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Behavioral Health and Performance for Long-Duration Missions
Published in Lauren Blackwell Landon, Kelley J. Slack, Eduardo Salas, Psychology and Human Performance in Space Programs, 2020
By mid-1997, a structure for a spaceflight mental health program to support LDM’s began to take shape: Holland brought years of operational psychology knowledge; Vander Ark and Curtis brought knowledge about the operational support of the astronaut and their family and I brought years of flight surgeon/operational psychiatry knowledge. Together, we framed the Four Factor Model, which focused the many problems of LDM’s into a consistent framework and language to our NASA Mission and Medical leaders (Figure 13.1). This model had a number of strengths. It opened a path to developing psychological prevention strategies (psychological support and advanced selection and training concepts). It defined how behavioral health prevention and treatment (psychiatry and sleep/circadian concepts) contributed to performance. It created a “home” in medical operations to advocate for certain human factors areas that contribute to performance (habitability, individualized training/retraining/ergonomics, and workload/scheduling). It “fit” with NASA research concepts. The model focused on maintaining astronauts’ performance, which aligned well with the Corps’ goals. As the model became accepted, our mental health team was newly named: the Behavioral Health and Performance Group (BHPG). In June 1998, NASA-Mir 7 astronaut Thomas completed the final Phase-I mission. By Fall 1998, BHPG and the Four Factor Model was approved into the NASA Medical Operations “critical path” requirements to ensure the health of LDM astronauts.
US Military Standards and Aeromedical Waivers for Psychiatric Conditions and Treatments
Published in Carrie H. Kennedy, Gary G. Kay, Aeromedical Psychology, 2013
Arlene R. Saitzyk, Christopher A. Alfonzo, Timothy P. Greydanus, John R. Reaume, Brian B. Parsa
In the Navy, waivers may be requested in a number of ways. Most commonly the service member requests a waiver via the local Aviation Medicine Clinic and flight surgeon. Also, the service member’s commanding officer may request a waiver for one of his/her fliers. A medical officer can initiate a waiver request, but obviously, with the service member’s concurrence and support. Finally, BUMED, the Naval Reserve Center, CMC, or Navy Personnel Command (NAVPERSCOM) can take the initiative to request a waiver for a service member or candidate. It is important to note, however, that this action as well as any waiver request must be undertaken with the knowledge and endorsement of the service member’s commanding officer. After review by the commanding officer, waiver requests are submitted to NAMI Aeromedical Physical Qualifications Department for review in the web-based program AERO. NAMI Aeromedical Physical Qualifications Department reviews all waiver requests and forwards a recommendation to the appropriate waiver granting authority (BUPERS or CMC) via AERO. The waiver authority then acts on the waiver recommendation provided by NAMI Aeromedical Physical Qualifications Department and BUMED. Local flight surgeons can electronically access the waiver recommendation letter in AERO.
Anti-fatigue Strategies for Shift Lag and Jet Lag
Published in John A. Caldwell, J. Lynn Caldwell, Fatigue in Aviation, 2016
John A. Caldwell, J. Lynn Caldwell
Temazepam is superior to zaleplon, zolpidem, or triazolam for daytime sleepers or for those who are suffering from jet lag simply because people in these situations suffer from difficulties staying asleep rather than problems going to sleep. The longer-lasting effects of temazepam are extremely beneficial in such circumstances, because they tend to prevent premature awakenings. Remember that all these medications are prescriptions and must be administered by a physician. In aviation environments, aircrew must stay informed of what medications are authorized and consult with their flight surgeon or Aviation Medical Examiner (AME) on the appropriate use of these medications.
Normobaric hypoxia training in military aviation and subsequent hypoxia symptom recognition
Published in Ergonomics, 2021
Antti Leinonen, Nikke Varis, Hannu Kokki, Tuomo K. Leino
O2 mixtures were given in a specific order in a training session. The first set-up was executed with a cylinder containing 8% O2, the second with a 7% O2 cylinder and the third with a 6% O2 cylinder. Pilots were instructed to abort a flight mission as early as they recognise the first hypoxia symptoms. They continued their set-up until they noticed hypoxia symptoms (for example cognitive performance problems and skin tingling) and executed emergency procedures including switching on 100% emergency O2 (Figure 1). Due to the pilots’ safety the maximum exposure times of set-ups were limited to 600 s/8% O2, 300 s/7% O2 and 180 s/6% O2. To avoid any negative consequences of training, the flight surgeon can abort or cancel the hypoxia set-up if necessary. Too deep hypoxia exposure will not support training goals because of the risk that the pilot cannot remember what happened during deep hypoxia. NH exposures may cause memory problems and more adverse effects which need to be taken into account after the simulator training (Varis, Parkkola, and Leino 2019).