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At least 19 recordsLinked to original sources
PubMed1977

Joint Committee on Aviation Pathology: VII. Aviation pathology in relation to aviation safety.

The mainstay of accident-prevention programs--and accident prevention programs, after all is said and done, are the ultimate objective--has been to educate populations exposed to certain hazards with respect to the nature of the risks involved. While human engineering can frequently limit or diminish the hazard potential in a given situation, it is unlikely that mechanical contrivances alone will offer a pragmatic solution to the human-factor accident. I would invite this group to expend its talent in further developing the application of clinical pathology as well as pathologic anatomy to the still-unanswered problems in aviation safety and join with us at the Naval Safety Center in an effort to make our air operation as safe as possible.

Accidents, Aviation↗
PubMed1977

Joint Committee on Aviation Pathology: XI. Evaluation and disposition of Army helicopter aviators with finger amputations.

During the period 1969-1975, 12 disqualified U.S. Army helicopter aviators with various finger amputations were evaluated by the U.S. Army Aeromedical Consultation Service for return to flying duties. The evaluations included both medical examinations and in-flight performance observed by aviation medicine specialists and standardization instructor pilots. The criteria for aeromedical disposition are presented with a discussion of the hand and finger requirements to fly U.S. Army UH-1 rotary wing aircraft. All evaluated aviators were presented to a board of senior U.S. Army flight surgeons, who recommended return to flying. Ten of the disqualified aviators were returned to unrestricted flying. Two required limitations to fly with another qualified aviator. At this time, 1 to 7 years after evaluation, 11 are current Army aviators. None have had to be reevaluated or suspended as a result of problems with their amputations. Not one of these aviators has had a fatal accident. The comprehensive medical and in-flight evaluations of well-motivated, disqualified aviator finger amputees has proven to be of benefit in retaining valued assets for U.S. Army aviation.

Adult↗
PubMed1989

Compatibility of the aviation night vision imaging systems and the aging aviator.

With the advent of the night vision goggle (NVG) mission requirements in the United States Army, the reserve components began training with the second generation (AN/PVS-5 & AN/PVS-5A) systems. These systems prohibit the wear of spectacles by the aviator. Certain modifications on some systems allowed for spectacle wear. However, there still exists a 5-h day filter training minimum in which the full NVG with facemask and cushion must be worn without spectacles. The NVG system corrects up to +2.00 diopters of hyperopia and up to -6.00 diopters of myopia, but only +/- 1.00 diopter of astigmatism. A survey of the reserve component (USAR and NG) aviators in the Southwest was conducted to establish the relative incompatibility of the NVG system among an aviator population older than the active component aviators. All medical record custodians received questionnaires and the flight surgeon followed up replies by telephone or on-site visits. We screened a total of 127 aviator records. The aviator's average age was 39.5 years; 65.3% had 20/20 vision and were emmetropes. Of those that wore spectacles, 82.4% had hyperopia or myopia correctable by the built-in optical adjustments contained in the NVG. The other 17.6%, who had vision that exceeded the correction factors built into the NVG, consisted of astigmats with greater than 2.00 diopters of cylinder. Nearly 20% of the aviators who wore corrective lenses exceeded the corrective limits of the goggles that they used. Further, pilots had no specific prescreening instruction. With the development of more sophisticated aviation optics. Three options exist: modify visual standards, allow contact lens wear, or design future systems to be compatible with spectacles.

Adult↗
PubMed1975

Review of aviation safety measures which have application to aviation accident prevention.

Introduction of certain human-factors techniques has been followed by market reduction in military and airline accident rates. In this study, these safety measures are analyzed to determine the value of their application to general aviation activity. Some techniques are already in use. They are: 1. medical evaluation of iarcrews; 2. aeronautical innovations which tailor the machine to the man; 3. imporvement of precision navigational air traffic control and flight procedures; 4. standardization of flight training and flight procedures. A remaining field of interest, and one which appears to be underused, is that of supervision. After ending his association with the flight instructor, the general aviation pilot is essentially unsupervised. Accident data gathered over several years show that with increases in the proportion of pilots who have not maintained an association with a flight instructor, the general aviation fatal accident rate is increased. Current regulations, which require revalidation of airman's certificates, provide a method by which this association can be maintained. The flight instructor, or some similar aviation professional, can maintain an element of supervision with otherwise independent general aviation pilots. Data from previous years supports the hypothesis that such a program would make a substantial improvement in general aviation safety.

Accident Prevention↗
PubMed1991

Toxicological findings in Federal Aviation Administration general aviation accidents.

Blood, urine, and tissue specimens were received from 377 Federal Aviation Administration (FAA) aviation fatalities during fiscal year 1989. Carbon monoxide at less than 10% saturation was found in 94% of the cases, and cyanide at less than 0.5 mg/L was found in 96% of the cases. Ethanol at greater than 10 mg/dL was found in 14.8% of the cases, but only 4.5% were determined to be due to ethanol ingestion from toxicological findings. Excluding nicotine and ethanol, 12.6% of the cases were positive for one or more drugs. Acetaminophen and salicylate were the most frequently found drugs. Cannabinoids were found in 1.3% of the cases and benzoylecgonine in 1.6%. There was minimal use of therapeutic drugs that cause central nervous system depression or stimulation. These results show no consistent pattern of drug involvement in civilian aviation fatalities.

Accidents, Aviation↗
PubMed1998

[From present day aviation medicine to aviation anthropologic ecology of the future].

Rationale is given to the proposition that aviation medicine including psychophysiology and ergonomics is a peculiar kind of aviation anthropoecology as a variety of the present-day integrative science of human. This is grounded, firstly, on analysis of any scientific finding of aviation medicine in the light of two principles of the contemporary occupational medicine, i.e. human health and reasonable risk (which is an equivalent of safety) and, secondly, systemic study from this angle of all, from molecular to social, levels of the biological integration man of flying.

Aerospace Medicine↗
PubMed1998

Aviation suicide: a review of general aviation accidents in the UK, 1970-96.

A review was undertaken of 415 general aviation accidents. Three were definite cases of suicide and in another seven it seemed possible that the deceased had taken their own lives. Therefore, in the United Kingdom, suicide definitely accounts for 0.72% of general aviation accidents and possibly for more than 2.4%. The latter accords more closely with the findings from Germany than from the United States. Previous psychiatric or domestic problems and alcohol misuse are features of these cases. Aerobatics before the final impact is another frequent finding. The investigation of fatal accidents involving "pilot error" is incomplete without an examination of the victim's social and psychological history. An assessment of a pilot's mental well-being is an essential part of aviation medical examinations.

Adult↗
PubMed1991

Sickle cell anemia trait in the military aircrew population: a report from the Military Aviation Safety Subcommittee of the Aviation Safety Committee, AsMA.

The question of whether sickle cell trait (SCT) is potentially dangerous to military aircrew personnel who have it and, consequently, whether such individuals should be allowed to fly in military aircraft is a very emotional issue. This article traces the evolution of how the U.S. military has dealt with the problem, and the present status of individuals with SCT in the U.S. military aviation community. Extensive studies and means for subjectively evaluating the problem were instituted by the Department of Defense in 1981, after making the decision not to restrict aircrew with the trait from aviation duties. All research projects and educational programs were abruptly stopped in 1985. Today, there are no actual restrictions on individuals with SCT for duty in the aviation and diving communities.

Aerospace Medicine↗
PubMed2003

From aviation to medicine: applying concepts of aviation safety to risk management in ambulatory care.

The development of a medical risk management programme based on the aviation safety approach and its implementation in a large ambulatory healthcare organisation is described. The following key safety principles were applied: (1). errors inevitably occur and usually derive from faulty system design, not from negligence; (2). accident prevention should be an ongoing process based on open and full reporting; (3). major accidents are only the "tip of the iceberg" of processes that indicate possibilities for organisational learning. Reporting physicians were granted immunity, which encouraged open reporting of errors. A telephone "hotline" served the medical staff for direct reporting and receipt of emotional support and medical guidance. Any adverse event which had learning potential was debriefed, while focusing on the human cause of error within a systemic context. Specific recommendations were formulated to rectify processes conducive to error when failures were identified. During the first 5 years of implementation, the aviation safety concept and tools were successfully adapted to ambulatory care, fostering a culture of greater concern for patient safety through risk management while providing support to the medical staff.

Ambulatory Care↗
PubMed1996

[Current problems of aviation medicine (the 60th anniversary of the State Research Institute of Aviation and Space Medicine)].

The paper provides a brief review of topical problems of aviation medicine as an ingredient of occupational medicine. It considers the most important guidelines and concepts which ensure efficiency and reliability of skilled performance of specialists and shows the significance of research and practical advances of aviation medicine for human health promotion in our country.

Academies and Institutes↗
PubMed1977

Joint Committee on Aviation Pathology: XVIII. Correlation of occurrence of aircraft accidents with biorhythmic criticality and cycle phase in U.S. Air Force, U.S. Army, and civil aviation pilots.

The correlation of occurrence of aircraft accidents to critical and negative phases of the biorhythm cycles was investigated. Data from 880 U.S. Air Force pilot-involved accident cases were studied and added to 4,279 previously reported cases. The data were tested by chi-square analysis under the null hypothesis that there is no effect of biorhythm on aviation accidents. Under this hypothesis, the expected number of accidents occurring on critical days should be 179.13 for the U.S. Air Force; there were 179. In analyzing the effect of biorhythmic criticality for pilot-involved cases from all sources, there were were 300 individual chi-square values computed. The frequency of these values by their percentile distribution so closely matched the theoretical distribution that there was no evidence whatsoever to indicate an effect of biorhythmic criticality. There no correlation between multiply negative or individually negative phases of the biorhythm cycles and aircraft accidents in the U.S. Air Force or in the combined pilot-involved accident group.

Accidents, Aviation↗
PubMed1991

Anti-drug program for personnel engaged in specified aviation activities--Federal Aviation Administration. Final rule.

On November 14, 1988, the FAA issued a final rule requiring specified aviation employers and operators to submit and implement anti-drug programs for personnel performing sensitive safety- and security-related functions. This final rule modifies that rule by excluding most entities conducting operations that do not require a part 121 or 135 certificate. Entities conducting sightseeing flights in an airplane or rotorcraft for compensation or hire will continue to be covered by the rule.

Aircraft↗