Objective:To investigate the prevalence and determinants of dry eye syndrome among civil aviation flight attendants.Methods:Data from 1 201 civil aviation flight attendants across 6 airlines, along with their eye examination and general health records from the previous year, were collected and analyzed between January and March 2024. A self-designed questionnaire was designed to assess risk factors to dry eye syndrome. The severity of dry eye syndrome of these civil aviation flight attendants was assessed using the Ocular Surface Disease Index (OSDI) scale before they were grouped based on OSDI scores. The Fatigue Assessment Scale and Pittsburgh Sleep Quality Index were used to evaluate levels of fatigue and sleep quality. Multivariable Logistic regression was employed to identify factors associated with the severity of dry eye syndrome.Results:A total of 1 201 flight attendants were enrolled in this study. Questionnaires were distributed to all the participants, and 1 021 valid responses were collected, yielding a response rate of 85.0%. All flight attendants experienced dry eye syndrome. Among these cases, 657 cases were classified as moderate and 364 as severe. Logistic regression analysis showed that flying hours in the previous year ( OR=1.001, 95% CI: 1.001-1.002), a history of eyelid disease ( OR=2.059, 95% CI: 1.311-3.232), fatigue ( OR=2.438, 95% CI: 1.633-3.640), use of preservative-containing eye drops ( OR=3.034, 95% CI: 1.800-5.113), use of artificial tears ( OR=2.431, 95% CI: 1.544-3.827), use of contact lenses ( OR=2.095, 95% CI: 1.381-3.179), refractive progression of <-0.50 D ( OR=3.102, 95% CI: 1.955-4.920) and -0.50 to <-1.00 D ( OR=3.846, 95% CI: 1.845-8.018), sleep scale scores of 6-10 ( OR=1.940, 95% CI: 1.258-2.993), 11-15 ( OR=2.730, 95% CI: 1.564-4.768), and 16-21 ( OR=6.010, 95% CI: 1.752-20.614) were determinants of the severity of dry eye syndrome. Conclusions:Dry eye symptoms are generally severe among civil aviation flight attendants. Priority should be given to monitoring sleep quality and fatigue levels, with particular emphasis on individuals exceeding 713 flying hours in the previous year for early detection of dry eye syndrome.

Objective:To investigate the prevalence and determinants of dry eye syndrome among civil aviation flight attendants.Methods:Data from 1 201 civil aviation flight attendants across 6 airlines, along with their eye examination and general health records from the previous year, were collected and analyzed between January and March 2024. A self-designed questionnaire was designed to assess risk factors to dry eye syndrome. The severity of dry eye syndrome of these civil aviation flight attendants was assessed using the Ocular Surface Disease Index (OSDI) scale before they were grouped based on OSDI scores. The Fatigue Assessment Scale and Pittsburgh Sleep Quality Index were used to evaluate levels of fatigue and sleep quality. Multivariable Logistic regression was employed to identify factors associated with the severity of dry eye syndrome.Results:A total of 1 201 flight attendants were enrolled in this study. Questionnaires were distributed to all the participants, and 1 021 valid responses were collected, yielding a response rate of 85.0%. All flight attendants experienced dry eye syndrome. Among these cases, 657 cases were classified as moderate and 364 as severe. Logistic regression analysis showed that flying hours in the previous year ( OR=1.001, 95% CI: 1.001-1.002), a history of eyelid disease ( OR=2.059, 95% CI: 1.311-3.232), fatigue ( OR=2.438, 95% CI: 1.633-3.640), use of preservative-containing eye drops ( OR=3.034, 95% CI: 1.800-5.113), use of artificial tears ( OR=2.431, 95% CI: 1.544-3.827), use of contact lenses ( OR=2.095, 95% CI: 1.381-3.179), refractive progression of <-0.50 D ( OR=3.102, 95% CI: 1.955-4.920) and -0.50 to <-1.00 D ( OR=3.846, 95% CI: 1.845-8.018), sleep scale scores of 6-10 ( OR=1.940, 95% CI: 1.258-2.993), 11-15 ( OR=2.730, 95% CI: 1.564-4.768), and 16-21 ( OR=6.010, 95% CI: 1.752-20.614) were determinants of the severity of dry eye syndrome. Conclusions:Dry eye symptoms are generally severe among civil aviation flight attendants. Priority should be given to monitoring sleep quality and fatigue levels, with particular emphasis on individuals exceeding 713 flying hours in the previous year for early detection of dry eye syndrome.

Objective:To analyze the stability of uncorrected visual acuity (UCVA) of the civil flying cadets after corneal refractive surgery, and to investigate the rationality of the recruitment standard of civil flying cadets after corneal refractive surgery.Methods:The medical records of civil flying cadets who had undergone corneal refractive surgery and participated in physical examination for civil aviation recruitment from October 9th, 2017 to March 10th, 2019 were selected, including surgical methods and preoperative refractive equivalent spherical degree. Those who met the inclusion criteria were followed up for 3 years (once a year), and their UCVA was measured annually and routine ophthalmic examination was performed. Landolt notched ring visual acuity chart was used to measure the UCVA. The civil flying cadets were grouped according to surgical methods, postoperative observation time, preoperative diopter and postoperative remaining corneal thickness. Kruskal-Wallis test and Wilcoxon test were used to compare the changes of UCVA between the recruitment and the follow-ups.Results:A total of 125 qualified flying cadets (240 eyes) treated by corneal refractive surgery were recruited. At the third year of follow-up, 21 eyes (8.75%, 16 cases) of the treated eyes had UCVA <0.9 and 3 eyes (1.25%) had spherical equivalent degree greater than -0.5 D. Compared the UCVA in recruitment with that at the third year of follow-up, the laserin situ keratomileusis group, the observation time <3 years group, the preoperative diopter -3.0-≤-4.5 D group and the residual corneal thickness 460-≤490 μm group showed significant differences ( Z=2.90, 2.82, 2.28, 3.35, P=0.004, 0.005, 0.023, 0.001). Conclusions:The flying cadets treated by corneal refractive surgery could be conditionally recruited if the side influence factors are controlled and their UCVA remains good stability.

Objective:To analyze the stability of uncorrected visual acuity (UCVA) of the civil flying cadets after corneal refractive surgery, and to investigate the rationality of the recruitment standard of civil flying cadets after corneal refractive surgery.Methods:The medical records of civil flying cadets who had undergone corneal refractive surgery and participated in physical examination for civil aviation recruitment from October 9th, 2017 to March 10th, 2019 were selected, including surgical methods and preoperative refractive equivalent spherical degree. Those who met the inclusion criteria were followed up for 3 years (once a year), and their UCVA was measured annually and routine ophthalmic examination was performed. Landolt notched ring visual acuity chart was used to measure the UCVA. The civil flying cadets were grouped according to surgical methods, postoperative observation time, preoperative diopter and postoperative remaining corneal thickness. Kruskal-Wallis test and Wilcoxon test were used to compare the changes of UCVA between the recruitment and the follow-ups.Results:A total of 125 qualified flying cadets (240 eyes) treated by corneal refractive surgery were recruited. At the third year of follow-up, 21 eyes (8.75%, 16 cases) of the treated eyes had UCVA <0.9 and 3 eyes (1.25%) had spherical equivalent degree greater than -0.5 D. Compared the UCVA in recruitment with that at the third year of follow-up, the laserin situ keratomileusis group, the observation time <3 years group, the preoperative diopter -3.0-≤-4.5 D group and the residual corneal thickness 460-≤490 μm group showed significant differences ( Z=2.90, 2.82, 2.28, 3.35, P=0.004, 0.005, 0.023, 0.001). Conclusions:The flying cadets treated by corneal refractive surgery could be conditionally recruited if the side influence factors are controlled and their UCVA remains good stability.