Master’s in Aeromedical Physiology and Flight Safety Engineering
Online master's programme of 1,900 hours in aeromedical physiology and flight safety engineering. 12 modules covering flight physiology, pressurisation and oxygen systems, acceleration and G protection, spatial disorientation, vision, noise and radiation, fatigue, aviation medicine and certification, cockpit human factors, survival, in-flight medicine and safety investigation, with an assigned technical tutor.
Master’s in Aeromedical Physiology and Flight Safety Engineering — studying from India
India's medical device and healthcare technology sector is growing, with manufacturing and design clusters in Hyderabad, Bengaluru, Ahmedabad and the National Capital Region. Regulation of medical devices is handled by the Central Drugs Standard Control Organisation under the Central Drugs Standards Control Organisation framework, and the Bureau of Indian Standards issues relevant norms. Hospitals, device makers and rehabilitation technology firms create demand for biomechanics and wearables expertise. Operational safety and occupational health are overseen through the Directorate General Factory Advice Service and Labour Institutes, making this area relevant to industrial and healthcare engineers alike.
Fees for India: ₹734,000 (Indian Rupee), with instalments and employer sponsorship available.
Relevant bodies in India
Typical roles
Questions from India
Will this programme be recognised by professional bodies in India for health and biomechanics work?
SEIUM's qualifications are private qualifications, not official state degrees, and they are not accredited by any national body in India. Recognition is decided by employers and by the relevant body in each case. Medical devices fall under CDSCO, and professional engineering recognition in India is handled by bodies such as the Institution of Engineers (India). Please check with them directly before relying on the qualification.
Which employers in India use skills in biomechanics, wearables and operational safety?
Typical employers include medical device companies, hospitals with engineering departments, sports science organisations, and firms making wearable or industrial safety products. Hiring depends on the employer's own criteria and on your existing experience. The qualification may help you show specialist knowledge, but whether a particular employer values it is for that employer to decide.
Can I study this alongside a full-time job in India, and does it need English?
The programme is 100% online and taught in English, so you need a working level of English. Time zone is not a barrier because the course is asynchronous, and you can study from anywhere in India without a student visa. Workload depends on the programme length, and each student is assigned a technical tutor for support. Many people fund it through employer sponsorship or pay in instalments.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Explain the physiological effects of altitude, hypoxia and decompression.
Evaluate pressurisation and oxygen systems against certification requirements.
Analyse human tolerance to acceleration and impact.
Prevent spatial disorientation through design and training.
Manage fatigue risk with biomathematical models and FRMS.
Apply Part-MED medical requirements to aircrew certification.
Integrate aeromedical factors into accident investigation and the SMS.
Who it's for
- Aviation medicine specialists and aeromedical examiners.
- Aviation human factors engineers.
- Air accident investigators looking at medical and physiological factors.
- Operational safety managers in airlines, military aviation or HEMS.
- Fatigue risk managers working with FTL and FRMS.
- Flight physiology instructors.
- Engineering or science graduates seeking to enter airlines.
What you'll work with
- Regulation (EU) 1178/2011 (Part-MED, aircrew medical certification)
- ICAO Annex 19 (safety management)
- Regulation (EU) 965/2012 (air operations, including FTL)
- ICAO Annex 13 (aircraft accident and incident investigation)
- Regulation (EU) 376/2014 (occurrence reporting in civil aviation)
- EASA CS-25 (certification specifications for large aeroplanes)
- Directive 2013/59/Euratom (basic safety standards for ionising radiation)
- ICAO Doc 9966 (fatigue risk management systems)
- CARI-7
- SAFTE-FAST
- LabChart
- MATLAB
12 modules · 1900 h
1.1ISA standard atmosphere and gas laws1.2Oxygen transport and the dissociation curve1.3Hypoxic, anaemic, stagnant and histotoxic hypoxia1.4Time of useful consciousness by altitude1.5Middle ear and sinus barotrauma1.6Altitude decompression sickness1.7Hyperventilation and differential diagnosis1.8Carbon monoxide in the cockpit1.9Trapped gases in the digestive tract1.10Laboratory: calculating partial pressures by altitude
2.1Cabin altitude and pressurisation systems2.2Rapid and explosive decompression2.3Supplemental oxygen requirements in CS-252.4Quick-donning masks and regulators2.5Chemical oxygen generators for passengers2.6OBOGS in military aviation2.7Cabin air quality and fume events2.8Hypobaric chamber training2.9Oxygen and unpressurised operations in helicopters2.10Practical: analysis of a depressurisation incident
3.1Acceleration axes and physiological nomenclature3.2+Gz tolerance and G-induced loss of consciousness (G-LOC)3.3Anti-G straining manoeuvre and anti-G suits3.4Sustained acceleration in the human centrifuge3.5Human tolerance to deceleration3.6Crew seats and restraint systems3.7Ejection and spinal loads3.8Injury criteria and Eiband curves3.9Vibration transmitted to the pilot in helicopters3.10Case study: seat requirements under CS-25.562
4.1Anatomy and function of the vestibular system4.2Somatogravic and somatogyral illusions4.3Visual illusions on approach and landing4.4Type I, II and III disorientation4.5Instrument flight and trust in instruments4.6Motion sickness and adaptation4.7Countermeasures in displays and HUD4.8Training in disorientation simulators4.9Loss of horizon in night flight over the sea4.10Case study: accident caused by spatial disorientation
5.1Day and night vision and dark adaptation5.2Night vision goggles and their limitations5.3Lasers and glare in aviation5.4Cockpit noise and hearing protection5.5Speech intelligibility in noise5.6Helicopter vibration and health effects5.7Cosmic radiation and crew exposure5.8Directive 2013/59/Euratom applied to aircrew5.9Ergonomic lighting requirements in the cockpit5.10Laboratory: cosmic radiation dosimetry with CARI-7
6.1Sleep physiology and circadian regulation6.2Jet lag and transmeridian flights6.3Flight time limitations: Subpart FTL6.4Fatigue risk management systems6.5Biomathematical fatigue models6.6Controlled rest on the flight deck6.7Hypnotics and chronobiotics in aircrew6.8Fatigue indicators and reporting6.9Standby duties and cumulative fatigue6.10Workshop: analysis of a roster with a fatigue model
7.1Part-MED of Regulation (EU) 1178/20117.2Medical certificate classes and validity7.3Cardiovascular assessment of the pilot7.4Mental health and peer support programmes7.5Medicines, alcohol and psychoactive substances7.6Visual and hearing requirements7.7Ageing and operational limitations7.8Aeromedical examiners and aeromedical centres7.9Pregnancy and fitness in crew members7.10Case study: fitness after a cardiac event
8.1SHELL model and cognitive ergonomics8.2Situational awareness and workload8.3Crew resource management8.4Threat and error management8.5Automation, surprise and startle effect8.6Aeronautical decision-making8.7Communication and standard phraseology8.8Evidence-based training8.9Design of procedures and checklists8.10Practical: debriefing of a simulator session
9.1Crashworthiness and survivability9.290-second emergency evacuation9.3Cold water immersion and life jackets9.4Underwater escape from helicopters9.5Survival in hostile environments9.6Emergency equipment and first aid kits on board9.7Cabin fire, smoke and toxicity9.8Human performance under acute stress9.9Design of exits and emergency signage9.10Case study: analysis of a real evacuation
10.1In-flight medical emergencies10.2Passenger fitness to fly10.3Disease transmission in the cabin10.4International Health Regulations and aviation10.5Venous thrombosis on long-haul flights10.6Passengers with reduced mobility: Regulation 1107/200610.7Aeromedical transport of patients10.8Disinsection and sanitary control of aircraft10.9Defibrillators and cabin medical equipment10.10Workshop: in-flight medical emergency protocol
11.1ICAO Annex 19 and SMS11.2ICAO Annex 13 and accident investigation11.3Regulation (EU) 376/2014 on occurrence reporting11.4Medical factors in investigation11.5Aviation toxicology and forensic pathology11.6HFACS and causal analysis11.7Just culture and organisational learning11.8Safety performance indicators11.9Safety of drones and unmanned operations11.10Case study: aeromedical analysis of a CIAIAC report
12.1Statement of the aeromedical problem12.2Literature and regulatory review12.3Experimental design or analysis methodology12.4Ethical considerations with human subjects12.5Acquisition of physiological data12.6Analysis and interpretation of results12.7Recommendations for flight safety12.8Conclusions and future work12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online training on the SEIUM campus, with downloadable materials, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so the programme is compatible with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is CARI-7, SAFTE-FAST, LabChart and MATLAB, in free, academic or evaluation versions. Practical work is based on real procedures: hypobaric chamber training, analysis of rosters with fatigue models and investigation of medical factors in air accidents. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: Regulation (EU) 1178/2011 (Part-MED), ICAO Annex 19, Regulation (EU) 965/2012, ICAO Annex 13, Regulation (EU) 376/2014, EASA CS-25, Directive 2013/59/Euratom, ICAO Doc 9966 on FRMS.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- University degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- Internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with CARI-7, SAFTE-FAST, LabChart and MATLAB, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the software, and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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