Search PubMed⌕ Search

SEARCH · Search PubMed

Results for “AVIATION”

Search indexed PubMed citations on genomics, clinical trials, systematic reviews and public health. Explore titles, authors and supplied subject terms, then open the PubMed record.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 199 records · Page 11Linked to original sources
PubMed2005

Blood glucose awareness training helps return insulin-treated aviators to the cockpit.

Insulin-treated diabetes mellitus has traditionally been considered disqualifying for aviation duties, the major concern being the risk of hypoglycemia. This phenomenon may lead to impaired judgment and even loss of consciousness, potentially leading to a mishap. Blood glucose awareness training has been advanced as a strategy to avoid hypoglycemia by teaching individuals to use the appearance of autonomic and neuroglycopenic symptoms as indicators of decreasing blood glucose levels. We present two military aviators with newly diagnosed type 1 diabetes mellitus who were returned to flying duty in a multicrew aircraft. Blood glucose awareness training was used as a tool for the education of these aviators regarding the early signs of hypoglycemia in order to avoid development of more significant hypoglycemia. These cases attest to the importance of blood glucose awareness training in the return of diabetic patients to the cockpit.

Adult↗
PubMed2005

Aviation medicine in the United Kingdom: from the end of World War I to the end of World War II, 1919-1945.

This is the second of three brief papers that summarize the history of Aviation Medicine in the Royal Air Force. British aviation medicine research was rescued from the doldrums of retrenchment after the end of the First World War by the need to support attempts on world records for height and speed. Despite this, the outbreak of the Second World War still found the British inadequately prepared. This part of the account of British aviation medicine research charts its transition from an organization with three full-time workers into a thriving research institute.

Aerospace Medicine↗
PubMed2005

Carboxyhemoglobin and blood cyanide concentrations in relation to aviation accidents.

INTRODUCTION: It is important in aviation accident investigations to determine if a fire occurred during flight or after the crash and to establish the source(s) of the toxic gases. METHODS: Bio-specimens from aviation accident fatalities are submitted to CAMI for analyses. In blood, CO is analyzed as carboxyhemoglobin (COHb) and hydrogen cyanide as cyanide (CN-). Analytical data were stored in a database, and this database was searched for the period of 1990-2002 for the presence of COHb and CN in the submitted cases. RESULTS: Out of 5945 cases, there were 223 (4%) cases wherein COHb was > or = 10%. Of the 223 cases, fire was reported with 201, no fire with 21, and undetermined fire status with 1. CN concentrations were at or above 0.25 microg x ml(-1) in 103 of the 201 fire-related cases. None of the 21 non-fire cases had CN-, but nicotine was detected in 9 of the cases. All non-fire cases with COHb > 30% (four cases) were associated with exhaust leaks. Of the 223 cases, COHb-CN- fractional toxic concentration (FTC) was lethal only in 31 cases with elevated CN levels. CONCLUSIONS: The presence of COHb and CN in elevated concentrations in the blood of victims found by autopsy to have died on impact would indicate an in-flight fire. In the absence of fire and CN-, the elevated COHb concentrations would suggest an exhaust leak, particularly at COHb > 30%. The findings of this study also suggest that, in addition to COHb, CN plays a detrimental role in fire-associated aviation accident fatalities.

Accidents, Aviation↗
PubMed2006

Aviation signal light gun: variations in photometric and colorimetric properties among airports.

PURPOSE: The aviation signal light gun (LG) is believed by some to be the only color-critical task in aviation without redundant coding. However, there are questions regarding its practicality as a test of color vision given that the brightness and colors may vary between airports. METHODS: The chromaticity coordinates and relative intensities of five LGs were measured with a portable spectroradiometer. Four of the LGs were measured at airports in southern Ontario and compared with a newly purchased LG (ATI Avionics). The air traffic controllers (ATCs) were also surveyed regarding the frequency of LG use. RESULTS: Only 40% of the LGs at the airports were in good working condition. All working LGs met the ICAO standards for airport signal lights. However, differences did exist between models which were related to the date of manufacture. Older LG lights were dimmer and their green and white lights were more yellow than the newer LGs. ATCs reported that they used the LG primarily for pilot instruction and demonstration. However, in two locations, the LG was used to signal pilots who were flying their aircraft in for radio repair. This occurred about once or twice a month. DISCUSSION: The LG is used primarily for instructional purposes. However, if a radio repair shop is at the airport, then the LG will be used about once to twice a month. There is sufficient variability in the light colors and intensity across airports so that any given LG cannot be used as valid practical test of color vision in aviation.

Aviation↗
PubMed1989

Neuropsychological screening of aviators: a review.

The Federal Aviation Administration (FAA) is currently investigating the possibility of including a mini-mental status exam as part of the Aviation Medical Exam. We review evidence that if such a policy is to be implemented, present mental status tests are likely to be inadequate for the job for two reasons. First, they are likely to tap a level of cognitive ability below that required for proficient piloting and second, they may not tap some cognitive skills that are relevant to aviation. We suggest that a new mini-mental status test comprised of already existing neuropsychological tests could be devised that would overcome these difficulties.

Aviation↗
PubMed1989

Failing aviator syndrome: a case history.

The "human factor" has long been recognized as the cause, or the contributing cause, of most aircraft mishaps. Frequently, the mishap aviator may be overstressed emotionally to the point that he makes errors of judgment, either by omission or commission. Occasionally, an educated observer can recognize this "failing aviator" before the mishap. This paper discusses the characteristics of the failing aviator syndrome and presents the case history of one who should have been recognized before the mishap.

Accidents, Aviation↗
PubMed1983

General aviation accident rates and pilot community population size: an examination of rural-urban differences.

Most investigations of general aviation accidents involving human factors have emphasized biomedical and psychological concerns, with comparatively few contributions from other disciplines. This study derives from a social science orientation and investigates the relationship between general aviation accident rates and the population size of the involved pilots' communities of residence. After excluding agricultural, air taxi, and commercial helicopter operations, an analysis of 48 Colorado communities reporting at least one 1978 accident-involved pilot revealed a correlation of -0.51 between accident rate per 1,000 pilots and community size. The smallest, and generally most rural, communities produced total and fatal accident rates of respectively 2.55 and 5.36 times greater than those for the largest metropolitan areas. A similar trend characterizes U.S. nationwide general aviation accidents and appears as well for automobile mishaps, thus lending additional support to the present findings. Discriminant analysis of individual-level data for 92 of the accidents revealed that the conventional explanations of airport facilities, terrain, pilot qualifications and exposure, and aircraft complexity failed to exert substantial effects on differences among the categories of accidents grouped by community size. Two alternate explanations are offered which speculate that: 1) the rural-urban accident differential may represent a function of variations in "pilot density," and 2) the observed differences may be attributed to attitudinal differences between rural and urban pilots produced by the former group's exposure to a type of "rural subculture."

Accidents, Aviation↗
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 value of postmortem examination of passengers in fatal aviation accidents.

Annex 13 to the Convention on International Civil Aviation recommens that the state conducting the inquiry into a fatal aviation accident should encourage internal autopsy by an aviation pathologist of those killed. Many countries recognise the value of such examinations on operating crew, but require the examination of passengers merely as aids to identification and to the investigation of the cause of death. This paper attempts to correct this misconception and to demonstrate the importance of examining passengers as completely as possible. The reasons for doing this can be divided into three broad groups. The first concerns accident reconstruction and involves a careful analysis of the injury patterns sustained by the passengers. The second is concerned with the evaluation of the safety equipment provided for passengers' use. The third deals with the multitude of medico-legal problems, both civil and criminal, that inevitably arise after a fatal accident.

Accidents, Aviation↗
PubMed1995

Small letter contrast sensitivity: an alternative measure of visual resolution for aviation candidates.

Exceptional vision is needed to maintain high levels of aviation performance. Current standards for helicopter pilot training include superior visual acuity with minimal refractive error. Despite these demanding criteria, it is likely that visual ability varies among those who meet the standards for pilot training. A more complete knowledge of visual capabilities in these individuals will allow us to better correlate vision with performance and to develop more incisive criteria for selection. The purpose of this study was to investigate an alternative test of visual resolution for aviation candidates using small letter contrast sensitivity (SLCS). Computer-generated letter charts were used to measure visual acuity (VA) and SLCS in 16 candidates who had satisfied military vision standards for pilot training. The acuity and contrast charts varied, by line, in equal log steps such that the letter recognition task was comparable for the two types of measurement. VA and SLCS were highly correlated in these subjects, indicating that the two tests measure similar aspects of visual resolution. Scores were distributed across two lines on the acuity chart, but across four lines on the contrast chart, suggesting that SLCS offers a more discriminating test of resolution. This assumption was confirmed in that SLCS was more highly correlated with small amounts of refractive error in the candidates tested. SLCS offers a sensitive, adjunctive measure of visual resolution which may be useful for identifying the unique visual abilities required for aviation.

Analysis of Variance↗
PubMed1994

Civil aviation mortality, state differences, and the role of multi-fatality aircraft accidents.

Mortality due to transportation-related causes may differ by state of residence and state of occurrence. Aircraft accidents can cause multiple fatalities due to a single event. Population-based state-specific civil aviation accident mortality rates were calculated using National Center for Health Statistics data for the years 1980-89. Aircraft accident information for the same period was obtained from National Transportation Safety Board sources. The national 10-year mean mortality rate for civil aviation-related causes was 5.2 deaths/1,000,000 general population. State-specific mortality rates by state of residence varied between 2.1 and 79.9 deaths/1,000,000 general population. Rates by state of death occurrence varied between 1.5 and 98.0 deaths/1,000,000. Mortality rates, calculated by state of residence, differed from rates calculated by state of occurrence for most states. For some states the differences were considerable. Ten states experienced at least one aircraft accident between 1980 and 1989 which accounted for 20 or more fatalities. These multi-fatality events had a substantial effect on state-specific aviation-related mortality rates.

Accidents, Aviation↗
PubMed1996

Sources of situation awareness errors in aviation.

BACKGROUND: Situation Awareness (SA) is a crucial factor in effective decision-making, especially in the dynamic flight environment. Consequently, an understanding of the types of SA errors that occur in this environment is beneficial. METHODS: This study uses reports from the Aviation Safety Reporting System (ASRS) database (accessed by the term "situational awareness") to investigate the types of SA errors that occur in aviation. The errors were classified into one of three major categories: Level 1 (failure to correctly perceive the information), Level 2 (failure to comprehend the situation), or Level 3 (failure to project the situation into the future). RESULTS: Of the errors identified, 76.3% were Level 1 SA errors, 20.3% were Level 2, and 3.4% were Level 3. Level 1 SA errors occurred when relevant data were not available, when data were hard to discriminate or detect, when a failure to monitor or observe data occurred, when presented information was misperceived, or when memory loss occurred. Level 2 SA errors involved a lack of or an incomplete mental model, the use of an incorrect mental model, over-reliance on default values, and miscellaneous other factors. Level 3 errors involved either an overprojection of current trends or miscellaneous other factors. CONCLUSIONS: These results give an indication of the types and frequency of SA errors that occur in aviation, with failure to monitor or observe available information forming the largest single category. Many other causal factors are also indicated, however, including vigilance, automation problems, and poor mental models.

Accidents, Aviation↗
PubMed1996

Flying status and coronary revascularization procedures in military aviators.

This article proposes guidelines and recommendations for aeromedical disposal of military aviators after revascularization procedures for the treatment of stable obstructive coronary artery disease. A highly selected group of military aviators with a low risk of future cardiac events after successful angioplasty for single vessel disease or bypass surgery are reasonably safe for restricted flying duties. This is provided there is no past history of infarction, the aviators are free from subjective or objective evidence of myocardial ischemia on exercise electrocardiography (+/- stress thalium scan stress echocardiography), angiography shows no more than 30% lumen narrowing in major epicardial vessels and provided the ejection fraction is more than 50%. They should also be subjected to full annual cardiological reviews.

Angioplasty, Laser↗
PubMed2002

Urinary calculi in aviation pilots: what is the best therapeutic approach?

PURPOSE: We reviewed treatment outcomes in a series of aviation pilots treated in the era of modern surgical techniques and provide recommendations regarding treatment in this unique group. MATERIALS AND METHODS: We retrospectively analyzed the records of all aviation pilots surgically treated for urinary calculi at our 4 tertiary stone centers from January 1988 to June 2000. Preoperative data and postoperative results were evaluated. Primary outcome measures included stone-free status after initial therapy, time lost from work and overall stone-free rates. Secondary outcome measures included the need for secondary procedures and complications. RESULTS: Of the 36 patients 17 had renal and 19 had ureteral stones. In 4 patients the stones passed spontaneously, while 17 were initially treated with extracorporeal shock wave lithotripsy (ESWL) (Dornier Medical Systems, Marietta, Georgia), 9 were initially treated with ureteroscopy and 6 were treated with percutaneous nephrolithotripsy. There was 1 complication. The stone-free rate for ESWL, percutaneous nephrolithotripsy and ureteroscopy after initial therapy was 35%, 100% and 100%, respectively. All patients were rendered stone-free after secondary therapy. Mean time lost from work for ESWL, percutaneous nephrolithotripsy and ureteroscopy was 4.7, 2.6 and 1.6 weeks, respectively. CONCLUSIONS: Aviation pilots with surgical urolithiasis are best treated with an initial endoscopic procedure. Stone-free rates can be maximized, while time lost from work can be minimized when an endoscopic approach is used initially. All pilots with urolithiasis should undergo mandatory metabolic evaluations to institute medical therapy when indicated.

Adult↗
PubMed2005

Epidemiological review of insect sting allergy in naval aviation: current policy and real-world practices.

Individuals with conditions not addressed in the physical standards section of the Navy's Manual of the Medical Department can be considered for a waiver that would allow them to continue in naval aviation. Insect sting allergy is addressed in the Navy's waiver guide; however, the actual disposition of these individuals does not coincide with published waiver policies. Our objective was to identify discrepancies, to review current clinical guidelines, and to offer recommendations for updating the Navy's waiver policy. Aviation medical records of individuals with insect sting allergies from 1985 to 2002 were reviewed. Disposition, waiver status, and allergy evaluation were investigated. The data suggest that waiver requests have been addressed not under the current waiver guidelines but instead under current clinical guidelines. New guidelines that properly reflect current diagnostic and treatment modalities were voted on by the Aeromedical Advisory Council and submitted to the Navy's Bureau of Medicine. These changes were incorporated into the Navy's aviation waiver policy guidelines.

Adult↗
PubMed2000

Positive predictive value of cardiac fluoroscopy in asymptomatic U.S. Army aviators.

The primary aim of this study was to determine the positive predictive value (PPV) of cardiac fluoroscopy in U.S. Army aviators. Cardiac fluoroscopy is one of the non-invasive tests used to screen for coronary artery disease (CAD) in the U.S. Army Cardiovascular Screening Program. The secondary objective is to determine the positive predictive value (PPV) of the combination of the aeromedical graded exercise test (GXT) and cardiac fluoroscopy. The results of these two screening tests are used to determine the need for coronary angiography. Records of 220 male aviators (mean age--42.3) who underwent coronary angiography from 1990-95 were obtained from the Aviation Epidemiology Data Register (AEDR) at Ft. Rucker, AL. These records contained results from the screening tests (GXT, cardiac fluoroscopy, and thallium scintigraphy) and coronary angiography. Significant CAD (SCAD) was present in 47 (21%), while 83 (38%) had minimal CAD (MCAD). The PPV of cardiac fluoroscopy was 81% for all CAD (34% for SCAD). GXT and thallium scintigraphy had a PPV of 62 and 67% for all CAD (23 and 45% for SCAD), respectively. The PPV's of the screening tests were not statistically different at the 95% confidence interval level. The combination of GXT and cardiac fluoroscopy had a PPV of 64% (21% for SCAD).

Adult↗
PubMed2001

Holter monitor findings in asymptomatic male military aviators without structural heart disease.

PURPOSE: Our study was designed to determine the spectrum of Holter monitor findings in normal male military aviators to establish a reference for aircrew populations with cardiac related diagnoses. METHODS: We identified all individuals with normal cardiac catheterization in the United States Air Force Aeromedical Consultation Service cardiac catheterization database from January 1984 to December 1998. Cases with valvular disease, left or right bundle branch block, and referral diagnoses of ectopy or arrhythmia were then excluded. Results of Holter monitor studies performed on the remaining aviators prior to cardiac catheterization were then collected and tabulated. Frequency of isolated ectopy was classified as a percentage of the total beats on the Holter monitor: rare (< or =0.1%), occasional (>0.1 to 1.0%), frequent (>1.0 to 10%) and very frequent (>10%). RESULTS: From 1575 consecutive cardiac catheterizations reviewed, 303 aviators met the above inclusion criteria. Only 36 of 303 (11.9%) had no ectopy at all. Rare, occasional, frequent and very frequent isolated atrial ectopy occurred in 72.9%, 2.6%, 2.3% and 0.3%, respectively. The same categories of isolated ventricular ectopy occurred in 40.9%, 7.9%, 3.3% and 0.0%. Atrial and ventricular pairs occurred in 14.5% and 4.3%, respectively. Nonsustained supraventricular and ventricular tachycardia (duration 3 to 10 beats) occurred in 4.3% (13/303) and 0.7% (2/303), respectively. There were no sustained supraventricular or ventricular tachycardias. CONCLUSIONS: In this population, absence of ectopy is unusual while rare isolated ectopy is common. These findings may help define the aeromedical/clinical significance of Holter monitors performed on aircrew with underlying cardiac complaints or diagnoses.

Aerospace Medicine↗
PubMed2001

Aeromedical management of U.S. air force aviators who attempt suicide.

BACKGROUND: Little has been published about the aeromedical management and disposition of aviators who attempt suicide, and almost no such information about military aviators exists in the open literature. The few available data are scattered and frequently anecdotal. METHODS: The authors reviewed all case reports of fliers evaluated at the USAF School of Aerospace Medicine's Aeromedical Consultation Service (ACS) between 1981-96 for possible return to flying duties after a suicide attempt, and prepared a representative case report. RESULTS: Between 1981 and 1996, the ACS evaluated 14 trained aviators (pilots and other aircrew members, excluding flight surgeons) who had attempted suicide. Of these, 11 (79%) ultimately received a recommendation for return to flying duties. CONCLUSIONS: In most instances the underlying stressors included failed intimate interpersonal relationships, administrative or legal problems, psychiatric disorders, death of spouse, or job conflicts. Evidence of abuse of alcoholor other substances was found in 54% of an earlier, larger data set of attempters. Some data on aircrew suicide completion were available and are reported. The top medical priorities after such attempts should be to diagnose what is wrong, and to treat it. In spite of the common assumption that a suicide attempt inevitably ends a military flying career, some attempters can return to safe and effective flying duty after appropriate psychotherapy. If the flier regains physical and mental health and maintains them for at least 6 mo after treatment, then that flier may be evaluated by an outside aeromedical psychiatric consultant such as the ACS (to avoid transference issues between flier and therapist) for possible return to flying duties. Waiver action should be based on the underlying psychiatric diagnosis, not the suicidal attempt itself. Follow-up may be accomplished through periodic mental health evaluations in conjunction with routine physical examination procedures. Issues involving substance abuse and security clearances must be handled through the appropriate channels.

Adult↗