Introduction: During night flying operations, Night Vision Goggles (NVGs) help the aircrew to visualize by intensifying lights reflected from an object. Night sky illumination and image intensification mechanism are the two important factors that affect visual acuity (VA) through NVG. Hence, assessment of visual acuity through Gen 2++ and Gen 3 NVG under different illumination conditions and comparative analysis between the two NVGs was the desired objective of the study. Material and Methods: In a prospective repetitive measure design, a total of 60 volunteered subjects were examined for their VA through Gen 2++ and Gen 3 NVGs using USAF Tri-Bar Chart in the eye lane room of the NVG Lab. The VA was measured under four different illumination conditions; full moon (FM), half moon (HF)quarter moon (QM), and starlight (SL) conditions. The measured VA was converted to logMAR values and analyzed. Results: VA deteriorated significantly with decreasing illuminations through both Gen 2++ (χ2 = 149.9, P < 0.001) and Gen 3 NVGs (χ2 = 156.5, P < 0.001). For Gen 2++ NVG, the difference in VA was statistically significant in all conditions other than between FM and HM. Whereas, it was almost significant for all illumination conditions for Gen 3 NVG. The VA through Gen 2++ was better than Gen 3 in all conditions and the difference in VA widened with decreasing illuminations. Conclusion: VA declined with decreasing illuminations for Gen 2++ as well as Gen 3 NVG, even though, the difference was not significant between FM and HM for Gen 2++ NVG. VA was observed to be consistently better through Gen 2++ NVG compared to Gen 3 across all four illumination conditions. However, keeping in view the dynamic changes in night sky illuminations during flying operations, the findings of the study need to be validated in operational conditions.

Objectives: The novel coronavirus (COVID-19) infection has emerged into a widespread pandemic that stalled the world. Humanitarian missions like Vande Bharat during the first wave of COVID-19 and passenger as well as cargo services during its second wave were carried out extensively by civil aircrew. Operating under such challenging circumstances is likely to affect the well-being and psychological health of the aircrew. Exploring different coping strategies adopted by civil aircrew and assessment of their subjective well-being while operating during the pandemic was the desired objective of the study. Material and Methods: In a descriptive cross-sectional design, 100 Indian civil and cabin crew voluntarily participated in the study. Two standardized questionnaires and a demographic inventory were administered to the sample to identify the coping strategies (the Brief COPE) and assess subjective well-being (WHO-5). Quantitative and qualitative analyses were computed for the data obtained on study variables. “t”-test was carried out to find the differences in the coping strategies utilized by the aircrew in the first and second waves of the pandemic. Results: The mean age and flying experience of the sample were 43.74 ± 10.36 years and 17.34 ± 11.66 years. It was observed that the adaptive coping strategies were higher than the maladaptive coping styles with acceptance (6.56 ± 1.40) and active coping (5.98 ± 1.39) being predominant. There was no significant difference between the coping strategies used during the first and second waves of COVID-19. Imposition of financial constraints and discomfort while flying with a PPE kit was observed in qualitative analysis. The policies and regulations about the COVID protocols were reported to be frequently amended by airlines and regulatory authorities leading to ambiguity amongst the crew. Conclusion: The present study revealed that the Indian civil aircrew used adaptive coping strategies frequently and maladaptive coping strategies sparingly while operating during the COVID-19 pandemic. Certain stressors under this unique situation may be unchangeable with specific coping strategies, but their application may nonetheless lead to positive feelings of autonomy or a reduction in the experience of anxiety. Thus, airlines may initiate the trend of positive psychological interventions as a preventive measure. Pilot training may also incorporate techniques for adopting healthy behavior using specific coping strategies.

Objectives: Night Vision Goggles (NVGs) are widely used in military aviation. Performance of an NVG in terms of high resolution and target acquisition is considered a critical requirement. Gen III NVGs have been considered superior to Gen II and Gen II++ NVGs. The purpose of the study was to evaluate the performance characteristics of ANVIS MK-III NVG and compare them to those of other available NVGs. Material and Methods: ANVIS MK-III Gen III NVG was studied for its performance in terms of visual acuity (VA), contrast sensitivity, and field of view (FOV). Six subjects familiar with use of NVG participated in the study. VA was measured using USAF 1951 Tri-bar chart, while contrast sensitivity was measured using PelliRobson chart under full-moon (FM), half-moon (HF), quarter-moon (QM), and starlight (SL) conditions. The FOV was measured using Cross Bar chart. Comparisons were made with the data of other NVGs available with the Institute. Results: The mean VA of ANVIS MK-III NVG was found to be 20/29, 20/31, 20/34, and 20/39 under of FM, HF, QM, and SL illumination conditions, respectively. The mean contrast sensitivity was 0.9, 0.75, 0.6, and 0.53 log CS units, respectively, with mean FOV of 39.5°. The results were compared with performance characteristics of NL 93, GEO1, and F4949 NVGs. Conclusion: The ANVIS MK-III NVG was found to have higher VA function as compared to other NVGs and better contrast sensitivity function as compared to NL-93 and GEO1 NVG. All the NVGs had comparable FOV. The ANVIS Mk-III NVG in the current configuration with Helmet Display and Tracking System was found to be heavier and needs further ergonomic evaluation.

Introduction: Application of objective fatigue detection tools in aviation bases is limited. This study was envisaged to conduct a systematic comparative analysis between a well-established objective method and short fatigue questionnaires which are used in fatigue research to employ them as a fatigue screening tool for aviation personnel. Material and Methods: Thirty-eight aviation personnel volunteered for this cross-sectional observational study. Work-rest/sleep data collected using actigraphy over 1 week were fed to a PC running Fatigue Avoidance Scheduling Tool. Objective fatigue parameters in the form of Fatigue Risk Time (FRT) and Fatigue Free Occupational Time (FFOT) were retrieved. Fatigue questionnaires Groningen Sleep Quality Scale (GSQS) for assessing sleep quality and Stanford Sleepiness Scale (SSS) to detect day-time sleepiness were used as subjective fatigue parameters. Comparative analysis was carried out using appropriate statistical tests. Results: A consistent Total Sleep Time (TST) ranging from 353 to 378 min in the week of the study with no statistically significant differences between the nights were recorded. The increasing trend of FRT and decreasing trend of FFOT over the week were observed. The GSQS, SSS (morning), and SSS (afternoon) also demonstrated a progressive increase in the scores, but only the increase from day 1 to day 2 was statistically significant. Conclusion: Gradual increase in FRT with a reciprocal decrease in FFOT, which was observed, in this study, could be attributed to a progressive increase in sleep debt over the week. A consistent TST of the duration, which is less than the optimal duration of 7–8 h for night sleep, can lead to a gradual increase in sleep debt. The regression equations computed for FFOT was: FFOT = 657 + (0.24 × TST in min) – {(27 × Morning GSQS) + (73 × Day factor)}. This regression equation could be used to extrapolate the fatigue free occupation time for aviation personnel. The study has confirmed the effectiveness of both GSQS and SSS as the fatigue prevention tool and their application in the field setup, especially in the absence of any objective fatigue detection tool.