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Biomedical subjects

J R Dille

Publications and source records attributed to J R Dille.

At least 37 records · Page 2Linked to original sources
PubMed1988

Pilot judgment.

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Accidents, Aviation↗
PubMed1985

Efforts to improve AME performance through CME and annual performance reports.

Continuing medical education (CME) serves to maintain or increase the knowledge, interpretive proficiencies, and technical skills that a physician uses in his/her practice of medicine. Resulting improvement is frequently difficult to measure, particularly in aerospace medicine, but CME is required for relicensure and/or for medical society membership in 70% of states. The Civil Aeromedical Institute first received American Medical Association approval for Category I CME credit for attendance at FAA seminars in January 1973. We began preparing annual performance reports for each aviation medical examiner (AME) in 1979 to attempt to isolate the causes of, and to reduce, computer rejection of about one-fourth of all medical certification input because of omissions or procedural errors. A special analysis of 1983 AME performance data found that errors were significantly reduced with recent and frequent seminar attendance, larger volume of exams, and pilot and military flight surgeon experience.

Aerospace Medicine↗
PubMed1984

The effects of spectacle frames on field of vision.

Spectacle frames with thick frames and wide and low-set temples were obtained from an optical goods distributor. Peripheral visual fields were mapped with a Goldmann Projection Perimeter to determine if there was evidence of a safety hazard. A novel way of displaying visual fields was employed. Frame fronts caused more obstruction than temples, which were not found to be a particular problem. Large lenses and thin frames are still recommended for aviator's spectacles and sunglasses. Unusually wide, solid temples should not be worn while flying or driving.

Aerospace Medicine↗
PubMed1984

The 1980 and 1981 accident experience of civil airmen with selected visual pathology.

In studies of the 1974-76 accident experience of U.S. general aviation pilots with static physical defects, those with blindness or absence of either eye had significantly increased rates and ratios. A 1979 study found that 1,140 pilots with aphakia and 173 with artificial lens implants had significantly higher rates, but the monocular pilots did not. The present study examined the 1980-81 accident experience of 4,169 monocular pilots, 1,299 with amblyopia, 969 with aphakia, 285 with lens implants, 118 with a history of diplopia, 1,269 with a tropia, 2,601 with hyperphoria greater than 1 diopter, and 2,711 with esophoria or exophoria greater than 6 diopters by class of medical certificate held. The numbers were too small for statistical treatment, but first- and second-class medical certificate holders, who often have more accidents per 1,000 airmen, consistently had progressively lower accident rates per 100,000 hours. Monocular, aphakic, lens implant, and amblyopic accident airmen had higher accident rates than did the total airman population.

Accidents, Aviation↗
PubMed1982

The prevalence of visual deficiencies among 1979 general aviation accident airmen.

Analyses of the accident experience of pilots who were monocular, did not meet vision standards, had color vision defects and no operational restrictions, or wore contact lenses have shown higher-than-expected accident experience in previous studies. However, no causal role had been assigned. In the present study of accidents during 1979, the pilots with aphakia and artificial lens implants and the total eye pathology population had significantly higher accident rates, but the monocular pilots did not. Again, no causal role had been ascribe. There are still unresolved questions about the consistent operational performance of monocular pilots, those who are not fully corrected to 20/20 distant visual acuity bilaterally, airmen with near vision deficiencies only who are not required to wear corrective glasses, those without fusion, and several with appreciable pathology who have 20/20 corrected central visual acuity, but about whom we know very little concerning their dynamic, peripheral, depth, or accommodative function.

Accidents, Aviation↗
PubMed1982

Familial intermittent diplopia: a report of two cases.

The presence of sufficient muscle balance and bifovial fixation to prevent a break in fusion resulting in diplopia, even under conditions of hypoxia, fatigue, stress, and peripheral gaze, has been of concern in aviation medicine since 1917. Considerable resources are still expended obtaining, reporting, and storing test results, using procedures that undoubtedly exceed the skills of many examiners, when denials are rare, few inflight breaks in fusion have ever been reported, and most known cases of diplopia are from the history. We have recently examined a 54-yr-old employee with a 5-yr history of several daily episodes of incapacitating diplopia, and we have information about his 48-yr-old brother who has a similar history. When asymptomatic, both have normal vision test results. Detection was from the histories; the diagnosis remains uncertain. The ease of concealment, rare test value, and prevalent examiner skills are of concern. The importance of the history is reaffirmed.

Diplopia↗
PubMed1981

The effects of tobacco on aviation safety.

In 1976, the Federal Aviation Administration was petitioned to issue regulations that would prohibit all smoking in the cockpit during commercial flight operations and prohibit preflight smoking by flight crewmembers within 8 h before commercial flight operations. A review of the literature was conducted to determine the effects on pilot performance of carbon monoxide (CO), nicotine, and smoking withdrawal. The records of 2,660 fatal general aviation aircraft accidents in 1973-1976 have been examined. Smoking was not identified as a causal factor but may have contributed to the cause of some of these accidents. However, the compound factors that were often found and the dire consequences are far less likely to occur in air commerce operations. For some, withdrawal symptoms may occur and more than offset any benefits to aviation safety that are claimed for a ban on preflight and in-flight smoking.

Accidents, Aviation↗
PubMed1980

The 1976 accident experience of civilian pilots with static physical defects.

The 1974 and 1975 aircraft accident experiences of civilian pilots with eight selected static physical defects have been examined and reorted previously. Three categories--blindness or absence of either eye, deficient color vision with a waiver, and deficient distant vision--had significantly more accidents than were expected on the basis of observed-to-expected ratios. In 1975, accident rates were calculated. The rates for air men with blindness or absence of an eye were still found to be significantly higher. Observed-to-expected ratios for 1976 were 1.91 for deficient color vision with a waiver, 1.28 for contact lens users, 1.37 for blindness or absence of either eye, and 1.62 for deficient distant vision. The accident rates per 100,000 h of cumulative and last 6 months' flying experience were significantly greater for contact lens users and monocular pilots than for the active airman population. The other groups had no consistently significant differences.

Accidents, Aviation↗