号頁・発行日

vol.56, no.3, pp.43-66, 2016 (Released:2020-04-11)

参考文献数

127

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Gravity-induced loss of consciousness (G-LOC) is a major threat to fighter pilots and may result in fatal accidents. High +Gz (head-to-foot direction) acceleration force induces cerebral blood loss and results in gray-out, black out, and G-LOC. Countermeasures to avoid G-LOC include anti-G strain maneuver, anti-G suits, and pressure breathing for G, etc. They effectively decrease G-LOC incident, but have not eradicated it. Objective detection of G-LOC related symptoms is the prerequisite. In spite of many G-protective measures, G-LOC monitoring system has yet to be developed. Technologies for non-contact monitoring or motion capture have ventured into health care market. Real time physiological sensing for heart rate, body temperature, respiratory rate, etc, is used to medical, health care, physical fitness and sports area. Those advanced technologies might have potential for future G-LOC monitoring. This article reviews current status and future of countermeasures for G-LOC, and related technologies.

著者

高澤 千智 藤田 真敬 小林 朝夫 大塚 康民 鳥畑 厚志 大類 伸浩 高田 邦夫 立花 正一 柏崎 利昌 別宮 愼也

出版者

航空医学実験隊

雑誌

航空医学実験隊報告 (ISSN:00232858)

巻号頁・発行日

vol.56, no.3, pp.67-77, 2016 (Released:2020-04-11)

参考文献数

45

被引用文献数

1

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It has been issued that many accidents are caused by impaired driving or impaired flying due to side effects of medications. In 2013, US Federal Aviation Agency (FAA) warned about aircraft accidents due to side effects of medications. Japan Ministry of Internal Affairs and Communications (JMIAC) also made recommendations to Japan Ministry of Health, Labor and Welfare (JMHLW) to confirm notification about driving ban in the patient package insert. The aviators who use an impairing medication are required to wait an appropriate periods after last medications before flying. FAA defines a waiting time from last medications to flight as five times of pharmaceutical half-lives. Japan Ministry of Land, Infrastructure, Transport and Tourism (JMLIT) also defines as two times the dosing interval. The dosing interval is generally determined by pharmaceutical half-lives. Considering above situations, Japan Air Self-Defense Force, Aeromedical Laboratory (JASDF AML), recommends a waiting time from last medications to flight as five times of pharmaceutical half-lives. Newly marketed medications are monitored through post-marketing surveillance and reviewed qualification for aviators. Monitoring periods are three years or more in US Air Force, but one year in FAA, JMLIT and JASDF. We review aeromedical decision making for the safe flight with medicated aviators and related articles.