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The application of early interventions after Critical Incidents varies depending on the location, the situation and the people involved. In this presentation the application of early interventions after three different Critical Incidents is illustrated. April 2004: Two Tornado PA 200 fighter jets collided in midair during a basic fighter maneuver. Both crewmembers of one aircraft died and the two crewmembers of the second aircraft got severely injured. December 2004: A Tornado PA 200 flew into the ground after a two ship formation take off. Both crewmembers died. January 2005: After the Tsunami flood catastrophe in Southeast Asia the German Armed Forces sent medical and flying personnel of the Strategic Air Medical Evacuation Command to Phuket and Bangkok to evacuate injured and non-injured victims in specially equipped aircraft (Airbus A310). After all these Critical Incidents early interventions according to the Critical Incident Stress Management (CISM) was provided by the Division of Aviation Psychology. Experiences in carrying out various approaches and methods of CISM are portrayed., See also ADM001955, RTO-MP-HFM-134. Presented at the Conference on Human Dimensions in Military Operations: Military Leaders' Strategies for Addressing Stress and Psychological Support, held in Brussels, Belgium, on 24-26 Apr 2006. Published in the Proceedings of the Conference, p43-1 through 43-8, 2006.

Because of political restrictions the German Armed Forces had not been involved in NATO -- and/or UN -- deployments until after the reunification of Germany. After the first experiences with such deployments in the early and mid 90's it became evident that some kind of psychological support would have to be provided. As a consequence of several dangerous situations and critical incidents the German Armed Forces experienced flying into and in Bosnia the office of the General Surgeon of the German Air Force, which is responsible for all flying personnel of the German Armed Forces, developed a Stress Concept for the Flying Personnel of the German Armed Forces which has been published and established in October 1998. This order describes and regulates the pre- during- and post- deployment training and education as well as the support through early interventions after critical incidents, accidents and fatal enemy or terrorist attacks., See also ADM001955. Presented at the RTO HFM Symposium on Human Dimensions in Military Operations - Military Leaders' Strategies for Addressing Stress and Psychological Support, held in Brussels, Belgium on 24-26 Apr 2006. Published in RTO-MP-HFM-134, Paper 36.

All Air Forces battle the lack of sufficient recruitment of pilot and aircrew candidates. One way to solve the problem is to look into extending the flying career of an individual. German regulations require jet aircrew members except those in commanders' positions - to stop flying at the age of 41 and leave the Bundeswehr to pursue a civilian career. This means the loss of experienced aircrews not because of medical problems but because of legal requirements. This age restriction of 41 might not be justified any more from a medical point of view. Aeromedical specialists all around the world are looking into the issue of aircrew aging. Orientation in space and postural control are very important for any aircrew. In this study we compared the postural control of experienced pilots versus pilot candidates. We tried to determine possible differences between the age groups to get an indication of the ability to control one's position in space after a strong vestibular stimulus. As a working hypothesis, we assumed that there would be no significant differences between the two groups of test persons., The original document contains color images. Presented at the RTO Human Factors Symposium on Spatial Disorientation in Military Vehicles: Causes, Consquences and Cures, La Coruna, Spain, 15-17 Apr 2002, and published in RTO-MP-086. This article is from ADA413343 Spatial Disorientation in Military Vehicles: Causes, Consequences and Cures (Desorientation spaiale dans les vehicules militaires: causes, consequences et remedes)

Following didactic instruction, most aircrew are able to experience some of the disorienting illusions and limitations of the orientation senses in a variety of ground-based simulation devices such as the Barany chair. In order to reinforce instruction in spatial disorientation (SD) within the environment in which they operate, British Army Air Corps (AAC) helicopter pilots additionally receive an airborne demonstration of the limitations of their orientation senses during initial pilot training and as a quadrennial requirement post-graduation. The sortie syllabus has been previously described 1. The objective of the assessment presented herein was to determine whether the SD demonstration sortie was a valid method for training aircrew in SD in the AAC. This paper records the results of an anonymous voluntary questionnaire completed by 265 experienced aviators and aviators in training over a two and a half year period immediately following the sortie. The results were entered into a relational database and evaluated by a disinterested party using standard descriptive statistics. The following conclusions were made: the maneuvers performed in the SD demonstration sortie, and the sortie overall, were extremely effective at demonstrating the limitations of the orientation senses. Furthermore the aviators considered that the sortie greatly enhanced their overall awareness of SD. Thus we may conclude that the sortie satisfies the internal validation process of the Systems Approach to Training., The original document contains color images. Presented at the RTO Human Factors Symposium on Spatial Disorientation in Military Vehicles: Causes, Consquences and Cures, La Coruna, Spain, 15-17 Apr 2002, and published in RTO-MP-086. This article is from ADA413343 Spatial Disorientation in Military Vehicles: Causes, Consequences and Cures (Desorientation spaiale dans les vehicules militaires: causes, consequences et remedes)