ABSTRACT
Breathing-air quality within commercial airline cabins has come under increased scrutiny because of the identification of volatile organic compounds (VOCs) from the engine bleed air used to provide oxygen to cabins. Ideally, a sensor would be placed within the bleed air pipe itself, enabling detection before it permeated through and contaminated the entire cabin. Current gas-phase sensors suffer from issues with selectivity, do not have the appropriate form factor, or are too complex for commercial deployment. Here, we chose isopropyl alcohol (IPA), a main component of de-icer spray used in the aerospace community, as a target analyte: IPA exposure has been hypothesized to be a key component of aerotoxic syndrome in pre, during, and postflight. IPAs proposed mechanism of action is that of an anesthetic and central nervous system depressant. In this work, we describe IPA sensor development by showing (1) the integration of a polymer as an IPA capture matrix, (2) the adoption of a redox chemical additives as an IPA oxidizer, and (3) the application of carbon nanotubes as an electronic sensing conduit. We demonstrate the ability to not only detect IPA at 100-10 000 ppm in unfiltered, laboratory air but also discriminate among IPA, isoprene, and acetone, especially in comparison to a typical photoionization detector. Overall, we show an electronic device that operates at room temperature and responds preferentially to IPA, where the increase in the resistance corresponds directly to the concentration of IPA. Ultimately, this study opens up the pathway to selective electronic sensors that can enable real-time monitoring in a variety of environments for the force health prevention and protection, and the potential through future work to enable low parts-per-million and possibly high parts-per-billion selective detection of gas-phase VOCs of interest.
ABSTRACT
INTRODUCTION: Air-to-air refueling, formation flying, and projectile countermeasures all rely on a pilot's ability to be aware of his position and motion relative to another object. METHODS: Eight subjects participated in the study, all members of the sustained acceleration stress panel at Wright-Patterson AFB, OH. The task consisted of the subject performing a two-dimensional join up task between a KC-135 tanker and an F-16. The objective was to guide the nose of the F-16 to the posterior end of the boom extended from the tanker, and hold this position for 2 s. If the F-16 went past the tanker, or misaligned with the tanker, it would be recorded as an error. These tasks were performed during four G(z) acceleration profiles starting from a baseline acceleration of 1.5 G(z). The plateaus were 3, 5, and 7 G(z). The final acceleration exposure was a simulated aerial combat maneuver (SACM). RESULTS: One subject was an outlier and therefore omitted from analysis. The mean capture time and percent error data were recorded and compared separately. There was a significant difference in error percentage change from baseline among the G(z) profiles, but not capture time. Mean errors were approximately 15% higher in the 7 G profile and 10% higher during the SACM. DISCUSSION: This experiment suggests that the ability to accurately perceive the motion of objects relative to other objects is impeded at acceleration levels of 7 G(z) or higher.