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At least 163 records · Page 9Linked to original sources

Insecticidal vapours for aircraft disinsection.

A general discussion of the problem of aircraft disinsection is presented. The weaknesses of the present aerosol method, the limitations imposed by airline operators, government officials, passengers, and others, and the potential value of insecticidal vapours as a means of aircraft disinsection are discussed. An apparatus is described for screening insecticides for their vapour toxicity to houseflies and mosquitos. This apparatus led to the discovery of DDVP (O,O-dimethyl-2,2-dichlorovinyl phosphate) and its remarkable vapour toxicity to insects, and to the subsequent studies of its potential use in the vapour state for aircraft disinsection.

Aerosols↗

DICHLORVOS VAPOUR DISINSECTION OF AIRCRAFT.

The authors describe the testing of an automatic aircraft disinsection system permanently installed on a commercial DC-6B passenger aircraft. An air-compressor forces ambient cabin air, partially saturated with dichlorvos vapour at a set concentration, through the cabin, cockpit and baggage compartments of the aircraft for 30 minutes. Insecticide concentrations and insect mortality were observed in post-overhaul check flights, and insect mortality and passenger reactions were observed on scheduled flights between Miami, Florida, and Nassau, Bahamas.The results showed satisfactory biological efficiency. The passengers were unaware of the disinsection process and showed no signs of discomfort.

Aircraft↗

Epidemiologic study of the autoimmune health effects of a cargo aircraft disaster.

BACKGROUND: In the aftermath of a cargo aircraft crash in Amsterdam in 1992, indications of autoimmune disorders appeared in some of the affected population. METHODS: This epidemiologic study sought to determine the possible long-term autoimmune health effects of the aircraft disaster on professional assistance workers. Exposed professional firefighters (n = 334) and police officers (n = 834) who performed at least 1 disaster-related task and hangar workers who sorted and investigated the wreckage (n = 241) were compared with reference groups of nonexposed colleagues who did not perform any disaster-related tasks (n = 194, n = 634, and n = 104, respectively). Data were collected a mean of 8.5 years after the disaster. Questionnaires were used to assess disaster-related tasks and 11 autoimmune-like symptoms. All serum samples were tested for the presence of antinuclear antibodies, rheumatoid factor, and antineutrophil cytoplasmic and anticardiolipin antibodies. RESULTS: Compared with nonexposed colleagues, exposed workers reported significantly more autoimmune-like symptoms. They reported the following symptoms significantly more often: tingling sensations, myalgia, loss of strength, easily fatigued, and a feeling of sand in the eyes (all groups); infection proneness (firefighters); skin abnormalities and nocturnal transpiration (police officers and hangar workers); and vasculitis-like symptoms and Raynaud discoloring (police officers). In contrast, we found no significant difference between exposed and nonexposed workers in autoantibody prevalence. CONCLUSION: Occupational exposure to the aircraft disaster resulted in an excess of long-term self-reported autoimmune-like symptoms in exposed professional assistance workers, but there was no difference between exposed and nonexposed workers in the prevalence of autoantibodies.

Accidents, Aviation↗

Practical reduction of transplantation costs. Use of commercial transportation instead of charter aircraft for sharing pancreas grafts.

OBJECTIVE: To demonstrate cost savings in pancreas transplantation through use of commercial organ transportation. DESIGN: Retrospective study. SETTING: Independent Organ Procurement Organization, Denver, Colo. SUBJECTS: Forty-three consecutive pancreas grafts recovered by Colorado transplantation surgeons and transported via charter aircraft (53.4%) or commercial airlines (46.6%) to transplantation centers outside Colorado. MEASUREMENTS: Actuarial graft survival at 1 year was calculated. Transportation costs were also obtained. MAIN RESULTS: Transportation of organs via charter aircraft cost an average of $3658.37 compared with an average of $102.40 for commercial airline transportation (average cost difference, $3555.97). Graft survival was 73.9% for chartered grafts vs 80.0% for commercially shipped grafts. Mean preservation times were 13 hours 54 minutes for chartered grafts vs 17 hours 50 minutes for commercial transportation. CONCLUSION: Our data demonstrated a significant cost savings when pancreas grafts were transported via commercial airlines instead of chartered aircraft. These cost savings were obtained without negative sequelae in clinical outcome, encouraging widespread use of commercial airlines for transporting shared pancreas grafts.

Aircraft↗

Flight deck magnetic fields in commercial aircraft.

BACKGROUND: Airline pilots are exposed to magnetic fields generated by the aircraft's electrical system. The objectives of this study were (1) to directly measure flight deck magnetic fields in terms of personal exposure to the pilots when flying on different aircraft types over a 75-hour flight-duty month, and (2) to compare magnetic field exposures across flight deck types and job titles. METHODS: Measurements were taken using personal dosimeters carried by either the Captain or the First Officer on Boeing 737/200, Boeing 747/400, Boeing 767/300ER, and Airbus 320 aircraft. RESULTS: Approximately 1,008 block hours were recorded at a sampling frequency of 3 seconds. Total block time exposure to the pilots ranged from a harmonic geometric mean of 6.7 milliGauss (mG) for the Boeing 767/300ER to 12.7 mG for the Boeing 737/200. CONCLUSIONS: Measured flight deck magnetic field levels were substantially above the 0.8-1 mG level typically found in the home or office and suggest the need for further study to evaluate potential health effects of long-term exposure.

Aircraft↗

Low prevalence of TB on long-haul aircraft.

BACKGROUND: Proximity to an infectious TB case is a potential risk in any close contact setting. However, the rapid growth in airline transportation is in stark contrast to the lack of evidence about the prevalence of TB among airline passengers and crew. The rate of ventilation in the aircraft cabin is far superior to other forms of transportation and reduces the risk of airborne transmission. METHODS: This study calculated TB disease rates among passengers and cabin crew during the 5-year study period. The principal study outcome was the number of notifications of confirmed TB disease cases and potential under-reporting was estimated. The airline rates were compared with the WHO definition of low incidence--"a TB notification rate below 10 per 100,000 population and declining". FINDINGS: The TB case notification rate was 0.05 per 100,000 long-haul passengers. The risk increased seven-fold on flights from TB-endemic areas in Africa or India. The aircraft cabin remains classified as a low TB incidence environment on all routes within a wide margin of error. Low occupational prevalence was observed in the cabin crew workforce. INTERPRETATION: Airline passengers are considered to be a select group with low TB rates. This study provides important evidence that confirms the aircraft as a low-risk setting for transmission of TB and emphasizes the presence of environmental-control measures that reduce the risk as far as possible.

Aircraft↗

Passenger aircraft cabin air quality: trends, effects, societal costs, proposals.

As aircraft operators have sought to substantially reduce propulsion fuel cost by flying at higher altitudes, the energy cost of providing adequate outside air for ventilation has increased. This has lead to a significant decrease in the amount of outside air provided to the passenger cabin, partly compensated for by recirculation of filtered cabin air. The purpose of this review paper is to assemble the available measured air quality data and some calculated estimates of the air quality for aircraft passenger cabins to highlight the trend of the last 25 years. The influence of filter efficiencies on air quality, and a few medically documented and anecdotal cases of illness transmission aboard aircraft are discussed. Cost information has been collected from the perspective of both the airlines and passengers. Suggestions for air quality improvement are given which should help to result in a net, multistakeholder savings and improved passenger comfort.

Air Pollution, Indoor↗

Multi-elemental analysis of jet engine lubricating oils and hydraulic fluids and their implication in aircraft air quality incidents.

The flight crews of aircraft often report symptoms including dizziness, nausea, disorientation, blurred vision and tingling in legs and arms. Many of these incidents have been traced to contamination of cabin air with lubricating oil, as well as hydraulic fluid, constituents. Considering that these air contaminants are often subjected to temperatures in excess of 500 degrees C, a large number of different exposures can be expected. Although the reported symptoms are most consistent with exposures to volatile organic compounds, carbon monoxide, and the organophosphate constituents in these oils and fluids, the involvement of these agents has not been clearly demonstrated. Possible exposure to toxic elements, such as lead, mercury, thallium and others, have not been ruled out. In order to assess the potential of exposure to toxic elements a multi-elemental analysis was done on two hydraulic fluids and three lubricating oils which have been implicated in a number of air quality incidents. A secondary objective was to establish if the multi-elemental concentrations of the fluids tested are different enough to allow such an analysis to be used as a possible method of identifying the source of exposure that might have been present during aircraft air quality incidents. No significant concentrations of toxic elements were identified in any of the oils or hydraulic fluids. The elemental compositions of the samples were different enough to be used for identification purposes and the measurement of only three elements was able to achieve this. Whether these findings have an application, in aircraft air quality incident investigations, needs to be established with further studies.

Aircraft↗

Long-term monitoring of the onboard aircraft exposure level with a Si-diode based spectrometer.

The radiation fields onboard aircraft are complex (EURADOS, 1996), and several methods are used to characterise them for radiation protection. We have tested a spectrometer based on Si-diode at different sources and accelerator facilities. The energy deposited in the diode is analysed to estimate the contribution of different radiations to dosimetry quantities. The spectrum of energy deposition events onboard aircraft is similar to that registered in the CERN high-energy reference field. We used this similarity to determine the correction factors to appreciate radiation protection quantities from the results of onboard measurements. During 2001-2002, the spectrometer was used to acquire measurements onboard commercial aircraft during five long-term exposures. All necessary flight parameters were acquired; thus permitting calculations of the onboard effective dose and/or ambient dose equivalent by means of both the CARI 6 and the EPCARD codes and comparison with the results of the measurements. It was found that the apparent ambient dose equivalent values from measured data are in reasonable agreement with the results of calculations. Quantitative analysis of this agreement as a function of flight parameters (geomagnetic position, solar activity variations, etc.) is presented. During one flight, an important solar event (GLE 60 on 15 April 2001) was recorded by the spectrometer. In some other cases the measurements during a Forbush decreases were acquired. These extremes were well registered by the equipment and the data obtained are analyzed.

Aircraft↗

Assessing exposure to cosmic radiation on board aircraft.

The assessment of exposure to cosmic radiation on board aircraft is one of the preoccupations of organizations responsible for radiation protection. The cosmic radiation particle flux increases with altitude and latitude and depends on the solar activity. The radiation exposure has been estimated on several airlines using transatlantic, Siberian and transequatorial routes on board subsonic and supersonic aircraft, to illustrate the effect of these parameters. Measurements have been obtained with a tissue equivalent proportional counter using the microdosimetric technique. Data have been collected at maximum solar activity in 1991-92 and at minimum in 1996-98. The lowest mean dose rate measured was 3 microSv/h during a Paris-Buenos Aires flight in 1991; the highest was 6.6 microSv/h during a Paris-Tokyo flight using a Siberian route and 9.7 microSv/h on Concorde in 1996-97. The mean quality factor is around 1.8. The corresponding annual effective dose, based on 700 hours of flight for subsonic aircraft and 300 hours for Concorde, can be estimated between 2 mSv for least-exposed routes and 5 mSv for more exposed routes.

Aircraft↗

Calculations and observations of solar particle enhancements to the radiation environment at aircraft altitudes.

Solar particle events can give greatly enhanced radiation at aircraft altitudes, but are both difficult to predict and to calculate retrospectively. This enhanced radiation can give significant dose to aircrew and greatly increase the rate of single event effects in avionics. Validation of calculations is required but only very few events have been measured in flight. The CREAM detector on Concorde detected the event of 29 September 1989 and also four periods of enhancement during the events of 19-24 October 1989. Instantaneous rates were enhanced by up to a factor ten compared with quiet-time cosmic rays, while flight-averages were enhanced by up to a factor six. Calculations are described for increases in radiation at aircraft altitudes using solar particle spectra in conjunction with Monte Carlo radiation transport codes. In order to obtain solar particle spectra with sufficient accuracy over the required energy range it is necessary to combine space data with measurements from a wide range of geomagnetically dispersed, ground-level neutron monitors. Such spectra have been obtained for 29 September 1989 and 24 October 1989 and these are used to calculate enhancements that are compared with the data from CREAM on Concorde. The effect of cut-off rigidity suppression by geomagnetic activity is shown to be significant. For the largest event on record on 23 February 1956, there are no space data but there are data from a number of ground-level cosmic-ray detectors. Predictions for all events show very steep dependencies on both latitude and altitude. At high latitude and altitude (17 km) calculated increases with respect to cosmic rays are a factor 70 and 500 respectively for 29 September 1989 and 23 February 1956. The levels of radiation for high latitude, subsonic routes are calculated, using London to Los Angeles as an example, and can exceed 1 mSv, which is significantly higher than for Concorde routes from Europe to New York. The sensitivity of the calculations to spectral fitting, geomagnetic activity and other assumptions demonstrates the requirement for widespread carriage of radiation monitors on aircraft.

Aircraft↗

The atmospheric cosmic- and solar energetic particle radiation environment at aircraft altitudes.

Galactic cosmic rays interact with the solar wind, the earth's magnetic field and hadron, lepton and photon fields at aircraft altitudes. In addition to cosmic rays, energetic particles generated by solar activity bombard the earth from time to time. These particles, while less energetic than cosmic rays, also produce radiation fields at aircraft altitudes which have qualitatively the same properties as atmospheric cosmic rays. We have used a code based on transport theory to calculate atmospheric cosmic-ray quantities and compared them with experimental data. Agreement with these data is seen to be good. We have then used this code to calculate equivalent doses to aircraft crews. We have also used the code to calculate radiation doses from several large solar energetic particle events which took place in 1989, including the very large event that occurred on September 29th and 30th of that year. The spectra incident on the atmosphere were determined assuming diffusive shock theory.

Aerospace Medicine↗

Allergic contact dermatitis in American aircraft manufacture.

BACKGROUND: This study was prompted by the paucity of generally available information on the materials used in modern aircraft manufacture and the allergic contact dermatitis caused by those materials. OBJECTIVE: The purpose of this study was to review the author's experience with aircraft workers over a period of 5 years, with attention to documentable allergic contact dermatitis (ACD) that can be attributed to their work. METHODS: All patients who were referred for evaluation of a possible work-related injury were subjected to a routine workup. This included an occupational history, a specific delineation of their jobs, review of Material Safety Data Sheets, physical examinations, patch testing to possible causative agents, and, when necessary, inspection of the specific workplaces. RESULTS: Forty-four workers were found to have ACD that, more probably than not, was caused by a specific material in their workplaces. Although many common contactants appeared with predictable frequency, the use of "pre-preg" materials and modern sealants often led to ACD that could not be diagnosed with "standard" screening trays of test materials. CONCLUSION: When evaluating dermatitis in someone engaged in the manufacture of aircraft, one must be aware of the numerous materials used in this industry that have the potential to cause ACD.

Adult↗

Characterization of endotoxin and 3-hydroxy fatty acid levels in air and settled dust from commercial aircraft cabins.

Endotoxin was measured in air and dust samples collected during four commercial aircraft flights. Samples were analyzed for endotoxin biological activity using the Limulus assay. 3-hydroxy fatty acids (3-OH FA) of carbon chain lengths C10:0-C18:0 were determined in dust by gas chromatography-ion trap tandem mass spectrometry. The geometric mean (geometric standard deviation) endotoxin air level was 1.5 EU/m3 (1.9, n = 28); however, significant differences were found by flight within aircraft type. Mean endotoxin levels were significantly higher in carpet dust than in seat dust (140 +/- 81 vs. 51 +/- 25 EU/mg dust, n = 32 each, P < 0.001). Airborne endotoxin levels were not significantly related to either carpet or seat dust endotoxin levels. Mean 3-OH FA levels were significantly higher in carpet dust than in seat dust for C10:2, C12:0, and C14:0 (P < 0.001 for each), while the mean level of C16:0 was significantly higher in seat dust than in carpet dust (P < 0.01). Carpet dust endotoxin was significantly, but moderately, correlated with 3-OH-C12:0 and 3-OH-C14:0 (Pearson r = 0.52 and 0.48, respectively), while correlation of seat dust endotoxin with individual 3-OH FAs depended on the test statistic used. Mean endotoxin potency was significantly higher for carpet dust than for seat dust (6.3 +/- 3.0 vs. 3.0 +/- 1.4 EU/pmol LPS, P < 0.0001). Mean endotoxin levels in the air and dust of commercial aircraft cabins were generally higher than mean levels reported in homes and office buildings. These results suggest that exposure route and dust source are important considerations when relating endotoxin exposure to specific health outcomes.

Air Pollutants↗

Transmission of the severe acute respiratory syndrome on aircraft.

BACKGROUND: The severe acute respiratory syndrome (SARS) spread rapidly around the world, largely because persons infected with the SARS-associated coronavirus (SARS-CoV) traveled on aircraft to distant cities. Although many infected persons traveled on commercial aircraft, the risk, if any, of in-flight transmission is unknown. METHODS: We attempted to interview passengers and crew members at least 10 days after they had taken one of three flights that transported a patient or patients with SARS. All index patients met the criteria of the World Health Organization for a probable case of SARS, and index or secondary cases were confirmed to be positive for SARS-CoV on reverse-transcriptase polymerase chain reaction or serologic testing. RESULTS: After one flight carrying a symptomatic person and 119 other persons, laboratory-confirmed SARS developed in 16 persons, 2 others were given diagnoses of probable SARS, and 4 were reported to have SARS but could not be interviewed. Among the 22 persons with illness, the mean time from the flight to the onset of symptoms was four days (range, two to eight), and there were no recognized exposures to patients with SARS before or after the flight. Illness in passengers was related to the physical proximity to the index patient, with illness reported in 8 of the 23 persons who were seated in the three rows in front of the index patient, as compared with 10 of the 88 persons who were seated elsewhere (relative risk, 3.1; 95 percent confidence interval, 1.4 to 6.9). In contrast, another flight carrying four symptomatic persons resulted in transmission to at most one other person, and no illness was documented in passengers on the flight that carried a person who had presymptomatic SARS. CONCLUSIONS: Transmission of SARS may occur on an aircraft when infected persons fly during the symptomatic phase of illness. Measures to reduce the risk of transmission are warranted.

Aged↗

Unsafe acts and unsafe outcomes in aircraft maintenance.

Road safety studies using the Driver Behaviour Questionnaire (DBQ) have provided support for a three-way distinction between violations, skill-based errors and mistakes, and have indicated that a tendency to commit driving violations is associated with an increased risk of accident involvement. The aims of this study were to examine whether the three-way distinction of unsafe acts is applicable in the context of aircraft maintenance, and whether involvement in maintenance safety occurrences can be predicted on the basis of self-reported unsafe acts. A Maintenance Behaviour Questionnaire (MBQ) was developed to explore patterns of unsafe acts committed by aircraft maintenance mechanics. The MBQ was completed anonymously by over 1300 Australian aviation mechanics, who also provided information on their involvement in workplace accidents and incidents. Four factors were identified: routine violations, skill-based errors, mistakes and exceptional violations. Violations and mistakes were related significantly to the occurrence of incidents that jeopardized the quality of aircraft maintenance, but were not related to workplace injuries. Skill-based errors, while not related to work quality incidents, were related to workplace injuries. The results are consistent with the three-way typology of unsafe acts described by Reason et al. (1990) and with the DBQ research indicating an association between self-reported violations and accidents. The current findings suggest that interventions addressed at maintenance quality incidents should take into account the role of violations and mistakes, and the factors that promote them. In contrast, interventions directed at reducing workplace injury are likely to require a focus on skill-based errors.

Accidents, Occupational↗

Exposure assessment for a large epidemiological study of aircraft manufacturing workers.

Methods were developed to assess exposure to a wide variety of chemicals for nearly 80,000 workers involved in manufacturing aircraft since 1928. The facilities, now closed, consisted of four major plants, over 200 buildings, and a changing workforce during 60 years of operation. To access chemical exposures by specific jobs and calendar years, we reviewed complete work histories, examined detailed job descriptions available going back to 1940, interviewed long-term employees, conducted walk-through visits of aircraft manufacturing plants, reviewed comprehensive environmental assessment reports and industrial hygiene surveys on the facilities, and built on experience gained in previous studies of the aircraft industry. Using computer-based imaging systems, we examined and evaluated the complete work histories found on service record cards for the cohort and abstracted detailed information on all jobs held among the factory workers who had been employed for at least one year. Jobs were classified into one of three exposure categories related to the use of specific chemicals: routine, intermittent, and none, and these classifications were subsequently used in the epidemiological analyses. The approach to exposure assessment began with the most general categorization of employees (i.e., all workers) and then became progressively more specific, that is, factor workers, job families (similar activities), job titles, and jobs with chemical usage (exposure potential). Because exposure surveys were limited or absent during the early years of plant operations, we did not assign quantitative measures of exposure to individual job activities. Instead, we used as our exposure metric, the length of time spent in jobs with potential exposure to the chemical. Important occupational exposures included chromate-containing compounds such as used in paint primers, trichloroethylene and perchloroethylene used as vapor-state degreasing solvents, and a broad range of other solvents.

Adult↗

Monte Carlo calculation of the radiation field at aircraft altitudes.

Energy spectra of secondary cosmic rays are calculated for aircraft altitudes and a discrete set of solar modulation parameters and rigidity cut-off values covering all possible conditions. The calculations are based on the Monte Carlo code FLUKA and on the most recent information on the interstellar cosmic ray flux including a detailed model of solar modulation. Results are compared to a large variety of experimental data obtained on the ground and aboard aircraft and balloons, such as neutron, proton, and muon spectra and yields of charged particles. Furthermore, particle fluence is converted into ambient dose equivalent and effective dose and the dependence of these quantities on height above sea level, solar modulation, and geographical location is studied. Finally, calculated dose equivalent is compared to results of comprehensive measurements performed aboard aircraft.

Aircraft↗