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At least 343 records · Page 19Linked to original sources
PubMed1997

First, do no harm: the role of defibrillators and advanced medical care in commercial aviation.

Primum non nocere-First, do no harm. How often have we as physicians and health care providers heard those words? We at American Airlines did not wish to put even one person in harm's way by not having care available to save a life in a remote commercial aviation environment. The decision was purely a business decision of the AMR corporation, who always keeps the welfare of the customer at the fore. It may not be the right choice for the entire commercial aviation industry under an FAA mandate. We know that we will save lives of persons traveling on American Airlines with this program. If the 'ripple' that we have started expands to affect the practices of other commercial air carriers in the domestic United States, American's reward will be a great one-to know that the lives of many people will be saved because one air carrier has taken the first step.

Aircraft↗
PubMed1997

Activated protein C resistance as a "new" cause of deep venous thrombosis in aviators.

Aviators are occasionally diagnosed as suffering from deep venous thrombosis (DVT). Despite the recognition of the "Economy Class Syndrome" in the 1960's, the relationship between DVT and aviation is not clear cut. A case of DVT is described in a military navigator who was also found to be a heterozygote for activated protein C resistance. This case highlights the importance of considering all components of Virchow's triad when assessing the significance and management of DVTs. Aspects of the Economy Class Syndrome and of activated protein C resistance are discussed.

Adult↗
PubMed1997

Stress in Air Force aviators facing the combat environment.

BACKGROUND: This paper evaluates the effect of stress on four squadrons of United States Air Force aviators in tactical high performance aircraft deployed for combat operations compared with U.S. based aircrew using the Beck Depression Inventory (BDI) as the evaluating instrument. METHODS: This is a retrospective cross-sectional study consisting of 42 aviators in deployed squadrons stationed overseas and involved in a contingency mission, and 15 subjects stationed in the U.S. and not exposed to combat conditions. Each subject was administered the test instrument, which was completed in privacy and with complete anonymity. RESULTS: The hypotheses of interest were: a) the proportion of individuals in the population of fighter aircrew who would report excessive stress is 0; and b) no significant differences would exist in the proportion of individuals with excessive stress in the various squadrons. Using statistical methodology, these hypotheses were rejected. CONCLUSION: It is concluded that more studies in each given circumstance are necessary.

Adult↗
PubMed1998

[Aviation fuels and aircraft emissions. A risk characterization for airport neighbors using Hamburg Airport as an example].

Aviation fuels are well characterised regarding their physical and chemical properties. Health effects of fuel vapours and of liquid fuel are described after occupational exposure and in animal studies. Exposure of the general population (airport visitors and people living in the vicinity of airports) may occur during fuel supply particularly in warm summers (odour). Aircraft emissions vary with the engine type and the kind of fuel. Combustion of aviation fuel results in CO2, H2O, CO, C, NOx and a great number of organic compounds. Among the emitted polyaromatic hydrocarbons (PAH) no compound characteristic for jet engines (tracer) could be detected so far. Hardly any data exist on the toxicology of jet engine emissions. According to analyses of their chemical composition, however, they contain various toxicologically relevant compounds including carcinogenic substances. Measurements in ambient air around the Hamburg Airport show no elevated pollutant levels. However, no such data exist on aldehydes, black smoke or fine particles. Annoying odours have been stated in some areas around the airport, which were mainly attributed to the aircraft engine emissions rather than to fuel vapours.

Air Pollutants↗
PubMedDate not supplied

Occurrence of heterotrophic bacteria and fungi in an aviation fuel handling system and its relationship with fuel fouling.

Clean, dry and contaminant-free fuel is necessary for safe and economical aircraft operation. Microbial growth in aviation fuel handling systems can alter the quality of the product. This paper reports the occurrence of heterotrophic bacteria and fungi in a handling system of jet A-1 aviation turbine fuel. A total of 350 samples were collected during 1990-1996. The aerobic microorganisms in fuel samples were mainly fungi, 85% of samples containing < or = 100 cfu/l (range 0 (< 1 cfu/l) to 2000 cfu/l). The predominant fungi were Cladosporium and Aspergillus. Water was observed mainly in samples extracted from the drainage pipes of two tanks used frequently as intermediate storage tanks. The aerobic heterotrophic microorganisms found in water samples were mostly bacteria, counts varying from 100 to 8.8 x 10(7) cfu/ml, with 85% of samples containing 10(4)-10(7) cfu/ml. There was a preponderance of Pseudomonas spp. Bacterial contaminants belonging to the genus Flavobacterium and Aeromonas were also identified. Sulphate reducing bacteria were detected in 80% of water samples. It was not possible to assign a maximum microbial contamination level above which maintenance is required and it is suggested that analysis of successive samples from the same site are necessary for this purpose. Microbial sludges produced in the laboratory and collected from a contaminated tank bottom were analysed chemically. The data are presented and discussed. Samples collected from the supply pipes of tanks and refueller trucks during the period surveyed always met the standard specifications.

Aeromonas↗
PubMed1998

Peptic ulcer disease in the military aviator: a management approach.

The recognition of Helicobacter pylori as etiologic for most cases of peptic ulcer disease requires a reevaluation of policies for flying eligibility and waiver status in affected aviators. We present a suggested algorithm for managing military aviators with ulcer disease.

Aerospace Medicine↗
PubMed2004

CAPPS II: the foundation of aviation security?

A new computer system is being developed to classify U.S. air travelers by the degree of terrorist threat they might pose. Reports indicate that the system--called CAPPS II--would use large amounts of information about each passenger, perhaps including such personal details as his or her magazine-subscription behavior. We argue that what is publicly known about CAPPS II raises questions about how substantially the system would improve aviation security. We discuss conditions under which CAPPS II could yield safety benefits, but suggest that it might be more prudent to view the system as one component of future security arrangements rather than the centerpiece of these arrangements.

Accidents, Aviation↗
PubMed1995

Professional pilots' views of alcohol use in aviation and the effectiveness of employee-assistance programs.

Pilots holding the Airline Transport Pilot certificate were surveyed about the seriousness of the alcohol problem in various areas of aviation and about the importance of a number of possible reasons why a pilot might drink and fly. They also rated a number of actions in terms of their potential effectiveness for reducing inappropriate alcohol use, and they evaluated a number of characteristics of employee-assistance programs. Respondents judged employee-assistance programs to be the best way to reduce problem drinking. They also identified areas in which currently available employee-assistance programs could be improved.

Accidents, Aviation↗
PubMed1999

The evolution of Crew Resource Management training in commercial aviation.

In this study, we describe changes in the nature of Crew Resource Management (CRM) training in commercial aviation, including its shift from cockpit to crew resource management. Validation of the impact of CRM is discussed. Limitations of CRM, including lack of cross-cultural generality are considered. An overarching framework that stresses error management to increase acceptance of CRM concepts is presented. The error management approach defines behavioral strategies taught in CRM as error countermeasures that are employed to avoid error, to trap errors committed, and to mitigate the consequences of error.

Accidents, Aviation↗
PubMed2006

Ultralight aviation accident factors and latent failures: a 66-case study.

INTRODUCTION: Little research has been done on ultralight aviation accidents. A better understanding of accident factors allows for better development of preventive measures. This study analyzes ultralight accidents with respect to significant factors related to active and latent failures, as referred to in Reason's Swiss cheese model of human error. METHODS: There were 66 National Transportation Safety Board (NTSB) ultralight accident reports that were examined from 1985-2004. Contextual information about active and latent failures was identified, compiled, and cross-referenced with pilot, aircraft, and accident information for evidence of significant relationships. RESULTS: Pilots with less than 40 make/model-specific flying hours were significantly more likely to crash fatally (chi2 = 9.07; p < 0.005; df=1) than other pilots and/or because of losing control (chi2 = 7.24; p < 0.05; df=1) than other accident causes. In contrast, pilots with 40 or more make/model-specific flying hours were significantly more likely to crash as a result of engine failure (chi2 = 9.33; p < 0.005; df = 1). Loss of control as an active failure was usually associated with such latent failures as strong winds and insufficient mission planning, while the engine failure accidents involved inadequate maintenance. CONCLUSION: In order to reduce accident prevalence, ultralight self-regulation organizations should focus on training in mission planning, aircraft familiarity, and proper maintenance procedures. Further research should concentrate on explaining the prevalence of the active and latent failures shown here and determining the effects of the FAA's new light sport aircraft category.

Accidents, Aviation↗
PubMed2006

General aviation accidents in degraded visibility: a case control study of 72 accidents.

BACKGROUND: Accidents in degraded visibility continue to account for a disproportionately large number of fatal crashes and fatalities in general aviation (GA). However, the relatively small percentage of these crashes annually suggests that even a small reduction in the number of crashes can result in a large reduction in associated fatalities. OBJECTIVE: This study identified risk factors associated with GA accidents that occur in degraded visibility. METHODS: Data collected during 72 National Transportation Safety Board investigations of GA accidents were compared with data collected from 135 control flights matched on weather conditions, location, time, and rules of flight. Study variables included pilot demographics, experience, testing and accident histories, and the purpose and length of flights. Initial comparisons were conducted using Chi-square analyses, followed by the development of a logistic regression model. RESULTS: Univariate analyses identified significant differences in pilot age at accident, age at initial certification, certificate level, instrument rating, testing performance, and previous accident involvement. There were also significant differences between groups related to aircraft ownership, purpose of flight, and intended flight length. The logistic regression revealed significant increased risk for pilots initially certified after age 25 [odds ratio (OR) 4.5, 95% confidence interval (CI) 1.9-10.81, without instrument ratings (OR 4.8, 95% CI 1.8-12.8), with prior accidents/incidents (OR 3.1, 95% CI 1.1-8.7), and for intended flights longer than 300 nmi (OR 4.6, 95% CI 1.6-13.8). CONCLUSIONS: Certain risk factors (e.g., instrument rating) were consistent with previous research, while others (e.g., age at certification) raise questions for future research.

Accidents, Aviation↗
PubMed1991

Aviation, high altitude, cumulative radiation exposure and their associations with cancer.

High altitude exposure and/or aviator status correlate significantly with cancerous conditions of the skin, testicles, bladder, and thyroid based upon a comprehensive literature review and survey of governmental sources. Other lesser significantly associated conditions include leukemia, lymphosarcoma, and Hodgkin's disease. Although radiation and sunlight are strongly associated with cancer incidence and risk at high altitudes, other intervening variables are discussed and critically reviewed using malignant melanoma of the skin as an example.

Altitude↗
PubMedDate not supplied

Analysis of 2004 German general aviation aircraft accidents according to the HFACS model.

INTRODUCTION: The number of aircraft accidents remains on a constant level since the late 1990s. Routine analysis in detail of the causative factors is not carried out in Germany. The analysis of flight mishaps has been demonstrated to be an important basis for flight safety. The Human Factors Analysis and Classification System (HFACS) model is best suitable for aircraft accident analysis. The aim of this study was to classify aircraft accidents in the General Aviation (GA) of Germany according to the HFACS model and to figure out the underlying causes. MATERIAL AND METHODS: The analysis was performed with the HFACS model and on the basis of the regularly published reports of the German state department for aircraft accident analysis (BFU) including accidents (but not incidents) of GA aircraft flown by German pilots in Germany and in other countries. The underlying reasons were classified as follows: pilot errors, organizational factors, ergonomic factors, aeromedical problems, and crew resource management. Additionally, the phase of the flight was classified. RESULTS: Two hundred thirty-nine GA aircraft accidents were registered in 2004 in Germany. Eighty-seven (36%) were reported in the class up to 2 tons, six (3%) in the class of 2.0 to 5.7 tons, 28 (12%) for Touring Motor Gliders (TMG), and 118 (49%) for gliders. Of these accidents, 54 (35 crewmembers and 19 passengers) aircraft occupants survived slightly injured, 35 (23 crewmembers and 12 passengers) were seriously injured, and 34 (21 crewmembers and 13 passengers) were killed. Data for uninjured aircraft occupants were not available. Most accidents happened on summer weekends during approach and landing (53%) due to pilot errors (84%). CONCLUSIONS: Our data mainly seem to be in concordance with previously published data on GA. An improvement of flight safety can be achieved only with a detailed analysis of the accident data. Therefore, more data on aircraft accidents in Germany are needed, for example, by adapting the German aircraft accident report form. Pilots should train in approaches and landings to conduct a higher level of proficiency.

Accidents, Aviation↗
PubMed2006

Endoscopy simulators: lessons from the aviation and automobile industries.

Individuals who are interested in using technology to promote education and quality assurance in endoscopy may turn to aviation and driver's test simulation for guidance. Of course the forces driving the innovation and the regulation governing these fields are entirely different from the ones faced in endoscopy. However, some of the general principles of how simulators can enhance training and how their strengths can be put to optimal use are quite pertinent to those individuals interested in the ongoing evolution of endoscopy simulation.

Automobile Driver Examination↗
PubMed2003

Male breast cancer in World War II aviation: a case report and review.

Increased incidence of malignancies within aviators is well documented. Commercial female flyers have been found to have a higher risk of developing breast cancer. However, there has not been any report of male breast cancer related to flying either alone or where malignant melanoma and other primary cancers are also associated. We report two male World War II, British Royal Air Force pilots with primary breast carcinoma associated with two other primary cancer sites.

Aged↗
PubMed2006

Uptake of HNO3 on hexane and aviation kerosene soots.

The uptake of HNO(3) on aviation kerosene (TC-1) soot was measured as a function of temperature (253-295 K) and the partial pressure of HNO(3), and the uptake of HNO(3) on hexane soot was studied at 295 K and over a limited partial pressure of HNO(3). The HNO(3) uptake was mostly reversible and did not release measurable amounts of gas-phase products such as HONO, NO(3), NO(2) or N(2)O(5). The heat of adsorption of HNO(3) on soot was dependent on the surface coverage. The isosteric heats of adsorption, Delta(0)H(isosteric), were determined as a function of coverage. Delta(0)H(isosteric) values were in the range -16 to -13 kcal mol(-1). The heats of adsorption decrease with increasing coverage. The adsorption data were fit to Freundlich and to Langmuir-Freundlich isotherms. The heterogeneity parameter values were close to 0.5, which suggested that a HNO(3) molecule can occupy two sites on the surface with or without being dissociated and that the soot surface could be nonuniform. Surface FTIR studies on the interaction of soot with HNO(3) did not reveal formation of any minor product such as organic nitrate or nitro compound on the soot surface. Using our measured coverage, we calculate that the partitioning of gas-phase nitric acid to black carbon aerosol is not a significant loss process of HNO(3) in the atmosphere.

Aviation↗
PubMed2002

Assessment of in-situ bioremediation at a refinery waste-contaminated site and an aviation gasoline contaminated site.

A combination of geochemical, microbiological and isotopic methods were used to evaluate in-situ bioremediation of petroleum hydrocarbons at one site contaminated with refinery waste and a second site contaminated with aviation gasoline at Alameda Point, California. At each site, geochemical and microbiological characteristics from four locations in the contaminated zone were compared to those from two uncontaminated background locations. At both sites, the geochemical indicators of in-situ biodegradation included depleted soil gas and groundwater oxygen, elevated groundwater alkalinity, and elevated soil gas carbon dioxide and methane in the contaminated zone relative to the background. Radiocarbon content of methane and carbon dioxide measured in soil gas at both sites indicated that they were derived from hydrocarbon contaminant degradation. Direct microscopy of soil core samples using cell wall stains and activity stains, revealed elevated microbial numbers and enhanced microbial activities in contaminated areas relative to background areas, corroborating geochemical findings. While microbial plate counts and microcosm studies using soil core samples provided laboratory evidence for the presence of some microbial activity and contaminant degradation abilities, they did not correlate well with either contaminant location, geochemical, isotopic, or direct microscopy data.

Alkalies↗
PubMed2000

The 'Wheel of Misfortune': a taxonomic approach to human factors in accident investigation and analysis in aviation and other complex systems.

The analysis and reporting of the human factors aspects of accidents in aviation and other complex systems continues to present difficulties for investigators and analysts alike. Reason's 'latent conditions' model has had a major impact on the way accidents are conceptualized but it has proven difficult to apply as a practical tool. Recent attempts to overcome these difficulties are discussed and an alternative conceptualization is proposed. This conceptualization is based on a blend of several well-supported theoretical models in cognitive engineering and can be used to formulate a parsimonious analysis system for the investigation and reporting of the human factors aspects of accidents. Two well-known examples of transportation disasters are briefly described and related to the proposed conceptual framework. The proposed framework serves three important functions in accident investigation and analysis: a heuristic function, an investigative function, and an integrative function.

Accidents, Aviation↗