Search PubMed⌕ Search

SEARCH · Search PubMed

Results for “Aircraft”

Search indexed PubMed citations on genomics, clinical trials, systematic reviews and public health. Explore titles, authors and supplied subject terms, then open the PubMed record.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 recordsLinked to original sources
PubMed1981

Annoyance by aircraft noise and fear of overflying aircraft in relation to attitudes toward the environment and community.

If, as has been suggested, expressions of annoyance attributable to aircraft noise may reflect, in part, fear of aircraft overflights and possible crashes, then residents of areas where crashes have occurred should express more annoyance. To test this hypothesis, 50 residents of an Albany, New York area where an aircraft crash producing fatalities recently occurred, and 50 residents of a comparable nearby area without such a history, were asked to respond to a "Quality of Life" questionnaire. Among the items were some designed to test annoyance by noise and fear of aircraft overflights. It was predicted that those in the crash area would express more fear and would more often identify aircraft as a noise source. Factor analysis and discriminant analysis results sustained these hypotheses. A near-replication was carried out in Louisville, Kentucky; results were much the same. For the crash-area groups there was association of aircraft fear and noise annoyance responses; this was true to an apparently lesser extent for non-crash-area groups. The greater annoyance of crash groups by aircraft community noise apparently does not carry over to assessment of aircraft noise in the laboratory.

Accidents, Aviation↗
PubMed2004

Evaluation of the influence of aircraft shielding on the aircrew exposure through an aircraft mathematical model.

In order to investigate the influence of aircraft shielding on the galactic component of cosmic rays, an aircraft mathematical model has been developed by the combinatorial geometry package of the Monte-Carlo transport code FLUKA. The isotropic irradiation of the aircraft in the cosmic ray environment has been simulated. Effective dose and ambient dose equivalent rates have been determined inside the aircraft at several locations along the fuselage, at a typical civil aviation altitude (10 580 m), for vertical cut-off rigidity of 0.4 GV (poles) and 17.6 GV (equator) and deceleration potential of 465 MV. The values of both quantities were generally lower than those in the free atmosphere. They depend, in an intricate manner, on the location within the aircraft, quantity of fuel, number of passengers, etc. The position onboard of crew members should be taken into account when assessing individual doses. Likewise due consideration must be taken when positioning detectors which are used to measure H*(10). Care would be needed to avoid ambiguity when comparing the results of calculation with the experimental data.

Aircraft↗
PubMed1994

The impact of the Amsterdam aircraft disaster on reported annoyance by aircraft noise and on psychiatric disorders.

BACKGROUND: On 4 October 1992 a plane crashed on the south-eastern (SE) borough of Amsterdam. This study examines the effects of this disaster on the reported annoyance caused by aircraft noise and on psychiatric disorders measured by the General Health Questionnaire (GHQ), in an ongoing Health Interview Survey (HIS). METHODS: In the HIS 5092 people were interviewed; 1006 before the accident and 305 in the SE borough. Odds ratios (OR) were computed comparing the period before the disaster with the 8 months thereafter. RESULTS: After aircraft crossings restarted (weeks 3-10 after the disaster) 60.0% of the respondents in the disaster borough reported annoyance, compared to 36.8% before the event (crude OR = 2.57, 95% confidence interval (Cl); 2.63-3.04). In the three subsequent 2-month periods these OR for the SE borough steadily decreased. No significant change was found either for the rest of Amsterdam or for the GHQ measure. Logistic regression modelling showed the increase to be highest immediately after the aircraft crossings restarted. (OR = 7.50, 95% Cl: 2.40-23.4). CONCLUSIONS: The results suggest that fear is related to a heightened sensitivity to noise, but indicate that this does not lead to widespread psychiatric disorders. The results further indicate that this HIS was sufficiently sensitive to show changes in annoyance caused by aircraft noise after such a severe incident.

Accidents, Aviation↗
PubMed1975

Cardiac injuries in aircraft occupants resulting from aircraft accidents.

The author reports that relatively frequent injuries to the thorax and to the heart are established in autopsies of aircraft fatalities. A review of 128 autopsy protocols of aircraft accident fatalities revealed 111 cases of severe contact injuries to the thorax and 98 cases of traumatic injuries to the pericardium and the heart. Accepting the fact that persons injured if traffic accidents display cardiac injuries in 25% of the cases, the number of traumatic heart lesions inflicted in persons in aircarft accidents is three times as high, a fact which may be attributed to the far higher speeds of the aircraft at the moment of impact with resultant forces of deceleration. Causes and mechanisms of the development of cardiac lesions as well as necessary recommendations for the improvement of the health protection of aircraft occupants are discussed.

Accidents, Aviation↗
PubMed2005

Exposure to aircraft noise and risk of psychiatric disorders: the Elmas survey--aircraft noise and psychiatric disorders.

BACKGROUND: Evidence that high levels of aircraft noise lead to psychiatric disorders in the community is contradictory. The aim of the present study was to investigate the frequency of mental disorders in a sample living in the immediate surroundings of an airport compared with those from a sample of residents from the same region who had not been exposed to the risk of aircraft noise. METHODS: Exposed subjects were residents in Giliaquas in the vicinity of Elmas airport (Sardinia, Italy). The control sample was drawn from a database of a large community survey, after matching for sex, age and employment status. All subjects were interviewed using a simplified version of the Composite International Diagnostic Interview. RESULTS: Exposed subjects showed a higher frequency of Generalized Anxiety Disorder and Anxiety Disorder Not Otherwise Specified (NOS). CONCLUSIONS: Previous studies generally suggested that high levels of environmental noise are associated with subsyndromal states (psychiatric symptoms) more than with specific syndromes. The present study shows an increased risk for long-lasting syndromal anxiety states (Generalized Anxiety Disorder and Anxiety Disorder NOS), thus supporting the hypothesis of a sustained central autonomic arousal due to chronic exposure to noise.

Adult↗
PubMed2001

Aircraft and runway deicers at General Mitchell International Airport, Milwaukee, Wisconsin, USA. 2. Toxicity of aircraft and runway deicers.

Streams receiving runoff from General Mitchell International Airport (GMIA), Milwaukee, Wisconsin, USA, were studied to assess toxic impacts of aircraft and runway deicers. Elevated levels of constituents related to deicing (propylene glycol, ethylene glycol, and ammonia) were observed in stream samples. The LC50s of type I deicer for Ceriodaphnia dubia, Pimephelas promelas, Hyalela azteca, and Chironimus tentans and the EC50 for Microtox were less than 5,000 mg/L of propylene glycol. Concentrations up to 39,000 mg/L were observed at airport outfall sites in samples collected during deicing events. The IC25s of type I deicer for C. dubia and P. promelas were less than 1,500 mg/L of propylene glycol. Concentrations up to 960 mg/L were observed in low-flow samples at an airport outfall site. Measured toxicity of stream water was greatest during winter storms when deicers were applied. Chronic toxicity was observed at airport outfall samples from low-flow periods in the winter and the summer, with the greater toxic impacts from the winter sample. All forms of toxicity in stream-water samples decreased as downstream flows increased.

Aircraft↗
PubMed1980

Passenger survival in wide-bodied jet aircraft accidents vs. other aircraft: a comparison.

An analysis of survival of passengers involved in accidents over the last decade shows approximately three time fewer fatalities, in proportion to the number of passengers involved, in wide-bodied jets than in piston aircraft. Various factors affecting the improved survival rates are discussed. Application of these points with particular reference to airport disaster planning is made. It is shown that there are larger numbers of survivors when life-saving emergency treatment utilizes the concept of "bringing the hospital to the disaster." Details of the Mobile Emergency Hospital developed at Kennedy International Airport are described.

Accidents↗
PubMed2003

[Fatal injuries of flight crews in civil aircraft and sport aircraft].

The analysis of the 74 cases of civil aviation accidents have been done from the period 1991-2000, in which 107 persons were killed. The Institute of Aviation Medicine has participated on the investigation of 86.5% crashes in the Czech republic. The majority of accidents happened in the period from april to september, 55.4% cases during weekend days. The male prevalence among bodies was significant, the average age of dead pilots was 43.5 years. Polytrauma was the most frequent cause of death. The medical cause of accident genesis was managed in one case. Heavy problem were almost 11% positive BAC of the investigated crew members. The positive toxicology findings of medical drugs in pilots were sporadic. The type of crashes and their collisions were also analysed.

Accidents, Traffic↗
PubMed2004

Analysis of mission and aircraft factors in G-induced loss of consciousness in the USAF: 1982-2002.

INTRODUCTION: Previous studies have used questionnaires to evaluate G-LOC incident rates in different aircraft types, but no studies of G-LOC-related incident, crash, and fatality rates in different aircraft types were found in a search of the literature. METHODS: G-LOC events (including both incidents and crashes) for the fiscal years 1982 to 2002 were obtained from the USAF Safety Center. Aircraft sortie numbers were obtained for all aircraft that had a G-LOC event reported. Contingency table analysis and Chi-squared tests were used to evaluate differences in G-LOC rates. RESULTS: Overall 559 G-LOC events occurred for a rate of 25.9 per million sorties (PMS), but event rates differed by almost two orders of magnitude between aircraft categories, being highest in basic training aircraft, intermediate in single crewmember fighters, and lowest in other aircraft types (p < 0.001). The proportion of events resulting in crashes was 30% in single-crewmember aircraft compared with 0.6% in trainers and other two-crewmember aircraft (p < 0.001). All of the crashes and fatalities occurred in aircraft occupied at the time by only a single crewmember. The crash fatality rate was 100% in attack aircraft, 73% in single-crewmember fighters, and zero in basic trainers (p < 0.05). The F-15 and F-16 aircraft did not have higher G-LOC rates than other single-seat fighters. DISCUSSION: The data suggest that both crew complement and mission play a role in determining G-LOC rates. The data also suggest that G-LOC in an aircraft with a ground attack mission is more likely to result in a fatality.

Accidents, Aviation↗
PubMed1999

Homebuilt aircraft crashes.

BACKGROUND: While the number of general aviation crashes has decreased over the 5 yr prior to 1993, the total number of homebuilt aircraft crashes has increased by nearly 25%. Research was undertaken to analyze these crashes and identify causal factors or unique problems associated with homebuilt aircraft. METHODS: Some 200 National Transportation Safety Board computer records and two-page descriptive briefs were analyzed for homebuilt aircraft crashes during 1993. Using descriptive epidemiology, variables were looked at in detail and comparisons were made with general aviation crashes during the-same year. RESULTS: Despite accounting for only 3% of all hours flown in general aviation certified aircraft for 1993, homebuilt aircraft accounted for 10% of the crashes and experienced a higher fatal crash rate. Crashes due to mechanical failure and crashes on takeoff and climb were more common in homebuilt aircraft as compared with general aviation. Other significant causal factors for homebuilt aircraft crashes included: minimal flight time in type specific aircraft, improper maintenance and improper design or assembly. CONCLUSIONS: Greater emphasis needs to be placed on educating homebuilt aircraft owners in the importance of following Federal Aviation Administration guidelines for certification and air worthiness testing. Understanding the aircraft's specifications and design limitations prior to the initial flight and properly maintaining the aircraft should also help to reverse the trend in the number of these crashes and subsequent lives lost. A system for assuring that all home-built aircraft are certified and more accurate reporting of flight hours are needed for accurate tracking of homebuilt aircraft crash rates.

Accidents, Aviation↗
PubMed1997

A review of health effects of aircraft noise.

Social surveys have established dose-response relationships between aircraft noise and annoyance, with a number of psychological symptoms being positively related to annoyance. Evidence that exposure to aircraft noise is associated with higher psychiatric hospital admission rates is mixed. Some evidence exists of an association between aircraft noise exposure and use of psychotropic medications. People with a pre-existing psychological or psychiatric condition may be more susceptible to the effects or exposure to aircraft noise. Aircraft noise can produce effects on electroencephalogram sleep patterns and cause wakefulness and difficult in sleeping. Attendances at general practitioners, self-reported health problems and use of medications, have been associated with exposure to aircraft noise, but some findings are inconsistent. Some association between aircraft noise exposure and elevated mean blood pressure has been observed in cross-sectional studies of schoolchildren, but with little confirmation from cohort studies. There is no convincing evidence to suggest that all-cause or cause-specific mortality is increased by exposure to aircraft noise. There is no strong evidence that aircraft noise has significant perinatal effects. Using the World Health Organization definition of health, which includes positive mental and social wellbeing, aircraft noise is responsible for considerable ill-health. However, population-based studies have not found strong evidence that people living near or under aircraft flight paths suffer higher rates of clinical morbidity or mortality as a consequence of exposure to aircraft noise. A dearth of high quality studies in this area precludes drawing substantive conclusions.

Aircraft↗
PubMed2003

A review of the effects of aircraft noise on wildlife and humans, current control mechanisms, and the need for further study.

Military and civilian aircraft overflights are an issue that may impact the quality of life for millions of United States residents. Aircraft noise annoys many people worldwide and is generally thought to adversely affect some wildlife species. In light of increasing demands being placed on airspace, and because of technological improvements in acoustical testing, there is a need to reexamine the effects of aircraft noise exposure on humans and wildlife. This paper reviews past research, current laws and legislation, and presents an argument for the need to revisit the effects of aircraft noise on humans and wildlife. Some evidence suggests that noise may adversely impact wildlife and humans, however, many of the past studies were inconclusive and based on relatively small sample sizes. Given that aircraft noise abatement legislation has been enacted and because of the recent promulgation of community-based noise awareness programs, future studies should be conducted to resolve public policy problems and debates associated with aircraft noise. The need to further study the effects of aircraft noise on humans and wildlife is critical for creating sustainable land use policies near aircraft installations. Data derived from these studies will be used to create sound public policies that enhance the operational capacity of military and civilian aircraft while reducing the opportunity for human and wildlife exposure to aircraft noise.

Aircraft↗
PubMed2001

Aircraft control forces and EMG activity in a C-130 Hercules during strength-critical maneuvers.

BACKGROUND: The force levels required to operate aircraft controls should be readily generated by pilots, without undue fatigue or exertion. However, maximum pilot applied forces, as specified in aircraft design standards, were empirically derived from the subjective comments of test pilots, and may not be applicable for the majority of pilots. Further, experienced RNZAF Hercules flying instructors have indicated that endurance and fatigue are problems for Hercules pilots. The aim of this study was to quantify aircraft control forces during emergency maneuvers in a Hercules aircraft and compare these forces with design standards. In addition, EMG data were recorded as an indicator of muscle fatigue during flight. METHODS: Six subjects were tested in a C-130 Hercules aircraft. The maneuvers performed were low-level dynamic flight, one engine-off straight-and-level flight, and a two-engines-off simulated approach. The variables recorded were pilot-applied forces and EMG activity. RESULTS: Left rudder pedal force and vastus lateralis activity were both significantly greater during engine-off maneuvers than during low-level dynamic flight (p < 0.05). Maximum aircraft control forces for all controls were within 10% of the design standards. The mean EMG activity across all muscles and maneuvers was 26% MVC, with a peak of 61% MVC in vastus lateralis during the two-engine-off approach. The median frequency of the vastus lateralis EMG signal decreased 13.0% and 16.0% for the one engine-off and two-engine-off maneuvers, respectively. CONCLUSION: The forces required to fly a Hercules aircraft during emergency maneuvers are similar to the aircraft design standards. However, the levels of vastus lateralis muscle activation observed during the engine-off maneuvers can be sustained for approximately 1 min only. Thus, if two engines fail more than 1 min before landing, pilots may have to alternate control of the aircraft to share the workload and enable the aircraft to land safely.

Adult↗
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↗