[RADIOLOGICAL ASPECTS OF VERTEBRAL LESIONS IN THE EJECTED PILOT].
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Aerospace Medicine↗
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[STUDY OF EJECTION STATISTICS OBSERVED IN THE FRENCH ARMY (1951 TO 1963 INCLUSIVE)].
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Accidents↗
[PHYSIOPATHOGENIC STUDY OF SPINAL FRACTURES DUE TO EJECTION].
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Acceleration↗
[VALUE OF A SCREENING X-RAY EXAMINATION IN JET PILOTS].
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Aerospace Medicine↗
Through the canopy glass: a comparison of injuries in Naval Aviation ejections through the canopy and after canopy jettison, 1977 to 1990.
Two methods of ejection from tactical aircraft are commonly used: jettisoning the canopy prior to seat travel, and ejecting through a closed canopy. This report compares the ejection injury experience of Naval Aviation in each mode during January 1977-August 1990. During that period, 336 through-canopy and 580 canopy-jettison ejections were accomplished. The former group sustained 10.7% fatal injuries, and only 17.0% egressed injury-free. By comparison, the latter cohort incurred only 4.7% fatalities and fully 31.9% egressed without injury. Analysis of patterns of injuries confirms higher G-forces in through-canopy ejections, resulting in not only more injuries, but more severe injuries. In spite of these findings, we discuss the compelling tactical and financial reasons to consider through-canopy systems.
Accidents, Aviation↗
Ejection associated injuries within the German Air Force from 1981-1997.
From 1981-1997 there were 86 ejections from 56 aircraft within the German Air Force. Of these, 24 accidents were associated with the F-104 Starfighter, 14 with the PA 200 Tornado, 12 from the F-4 Phantom, 5 from the Alpha Jet and 1 from a MiG 29 Fulcrum. One case involved a front seat pilot, who had already sustained fatal injuries from midair collision, being command ejected by the rear seat pilot. The remaining 85 ejections are the basis of this study. One weapons system officer died from hypothermia after landing in the sea and another from bleeding into the medulla oblongata after flailing; all other participants survived. This is an overall success rate of 97.6%. Of all 85 participants, 12 (14%) were uninjured, 41 (48.2%) were slightly injured, and 30 (35.3%) were severely injured. Typical injuries were those of the spine and lower limbs. The most common severe injury was a vertebral fracture caused by ejection acceleration. This is followed by lower limb injuries received during the parachute landing fall. At the time of ejection, all uninjured crews were flying below 3500 ft altitude and below 260 kn airspeed. Of all ejections from each aircraft type, the percentage of vertebral fractures is highest with the F-4 Phantom (31.8%), followed by the F-104 (16.6%) and the PA 200 Tornado with only 14.8%. The PA 200 is equipped with the most modern type of ejection seat of these aircraft. A conclusion of the gained data is that more modern ejection seat types provide lower injury severity but not fewer total injury numbers, and that the medical data taken during accident investigation should be taken more accurately and in a more standarized fashion to be comparable.
Accidents, Aviation↗
Ejections of young children in motor vehicle crashes.
PURPOSE: The purpose of this study was to report the incidence of ejection from the vehicle among children involved in motor vehicle crashes, and to describe a novel mode of ejection from child safety seats. METHODS: The U.S. National Automotive Sampling System General Estimates System and the Fatality Analysis Reporting System databases from 1995 through 1999 were analyzed. A prospective two-center study of children involved in severe car crashes in Canada was performed. RESULTS: Only 0.2% of 5.5 million children involved in crashes experienced ejection, but 1924 (29%) of 6570 child fatalities involved ejections. Only 2.2% of children experienced rollover crashes, but these contributed 1832 (28%) of 6570 child passenger fatalities. Among 56 crashes, 5 restrained young children were ejected, 4 in rollover crashes. Ejection of a toddler through the shoulder straps of a forward-facing child safety seat was the mechanism of ejection in three of the five cases. CONCLUSION: Ejection from the vehicle is common (29%) among fatally injured children. Shoulder straps alone (as found in T-shield or overhead shield child seats) may not prevent the ejection of toddlers from child safety seats during rollovers.
Accidents, Traffic↗
Hazard potential of ejection with canopy fragmentation.
The hazard potential of ejection with canopy fragmentation was evaluated by horizontal sled tests. A series of 14 ejections of tandem seats with 1st or 95th percentile anthropometric dummies were performed at sled speeds of 0, 150, 350, and 600 knots. Canopy-mounted miniature detonating cords (MDC) were fired in nine and not fired in five ejections. Maximal impact loads on each dummy's neck, knees, and shoulders were measured, and noise levels inside and outside the helmet recorded. The acceleration waveform for each dummy was recorded and used to calculate a dynamic response index (DRI) to assess the risk of spinal injury. Impacts with canopy fragments during ejections resulted in minor visible damages to the dummies and their equipment regardless of MDC firing. It was noted that MDC firing significantly attenuated the mean neck load (231 +/- 63 kg, unfired, to 108 +/- 20 kg, fired, p < 0.05). Noise levels with MDC firing averaged 162 dB. The mean DRI of dummy Gz for the small dummies was significantly greater than for large dummies (20.8 +/- 0.44 and 18.05 +/- 0.98, respectively, p < 0.05). We conclude that superficial injuries to ejecting pilots and their equipment is not a hazard with the canopy fragmentation system; however, spinal injury may occur at rates of 5 to 50% depending on the size of the pilot.
Aircraft↗
Multiple noncontiguous spine fractures.
The data from a prospective study of 508 spine injuries were reviewed to determine the incidence of multiple noncontiguous spine fractures. All patients were examined at admission and at 1 and 2 years postinjury. This series identified 77 (15.2%) multilevel fractures. Motor vehicle accidents were the primary cause of these fractures. The incidence of neurologic injury was not significantly different between multiple noncontiguous and single fractures. Failure to use seat belts and ejection from the vehicle were the main factors associated with multiple noncontiguous spine injuries. Seven major fracture patterns were identified, which accounted for 60% of these injuries. The prognosis for multilevel spine fractures was not significantly worse that that for single-level injuries.
Accidents, Traffic↗
Ovalis TAH: development and in vitro testing of a new electromechanical energy converter for a total artificial heart.
A new electromechanical energy converting system has been developed to yield an efficient and durable orthotopic total artificial heart (TAH). The energy converter we developed transforms the unidirectional rotational motion of the motor into a longitudinal forward-reverse movement of an internal geared oval, linked directly to pusher plates on both sides. To ensure a permanent positive connection between the drive gear and the internally geared wheel, a ball bearing runs inside an oval shaped guide track. Motor, gear unit, and conical pusher plates are seated between alternately ejecting and filling ventricles. The unidirectional motion of the brushless DC motor affords easier motor control, reduces energy demand, and ensures longer life of the motor when compared with a bidirectional motion system. In vitro testing has been performed on a mock circulation loop. The overall system efficiency of the TAH Ovalis was 27-39% (mean, 36%) for the pump output range of 2-7 L/min. The maximum output of 7 L/min can be obtained with a pump rate of 130 min(-1) and an afterload pressure of 140 mm Hg. For an average sized human with a mean cardiac output of 6 L/min at a mean aortic pressure of 120 mm Hg, 5 watts of input power would be required. The size of the prototype is 560 cm3, the weight is 950 g. Our first in vitro studies demonstrated the excellent efficiency and pump performance of this new electromechanical energy converter. The results prove the feasibility of this new concept's use as an energy converter for a total artificial heart.
Biomechanical Phenomena↗
Review of major injuries and fatalities in USAF ejections, 1981-1995.
Our laboratories are examining injuries and deaths resulting from mechanical forces applied to aircrew members in the course of Department of Defense aviation operations. In this paper we report only on bodily injuries sustained during ejection from US Air force, aircraft for the fiscal years 1981-1996, that is, major injuries and fatalities resulting directly from seat acceleration forces, from aerodynamic forces applied to crew members during escape through the effects of windblast and parachute opening shock; from direct contact: and from parachute landing injuries. Such injuries occur typically to the head, neck, cervical spine, thorax, thoracolumbar spine, ribs, pelvis, and the upper and lower extremities. Injuries are usually caused by anomalies in the ejection sequence or by delaying ejection until too close to the ground. Conversely, a planned ejection in a modern ejection seat in controlled, low speed flight imposes forces well below injury thresholds. In the USAF, 10-50 aircrew eject yearly, with a decline since 1991. We conclude that the risk of fatality is 0-11% and of major injury is 2-25%. Both are remarkably low and decreasing in the later years of this study period. The absolute number of head, neck, and spine injuries is 0-10 yearly and similarly decreasing. The results of this study are intended to provide a basis for estimating potential savings in deaths, injuries, and costs expected from the development of improved protective measures.
Accidents, Aviation↗
Factors affecting the severity of motor vehicle traffic crashes involving elderly drivers in Ontario.
A population-based cross-sectional study was conducted to examine factors affecting the severity of motor vehicle traffic crashes (MVTCs) involving elderly drivers in Ontario. The study population included drivers aged 65 and over involved in injury-producing MVTCs between 1988 and 1993 on Ontario public roads. Information was obtained from the Canadian Traffic Accident Information Databank (TRAID) compiled from police reports. The severity of MVTC was classified as fatal, major, minor or minimal. Comparisons between fatal-, major-, minor- and minimal-injury crashes were conducted. Percentage distributions of crashes at each level of severity involving elderly drivers were examined according to specific factors and tested using the X2 test. Multivariate unconditional logistic regression was used to calculate the estimated relative risk as odds ratios (ORs) while controlling for confounding factors. A number of factors were significantly related to the increased risk of fatal-injury in crashes compared with a reference category for each variable. These included age (OR = 1.4 for 70-79 and OR = 2.3 for 80 + ), sex (OR = 1.4 for males), failing to yield right-of-way/disobeying traffic signs (OR = 1.7), non-use of seat belts (OR = 4.0), ejection from vehicle (OR = 11.3), intersection without traffic controls (OR = 1.7), roads with higher speed limits (OR = 7.9 for 70-90 km/h; OR= 5.8 for 100 km/h), snowy weather (OR= 1.6), head-on collisions (OR=55.1), two-vehicle turning collisions (OR = 3.1 for left-turn, OR = 8.7 for right-turn), overtaking (OR = 5.6), and changing lanes (OR = 2.1). Adverse medical/physical conditions increased the risk of fatality by a factor of 5 for drivers 75-79 years of age and a factor of 3.5 for those 80 years and over. However, in the age group 65-74, medical/physical condition did not appear to be related to risk of fatality. Similar but weaker associations between these factors and risk of major- and minor-injury in crashes were also observed. To reduce the severity of crashes involving elderly drivers, strategies could target specific factors such as head-on collisions, single-vehicle collisions, and traffic controls at intersections. Driver conditions such as medical/physical conditions and driver actions such as failing to yield right-of-way/disobeying traffic signs should be examined further.
Accidents, Traffic↗
Body habitus as a predictor of injury pattern after blunt trauma.
The records of obese and nonobese victims of blunt trauma were compared to determine if obese individuals are predisposed to a specific injury pattern. Prospectively collected data on 6368 adults admitted to a level I trauma center over a 4-year period were analyzed. Twelve percent (743 patients) met Body Mass Index (weight/height2) criteria for obesity (greater than or equal to 30 kg/m2). The obese group was older (p less than 0.01) and had lower ISSs (p less than 0.05) and higher GCS scores (p less than 0.01). More obese patients were injured in vehicular crashes (62.7% vs. 54.1% [p less than 0.01]). The obese victims were more likely to have rib fractures, pulmonary contusions, pelvic fractures, and extremity fractures and less likely to have incurred head trauma and liver injuries (p less than 0.05). Obese people injured in vehicular crashes had a similar injury pattern with no difference in seating position, direction of impact, seat belt use, and ejection.
Accidents, Traffic↗
The effects of airbags on orbital fracture patterns in frontal automobile crashes.
PURPOSE: To investigate orbital fractures that occurred in frontal automobile crashes and to determine the effects of frontal airbags on injury incidence and severity. METHODS: The National Automotive Sampling System database files from 1993 to 2000 were examined. Frontal crashes were selected that included drivers and front-seat passengers only and excluded ejected occupants and rollover crashes. Orbital fractures could be closed, open, displaced, or any combination of these and were identified by using the Abbreviated Injury Scale codes. RESULTS: The analysis included 12,429,580 front-seat occupants from 25,464 cases. Of all occupants who were exposed to an airbag deployment, 0.09% sustained an orbital fracture. In contrast, occupants who were not exposed to an airbag deployment were more than twice as likely to sustain an orbital fracture (0.22%). In addition to reduction in incidence, airbags were also shown to decrease the severity of orbital fractures that occupants sustained. Occupants exposed to airbag deployment mostly sustained closed, less severe fractures (61.9%), whereas occupants not exposed to airbag deployment sustained the majority as more severe, open, displaced, or comminuted fractures (61.3%). CONCLUSIONS: This article presents the most comprehensive study of orbital fractures in automobile crashes to date. It is shown that both the incidence and the overall severity of orbital fractures decreases considerably with exposure to airbag deployment. This is accomplished because the airbag minimizes occupant contact with the windshield and steering wheel, which are the two leading sources of orbital fractures for occupants not exposed to airbag deployment.
Accidents, Traffic↗
Factors affecting the severity of motor vehicle traffic crashes involving young drivers in Ontario.
OBJECTIVES: To assess the factors affecting the severity of motor vehicles traffic crashes involving young drivers in Ontario. POPULATION: Ontario young drivers, aged 16 to 20, involved in traffic crashes resulting in injury, between 1 January 1988 and 31 December 1993, on public roads in Ontario. METHODS: Population based case-control study. Cases were fatal injury, major injury, and minor injury crashes involving young drivers. Controls were minimal injury crashes involving young drivers. Cases and controls were obtained retrospectively from the Canadian Traffic Accident Information Databank. Unconditional logistic regression was used for data analysis. RESULTS: Factors significantly increasing the risk of fatal injury crashes include: drinking and driving (odds ratio (OR) 2.3), impairment by alcohol (OR 4.8), exceeding speed limits (OR 2.8), not using seat belts (OR 4.7), full ejection from vehicle (OR 21.3), intersection without traffic control (OR 2.2), bridge or tunnel (OR 4.1), road with speed limit 70-90 km/hour (OR 5.6) or 100 km/hour (OR 5.4), bad weather (OR 1.6), head-on collision (OR 80.0), and overtaking (OR 1.9). Results of the same model applied to major and minor injury crashes demonstrated consistent but weaker associations with decreasing levels of crash severity. CONCLUSIONS: A casual relationship between crash severity and the risk factors listed above was proposed. Risk factors recommended for preventive intervention include: alcohol consumption, speeding, and use of seat belts. Head-on collisions are of primary concern.
Accidents, Traffic↗
Relative risk of death from ejection by crash type and crash mode.
In virtually all circumstances, the chance of survival in a crash is much greater if the occupant is not ejected from the vehicle. Several estimates of the increased risk of death as a result of ejection (ranging from 2.5 to 25) have been made, but none were specific to the crash mode and most did not control for crash severity. The current study examined the relative risk of fatality due to ejection, by crash type and crash mode, using the Fatal Accident Reporting System data from the years 1982 through 1986. Crash type was defined as either single vehicle or multivehicle and crash mode included rollover, nonrollover, and/or direction of impact. Crash severity was controlled for using a paired comparison method of analysis. Both crash type and crash mode were found to have substantial effects on the relative risk of death due to ejection. In addition, risk differences across seating position exist. Depending on crash mode or type, the risks ranged from about 1.5 to 8. Single-vehicle rollover crashes have the highest increased risk of death due to ejection: about eightfold for the driver and sevenfold for the right front passenger.
Accidents, Traffic↗
Lateral impact injuries with side airbag deployments--a descriptive study.
The present study was designed to provide descriptive data on side impact injuries in vehicles equipped with side airbags using the United States National Automotive Sampling System (NASS). The database was queried with the constraint that all vehicles must adhere to the Federal Motor Vehicle Safety Standards FMVSS 214, injured occupants be in the front outboard seats with no rollovers or ejections, and side impacts airbags be deployed in lateral crashes. Out of the 7812 crashes in the 1997-2004 weighted NASS files, AIS > or = 2 level injuries occurred to 5071 occupants. There were 3828 cases of torso-only airbags, 955 cases of torso-head bag combination, and 288 inflatable tubular structure/curtain systems. Side airbags were not attributed to be the cause of head or chest injury to any occupant at this level of severity. The predominance of torso-only airbags followed by torso-head airbag combination reflected vehicle model years and changing technology. Head and chest injuries were coupled for the vast majority of occupants with injuries to more than one body region. Comparing literature data for side impacts without side airbag deployments, the presence of a side airbag decreased AIS=2 head, chest, and extremity injuries when examining raw data incidence rates. Although this is the first study to adopt strict inclusion-exclusion criteria for side crashes with side airbag deployments, future studies are needed to assess side airbag efficacy using datasets such as matched-pair occupants in side impacts.
Abdominal Injuries↗
Analysis of motor vehicle ejection victims admitted to a level I trauma center.
OBJECTIVES: The objective of this study was to compare the injuries and outcomes of ejected victims who reached a Level I trauma center with nonejected MVC occupants. METHODS: Data from 6,909 MVC victims admitted to a Level I trauma center, over a 91/2-year period, were retrospectively reviewed. Three mutually exclusive groups were studied: ejected, nonejected nonrestrained, and nonejected restrained. RESULTS: The patient distribution was as follows: ejected 6.4% (n = 443), nonrestrained 50.1% (n = 3,461), and restrained 43.5% (n = 3,005). Ejected patients were younger, required ICU care more frequently, and a higher percentage were males compared with nonrestrained or restrained patients. Injury Severity Score (ISS) and length of stay (LOS) were significantly higher in ejected patients. Ejected patients suffered more injuries per anatomic region, and had a higher number of severe injuries in the head and neck region. The overall in-hospital mortality was 3.9% (272/6,909), and 10.8% (48/443) for the ejected group. The incidence of restrained patients increased during the study period but was not associated with a change in the incidence of ejected patients. CONCLUSION: Patients who were ejected after motor vehicle collisions were more severely injured and had a worse outcome than those not ejected. Efforts should be concentrated on enforcement and enactment of better seat belt laws, as well as the development of new strategies that will prevent ejection regardless of occupant behavior.
Accidents, Traffic↗