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Biomedical subjects

S R Mohler

Publications and source records attributed to S R Mohler.

At least 19 recordsLinked to original sources
PubMed1991

The new FAA national automated ECG network: some aviation medical examiner experiences.

The Federal Aviation Administration (FAA) has required, since August 1, 1987, that aviation medical examiners (AMEs) transmit by telephone all electrocardiograms (ECGs) necessary for airman "Class I" medical certification. This relatively new airman certification requirement is centralized at the Civil Aeromedical Institute (CAMI) in Oklahoma City. In calendar year 1989, the FAA received 69,000 electronically transmitted electrocardiograms. CAMI uses Marquette Electronics software to interpret the ECG signals that are received from multi-channel equipment. The single-channel transmitted ECGs are hand screened at present. The FAA "automated" screening program is unique among governmental airman medical certification programs throughout the world. This paper presents, for potential future users, the authors' experiences with the new airman automated electrocardiographic certification requirement, and covers positive and negative features involved in the implementation and operation of the program. We conclude that while the new FAA automated ECG screening program has satisfactorily replaced the former "physician-intensive" manual screening process, the new system increases the AME's equipment and operation costs. These are passed on to the airman who is seeking certification.

Aerospace Medicine↗
PubMed1990

Tumbling and spaceflight: the Gemini VIII experience.

A malfunctioning orbital flight attitude thruster during the flight of Gemini VIII led to acceleration forces on astronauts Neil Armstrong (commander) and David Scott (pilot) that created the potential for derogation of oculo-vestibular and eye-hand coordination effects. The spacecraft attained an axial tumbling rotation of 50 rpm and would have exceeded this had not the commander accurately diagnosed the problem and taken immediate corrective action. By the time counter-measure controls were applied, both astronauts were experiencing vertigo and the physiological effects of the tumbling acceleration. Data from the recorders reveal that one astronaut experienced -Gy of 0.92 G-units, and the other +Gy of 0.92 for approximately 46 s. Both received a -Gz of 0.89 G-units from the waist up with a +Gz of 0.05 from the waist down. A substantial increase of time and/or an increase in rpm would ultimately have produced incapacitation of both astronauts. NASA corrected the Gemini thruster problem by changing the ignition system wiring. Future space-craft undertaking long-term missions could be equipped with unambiguous thruster fault displays and could have computer-controlled automatic cutoffs to control excessive thruster burns.

Acceleration↗
PubMed1989

Geographic disorientation: approaching and landing at the wrong airport.

Geographic disorientation in aviation operations results from the failure of an aircrew to recognize and/or maintain the desired position relative to the external ground and airspace environment. Becoming lost during flight, intruding inadvertently into unauthorized airspace, selecting a wrong airway, landing on the wrong runway, and approaching the wrong airport--with or without actual landing--are some examples of inflight geographic disorientation. This is a relatively common phenomenon that can be experienced by any pilot, regardless of experience level and the type of pilot certification. This paper analyzes 75 cases of geographic disorientation that occurred among air carrier pilots plus 16 cases among general aviation pilots between 1982 and 1987. Inflight geographic disorientation can result from a variety of aeromedical and human factors (aircrew, operational, environmental) which, interacting with each other, create the ideal conditions for the occurrence of this phenomenon. The adverse consequences of geographic disorientation for the aircrew, passengers and aircraft are delineated along with specific preventive measures.

Accidents, Aviation↗
PubMed1988

Resolutions of the Aerospace Medical Association from 1929-41: Part II--1934-36.

The resolutions of the Aerospace Medical Association (formerly the Aero Medical Association of the United States) have been obtained and reviewed in detail for the period 1929-41. They provide a perspective on what Association members considered priority matters during the period. The resolutions cover subjects such as pilot fatigue, aviation medical examiner selection, military flight pay for flight surgeons, and other important issues, including medical standards. These resolutions had a significant impact during the early growth of civil aviation, and a number still influence today's aeromedical practice as well as certain flight operations.

Aerospace Medicine↗
PubMed1988

Resolutions of the Aerospace Medical Association from 1929-41: Part III--1937-41.

The resolutions of The Aerospace Medical Association (formerly the Aero Medical Association of the United States) have been obtained and reviewed in detail for the period 1929-41. They provide a perspective on what Association members considered priority matters during that period. The resolutions cover subjects such as pilot fatigue, aviation medical examiner selection, military flight pay for flight surgeons, and other important issues, including medical standards. These resolutions had a significant impact during the early growth of civil aviation, and a number still influence today's aeromedical practice as well as certain flight operations.

Aerospace Medicine↗
PubMed1988

Potential crashworthiness benefits to general aviation from Indianapolis Motor Speedway technology.

General aviation crashworthiness can potentially benefit from certain advances being accomplished by the automobile industry. Progressive improvements in crash protection technology, as documented by a dramatic reduction in crash injuries and fatalities at the Indianapolis Motor Speedway, reflect improved crashworthiness. The speeds of survivable general aviation aircraft impacts are in the range of the Indianapolis Motor Speedway crashes (200-220 mph). This paper relates the declining crash death rates at Indy by decade versus the increase in speeds. The continuous rise in speeds has prompted the development of new crashworthy designs and driver protection equipment. Crashworthiness improvements include crushable surrounding structures, high-grade restraint systems, protective head gear, fire resistant clothing, break-away structural components, and a "protective cocoon" concept. Adaptation of selected advances in crashworthiness design and operations accomplished at the Indianapolis Motor Speedway to the next generation of general aviation aircraft should provide significant dividends in survival of air crashes.

Accidents, Traffic↗
PubMed1988

Resolutions of the Aerospace Medical Association from 1929-41: Part I. 1929-33.

The resolutions of the Aerospace Medical Association (formerly the Aero Medical Association of the United States) have been obtained and reviewed in detail for the period 1929-41. They provide a perspective on what Association members considered priority matters during that period. The resolutions cover subjects such as pilot fatigue, aviation medical examiner selection, military flight pay for flight surgeons, and other important issues, including medical standards. These resolutions had a significant impact during the early growth of civil aviation, and a number still influence today's aeromedical practice as well as certain flight operations.

Aerospace Medicine↗
PubMed1986

Training of aerospace medicine physicians in the Soviet Union and the United States of America.

The Union of Soviet Socialist Republics and the United States of America operate major aerospace medicine programs; each country has taken specific measures to assure the development of an adequate number of trained aerospace medicine physicians. This jointly prepared paper emphasizes the training of aerospace medicine physicians related to civil aerospace activities. Those working in the field of aerospace medicine will find of interest the aerospace medical approaches taken by the U.S.S.R. and the U.S.A. in achieving their respective aerospace objectives.

Aerospace Medicine↗
PubMed1985

Training of aerospace medicine physicians.

In the U. S. there are 23 recognized medical specialty boards. One of these is preventive medicine. Within preventive medicine there are three areas: Aerospace Medicine, Occupational Medicine, and Public Health/General Preventive Medicine. The preventive medicine specialties have a common core of required training including biostatistics, epidemiology, health services administration and environmental health. These, plus associated topics are covered during year one of training. Year two of training involves clinical rotations specifically tailored to the eye, ear, heart, lungs and brain, plus flight training to the private pilot level, and a Masters Degree research project for the required thesis. During year three the physicians in aerospace medicine practice full-time aerospace medicine in a NASA or other government laboratory or a private facility. To date, more than 40 physicians have received aerospace medicine training through the Wright State University School of Medicine program. Among these are physicians from Japan, Australia, Taiwan, Canada and Mexico. In addition to the civilian program at Wright State University, there are programs conducted by the U. S. Air Force and Navy. The Wright State program has been privileged to have officers from the U. S. Army, Navy and Air Force. A substantial supporter of the Wright State program is the National Aeronautics and Space Administration and a strong space component is contained in the program.

Aerospace Medicine↗
PubMed1985

The airline passenger undergoing withdrawal or overdose from narcotics or other drugs.

Inflight passenger problems associated with withdrawal or overdose from narcotics or other drugs have been assessed. The specific categories of common drugs of abuse covered are: opiates, amphetamines and cocaine, central nervous system depressants, marijuana, phencyclidine, LSD and mescaline, and peyote. One or more of these drugs may be abused by persons in all walks of life. Relatively recent newspaper accounts of inflight disturbances related to abuse substances have highlighted the problem. Some case histories are given by the authors along with recommendations for methods of dealing with these problems.

Adult↗
PubMed1985

The Cincinnati DC-9 experience: lessons in aircraft and airport safety.

Twenty-three passengers died on June 2, 1983, when a McDonnell Douglas DC-9 experienced an inflight rear lavatory fire near Cincinnati, OH. Evidence of toxic fume inhalation was developed by investigators, demonstrating lethal levels of carbon monoxide and cyanide in the victims' blood. An analysis of the inflight progression of fire and smoke, and the subsequent extension of this following the emergency landing at Greater Cincinnati Airport has been accomplished. This data is augmented by other data from previous accidents of this type. Data from interviews with survivors was collected, including inflight experiences, emergency escape processes and airport disaster management during the emergency. Several practical means of respiratory protection both inflight and during emergency evacuation are documented. Onboard preventive measures in regard to this type of emergency have been identified. Emergency evacuation and modern airport disaster management techniques are codified and described. This recent accident provides information for future adoption by the responsible authorities so that inflight and postflight fires do not continue to cause significant numbers of fatalities. Modified lightweight passenger breathing apparatus, upgraded flight attendant and aircrew portable breathing apparatus, floor level guidance to exits, less flammable and toxic interior materials, improved passenger evacuation information, tailored airport emergency response procedures, and upgraded toilet smoke detector equipment are examples.

Accidents, Aviation↗
PubMed1985

Food poisoning as an in-flight safety hazard.

The leading cause by far of airline pilot incapacitations is gastrointestinal illness resulting from "food poisoning". This potentially hazardous condition is inadequately dealt with by the airlines today and strikes equally in all pilot age groups. Sufficient incidents are occurring to justify more stringent aircrew meal standards and regulations. Aircrew heart attack and stroke concerns pale into insignificance relative to the far more common food poisoning incapacitations. Specific regulations on aircrew feeding should be promulgated by the Federal Aviation Administration and the regulatory authorities in other countries to preclude simultaneous-onset in-flight incapacitations due to common-source food poisoning.

Aerospace Medicine↗
PubMed1985

Age and space flight.

Criteria for space flight crew and passenger selection should be based on the following three considerations: (1) freedom from impairing disease, (2) ability to perform mission requirements and (3) motivation to undertake the mission. Chronologic age of itself is not a valid criterion. Forecast life expectancy and vitality relative to mission duration are valid criteria and can be applied on an individual basis using modern assessment techniques. The good health and vitality characterizing the upper ages of today's population widens the opportunity to utilize increasingly broad fields of experience and skills in future space flights, further enhancing the odds for total mission accomplishment.

Adult↗
PubMed1983

The Wright brothers: a personality profile.

Wilbur and Orville Wright were able, as a team, to develop the first heavier than air machine capable of sustained, controlled, powered flight while piloted by a man. This was due, very possibly, to the presence of a left hemispheric dominant personality in Wilbur Wright and a right hemispheric dominant personality in Orville Wright. They were thus able to complement each other's skills and creativity in such a way as to make this feat possible. This paper will examine this hypothesis by examining the features of cerebral dominance as now understood, and applying them to the personality profiles of these two brothers.

Aviation↗