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At least 127 records · Page 7Linked to original sources
PubMed1998

The history of the United States Navy flight surgeon/naval aviator program.

Early in the history of aviation the need for a special kind of physician who could understand the physical and psychological problems encountered by flyers was well recognized. These physicians were called flight surgeons. In 1922, RADM W. A. Moffett, USN, the first Chief of the Bureau of Aeronautics and the "Father of Naval Aviation," called for a group of Navy medical officers to be trained as flight surgeons. He believed that all Navy flight surgeons should be trained as pilots "primarily in order that they may experience the emergencies and conditions that arise in flying." This article traces the history of the Navy flight surgeon/naval aviator. It chronicles the evolution of the Navy's flight surgeon/naval aviator program from the World War I doctor who flew seaplanes at a Naval Air Station in Italy to the present day flight surgeon/naval aviator who flys operational and test aircraft as a research pilot.

Aerospace Medicine↗
PubMed2002

The age 60 rule: age discrimination in commercial aviation.

BACKGROUND: The Federal Aviation Administration's Age 60 Rule, promulgated in 1959, prohibits airline pilots from working in Part 121 operations once they have reached the age of 60. The Age 60 Rule remains a most contentious and politically sensitive topic, with challenges to the Rule currently mounted in both legislative and legal arenas. METHODS: An extensive review of the medical literature was accomplished using MEDLINE. Pertinent Federal Regulations were examined. Legal proceedings and public domain documents were noted. Letters and personal communication were solicited where necessary information could not be ascertained by other means. RESULTS: The Age 60 Rule was not based on any scientific data showing that airline pilots aged 60 and older were any less safe than younger pilots, and there is evidence to indicate that the choice of age 60 was actually based on economic rather than safety considerations. Airline pilots consistently exceed general population norms for longevity, physical health, and mental abilities. Fear of an adverse pilot health event causing a crash in standard multi-crew operations is not justified. For decades, airline pilots under age 60 have been granted the means to demonstrate their fitness for flying by taking medical, cognitive, and performance evaluations that are denied to airline pilots when they reach age 60. Actual flight experience demonstrates that older pilots are as safe as younger pilots. International aviation experience indicates that abolishing the Age 60 Rule will not compromise aviation safety. CONCLUSION: There appears to be no medical, scientific, or safety justification for the Age 60 Rule. As such, perpetuation of the Age 60 Rule, where age alone is used as the single criterion of older pilot fitness, represents age discrimination in commercial aviation.

Accidents, Aviation↗
PubMed1997

[Aviation medicine in Russia on the threshold of the 3d millennium].

Analysis of the interrelated development of aviation technologies and aeromedical science pointed out that the mainstream of aviation medicine as science is integration of human factors equally in the processes of aviation technology development, testing, and operation. Focus is placed on the methodology of aviation medicine and prospect for its refining in the interests of better effectiveness and safety of flights, maintenance of health and prolongation of career of all categories of flying personnel.

Accidents, Aviation↗
PubMed2000

Competency-based on-the-job training for aviation maintenance and inspection--a human factors approach.

More than 90% of the critical skills that an aviation maintenance technician uses are acquired through on-the-job training (OJT). Yet many aviation maintenance technicians rely on a 'degenerating buddy system', 'follow Joe around', or unstructured approach to OJT. Many aspects of the aviation maintenance environment point to the need for a structured OJT program, but perhaps the most significant is the practice of job bidding which can create rapid turnover of technicians. The task analytic training system (TATS), a model for developing team-driven structured OJT was developed by the author, and first introduced in Boeing Commercial Airplane Group to provide competency-based OJT for aviation maintenance and inspection personnel. The goal of the model was not only to provide a comprehensive, highly structured training system that could be applied to any maintenance and inspection task, but also to improve team coordination, attitude and morale. The first goal was accomplished by following the systems eight-step process, the latter through incorporating human factors principles such as decision making, communication, team building and conflict resolution into the process itself. In general, the process helps to instill mutual respect and trust, enhance goal-directed behavior, strengthen technicians' self-esteem and responsiveness to new ideas and encourage technicians to make worthwhile contributions. The theoretical background of the model is addressed by illustrating how the proven training methodologies of job task analysis and job instruction training are blended with human factors principles resulting in a unique team-driven approach to training. The paper discusses major elements of the model including needs identification, outlining targeted jobs, writing and verifying training procedures, an approval system, sequencing of training, certifying trainers, implementing, employing tracking mechanisms, evaluating, and establishing a maintenance/audit plan. Relevance to industry. TATS has been successfully installed in several maintenance and inspection areas of The Boeing Company. Four major U.S. airlines--United Airlines, TransWorld Airlines, Northwest Airlines, and USAirways have participated in two years of development and field testing in their maintenance operations (assisted by the author and Dr. Barbara Kanki of NASA Ames Research Center).

Aviation↗
PubMed2001

Fatal aviation accidents in Lower Saxony from 1979 to 1996.

So far no national or regional studies have been published in Germany regarding the number of fatal aviation accidents and results of autopsy findings. Therefore, we evaluated all fatal aviation accidents occurring in Lower Saxony from 1979 to 1996. A total of 96 aviation accidents occurred in this period involving 73 aeroplanes. The crashes resulted in the death of 154 people ranging in age from 19 to 68 years. The greatest number of victims in a single crash of an aircraft was (n=7). Other types of fatal accidents were crashes of aircraft and helicopter while on the ground (n=5), hot-air balloons (n=2), parachutes (n=10), hang glider accidents (n=5) and the striking of a bystander by a model airplane. Autopsies were performed on 68 of the 154 victims (44.2%), including 39 of the 73 pilots (53.4%). Some of the autopsies yielded findings relevant to the cause of the accident: gunshot wounds, the presence of alcohol or drugs in blood and preexisting diseases. Our findings emphasize the need for autopsy on all aviation accident victims, especially pilots, as this is the only reliable method to uncover all factors contributing to an accident.

Accidents, Aviation↗
PubMed1995

Visual field tunneling in aviators induced by memory demands.

Aviators are required rapidly and accurately to process enormous amounts of visual information located foveally and peripherally. The present study, expanding upon an earlier study (Williams, 1988), required young aviators to process within the framework of a single eye fixation a briefly displayed foveally presented memory load while simultaneously trying to identify common peripheral targets presented on the same display at locations up to 4.5 degrees of visual angle from the fixation point. This task, as well as a character classification task (Williams, 1985, 1988), has been shown to be very difficult for nonaviators: It results in a tendency toward tunnel vision. Limited preliminary measurements of peripheral accuracy suggested that aviators might be less susceptible than nonaviators to this visual tunneling. The present study demonstrated moderate susceptibility to cognitively induced tunneling in aviators when the foveal task was sufficiently difficult and reaction time was the principal dependent measure.

Adult↗
PubMed2007

Effect of aviation snip design and task height on upper extremity muscular activity and wrist posture.

Hand tools described as ergonomic in design are intended to reduce exposure to physical risk factors associated with work-related musculoskeletal disorders. Additionally, using the right tool for the job is believed to reduce exposure and, consequently, risk of disease. Sheet metal workers frequently use a cutting tool called aviation snips when fabricating and installing ductwork. The purpose of this laboratory simulation study was to determine the effect of (1) aviation snip design; and (2) work height on muscle activity, wrist posture, and user satisfaction among sheet metal workers. We hypothesized that specific aviation snips designs would be most appropriate for use at specific heights. Twenty-three sheet metal workers used three different designs of aviation snips to make curved cuts in sheet metal placed both at waist height and shoulder height. Conventional circular snips, straight snips, and an alternate design of offset snips were used. Upper extremity muscle activity was measured with surface electromyography, wrist posture was measured with electrogoniometry, and user satisfaction was rated by the participants on a survey. Statistically significant effects of snip design and task height on muscle activity, wrist posture, and user satisfaction were observed. However, no snip was preferable for all dependent variables. Work height had a greater effect on muscle activity and wrist posture than snip design. Field studies are indicated to determine the long-term effect of snip design on physical risk factors and risk of musculoskeletal disorders.

Adult↗
PubMed1995

Peripheral target recognition and visual field narrowing in aviators and nonaviators.

In the two experiments that examined recognition accuracy in the near visual periphery as a function of foveal cognitive load, aviators were shown to have larger effective functional visual fields than nonaviators. The aviators appeared to be far less susceptible to the visual field narrowing found in nonaviators. The narrowing found in nonaviators suggested a tunnel-vision-like pattern. The rather small effect of load increases on aviator performance was likely due to specialized training and experience. Student aviators who averaged only 70 flight hr were clearly superior to nonaviators on peripheral recognition with a concomitant foveal task.

Adolescent↗
PubMed1998

It is not how much you have but how you use it: toward a rational use of simulation to support aviation training.

One of the most remarkable changes in aviation training over the past few decades is the use of simulation. The capabilities now offered by simulation have created unlimited opportunities for aviation training. In fact, aviation training is now more realistic, safe, cost-effective, and flexible than ever before. However, we believe that a number of misconceptions--or invalid assumptions--exist in the simulation community that prevent us from fully exploiting and utilizing recent scientific advances in a number of related fields in order to further enhance aviation training. These assumptions relate to the overreliance on high-fidelity simulation and to the misuse of simulation to enhance learning of complex skills. The purpose of this article is to discuss these assumptions in the hope of initiating a dialogue between behavioral scientists and engineers.

Aviation↗
PubMed2003

Differences in safety climate between hospital personnel and naval aviators.

We compared results of safety climate survey questions from health care respondents with those from naval aviation, a high-reliability organization. Separate surveys containing a subset of 23 similar questions were conducted among employees from 15 hospitals and from naval aviators from 226 squadrons. For each question a "problematic response" was defined that suggested an absence of a safety climate. Overall, the problematic response rate was 5.6% for naval aviators versus 17.5% for hospital personnel (p < .0001). The problematic response was 20.9% in high-hazard hospital domains such as emergency departments and operating rooms. Problematic response among hospital workers was up to 12 times greater than that among aviators on certain questions. Although further research on safety climate in health care is warranted, hospitals may need to make substantial changes to achieve a safety climate consistent with the status of high-reliability organizations.

Attitude of Health Personnel↗
PubMed2001

Prevalence of drugs and alcohol in fatal civil aviation accidents between 1994 and 1998.

BACKGROUND: The use of drugs and alcohol in aviation is closely monitored by the FAA Office of Aviation Medicine's (OAM's) Civil Aeromedical Institute (CAMI) through the toxicological analysis of specimens from pilots who have died in aviation accidents. METHOD: Frozen specimens received from local pathologists were tested and the results entered into a computer database for future analysis. The data were sorted based on the class of drug, controlled dangerous substance schedules II, and I controlled dangerous substance schedules III-V, prescription drugs, over-the-counter drugs, and alcohol. RESULTS: Specimens from 1683 pilots were analyzed between 1994 to 1998. Controlled dangerous substances, CDS, (schedules I and II) were found in 89 of the pilots analyzed. Controlled dangerous substances (schedules III-V) were found in 49 of the pilots tested. Prescription drugs were found in 240 of the pilots analyzed. Over-the-counter drugs were found in 301 of the pilots analyzed. Alcohol at or above the legal limit of 0.04% was found in 124 pilots. No abused drugs were found in Class 1 air transport fatal pilots. CONCLUSION: This research supports the very low incidence rate of drugs found in the FAA random drug-testing program. Over-the-counter medications are the most frequently found drugs in fatal aviation accidents and many of these drugs could impair a pilot's ability to safely fly an aircraft. This data is helpful to the FAA in developing programs to reduce the usage of dangerous drugs and identify potentially incapacitating medical conditions that may cause an accident. Data collected from this research can be used to evaluate the effectiveness of the FAA drug-testing program.

Accidents, Aviation↗
PubMed2001

Human error analysis of commercial aviation accidents: application of the Human Factors Analysis and Classification system (HFACS).

BACKGROUND: The Human Factors Analysis and Classification System (HFACS) is a general human error framework originally developed and tested within the U.S. military as a tool for investigating and analyzing the human causes of aviation accidents. Based on Reason's (1990) model of latent and active failures, HFACS addresses human error at all levels of the system, including the condition of aircrew and organizational factors. The purpose of the present study was to assess the utility of the HFACS framework as an error analysis and classification tool outside the military. METHODS: The HFACS framework was used to analyze human error data associated with aircrew-related commercial aviation accidents that occurred between January 1990 and December 1996 using database records maintained by the NTSB and the FAA. RESULTS: Investigators were able to reliably accommodate all the human causal factors associated with the commercial aviation accidents examined in this study using the HFACS system. In addition, the classification of data using HFACS highlighted several critical safety issues in need of intervention research. CONCLUSION: These results demonstrate that the HFACS framework can be a viable tool for use within the civil aviation arena. However, additional research is needed to examine its applicability to areas outside the flight deck, such as aircraft maintenance and air traffic control domains.

Accidents, Aviation↗
PubMed2002

The value of experienced medical personnel during the investigation of general aviation accidents.

A multidisciplinary approach to accident investigation is routine in commercial aircraft accidents. A medical team is usually assigned to assist with the investigation. As far as general aviation accidents are concerned, in a majority of cases, these resources are not available to the investigator-in-charge. We describe a general aviation accident to illustrate the scope of medical and human factors information that can be determined by professionals who assist the authorities with the investigation. Following the example, we suggest a method of identifying available expertise. Voluntary contributions from trained specialists need to be utilized to assist general aviation accident investigators and help promote aviation safety.

Accidents, Aviation↗
PubMed2002

Development of an aviation safety locus of control scale.

INTRODUCTION: Individual differences in locus of control have be shown to be associated with differential risk for accident involvement among industrial and hospital workers. Previous research has also de onstrated that pilots are higher on internality than externality. HYPOTHESIS: This study was performed to assess individual differences on a new scale developed to assess locus of control with respect to aviation safe It was hypothesized that pilots would exhibit higher levels of internalility than externality on this new scale. METHODS: An existing safety locuss of control scale was modified to place the items in an aviation context, and the items were administered to a sample of approximately 480 pilots. Internality and externality subscales were created, and construct valid was assessed by correlating these subscales with measures of resignation and involvement in hazardous aviation events. RESULTS: The subscales exhibited acceptable internal consistency, and were negatively correlated (r = -0.419, p < 0.001). Consistent with previous research, pilots exhibited substantially higher internality than externality. Correlation the subscales with the measures of resignation and involvement hazardous events supported the construct validity of the scale. DISCUSSION: Differences exist among pilots on the Aviation Safety Locusof Control scale that may be associated with increased accident risk. In its present form, the new scale might be employed as a self-awareness exercise for pilots or as a covariate in research investigating the effect of other factors on accident involvement.

Accidents, Aviation↗
PubMed2003

Long-term disability among aviators in Japan Air Self-Defense Force: analysis of 260 cases.

BACKGROUND: As part of a study of the risks associated with aviator incapacitation, we identified the diseases that caused long-term disability (LTD) among aviators in the Japan Air Self-Defense Force (JASDF), and then assessed the magnitude of the problem that each group of diseases represented with regard to the safety of flight. METHODS: Case-notes for JASDF aviators who stopped work for more than 3 mo during 1980-2002 were identified from all files kept at the Medical Evaluation Section of the Aeromedical Laboratory. The case-notes were divided into four age groups and analyzed by diagnostic category or injury. RESULTS: We identified 260 aviators with LTD, including 217 active-duty pilots and 43 navigators with flying status. Of those, 59 cases (22.7%) had permanent disability for flight. About 75% of LTD cases could be attributed to five diagnostic categories: neoplasms, nervous system and sense organs, circulatory system, digestive system, and musculoskeletal system. Peaks in LTD were found in the 20-29 and 40-49 age-groups. In the younger group, 78.2% of the patients were students, of whom 23 were found to have a disability associated with a preexisting medical condition which was not detected in the initial screening process for pilots. In the 20-29 yr age-group, the most common reason for LTD was the nervous system and sense organs, while in the 40-49 yr age-group it was the circulatory system. CONCLUSION: Reduction in the frequency of LTD might be accomplished by improving the medical screening process for applicants and emphasizing the prevention of circulatory diseases during a pilot's career.

Adult↗
PubMed2005

Aviation medicine in the United Kingdom: cold war and peace dividend, 1946-2000.

This is the third of three brief papers that summarize the history of aviation medicine in the Royal Air Force. Unusually, at the end of the Second World War, British aviation medicine research did not enter a period of decline. The needs of the Royal Air Force during the Cold War ensured the continuing development of the RAF Institute of Aviation Medicine. However, reduction of the threat with the end of the Cold War led to the requirement for a peace dividend. British aviation medicine research has now entered a commercial era, competing for funding from industry as well as from the Royal Air Force.

Aerospace Medicine↗
PubMed2005

Diabetes mellitus type 1 in five military aviators: flying with insulin.

OVERVIEW: Diagnosis of diabetes mellitus (DM) type 1 results in medical disqualification for all military aviation duties all over the world. The main concern is hypoglycemia, which can cause sudden incapacitation. Efforts to reduce the glucose levels and long-term complications increase the frequency of hypoglycemia. PURPOSE: This paper reviews five newly diagnosed cases of DM type 1 in Israeli Air Force aviators that presented over the last 15 yr. Four of the aviators were allowed to continue on active duty with limitations and one was disqualified. METHODS: The records of all five diabetic aircrew were reviewed. Aircrews are tested every 3 mo for HbA1c levels. Every year they receive dilated fundoscopic eye examination. They have lipid levels drawn annually and are seen by both an endocrinologist and a flight surgeon for general medical examinations. RESULTS: Four of the aviators continued on active duty for years. No symptomatic hypoglycemia or sudden incapacitation occurred. Three of the four airmen experienced undesirable HbA1c levels. CONCLUSIONS: Our experience indicates that safely flying with newly diagnosed DM type 1 is possible. The cost of the demanding lifestyle of military aircrew members and the fear of hypoglycemic episodes can result in periods of sub-optimal glucose control.

Adult↗
PubMed1984

Comparative analysis of social, demographic, and flight-related attributes between accident and nonaccident general aviation pilots.

This investigation represents an exploratory examination of several differentiating social and demographic characteristics for a sample of calendar year 1978 Colorado-resident nonfatal accident-involved pilots and a random sample of nonaccident general aviation (i.e., nonairline) pilots. During 1979-1980 80 currently active pilots were interviewed by the author, and information concerning the standard demographic variables, in addition to several social, psychological, and flying-related items, was obtained. The sample was generated from commercially available data files derived from U.S. Government records and consisted of 46 accident and 34 nonaccident pilots who resided within a 100-mi radius of Denver, east of the Rocky Mountains. Descriptively, the respondents represented a broad spectrum of general aviation, including: corporate pilots, "crop dusters," builders of amateur experimental aircraft, and recreational fliers. Application of stepwise discriminant analysis revealed that the pilots' education, political orientation, birth order, percent of flying for business purposes, participation in nonflying aviation activities, number of years of flying experience, and an index of aviation procedural noncompliance yielded statistically significant results. Furthermore, utilization of the classification capability of discriminant analysis produced a mathematical function which correctly allocated 78.5% of the cases into the appropriate groups, thus contributing to a 56.5% proportionate reduction in error over a random effects model. No relationship was found between accident involvement and several indicators of social attachments, socioeconomic status, and a number of measures of flying exposure.

Accidents, Aviation↗