Abstract. Fighter pilots may be exposed to extended flight missions. Consequently, there is increasing concern about fatigue. We investigated the effects of fatigue and cognitive performance in a simulated 11-hr mission in the 39 Gripen fighter aircraft. Five cognitive tasks were used to assess cognitive performance. Fatigue was measured with the Samn–Perelli Fatigue Index. Results showed that performance in the non-executive task degraded after approximately 7 hr. Fatigue ratings showed a matching trend to the performance in this task. Performance in tasks taxing executive functions did not decline. We interpreted that fatigue can be overridden by increased attentional effort for executive tasks but not for non-executive components of cognition. Participants underestimated their performance and metacognitive accuracy was not influenced by fatigue.

BACKGROUND: Fatigue of air force pilots has become an increasing concern due to changes in mission characteristics. In the current study we investigated fatigue, emotions, and cognitive performance in a simulated 11-h mission in the 39 Gripen fighter aircraft. METHODS: A total of 12 subjects were evaluated in a high-fidelity dynamic flight simulator for 12 consecutive hours. Perceived fatigue was measured by the Samn-Perelli Fatigue Index (SPFI). Emotions were assessed with the Circumplex Affect Space. Cognitive performance was assessed by five cognitive tasks. RESULTS: Significant increase in self-reported fatigue, general decrease in two positive emotional states, as well increase of one negative emotional state occurred after approximately 7 h into the mission. Self-reported fatigue negatively correlated with enthusiasm and cheerfulness (r 0.75; 0.49, respectively) and positively correlated with boredom and gloominess (r 0.61; r 0.30, respectively). Response time in the low-order task negatively correlated with enthusiasm, cheerfulness and calmness (r 0.44; r 0.41; r 0.37, respectively) and positively correlated with boredom and anxiousness (r 0.37; r 0.28, respectively). Mission duration had an adverse impact on emotions in these environmental conditions, particularly after 7 h. DISCUSSION: These results contribute to the understanding of fatigue development in general and of emotion-cognition relationships. These findings emphasize that both emotional states and the type of cognitive tasks to be performed should be considered for planning long-duration missions in single-piloted fighter aircrafts as to increase the probability of missions success. Rosa E, Gronkvist M, Kolegard R, Dahlstrom N, Knez I, Ljung R, Willander J. Fatigue, emotion, and cognitive performance in simulated long-duration, single-piloted flight missions. Aerosp Med Hum Perform. 2021; 92(9):710719.

Pilots in long-duration flight missions in single-seat aircraft may be affected by fatigue. This study determined associations between cognitive performance, emotions and physiological activation and deactivation – measured by heart rate variability (HRV) – in a simulated 11-h flight mission in the 39 Gripen aircraft. Twelve participants volunteered for the study. Perceived fatigue was measured by the Samn-Perelli Fatigue Index (SPFI). Cognitive performance was measured by non-executive and executive tasks. Emotions were assessed by the Circumplex Affect Space instrument. HRV was considered in relation to the cognitive tasks in four time points – Hours 3, 5, 7, 9 – and their associations with emotional ratings. Results indicated a decrease in performance in the non-executive task after approximately 7 h. This result was correlated with self-reported measures of fatigue. HRV, assessed by indices of parasympathetic modulation, remained unchanged for both non-executive and executive tasks over time ( p > .05 for all). Significant correlations were observed between emotions and HRV; with increased boredom, increased passiveness, decreased stimulation, and decreased activeness, HRV indicators increased ( p < .05). This suggests that a low self-regulatory effort for maintaining performance in these conditions was prevalent and that pilots could adapt to some degree to the demands and fatigue of long-duration missions.

Dynamic decision-making in aviation involves complex problem solving in a dynamic environment characterized by goal conflicts and time constrains. Training mostly focuses on testing domain-specific knowledge and skills that may result in context-specific rather than general problem-solving skills. A low-fidelity decision-making simulation may favour the understanding of the decision process rather than the decision outcome alone. We investigated airline pilots' decision-making strategies and task performance through the use of the low-fidelity computer simulation (microworld) COLDSTORE, a non-linear, opaque, time-delayed task. Almost thirty percent of pilots adapted (Adaptors) to the task's demands, reaching the desired objective. About thirty five percent of pilots approached the task using a cautious strategy (Cautious). However, the success rates in reaching the task's objective revealed that performance was compromised for the cautious group. A changing (Changers) and oscillating (Oscillators) approach was also observed. More experienced pilots differed from least experienced pilots in strategy and performance adopted. We suggest that low-fidelity dynamic decision-making simulations offer an environment for practicing and understanding the decision-making process. That may contribute to pilots' ability to coordinate monitoring, recognition, planning, judgement and choice when acting under flight environment time constraints. Relevance to human factors/ergonomics theory Dynamic decision-making training in aviation is limited by systematic checks in domainspecific flight scenarios. This type of training does not offer an environment where pilots can reflect upon the decision-making processes. This limits the development of skills for dealing with abnormal events in flight. The present study categorises pilots' decision-making strategies in a simulation context demanding creative problem-solving skills. We provide an analysis of how pilots approach a problem characterized by goal conflicts, where procedures cannot offer ready-made solutions. Since it is impossible to train pilots to every possible unexpected situation, exposure to such simulations may be used for improving pilots' resilience in future unknown conditions.

IntroductionA connection between balance system dysfunction and Agoraphobia (AG) in Panic Disorder (PD) has been found. Balance control of many patients with PD and AG rely mainly on visual cues (visual dependence) and moving visual stimuli in their peripheral visual field induce postural instability and anxiety. These features may maintain agoraphobic symptoms after standard treatments.ObjectivesTo study whether balance rehabilitation with moving peripheral visual stimuli would benefit patients with PD and AG not fully responders to standard treatments.MethodsSix patients with PD and AG were included. Inclusion criteria: 1) panic-phobic symptoms despite adequate treatments (SSRIs for at least 3 months; cognitive behavioral therapy) and 2) balance dysfunction with instability during peripheral visual stimuli (posturography with and without peripheral visual stimulation).The patients went through 10 sessions (3 sessions/week) of balance rehabilitation: static and dynamic exercises, with movements of eyes and head, during projection of peripheral visual stimuli (video-films, 32 times-accelerated, on large lateral screens). Descriptive and non-parametric analyses were applied.ResultsAfter rehabilitation, the patients showed significant improvement both in panic-phobic symptoms (specific psychometric scale scores) (p < 0.05) and in balance performance (post-rehabilitation posturography with and without peripheral visual stimulation) (p < 0.05).ConclusionsBalance rehabilitation with peripheral visual stimuli may increase the efficacy of standard treatments in patients with PD and AG and visual-balance dysfunction. Mechanisms of physical and emotional habituation to environmental destabilizing stimuli may be involved. Further larger and controlled studies are warranted.