Line-of-sight in operating a small unmanned aerial vehicle: How far can a quadcopter fly in line-of-sight?

A field study was conducted to investigate the probabilities of human participants to detect a small unmanned aerial vehicle (UAV) at a certain distance. A Phantom 4 quadcopter was remotely controlled to hover at one of the 32 pre-determined locations in the air. Thirty-two participants on the ground were requested to judge if they could see the quadcopter on a four-point scale: 1. definitely yes, 2. probably yes, 3. probably no, and 4. definitely no. The participants also responded whether they could hear the quadcopter on the same four-point scale. Logistic regression models were established to estimate the probability of detecting the quadcopter in the air, both visually and auditory. When navigating a quadcopter flying away from the operator, the sound stimulus diminished and then disappeared earlier than that of the sight of the quadcopter. The results of the study indicated that the probability of visual detection of the quadcopter at a distance of 300 m was approximately 0.3. When adopting a 50% probability of visual detection and the "definitely or probably yes" criterion, the estimated distance of line-of-sight was 245 m. The corresponding visual angle was 0.065°. The information in this study is valuable for drone operators, operator training institutes, and drone designers. The aviation authorities may also consider revising the codes or regulations for small UAV operation based on our findings.

Safety Implications of 6-Month vs. 1-Year First-Class Aeromedical Certificates.

INTRODUCTION: This study explores the safety risk due to delayed detection of hazardous health conditions that would result from increasing the duration of U.S. first-class aeromedical certificates from 6 mo to 12 mo for pilots ages 40 yr old through 60 yr old.METHODS: All pilots who submitted a U.S. first-class application in 2014 with no electrocardiogram and with the previous exams 4.5 to 7.5 mo prior were selected from the FAA pilot medical database. Proportions of Federal Aviation Administration (FAA) denial pathology codes and Aviation Medical Examiner (AME) deferrals were compared for these exams within and between age groups from 40 yr old through 75 yr old. The absolute incidence rates for delayed detection were calculated and relative incidence of these proportions was compared graphically.RESULTS: The relative risk between age groups for delayed identification of disqualifying medical conditions showed that the 56-60-yr-old group would be at about twice the risk as the 40-45-yr-old group. The absolute incidence for the 56-60-yr-old group was 0.46% for denial conditions and 0.60% for AME deferrals over 6 mo.DISCUSSION: Increasing FAA first-class medical certificate duration from 6 mo to 12 mo would put 56-60-yr-old pilots at double the currently accepted risk for delayed detection of significant medical conditions. The absolute risk for this 6-mo delayed identification for the 56-60-yr-old group would average 0.53%.Mills WD, DeJohn CA. Safety implications of 6-month vs. 1-year first-class aeromedical certificates. Aerosp Med Hum Perform. 2019; 90(5):484-487.

Medical Privacy versus Public Safety in Aviation.

Confidentiality, considered a fundamental principle of medical ethics, is potentially at odds with public safety when an airplane pilot is experiencing symptoms of mental illness. Reporting requirements for pilots vary across the world, and pilots can be subject to multiple national regulatory authorities for international flights. Stigma exists about getting treated for depression. If one's livelihood and core sense of identity is placed at risk by seeking treatment, people will naturally avoid assessments and engagement with mental health clinicians, the very treatment that could mitigate risk. Suicide and homicide by aircraft are rare events and are difficult to predict, but the impact can be catastrophic. Variables other than mental illness, such as personality structure, occupational and relationship stressors, and coping mechanisms are also critical in conceptualizing risk in this population. Requirements for those employed in other methods of transportation are contrasted with those for pilots. Finally, legal and ethics concerns regarding reporting requirements for pilots are discussed and suggestions made.

Analysis of development and evolution rules of civil aviation in China based on life cycle theory.

The development of CAAC began in the early days of 1949. From a comparatively less popular means of transport to the world's second largest by volume, this means of transport has undergone major and minor changes in the last 70 years. It is not known whether there are significant laws in the process of development. For this reason, we analyze the statistical indicators of the development of civil aviation transport and select representative indicators, namely, the total turnover of transport, the number of routes, the number of aircraft, the number of transport aircraft, and the number of domestic city connections. At the same time, the life cycle theory is introduced, and the typical growth curve model is used to fit the data. It is found that the evolution life cycle of civil aviation in China can be divided into three stages: the first life cycle stage from 1950 to 1981, the second from 1982 to 2003, and the third from 2004 to 2017. Each life cycle follows the growth characteristics of occurrence, growth and maturity, and each life cycle has a time range of approximately 30 years. At present, China's civil aviation industry is in the period of rapid growth in the third life cycle. This industry is expected to reach maturity in approximately 2026 and then to begin to grow slowly. Relevant departments can adopt corresponding development strategies to guide the smooth development of civil aviation in accordance with the growth law of the development and evolution life cycle of civil aviation in China.

Evaluation of a drug and alcohol safety education program in aviation using interrupted time series and the Kirkpatrick framework.

Compliance with drug and alcohol regulations are required by 14 CFR Part 120/ and 49 CFR Part 40. These regulations affect approximately 7200 aviation-related companies and their associated services. Consequences for noncompliance can include loss of revenue from imposition of civil penalties, suspension, or revocation of the company's certificate to conduct business. Front End Analysis (FEA) was conducted to determine specific performance problems and provide five tailored educational interventions to address them. Program evaluation was conducted using Interrupted Time Series (ITS) modeling. Results showed significant (p < .05) decreases in nonconformities across all five models with small to moderate effect sizes. Based on the relative effects, values for reductions in civil penalty costs between 16% and 47%, were predicted. Actual sanction reductions from the pre-to-post-intervention periods were confirmed to be 24.21%. The study supported the efficacy of the ITS approach for implementation of level four Kirkpatrick evaluation.

Skydiving: The audiological perspective.

BACKGROUND:  Skydiving is a popular recreational sport for the young and old. There is minimal research pertaining to skydiving and its relation to the audiological system. The risks of skydiving in relation to the auditory system should be explored further. Aims: The main aim of this study was to explore the relationship between skydiving and audiology in South Africa. The sub-aims of the study focused on determining if skydivers were provided with safety precautions before they commenced with the dive, determining the middle ear pressure before and after the skydive and identifying the audiological symptoms that were present post-dive. This study also aimed at scrutinising the South African sports and recreation policy. Method: A mixed-method descriptive research design was utilised. Qualitative information pertaining to audiology was identified and recorded from the scrutiny of South Africa (SA) policy and the dropzone consent forms at two skydiving schools. Thirty-one skydivers were purposefully recruited to undergo a pre- and post-dive tympanometric assessment. Results: There is no information within the clearance forms that pertain to the audiological risks related to skydiving. There was a lack of information related to the risks of skydiving in the clearance forms at both dive schools. A statistically significant pressure change was noted in regular skydivers, regardless of the ability to equalise effectively during the skydive. Conclusion: This study identified the gaps in policy and clearance forms, highlighting the need for the inclusion of safety measures and risks in the documentation and legislation that governs the sport. Audiologists, sportspeople and medical advisors should be cognisant of the negative consequences that may be evident within the auditory system of skydivers.

[Clinical and hygienic aspects of occupational neurosensory deafness in civil aviation flight personnel].

The article covers implementation of regulatory and legal concepts in prevention of risk caused by hazardous effects of noise in civil aviation flight personnel. The authors analyzed case histories of civil aviation flight personnel patients examined in occupational diseases clinic, with first diagnosed occupational neurosensory deafness.

[FLIGHT CERTIFICATION OF CIVILIAN PILOTS FOLLOWING SURGERY OF BRACHIOCEPHALIC ATHEROSCLEROTIC STENOSES].

The paper presents cases of surgery of brachiocephalic atherosclerotic lesions with asymptomatic stenosis in civilian pilots reviewed by a Flight Certification Board. Cerebrovascular diseases varying in their clinical presentation (syncopes, transitory ischemic attacks or strokes) may culminate in acute conditions and, consequently, threaten flight safety. There is an exigent need of law-guided regulations for flight certification boards on how to manage cases of pilots with a history of cerebrovascular disease.

[Exercise scenario of a highly contagious, life-threatening disease in intercontinental aviation : a case report in the context of the International Health Regulations (IHR)]. / Übungsszenario für eine hochkontagiöse, lebensbedrohliche Erkrankung in der interkontinentalen Personenluftfahrt : Eine Kasuistik vor dem Hintergrund der internationalen Gesundheitsvorschriften (IGV).

BACKGROUND: The International Health Regulations (IHR) 2005 were conformed to German law on July 20, 2007 and described in detail by the Implementing Act (IHR DG). According to these legal bases, "designated airports" must maintain special capacities for protection against health threats, and are also responsible for performing regular IHR exercises. OBJECTIVES: Representation of the optimization of established operational concepts of various professions to manage infectious biological threats without obstruction of international travel, and mediation of experience to IHR professionals. MATERIALS AND METHODS: An exercise based on the case scenario of a travel-related febrile illness was performed at Munich International Airport on November 11, 2013. Preparations took 6 months and the exercise itself lasted nearly 12 h. The follow-up lasted an additional 9 months. A qualitative and quantitative evaluation of the exercise was completed. RESULTS: From an Individual Medicine and Public Health perspective, modular work structures and risk communication functioned adequately. The medical examination of passengers was also well managed. Areas requiring further optimization included arrival/departure times of external actors, transport of the index patient to hospital and protective measures for individual participants. Overall, a defined biological threat scenario representing a double infection with two highly pathogenic germs was handled satisfactorily without affecting international air travel. CONCLUSIONS: Modular supply components are an effective and forward-looking means in protection against threats occurring at airports. Key success factors include sufficient staff mobility, immediate self-protection of actors involved, effective risk communication and a strong overall coordination and monitoring of the situation.

Use of unmanned aerial vehicles for medical product transport.

Advances in technology and decreasing costs have led to an increased use of unmanned aerial vehicles (UAVs) by the military and civilian sectors. The use of UAVs in commerce is restricted by US Federal Aviation Administration (FAA) regulations, but the FAA is drafting new regulations that are expected to expand commercial applications. Currently, the transportation of medical goods in times of critical need is limited to wheeled motor vehicles and manned aircraft, options that can be costly and slow. This article explores the demand for, feasibility of, and risks associated with the use of UAVs to deliver medical products, including blood derivatives and pharmaceuticals, to hospitals, mass casualty scenes, and offshore vessels in times of critical demand.

The U.S. commercial air tour industry: a review of aviation safety concerns.

The U.S. Title 14 Code of Federal Regulations defines commercial air tours as "flight[s] conducted for compensation or hire in an airplane or helicopter where a purpose of the flight is sightseeing." The incidence of air tour crashes in the United States is disproportionately high relative to similar commercial aviation operations, and air tours operating under Part 91 governance crash significantly more than those governed by Part 135. This paper reviews the government and industry response to four specific areas of air tour safety concern: surveillance of flight operations, pilot factors, regulatory standardization, and maintenance quality assurance. It concludes that the government and industry have successfully addressed many of these tenet issues, most notably by: advancing the operations surveillance infrastructure through implementation of en route, ground-based, and technological surveillance methods; developing Aeronautical Decision Making and cue-based training programs for air tour pilots; consolidating federal air tour regulations under Part 136; and developing public-private partnerships for raising maintenance operating standards and improving quality assurance programs. However, opportunities remain to improve air tour safety by: increasing the number and efficiency of flight surveillance programs; addressing pilot fatigue with more restrictive flight hour limitations for air tour pilots; ensuring widespread uptake of maintenance quality assurance programs, especially among high-risk operators not currently affiliated with private air tour safety programs; and eliminating the 25-mile exception allowing Part 91 operators to conduct commercial air tours without the safety oversight required of Part 135 operators.

[The problems of hearing impairment in the flying staff of commercial aviation in Russia].

The authors discuss the problems pertaining to the growing incidence of hearing impairment in the members of the flying staff employed in commercial aviation of Russia and the main criteria used to elucidate the causes behind occupational diseases of the organs of hearing. Special attention is given to the principal normative documents regulating the methodological basis on which the acoustic factor in the aircraft cockpit is evaluated, peculiarities of occupational sensorineural hearing impairment and the methods for its detection. The main errors in the determination of the relationship between the working conditions and the diseases of the organs of hearing are discussed.

Fighting discrimination.

In the fight against discrimination, the IDF launched the first ever International Charter of Rights and Responsibilities of People with Diabetes in 2011: a balance between rights and duties to optimize health and quality of life, to enable as normal a life as possible and to reduce/eliminate the barriers which deny realization of full potential as members of society. It is extremely frustrating to suffer blanket bans and many examples exist, including insurance, driving licenses, getting a job, keeping a job and family affairs. In this article, an example is given of how pilots with insulin treated diabetes are allowed to fly by taking the responsibility of using special blood glucose monitoring protocols. At this time the systems in the countries allowing flying for pilots with insulin treated diabetes are applauded, particularly the USA for private flying, and Canada for commercial flying. Encouraging developments may be underway in the UK for commercial flying and, if this materializes, could be used as an example for other aviation authorities to help adopt similar protocols. However, new restrictions implemented by the new European Aviation Authority take existing privileges away for National Private Pilot Licence holders with insulin treated diabetes in the UK.